At places where railroads and highways intersect at the same level, railroad crossings are installed. To ensure the safety of trains and vehicles, crossings are equipped with fencing devices for timely closure of traffic road transport when approaching a train crossing.

Depending on the intensity of traffic at the crossing, use the following types fencing devices: automatic traffic light signaling; automatic traffic light signaling with automatic barriers and crossing barriers (UZP); automatic warning alarm with non-automatic barriers.

Equipping crossings with automatic crossing alarm devices with auto barriers and barrier devices increases the safety of transport operations.

An automatic traffic light alarm (including in the presence of automatic barriers) should begin to give a stop signal towards the road, and an automatic warning alarm should signal the approach of a train in the time required for the crossing to be cleared by vehicles before the train approaches the crossing. Automatic barriers must remain in closed position, and the automatic traffic light signaling must continue to operate until the crossing is completely cleared by the train.

A car barrier prevents vehicles from passing through the crossing when a train approaches. The barrier beam is painted red with white stripes, there are three electric lights with red lights on it, directed towards the road, located at the base, in the middle and at the end of the beam.

With automatic traffic light signaling on the highway side, the crossing is surrounded by two-digit traffic lights. From the moment the train approaches the crossing, the crossing traffic lights light up alternately with red flashing lights and give a “stop” signal to motor vehicles. This type of fencing devices is used at unguarded crossings.

When approaching a train crossing, the traffic light alarm turns on, and after 5-10 seconds the barrier bars are lowered and the crossing is closed. This delay in closing the barriers is necessary for vehicles to clear the crossing before the train approaches it. After the train has completely passed the crossing, the traffic lights are turned off, the barrier bars are raised to a vertical position and the crossing is opened.

To fence crossings, in addition to crossing traffic lights, road signs “Beware of the train”, “Attention! Automatic barrier”, “Railway crossing with a barrier”, “Approaching the crossing”. In front of the train, on the side of each railway track, traffic lights are installed at a distance of 15 to 800 m, and at a distance of 500 to 1500 m, signal signs “C” (blow a whistle) are installed. Barrier traffic lights are turned on by the crossing officer to stop the train in the event of a delay or car accident at the crossing. This type of fencing devices is used at guarded crossings.

The crossing barrier device (UZP) is integral part technical and technological means improving traffic safety at railway crossings.

UZP provides:

Automatic reflection of the crossing by barrier devices (UZ) by lifting their covers when the train approaches the crossing;

Detection of vehicles in the areas of the UZ covers when fencing the crossing and ensuring the possibility of their exit from the crossing;

Indication of information about the position of the covers, about the proper operation and malfunctions of the vehicle detection sensors (VDS) to the employee on duty.

An automatic warning alarm is not a means of fencing a crossing. It is used at guarded crossings and serves to provide the crossing duty officer with a sound and light signal that a train is approaching the crossing. For warning alarm Outside the premises of the crossing duty officer 8, an alarm panel with lights and a bell is installed to notify that a train is approaching the crossing.

To fence off the crossing, electric or mechanical barriers are installed, which are closed and opened by the person on duty at the crossing. To give the train a stop signal in the event of an accident at the crossing, the crossing duty officer turns on the traffic lights by pressing a button.

Relay equipment for controlling fencing devices is placed in relay cabinet 10, located next to the crossing duty booth. A crossing alarm panel P is mounted on the wall of this booth, from which the crossing duty officer can manually open and close the crossing, as well as turn on the traffic lights.

The type of fencing devices is selected depending on the category of crossing, the speed and intensity of train and road traffic.

Based on traffic intensity, crossings are divided into the following categories:

Ш I category - the intersection of a railway with motor roads of I and II categories, streets and roads with tram and trolleybus traffic with a traffic intensity at the crossing of more than 8 train-buses per hour;

Ш II category - intersection with motor roads of III category, streets and roads with bus traffic with a traffic intensity at the crossing of less than 8 train-buses per 1 hour, with other roads, if the traffic intensity at the crossing exceeds 50 thousand, train-cars in day or the road crosses three main railway lines;

Ш III category - intersection with roads that do not meet the characteristics of crossings of categories I and II, and also if the traffic intensity at the crossing with satisfactory visibility exceeds 10 thousand. train crews, and in case of unsatisfactory (poor) visibility - 1 thousand train crews per day.

Visibility is considered satisfactory if, at a distance of 50 m or less from the railway track, a train approaching from any direction is visible at least 400 m away, and the crossing is visible to the train driver at a distance of at least 1000 m.

In order to ensure timely closure of the crossing when a train approaches, the lengths of the approaching section are calculated.

When calculating, the following rules are used:

Road trains up to 24 m long inclusive are allowed to move through the railway crossing without additional approval from the railway services.

The time of notification of the train's approach to the crossing should ensure that the crossing is completely cleared by motor transport, if one entered the crossing at the time the alarm was turned on.

The necessary time reserve must be provided.

Approach time:

t c = t 1 + t 2 + t 3;

t 1 is the time required for cars to pass through the crossing;

t 2 - response time of devices in the notification and control circuits of the crossing alarm (t 2 = 4 sec);

t 3 - guaranteed time (t 3 = 10 sec);

L p - the length of the crossing, determined by the distance from the crossing traffic light furthest from the outer rail to the opposite rail plus 2.5 m (2.5 m is the distance required to safely stop the car after passing the crossing), (15 m);

L m - length of the machine (24 m);

L o - distance from the place where the car stops to the crossing traffic light (5 m);

V m = 5 km/h = 1.4 m/s.

Length of the section approaching the crossing:

L p = 0.28V p t s;

0.28 - speed conversion factor from km/h to m/s;

V p - maximum speed established in this section (120 km/h).

A crossing notice is given when a train approaches the next crossing in any direction, regardless of the specialization of the tracks and the direction of action of the AB.

L р = 0.2812031.4 = 1055.04 m 1060 m;

To determine the length of the approach section, you can use lookup tables. These tables show the estimated lengths of approach sections, m, at various train speeds depending on the crossing length, m, and notification time, s.

Notification that a train is approaching a crossing is transmitted using automatic track blocking circuits. The rail chain within the block section where the crossing is located is made split. The location of the cut is the crossing. Part of the track chain before the crossing in the direction of train movement is used to organize the approach section. When the train enters the approaching section, the crossing is closed. The second part of the rail circuit, located behind the crossing, is used to organize a distance section when the direction of movement is correct or as an approach section when the direction of movement is incorrect. From the moment the train leaves the approaching section for the moving section, the crossing opens.

The estimated length of the approach section, depending on the location of the crossing on the block section, is determined in accordance with Fig. 8.2. If the crossing is located from the traffic light 5 of the automatic block at a distance equal to effective length the approach section Lp, then the actual length of the approach section Lf is equal to Lp (Fig. 8.2, a). In this case, a notice to close the crossing will be given for one approach section. If the crossing is close to traffic light 5 of the automatic blocking system, the estimated length Lр turns out to be greater than the distance to this traffic light. In this case, the approach section is arranged between traffic lights 5 and 7 (Fig. 8.2, b). Now the actual length of the approach section is calculated from traffic light 7 and two approach sections are formed: the first from the crossing to traffic light 5 and the second between traffic lights 5 and 7. In this case, a notice to close the crossing will be given to two approach sections.

In some cases, if there are two sections approaching, their actual length will be greater than the calculated one and an extra length DL = Lf -- Lp is obtained, which leads to premature closure of the crossing and delays of vehicles. To equalize the lengths Lp and Lph, it is necessary to cut the rail circuit between traffic lights 5 and 7 and organize an approach section from the cut point. Since this necessitates the use of additional equipment and complicates the automatic blocking, the track circuit is not cut, and time delay elements are introduced into the automatic crossing signaling devices. With the help of these elements, from the moment the train enters the second approach section, a time delay for closing the crossing is activated. This delay is equal to the travel time of a train traveling at maximum speed along a section determined by the difference between the actual and estimated lengths of the approach section. For trains traveling at a speed less than the maximum, the notification time increases and the crossing is closed at a distance greater than the calculated one.

Schemes of crossing signaling on double-track sections with coded automatic blocking alternating current

Schematic and installation diagrams of crossing signaling sections with coded automatic locking are typical and designed for operation on double-track sections with two-way traffic with electric traction on direct and alternating current. In areas with electric traction direct current track circuits are used at 50 Hz, and with AC electric traction - 25 Hz.

Depending on the location of crossings and the number of approach sections in even and odd directions, the traffic signal control circuit diagrams have the following designations: P - two approach sections in both directions; Pch - in even one, in odd two; PM - in even two, in odd one; Pchi - in even number one from the previous move, in odd number two; Stumps - in the odd numbered one there is one from the previous move, in the even numbered one there are two; Pi - in even and odd one from the previous move; By - in odd numbers there are two, in even numbers a single signal installation is combined with a crossing; Pol - in the odd numbered one, in the even numbered one a single signal installation is combined with a crossing; Poi in the odd one is from the previous crossing, in the even numbered single signal installation is combined with the crossing; Ps - in the odd and even directions the signal installation is combined with the crossing.

Schematic diagram traffic light signaling has the index C, the auto barrier - Ш, the control panel - SHCHU, track circuits - RC50 and RC25.

To form an approach section, the rail chain of the block section on which the crossing is located is made split with the cut point at the crossing. At the point where the track circuit is cut, codes are transmitted both in the correct and in the wrong direction of movement. A special feature of a coded rail circuit is that its relay end is placed at the input end of the block section, and the supply end is placed at the output end. With this placement at the crossing, there is no track relay that detects the release of the crossing. To control the release of the crossing, at the signal installation located in front of the crossing, the relay and supply ends of the track circuit are automatically switched from the moment the train passes it. After this, the QOL code is sent after the departing train. After the track circuit of the approach section is released, the QO code is received at the crossing by relay equipment and the crossing is opened.

To notify that a train is approaching a crossing in two sections of approach, a separate two-wire circuit is used, which includes a notification relay. Information about the state of the moving installation is transmitted to the station by dispatch control devices.

The control diagram for a crossing signaling for an odd-numbered double-track section is shown in Fig. 8.8. Includes crossing alarm relays, the designation, type and purpose of which are given below:

NP (ANSh5-1600)…………track;

NI, NDI (NMVSh-110).......pulse and additional pulse;

NI1 (NMPSH2-400)……….relay repeater NI;

NDP (ANSh5-1600)………...additional track;

NPT (NMPSH2-400)………relay repeater NP;

NIP (KMSh-750)…………approach notifier for two approach sections;

PNIP (NMSh2-900)……….relay repeater NIP;

NIP1(ANIIIM2-380)………proximity relay repeater;

Tubing (ANSHMT-380)……….control thermal;

NT, NDT (TSh-65V)………transmitter;

NDI1 (NMPSH2-400)……...relay repeater NDI;

NV (ANSh5-1600)…………inclusive.

Within the block section on which the crossing is located, two rail circuits are formed: 5P with the supply end NP at the crossing and 5Pa with the relay end HP at the crossing.

If the crossing is located relative to traffic light 5 at a distance equal to the estimated length of the approach section, then the closure of the crossing occurs in one approach section when the train enters the track circuit 5P. The NIP relay at the crossing, included in the notification circuit I1-OI1, in this case is turned off by the front contacts of relay G2 of signal installation 5. By releasing the neutral armature, the NIP relay turns off the NIP1 relay, after which the NV, B relay turns off and the crossing is closed.

If the distance from the crossing to traffic light 5 is less than the estimated length of the approach section, then the crossing is closed in two approach sections when the train enters the track circuit 7P. In this case, the NIP relay receives power through the notification circuit through the contacts of relay IP1 and relay Z2 of traffic light 5. The NIP relay circuit includes the contacts of the neutral and polarized armatures of the NIP relay. The NIP1 relay is switched off by contacting the polarized armature of the NIP relay. The state of the circuit of the complete circuit corresponds to the installed one the right direction movement along an odd crossing route, the absence of a train in the approach section and the open state of the crossing. To operate coded automatic blocking, the split rail circuit of section 5P is coded from traffic light 3. The code corresponds to the signal reading of traffic light 3. At the crossing, the NI relay operates from code pulses, its operation is repeated by the NT repeater relay. By switching its contact, the HT relay energizes the NP track relay, which checks the free state of the 5Pa section. Through the front contact of the NP relay, its repeater, the NPT relay, is excited. The front contacts of the NPT relay close the coding circuit of the 5P track circuit. Working in code mode and switching its contact in the P transformer circuit, the NT relay transmits code pulses to the 5P track circuit. When receiving codes at traffic light 5, relay I operates; after decoding the code, signal relays Zh, Zh1 and Zh2 are activated, controlling the vacancy of section 5P.

The procedure for closing a crossing for one approach section is as follows. When the train enters section 5P, the reception of codes at traffic light 5 stops and relays Zh, Zh.1 and Zh2 are switched off. The contacts of relay Z2 turn off the NIP relay at the crossing. By releasing the anchor, the NIP relay turns off its PNIP relay repeater and simultaneously opens the power circuits of the NIP1 and NKT relays. Relay NIP1 turns off relay NV, which, releasing the anchor, closes the crossing.

When the PNIP relay is turned off, the following circuit switches are made: the NI1 relay circuit is turned on, which begins to work as a repeater of the NI relay; The NP relay is disconnected from the circuit for checking the pulse operation of the NT relay and connected to the capacitor decoder circuit to check the pulse operation of the NI1 relay. At proper operation relay NI1, relay NP and NPT remain in an excited state, which controls the vacancy of section 5P.

The procedure for closing a crossing in two approach sections is as follows. When the train enters the second approach section 7P at traffic light 5, relays IP and IP1 are switched off. The latter, releasing the armature, changes the polarity of the excitation current of the NIP relay at the crossing in the I1-OI1 circuit. By switching the contact of the polarized armature, the NIP relay turns off the NIP1 and NKT relays, after which, in the same order as when notifying one approach section, the NV relay turns off and the crossing is closed.

In this circuit, with the help of relay NIP1 and tubing, protection is provided against false opening of a crossing in the event of loss of a shunt under a train moving along the approach section.

The crossing opens after the train has passed section 5P in the following order. At the crossing there is a supply end of the 5P rail circuit, but there is no track relay that could detect the vacancy of the approaching section and open the crossing in a timely manner. Therefore, control of the release of the approach section before the crossing is carried out by encoding the track circuit 5P following the moving train from its relay end. Coding following the train begins from the moment the train enters the approach section 5P. At traffic light 5, through the rear contacts of relays I and Z1, relay OI is switched on, which closes following chains coding:

P--QL(CPT)--0--G2--PN --PN--OI

Working in the KZh code mode, the PDT and DT relays send this code to the 5P track circuit following the outgoing train.

From the moment the train head enters the 5Pa track circuit at the crossing, the pulse operation of the NI, NI1 and NT relays stops. The NP and NPT relays are turned off, which turn off the code translation circuits into the 5P rail circuit. The rear contacts of the NPT relay connect the NDI relay to the 5P track circuit. Immediately after the 5P track circuit is released, the NDI relay begins to operate in the KZh code mode coming from traffic light 5. The NDI1 relay operates through the NDI relay contact. The NDP relay is excited through a capacitor decoder, recording the release of the crossing. Through the front contact of the NDP relay, the circuit of the tubing thermoelement is closed, and after it is heated with a set time delay, the circuit of sequential operation of the tubing relay and NIP1 is closed. The front contact of the NIP1 relay turns on the NV relay, which opens the crossing. During the entire time the train moves along section 5Pa, the track circuit 5P is encoded with the KZh code from traffic light 5.

After the complete release of section 5Pa from traffic light 3, the KZh code is supplied to the rail circuit of this section; from this code, relays NI and NI1 operate at the crossing. When these relays operate pulsed, the NP relay is activated through a capacitor decoder, followed by the NPT relay. The latter, attracting the anchor, switches the relay end of the 5P rail circuit to the supply end. The rear contacts of the NPT relay disconnect the NDI relay from the track circuit, and the front contacts connect the power source. At the same time, the front contact of the NPT relay turns on the NT relay circuit, which operates as a repeater of the NI relay in the KZh code mode. By switching the contact of the transformer circuit P, the NT relay transmits the KZh code to the 5P track circuit.

For some time, QOL codes generated by KPT transmitters are received from both ends of the 5P track circuit different types. In the interval of the KZh code supplied from the relay end, from the KZh code supplied from the supply end, relay I operates at traffic light 5. Relays Zh, Zh1, and Zh2 are excited through the decoder. Relay Zh1, opening the rear contact, turns off the OI relay. The latter opens the coding circuits at traffic light 5 and the transmission of codes from the relay end of the track circuit 5P stops. From the 5Pa rail circuit, the encoding of the 5P rail circuit continues from its supply end. The front contacts of relay Zh2 close the notification circuit, the NIP and PNIP relays are excited at the crossing, and all crossing alarm control circuits return to their original state.

The procedure for closing a crossing during one approach section and opening the crossing after it is cleared by a train is explained in Table 1:

1 -- the crossing is open. From the 5Pa rail circuit at the crossing, code 3 is translated into the 5P rail circuit. The code is translated due to the pulse operation of the NI and NT relays.

2 -- the train has entered the approach section 5P, the crossing is closed. Encoding with the KZh code is activated from the relay end of the 5P track circuit following the train. The 5Pa track circuit continues to be encoded with code 3. At the crossing, due to the pulse operation of the NI, NI1 and NT relays, code 3 is translated into the 5P track circuit.

3 -- the train has entered section 5Pa, the track circuit of this section is coded with code 3, the track circuit 5P is coded from traffic light 5 following the train with code KZh.

4 -- the train has cleared the approach section 5P. At the crossing, the NDI and NDI1 relays operate in pulse mode based on the KZh code. Relays NDP, NKT, NIP1 and NV are excited. The crossing opens.

5 -- the train has vacated section 5Pa, the track circuit of this section is coded with the KZh code. At the crossing, relays NI, NI1 and NT operate in pulse mode. The NP and NPT relays are excited, which turn on the circuits for translating the KZh code from the 5Pa rail circuit to the 5P rail circuit. KZh codes are supplied from the relay and supply ends of the 5P rail circuit.

6 -- in the interval of the KZh code coming from the relay end of the 5P track circuit, under the influence of the KZh code coming from the supply end, the coding from the relay end is turned off. The notification circuit I1-OI1 is closed, the NIP and PNIP relays are excited. All control circuits for the crossing alarm return to their original state.

The scheme provides protection against possible short-term closure of the crossing when the 5Pa block section is completely vacated. At the same time, at the crossing, the operation of the NI and NI1 relays is resumed. The NP and NPT relays are excited. Then the pulse operation of the NDI, NDI1 relay stops and the NDP relay turns off. To prevent the crossing from closing, the NIP relay should not release the anchor before the NIP relay operates and closes the contacts of the neutral and polarized armatures in the power circuit of the NIP1 relay. To do this, it is necessary that the time for releasing the armature of the NDP relay is greater than the time interval from the moment the pulse operation of the NDI1 relay stops until the moment the NIP relay is activated. If this condition is not met, the crossing will close briefly and then, after waiting for the thermoelement time, it will open again. To increase the deceleration time for releasing the armature of the NDP relay, in the capacitor decoder circuit the contacts of the NDI1 relay are connected so that a capacitor with a capacity of 1200 μF receives a charge during a code pulse in the track circuit, and in the interval it is discharged to the NDP relay and a capacitor with a capacity of 500 μF. In the circuit of the capacitor decoder, to which the NP relay is connected, the contacts of the NI1 relay are turned back on, which ensures minimal delay in releasing the armature of this relay.

To switch to the wrong direction of movement, circuits of the circuit for changing the direction of movement are configured, in which direction relays H are included. By energizing these relays with a current of reverse polarity, the wrong direction of movement along the stretch is established.

When switching the polarized armatures of the H relay, the PN relays are activated at each signal installation of the section, which carry out all the necessary switchings in the encoding circuits of the track circuits.

At signal installation 3, the coding circuit is closed with the KZh code.

Constantly operating in the KZh code mode, relay T supplies this code to the 5Pa rail circuit. At the crossing, relays NI and NI1 operate from code pulses. The NP relay is excited along the circuits of the capacitor decoder, followed by the NPT relay. After this, the NT relay begins to operate in the KZh code mode, which transmits this code to the 5P track circuit. At traffic light 5, in the KZh code mode, relay I operates. Relays Zh, Zh1 and Zh2 are excited along the decoder circuits. The front contacts of relay Z2 close the notification circuit I1-OI1, through which the NIP relay is excited at the crossing, followed by the NIP1, NKT and NV relays - the crossing is open.

When a train enters a 5Pa track circuit, the crossing alarm does not automatically turn on. The crossing is closed by the crossing duty officer from the control panel. At the crossing, the NI and NT relays are turned off. Translation of the KZh code into the 5P track circuit stops. At traffic light 5, the pulse operation of relay I stops, causing relays Zh, Zh1 and Zh2 to turn off. Through the rear contacts of relays I and Z1, relay OI is switched on, which closes the coding circuit of the 5P rail circuit from its relay end. The code value is selected by the IP relay contacts depending on the number of free block sections. If at least two block sections are free, then at traffic light 5 the coding chain is closed with code 3:

Mon -ON -- PDT - M ---- DT -- M

Working in code 3 mode, the DT relay transmits this code to the 5P track circuit. At the crossing, code 3 is received by the NDI relay and turns on its NDT relay repeater, which translates this code into the 5Pa track circuit. During pulse operation of the NDI relay and its repeater NDI1, the NDI relay is excited through a capacitor decoder, which closes its front contact in the NIP1 relay circuit. At traffic light 5, after waiting time for deceleration, the armature of relay Z2 is released and the front contacts turn off the NIP relay at the crossing. The latter releases the neutral armature and the front contact opens the power supply circuit of relay NIP1. However, this relay remains switched on through the previously closed contact of the NDP relay and does not release its armature.

From the moment the train enters the 5P track circuit, the pulse operation of the NDI relay stops and the NDI1, NDP, NIP1, NKT and NV relays are sequentially turned off, which creates, in addition to the manual circuit, also an automatic closing circuit for the crossing.

After the train has completely cleared the 5Pa section at the crossing from the KZh code, the pulse operation of the NI and NI1 relays is restored. The NP and NPT relays are turned on, after which the NT relay begins to operate in the KZh code mode and transmits this code to the 5P track circuit following the departing train. From the moment the 5P track circuit is completely released, QOL codes generated by transmitters of different types are sent asynchronously from both its ends. In the interval of the KZh code sent from the relay end, from the KZh code sent from the supply end, relay I operates at traffic light 5 and after 2-3 s relays Zh, Zh1 and Zh2 are turned on through the decoder. The rear contact of relay Z1 turns off the OI relay. The latter, releasing the anchor, opens the coding circuits of the 5P rail circuit from its relay end. Coding from the supply end of the 5P rail circuit continues. The front contacts of relay Zh2 close the notification circuit, through which the NIP relay is excited at the crossing. By pulling the anchor, the NIP relay turns on the NIP1 relay, after which the NV and B relays are activated, which open the crossing.

Methodology for developing a project for automatic fencing devices for crossings. Linking automatic crossing alarms with AB systems

1 Based on the characteristics specified in the source data, draw a general view of the crossing, showing the equipment of the crossing with crossing alarm devices and auto barriers, as well as Crossing Barrier Devices (CZD).

1.1 Depending on the traffic intensity at the crossing, the following types of fencing devices are used: automatic traffic light signaling; automatic traffic light signaling with automatic barriers and crossing barriers (UZP); automatic warning alarm with non-automatic barriers (Fig. 1.1).

The minimum installation distance of a crossing traffic light from the outer rail is at least 6 m, and the barrier is 8 m. The barrier bars are 6 m long with a carriageway width of 10 m. The barriers must block at least half of the roadway on the right side in the direction of vehicles, so that on the left side the roadway remains uncovered for at least 3 m.

Figure 1.1 Equipping a crossing with crossing signaling devices

1 - crossing traffic lights;

2 - barrier traffic lights;

3 - signal sign “Blow the whistle”;

4 - road sign “Beware of the train”;

5 - sign “Attention! Automatic barrier";

6 - sign “Railway crossing with barrier”;

7 - sign “Approaching a crossing”;

8 - moving duty officer's room;

9 - crossing alarm panel;

10 - relay cabinet;

11 - SPD devices.

The installation of a crossing barrier is an integral part of the technical and technological means of increasing traffic safety at a railway crossing.

UZP provides:

Automatic reflection of the crossing by barrier devices (UZ) by lifting their covers when the train approaches the crossing;

Detection of vehicles in the areas of the UZ covers when fencing the crossing and ensuring the possibility of their exit from the crossing;

Indication of information about the position of the covers, about the proper operation and malfunctions of the vehicle detection sensors (VDS) to the employee on duty.

The width of the blocked roadway is from 7.0 to 12.0 m

The time for raising the ultrasonic cover is no more than 4 s.

The lifting height of the front beam of the cover from the road level is not less than 0.45 m.

"...Automatic traffic light signaling is a crossing signaling system in which the passage of vehicles through a crossing is regulated by special crossing traffic lights with two red alternately flashing signals (lights), switched on automatically when the train approaches a distance that ensures that the crossing is cleared in advance by vehicles, and switched off automatically after the train has passed..."

Source:

"Instructions for the operation of railway crossings of the Ministry of Railways of Russia" (approved by the Ministry of Railways of the Russian Federation on June 29, 1998 N TsP-566)

- auto A device for preventing car theft, unauthorized engine starting, as well as for sending warning and warning signals when attempting to break into or steal a car...
Universal additional practical Dictionary I. Mostitsky
- 1) the application of conventions in all methods of communication by intelligence and counterintelligence agencies with agents...
Counterintelligence Dictionary
- a system of signals, as well as devices and devices for their supply...
Civil protection. Conceptual and terminological dictionary
- exchange of information between individuals of the same species or several species chemicals or specific signaling behavior...
Ecological dictionary
- serves to permit or prohibit drivers of auto-drawn and horse-drawn roads from crossing the railway. path. The most widespread in the USSR and abroad are optical alarms with flashing lights...
- support for the traffic light head, which is a pipe, closed on top with a cast-iron cap and equipped with a cast-iron glass at the bottom, which is attached with four anchor bolts to the concrete foundation...
Technical railway dictionary
- one of the types of railway. signaling, in which signal indications are given by traffic lights. Depending on the purpose of the latter, these indications have different meanings...
Technical railway dictionary
- conversion of information about the progress of the controlled process or the state of the object of observation into a signal, usually light or sound; signal transmission process...
Natural science. encyclopedic Dictionary
- Any behavior by which one animal influences the senses of another animal in such a way as to change the behavior of that animal...
Great psychological encyclopedia
- "..."automatic locomotive signaling" - a set of devices for transmitting signals from track traffic lights to the driver's cabin, which are approached by high-speed railway rolling stock;.....
Official terminology
- "...Unregulated crossing traffic light signaling is a constantly switched on signaling system that does not depend on the approach of trains to the crossing..." Source: "SNiP 2.05.07-91*...
Official terminology
- "... - arrangement of the relationship between crossing signaling and special traffic lights used as barriers...
Official terminology
- "...Semi-adjustable crossing traffic light signaling - a traffic signal that is turned on when a train occupies the section on which the crossing is located..." Source: "SNiP 2.05.07-91*...
Official terminology
- transformation of information about the progress of a controlled process or the state of a controlled object into a Signal convenient for human perception...
Great Soviet Encyclopedia
- cab alarm,...
Together. Apart. Hyphenated. Dictionary-reference book
- ...
Spelling dictionary-reference book

"Automatic traffic light signaling" in books

Game alarm

author Fabry Kurt Ernestovich

Game alarm

From the book Fundamentals of Animal Psychology author Fabry Kurt Ernestovich

Game signaling The coordination of the activities of game partners is based on mutual innate signaling. These signals serve as key stimuli for gaming behavior. These are specific poses, movements, sounds that notify the partner of readiness for

A. Alarm

From the book Logic for Lawyers: Textbook author Ivlev Yu. V.

A. Signaling Logic algebra is used in signaling design. Let the head of the internal affairs body formulate the following operating conditions for the alarm system from the protected facility: “the yellow light signal of the facility duty officer turns on at night if

Fire alarm

From the book One Way Street author Benjamin Walter

Fire alarm The concept of class struggle can be misleading. Its essence is not a test in which the parties measure their strength and find out who will win and who will lose. We are not talking about a fight, at the end of which the winner will feel good,

Light signaling

From the book Woman Driving author

Light signaling In accordance with the circumstances (at sunset, at night, at dawn, during the day), to ensure safe movement, as well as to identify the vehicle, an external light signaling must be turned on: high or low beam, side lights, etc.

4.7.5. Signaling

From the book Security Encyclopedia author Gromov V I

4.7.5. Alarm system It is advisable to conclude an agreement with the local police department on technical security of the apartment. If for some reason this is impossible (or undesirable), equip your home with an alarm system. It is the system, that is, the whole complex of devices, and not

Signaling

From the book Encyclopedia of the Novice Driver author Khannikov Alexander Alexandrovich

Alarm If you want to install an alarm, you should give preference to the latest models famous brands. Reputable companies, as a rule, update their assortment once a year. Hijackers do not sleep, so manufacturing companies security systems constantly lead

SOUND ALARM

From the book School of Survival in Accidents and Natural Disasters author Ilyin Andrey

SOUND ALARM To provide sound distress signals, there are special pyrotechnic firecrackers that go off within 10 seconds after they are activated. The signal of such a firecracker can be heard at a distance of up to 6 - 8 km. Sound “additives”

Communications and signaling

author Volovich Vitaly Georgievich

Communications and signaling Communications and signaling – essential elements emergency equipment. It is quite obvious that their effectiveness largely determines how quickly the crew in an accident will be found and how timely assistance will be provided.

Communications and signaling

From the book Life Support for Crews aircraft after a forced landing or splashdown [with illustrations] author Volovich Vitaly Georgievich

Communication and alarm High air transparency, refraction, dark spots open water often make it extremely difficult to visually search for a crew that has suffered an accident in the Arctic. “Among the pattern of shadows, cracks and open stains, see four people and two small

Signaling and orientation

From the book Life support for aircraft crews after a forced landing or splashdown [with illustrations] author Volovich Vitaly Georgievich

Signaling and orientation Signaling and communication means are brought into readiness as soon as all those in distress are placed on rafts and the immediate threat to life has passed. First of all, an emergency radio station is prepared for action. While swimming

Signaling

TSB

Automatic alarm

From the book Big Soviet Encyclopedia(SI) of the author TSB

TRAIN MOVEMENT ON LINES WHERE THE MAIN MEANS OF SIGNALING IS AUTOMATIC LOCOMOTIVE SIGNALING WITH AUTOMATIC SPEED CONTROL (ALS-ARS)

From the book Instructions for the movement of trains and shunting work on the subways of the Russian Federation author

TRAIN MOVEMENT ON LINES WHERE THE PRIMARY MEANS OF SIGNALING IS AUTOMATIC LOCOMOTIVE SIGNALING WITH AUTOMATIC SPEED CONTROL (ALS-ARS) “Lines where ALS-ARS is the main means of signaling for train movement must

AUTOMATIC LOCOMOTIVE SIGNALING WITH AUTOMATIC SPEED CONTROL (ALS-ARS)

From the book Rules for Technical Operation of Subways Russian Federation author Editorial Board "Metro"

AUTOMATIC LOCOMOTIVE SIGNALING WITH AUTOMATIC SPEED CONTROL (ALS-ARS) 6.12. Automatic locomotive signaling with automatic speed control must provide: - transmission of signal signals to rail circuits and train devices

Classification of crossings and fencing devices

Railway crossings are the intersection of highways with by rail on the same level. Moving places are considered high-risk objects. The main condition for ensuring traffic safety is the following condition: railway transport has an advantage in traffic over all other modes of transport.

Depending on the intensity of railway and road transport traffic, as well as depending on the category of roads, crossings are divided into four categories. Crossings with the highest traffic intensity are assigned category 1. In addition, category 1 includes all crossings in areas with train speeds of more than 140 km/h.

Moving happens adjustable(equipped with crossing signaling devices notifying vehicle drivers about the approach of a train crossing, and/or served by employees on duty) and unregulated. The possibility of safe passage through unregulated crossings is determined by the driver of the vehicle.

The list of crossings serviced by the employee on duty is given in the Instructions for the operation of railway crossings of the Russian Ministry of Railways. Previously, such crossings were briefly called “guarded crossings”; By new Instructions and in this work – “moving with an attendant” or “attended moving”.

Crossing alarm systems can be divided into non-automatic, semi-automatic and automatic. In any case, a crossing equipped with a crossing alarm is protected by crossing traffic lights, and a crossing with a man on duty is additionally equipped with automatic, electric, mechanized or manual (horizontally rotating) barriers. At crossing traffic lights There are two red lamps located horizontally, which burn alternately when the crossing is closed. Simultaneously with the switching on of crossing traffic lights, acoustic signals are switched on. In accordance with modern requirements at certain crossings without an attendant, the red lights are supplemented white-moon fire. When the crossing is open, the white-moon light lights up in a flashing mode, indicating the serviceability of the APS devices; when closed, it does not light. When the white-moon lights are extinguished and the red lights are not burning, vehicle drivers must personally ensure that there are no approaching trains.

On railways in Russia the following are used types of crossing alarms :

1. Traffic light signaling . Installed at crossings of access roads and other tracks where approach areas cannot be equipped with rail chains. Required condition is the introduction of logical dependencies between crossing traffic lights and shunting or specially installed traffic lights with red and moon-white lights that perform the functions of a barrier.

At crossings with an attendant, the crossing traffic lights are turned on by pressing a button on the crossing signaling panel. After this, the red light at the shunting traffic light goes out and the moon-white light turns on, allowing the movement of the railway rolling unit. Additionally, electric, mechanized or manual barriers are used.

At unmanned crossings, crossing traffic lights are supplemented by a white-lunar flashing light. The closing of the crossing is carried out by workers of the drafting or locomotive crew using a column installed on the mast of the shunting traffic light or automatically using track sensors.

2. Automatic traffic light signaling.

At unattended crossings located on haul lines and stations, crossing traffic lights are controlled automatically under the influence of a passing train. At certain conditions For crossings located on the stretch, crossing traffic lights are supplemented with a white-lunar flashing light.

If the approach section includes station traffic lights, then their opening occurs with a time delay after the closing of the crossing, providing the required notification time.

3. Automatic traffic light signaling with semi-automatic barriers. Used at serviced crossings at stations. The closing of the crossing occurs automatically when a train approaches, when setting a route at the station if the corresponding traffic light enters the approaching section, or forcefully when the station duty officer presses the “Closing Crossing” button. The lifting of the barrier bars and the opening of the crossing is carried out by the crossing duty officer.

4. Automatic traffic light signaling with automatic barriers. It is used at serviced crossings on stretches. Crossing traffic lights and barriers are controlled automatically.

In addition, warning alarm systems are used at stations. At warning alarm the crossing duty officer receives an optical or acoustic signal about the approach of a train and, in accordance with this, turns on and off the technical means of fencing the crossing.

Approach Section Calculation

To ensure unimpeded passage of the train, the crossing must be closed when the train approaches for a time sufficient for it to be cleared by vehicles. This time is called notification time and is determined by the formula

t and =( t 1 +t 2 +t 3), s,

Where t 1 – time required for the car to cross the crossing;

t 2 – equipment response time ( t 2 =2 s);

t 3 – guarantee time reserve ( t 3 =10 s).

Time t 1 is determined by the formula

, With,

Where ℓ n – crossing length equal to the distance from the crossing traffic light to a point located 2.5 m from the opposite outer rail;

ℓ р – estimated length of the car ( ℓ p =24 m);

ℓ o – distance from the place where the car stops to the crossing traffic light ( ℓ o =5 m);

V p – the estimated speed of the vehicle through the crossing ( V p =2.2 m/s).

The notification time is at least 40 s.

When a crossing is closed, the train must be at a distance from it, which is called estimated length of the approach section

L p =0.28 V max t cm,

Where V max – the maximum set speed of trains on a given section, but not more than 140 km/h.

The approach of a train to a crossing in the presence of an AB is detected using existing automatic blocking control centers or using track overlay circuits. In the absence of AB, the areas approaching the crossing are equipped with track circuits. In traditional AB systems, the boundaries of the track circuits are located at the traffic lights. Therefore, the notification will be transmitted when the head of the train enters the traffic light. The estimated length of the approach section may be less or greater than the distance from the crossing to the traffic light (Fig. 7.1).

In the first case, the notification is transmitted over one approach section (see Fig. 7.1, odd direction), in the second - over two (see Fig. 7.1, even direction).

Rice. 7.1. Areas approaching the crossing

In both cases, the actual length of the approach section L f is more than calculated L p, because notification of the approach of a train will be transmitted when the head of the train enters the corresponding DC, and not at the moment it enters the calculated point. This must be taken into account when constructing crossing signaling schemes. The use of tonal RCs in AB systems or the use of superposition track circuits ensures equality L f = L p and eliminates this disadvantage.

Significant operational disadvantage everyone existing systems automatic crossing alarm (AP) is fixed length of approach section, calculated based on the maximum speed on the section of the fastest train. Enough large number sections, the maximum established speed of passenger trains is 120 and 140 km/h. In real conditions, all trains travel at lower speeds. Therefore, in the vast majority of cases, the crossing is closed prematurely. Excessive time when the crossing is closed can reach 5 minutes. This causes delays for vehicles at the crossing. In addition, drivers of vehicles have doubts about the serviceability of the crossing alarm, and they may start driving when the crossing is closed.

This drawback can be eliminated by introducing devices that measure the actual speed of the train approaching the crossing and forming a command to close the crossing taking into account this speed, as well as the possible acceleration of the train. A number of technical solutions have been proposed in this direction. However practical application they didn't find it.

Another disadvantage AP systems are an imperfect security procedure in case of an emergency at a crossing(a stopped car, a collapsed load, etc.). At crossings without an attendant, traffic safety in such a situation depends on the driver. At serviced crossings, the duty officer must turn on the traffic lights. To do this, he needs to turn his attention to the current situation, evaluate it, approach the control panel and press the appropriate button. It is obvious that in both cases there is no efficiency and reliability in detecting an obstacle to the movement of a train and accepting necessary measures. To solve this problem, work is underway to create devices for detecting obstacles at crossings and transmitting information about this to the locomotive. The task of detecting obstacles is implemented using a variety of sensors (optical, ultrasonic, high-frequency, capacitive, inductive, etc.). However, existing developments are not yet technically advanced enough and their implementation is not economically feasible.

At the intersection of the railway, level crossings are arranged at the same level as the roads. They can be adjustable, i.e. equipped with crossing signaling devices, and unregulated, when the possibility of safe passage depends entirely on the driver of the vehicle.

In some cases, the crossing alarm is serviced by an employee on duty. Such crossings are called guarded, and unattended ones are called unguarded.

Crossing devices include automatic traffic light signaling, automatic barriers, electric barriers and mechanized barriers. These devices serve to stop the movement of vehicles through the crossing when a train approaches it.

Crossings with heavy traffic for fencing on the side of the highway are equipped with automatic traffic light crossing signaling with automatic barriers. The crossing is protected by PS crossing traffic lights with two alternately flashing red lights, and an audible signal is sounded to alert pedestrians.

A flashing alarm is used to prevent the driver of a vehicle from mistaking the crossing for a regular city intersection.

To warn vehicles about approaching the crossing, two warning signs are installed in front of it - at a distance of 40...50 and 120...150 m from the substation.

Automatic barriers blocking the roadway and automatic traffic lights are installed on its right side.

The normal position of automatic barriers is open, while electric barriers and mechanized barriers are usually closed. To activate automatic crossing alarms, automatic rail blocking circuits or special circuits are used.

When the train approaches a certain distance to the crossing, the crossing light alarm and bell are turned on, after 10... 12 s the barrier beam is lowered and the bell is turned off, and the light alarm continues to operate until the crossing is cleared and the beam is raised.

In the event of an accident at a crossing, it is protected from the approach of trains by red lights of traffic lights turned on by the crossing duty officer.

In areas with automatic blocking, the red lights of the nearest automatic blocking traffic lights light up simultaneously.

Barrier traffic lights are installed on the right side along the train at a distance of at least 15 m from the crossing. The installation location of the traffic light is chosen so as to ensure the visibility of the traffic light at a distance not less than the braking distance required in in this case during emergency braking and at the highest possible speed.

At railway crossings, trains have the right of way to move through the crossing without hindrance.

To avoid shorting the rail auto-locking circuits when crawler tractors, rollers and other road vehicles pass through the crossing, the top of the crossing deck is placed 30...40 mm higher than the rail heads.

Send your good work in the knowledge base is simple. Use the form below

Students, graduate students, young scientists who use the knowledge base in their studies and work will be very grateful to you.

Posted on http://www.allbest.ru/

Crossing signaling devices

Bibliography

1. Classification of crossings and fencing devices

Railway crossings are the intersection of highways and railway tracks at the same level. Movingare consideredobjectsincreaseddangers. The main condition for ensuring traffic safety is the following condition: railway transport has an advantage in traffic over all other modes of transport.

Depending on the intensity of railway and road transport traffic, as well as depending on the category of roads, crossings are divided into fourcategories. Crossings with the highest traffic intensity are assigned category 1. In addition, category 1 includes all crossings in areas with train speeds of more than 140 km/h.

Moving happens adjustable(equipped with crossing signaling devices notifying vehicle drivers about the approach of a train crossing, and/or served by employees on duty) and unregulated. The possibility of safe passage through unregulated crossings is determined by the driver of the vehicle.

The list of crossings serviced by the employee on duty is given in the Instructions for the operation of railway crossings of the Russian Ministry of Railways. Previously, such crossings were briefly called “guarded crossings”; according to the new Instructions and in this work - “moving with an attendant” or “attended moving”.

Crossing alarm systems can be divided into non-automatic, semi-automatic and automatic. In any case, a crossing equipped with a crossing alarm is protected by crossing traffic lights, and a crossing with a man on duty is additionally equipped with automatic, electric, mechanized or manual (horizontally rotating) barriers. Onmovingtraffic lights There are two red lamps located horizontally, which burn alternately when the crossing is closed. Simultaneously with the switching on of crossing traffic lights, acoustic signals are switched on. In accordance with modern requirements, at certain crossings without an attendant, red lights are supplemented white-lunarfire. When the crossing is open, the white-moon light lights up in a flashing mode, indicating the serviceability of the APS devices; when closed, it does not light. When the white-moon lights are extinguished and the red lights are not burning, vehicle drivers must personally ensure that there are no approaching trains.

The following are used on Russian railways: typesmovingalarm:

1 . Traffic lightsignaling. Installed at crossings of access roads and other tracks where approach areas cannot be equipped with rail chains. A prerequisite is the introduction of logical dependencies between crossing traffic lights and shunting or specially installed traffic lights with red and moon-white lights that perform the functions of a barrier.

At crossings with an attendant, the crossing traffic lights are turned on by pressing a button on the crossing signaling panel. After this, the red light at the shunting traffic light goes out and the moon-white light turns on, allowing the movement of the railway rolling unit. Additionally, electric, mechanized or manual barriers are used.

At unmanned crossings, crossing traffic lights are supplemented by a white-lunar flashing light. The closing of the crossing is carried out by workers of the drafting or locomotive crew using a column installed on the mast of the shunting traffic light or automatically using track sensors.

2 . Automatictraffic lightsignaling.

At unattended crossings located on haul lines and stations, crossing traffic lights are controlled automatically under the influence of a passing train. Under certain conditions, for crossings located on a stretch, crossing traffic lights are supplemented with a white-lunar flashing light.

If the approach section includes station traffic lights, then their opening occurs with a time delay after the closing of the crossing, providing the required notification time.

3 . Automatictraffic lightsignalingWithsemi-automaticbarriers. Used at serviced crossings at stations. The closing of the crossing occurs automatically when a train approaches, when setting a route at the station if the corresponding traffic light enters the approaching section, or forcefully when the station duty officer presses the “Closing Crossing” button. The lifting of the barrier bars and the opening of the crossing is carried out by the crossing duty officer.

4 . Automatictraffic lightsignalingWithautomaticbarriers. It is used at serviced crossings on stretches. Crossing traffic lights and barriers are controlled automatically.

In addition, warning alarm systems are used at stations. At warningalarm the crossing duty officer receives an optical or acoustic signal about the approach of a train and, in accordance with this, turns on and off the technical means of fencing the crossing.

2. Calculation of the approach section

To ensure unimpeded passage of the train, the crossing must be closed when the train approaches for a time sufficient for it to be cleared by vehicles. This time is called timenotices and is determined by the formula

t and = ( t 1 +t 2 +t 3), s,

Where t 1 - time required for the car to cross the crossing;

t 2 - equipment response time ( t 2 =2 s);

t 3 - guarantee time reserve ( t 3 =10 s).

Time t 1 is determined by the formula

, With,

Where ? n is the length of the crossing, equal to the distance from the crossing traffic light to a point located 2.5 m from the opposite outer rail;

? p - estimated length of the car ( ? p =24 m);

? O - distance from the place where the car stops to the crossing traffic light ( ? o =5 m);

V p is the estimated speed of the vehicle through the crossing ( V p =2.2 m/s).

The notification time is at least 40 s.

When a crossing is closed, the train must be at a distance from it, which is called calculatedlengthplotapproaching

L p =0.28 V max t cm,

Where V max - the maximum set speed of trains on a given section, but not more than 140 km/h.

In the first case, the notification is transmitted over one approach section (see Fig. 1, odd direction), in the second - over two (see Fig. 7.1, even direction).

Rice. 1 SitesapproachingTomoving

In both cases, the actual length of the approach section L f is more than calculated L r, because notification of the approach of a train will be transmitted when the head of the train enters the corresponding DC, and not at the moment it enters the calculated point. This must be taken into account when constructing crossing signaling schemes. The use of tonal RCs in AB systems or the use of superposition track circuits ensures equality L f = L p and eliminates this disadvantage.

Significant operational disadvantage of all existing automatic crossing alarm systems (AP) is fixedlengthplotapproaching, calculated based on the maximum speed on the section of the fastest train. On a fairly large number of sections, the maximum established speed of passenger trains is 120 and 140 km/h. In real conditions, all trains travel at lower speeds. Therefore, in the vast majority of cases, the crossing is closed prematurely. Excessive time when the crossing is closed can reach 5 minutes. This causes delays for vehicles at the crossing. In addition, drivers of vehicles have doubts about the serviceability of the crossing alarm, and they may start driving when the crossing is closed.

This drawback can be eliminated by introducing devices that measure the actual speed of the train approaching the crossing and forming a command to close the crossing taking into account this speed, as well as the possible acceleration of the train. A number of technical solutions have been proposed in this direction. However, they did not find practical application.

To othersdisadvantage AP systems are an imperfect security procedure atemergencysituationsonmoving ( a stopped car, a collapsed load, etc.). At crossings without an attendant, traffic safety in such a situation depends on the driver. At serviced crossings, the duty officer must turn on the traffic lights. To do this, he needs to turn his attention to the current situation, evaluate it, approach the control panel and press the appropriate button. It is obvious that in both cases there is no efficiency and reliability in detecting an obstacle to the movement of a train and taking the necessary measures. To solve this problem, work is underway to create devices for detecting obstacles at crossings and transmitting information about this to the locomotive. The task of detecting obstacles is implemented using a variety of sensors (optical, ultrasonic, high-frequency, capacitive, inductive, etc.). However, existing developments are not yet technically advanced enough and their implementation is not economically feasible.

3. Structural scheme automatic crossing alarm

Automatic crossing signaling (AP) schemes vary depending on the area of application (span or station), the track development of the section and the accepted organization of train traffic (one-way or two-way), the presence and type of automatic blocking, the type of crossing (serviced or unattended) and a number of other factors. As an example, let's consider the block diagram of an emergency on a double-track section equipped with a cab, with notification in an even direction for two approach sections (Fig. 7.2).

Anyway general scheme AP consists of schememanagement, which controls the approach, correct movement of the train and the release of the crossing, and schemeinclusion, which includes moving devices and monitors their condition and serviceability.

The approach of a train is detected using existing AB track circuits. When the train head enters the BU 8P notification transmitter PI transmits information about this through the notification circuit I-OI to the notification receiver At 6th signal installation. With 6SU this information is transmitted to the move.

Upon receipt of a notification, a time delay block BB generates a command to close crossing "Z" after a time that compensates for the difference between the calculated and actual lengths of the approach section. While the train is moving, the crossing remains closed due to the occupancy of DC 6P.

Rice. 2 Structuralschemeautomaticfencingdevicesonmoving

The 6P rail circuit is isolated before the crossing by installing insulating joints. The release of the crossing is recorded by the crossing release control circuit KOP upon the release of this RC. At the same time, the actual passage of the train is checked to avoid false opening of the crossing when applying and removing an extraneous shunt on RC 6P.

Short-term shunt loss monitoring circuit KPSh generates a command “O” to open the crossing in 10…15 s (to avoid false opening of the crossing in the event of a short-term loss of the shunt while the train is moving along the RC 6P).

Broadcast scheme CxT provides normal work AB and ALS, transmitting the signal current from the 6Pa rail circuit to the 6P rail circuit.

The crossing is closed by turning on two alternately burning red lights of the crossing traffic lights.

Schemeinclusion In case of automatic traffic light signaling, it controls crossing traffic light lamps and bells. The serviceability of the red light lamp filaments and their power supply circuits is monitored in cold and hot states. The control circuit for these lights is designed in such a way that the burnout of one lamp, a malfunction of the control circuit or the blinking circuit will not lead to the extinguishment of the crossing traffic light when the crossing is closed.

In an automatic traffic light signaling system with auto barriers ( APS) crossing traffic lights (two red lamps) and a bell are complemented by auto barriers, which are additional means crossing fencing. The electric motors of the barriers are activated 13...15 s after the crossing is closed, which prevents the beam from lowering onto the vehicle. After the beam is lowered, the bell turns off. Operating devices use DC motors. Currently, new auto barriers of the PASH1 type are beginning to be introduced. Their advantages are as follows:

· more reliable and economical AC motors are used;

· rectifiers and batteries are not required to power DC motors, which reduces the cost of devices and operating costs;

· lowering of the barrier beam occurs under the influence of its own weight, which increases the safety of train movement in the event of circuit malfunctions or lack of power supply.

In APS systems, when the crossing is cleared by a train, the barrier bars automatically rise to a vertical position, after which the red lights on the traffic lights turn off. With semi-automatic barriers, the lifting of the bars and the subsequent turning off of the red lights occurs when the person on duty at the crossing presses the "Open" button.

In areas with heavy train and vehicle traffic, they are beginning to additionally install devicesbarriersmovingtypeUZP. This device is a metal strip that is located across the road, lies normally in the plane of the road surface and does not interfere with the movement of vehicles. After the barrier beam is lowered, the edge of the lane facing the vehicle rises at a certain angle. This prevents a vehicle that has lost control or is driven by an inattentive driver from entering the crossing. To eliminate the possibility of the SPD being triggered under the car or directly in front of it, ultrasonic sensors are used to control the clearness of the SPD location area. For manual control of the UZP and monitoring the condition and serviceability of these devices, a control panel with the necessary control buttons and indication elements is provided.

At crossings equipped with the APS system, it is possible to use barragetraffic lights to transmit information to the driver about an emergency situation at the crossing. The passage or station traffic lights closest to the crossing are used as barrier traffic lights, provided that they are located at a distance of 15...800 m from the crossing and the driver can see the crossing from the place where they are installed. Otherwise, special normally non-lit obstruction traffic lights are installed (see Fig. 2, traffic light Z2). The red light at traffic lights is turned on by the crossing officer when situations arise that threaten the safety of train traffic. In addition to the closure of the traffic lights, the supply of ALS code signals to the DC before the crossing stops and the crossing is closed.

To be able to control traffic lights and forced manual control of crossing devices, a crossing guard is installed on the outer wall of the crossing duty booth. shieldmanagement. It has buttons: closing the crossing, opening the crossing, maintaining (keeps the barrier bars from lowering when the crossing is closed), turning on the traffic lights. The same panel provides the following indication:

· approaching trains indicating the direction and route;

· condition and serviceability of crossing and barrier traffic lights. When the traffic lights are turned off, the green lights are on; when the prohibitory indication is turned on, the red indicator lights of the corresponding traffic lights light up. If a traffic light lamp malfunctions, the corresponding green or red indicator light begins to flash;

· condition and serviceability of the blinking pattern;

Availability of main and backup power and charged state batteries(only in new shields of the ShchPS-92 type).

In shields of the ShchPS-75 type, switching incandescent lamps with light filters are used as indicators; in ShchPS-92 shields, AL-307KM (red) and AL-307GM (green) LEDs are used, which are more durable.

4. Features of AP in two-way traffic

With two-way train traffic, the crossing must be automatically closed when a train approaches from any direction, regardless of the direction of action of the AB. This requirement is due to the fact that direction change schemes do not operate stably enough. Therefore, if their operation fails, it is planned to send trains in an unspecified direction by order without using means of automatic control of train movement.

To fulfill this requirement, the following tasks must be solved:

1. Restructuring of AP schemes when changing the direction of train movement.

2. Organization of approach sections and transmission of information about the approach of trains of the established direction for both directions.

3. Organization of control over the approach of a train of an unknown direction.

4. Control of the actual direction of movement of the train in order to block a false command to close the crossing after it has been vacated by a train of the established direction and has entered the approaching section of trains of an unknown direction.

5. Cancel this blocking after a certain time.

6. Elimination of the open state of the crossing when the utility train returns after it stops behind the crossing.

The implementation of these tasks significantly complicated the schemes of traditional AM systems, but ensured the safety of train movement under given conditions.

In accordance with new technical solutions " SchememovingalarmFormoving,locatedonhaulsatanymeansalarmAndcommunications (APS-93)" AP schemes have been simplified and unified for use with any type of AB or without AB on both single- and double-track sections. The specified technical solutions provide for the use of existing tonal automatic blocking control centers (see paragraph 2.4 and section 5), the use of traffic control centers in the form of track circuits superimposed on the track circuits of traditional AB systems, or equipping approach areas with tonal control centers in the absence of a battery.

Application tonalRC in AP schemes allowed:

moving house automatic alarm fencing device

1. Implement the system automatic control crossing regardless of the direction of movement of the train and the direction of action of the automatic blocking devices.

2. Ensure the length of the approach section is equal to the design length and eliminate the explosive circuit.

3. Eliminate the need to install insulating joints at the crossing and eliminate the transmission circuit.

4. Eliminate the crossing release control circuit as a separate device.

5. Increase the reliability of monitoring the actual movement of the train.

6. Use the same type of AB schemes for any type of AB or in its absence.

Test questions and assignments

1. What crossings are called regulated?

2. Find the difference in the operation of crossing signaling systems such as “Traffic Light Signaling” and “Automatic Traffic Light Signaling”.

3. What devices of the APS system protect the crossing? Which ones are basic and which are additional?

4. Think about why the APS system is used only at crossings with a person on duty?

5. What is the disadvantage of systems with a fixed length of the approach section? How can this shortcoming be eliminated?

6. How do crossing devices know when a train is approaching?

7. For what purpose are insulating joints installed at crossings? Is it possible to do without them?

8. List the advantages of barriers of the PASH1 type.

9. Are UPD devices necessary if the crossing is equipped with crossing traffic lights and auto barriers?

Bibliography

1. Kotlyarenko N.F. etc. Track blocking and auto-adjustment. - M.: Transport, 1983.

2. Systems of railway automation and telemechanics / Ed. Yu.A. Kravtsova. - M.: Transport, 1996.

3. Kokurin I.M., Kondratenko L.F. Operational fundamentals of railway automation and telemechanics devices. - M.: Transport, 1989.

4. Sapozhnikov V.V., Kravtsov Yu.A., Sapozhnikov Vl.V. Discrete devices for railway automation, telemechanics and communications. - M.: Transport, 1988.

5. Lisenkov V.M. Theory automatic systems interval regulation. - M.: Transport, 1987.

6. Sapozhnikov V.V., Sapozhnikov Vl.V., Talalaev V.I. and others. Certification and proof of safety of railway automation systems. - M.: Transport, 1997.

7. Arkatov V.S. etc. Rail chains. Operation analysis and maintenance. - M.: Transport, 1990.

8. Kazakov A.A. and others. Interval control systems for train traffic. - M.: transport, 1986.

9. Kazakov A.A. and others. Automatic blocking, locomotive signaling and hitchhiking. - M.: Transport,

10. Bubnov V.D., Dmitriev V.S. Signaling devices, their installation and maintenance: Semi-automatic and automatic blocking. - M.: Transport, 1989.

11. Soroko V.I., Milyukov V.A. Railway automation and telemechanics equipment: Directory: in 2 books. Book 1. - M.: NPF "Planet", 2000.

12. Soroko V.I., Rosenberg E.N. Railway automation and telemechanics equipment: Directory: in 2 books. Book 2. - M.: NPF "Planet", 2000.

13. Dmitriev V.S., Minin V.A. Automatic blocking systems with voice-frequency track circuits. - M.: Transport, 1992.

14. Dmitriev V.S., Minin V.A. Improving automatic blocking systems. - M.: Transport, 1987.

15. Fedorov N.E. Modern systems auto-locking with tone track circuits. - Samara: SamGAPS, 2004.

16. Bryleev A.M. and others. Automatic locomotive signaling and auto-regulation. - M.: Transport, 1981.

17. Leonov A.A. Maintenance of automatic locomotive signaling. - M.: Transport, 1982.

18. Leushin V.B. Fencing devices at railway crossings: Lecture notes. - Samara: SamGAPS, 2004.

19. Automatic blocking with voice-frequency rail circuits without insulating joints for double-track sections with all types of traction (ABT-2-91): Guidelines on the design of automation, telemechanics and communications devices for railway transport I-206-91. - L.: Giprotranssignalsvyaz, 1992.

20. Automatic blocking with voice-frequency track circuits without insulating joints for single-track sections with all types of traction (ABT-1-93): Guidelines for the design of automation, remote control and communication devices in railway transport I-223-93. - L.: Giprotranssignalsvyaz, 1993.

21. Automatic blocking with tone track circuits and centralized equipment placement (ABTC-2000): Standard materials for design 410003-TMP. - St. Petersburg: Giprotranssignalsvyaz, 2000.

22. Crossing signaling schemes for crossings located on stretches with any means of signaling and communication (APS-93): Technical solutions 419311-SCB. TR. - St. Petersburg: Giprotranssignalsvyaz, 1995.

Posted on Allbest.ru

Operation of automatic crossing alarm in the established odd direction of movement. Automatic crossing signaling Crossing signaling devices include

"Automatic traffic light signaling" in books

Game alarm

Game alarm

A. Alarm

Fire alarm

Light signaling

4.7.5. Signaling

Signaling

SOUND ALARM

Communications and signaling

Communications and signaling

Signaling and orientation

Signaling

Automatic alarm

TRAIN MOVEMENT ON LINES WHERE THE MAIN MEANS OF SIGNALING IS AUTOMATIC LOCOMOTIVE SIGNALING WITH AUTOMATIC SPEED CONTROL (ALS-ARS)

AUTOMATIC LOCOMOTIVE SIGNALING WITH AUTOMATIC SPEED CONTROL (ALS-ARS)

Send your good work in the knowledge base is simple. Use the form below

1. Classification of crossings and fencing devices

Railway crossings are the intersection of highways and railway tracks at the same level. Movingare consideredobjectsincreaseddangers. The main condition for ensuring traffic safety is the following condition: railway transport has an advantage in traffic over all other modes of transport.

Moving happens adjustable(equipped with crossing signaling devices notifying vehicle drivers about the approach of a train crossing, and/or served by employees on duty) and unregulated. The possibility of safe passage through unregulated crossings is determined by the driver of the vehicle.

The following are used on Russian railways: typesmovingalarm:

At unmanned crossings, crossing traffic lights are supplemented by a white-lunar flashing light. The closing of the crossing is carried out by workers of the drafting or locomotive crew using a column installed on the mast of the shunting traffic light or automatically using track sensors.

2 . Automatictraffic lightsignaling.

At unattended crossings located on haul lines and stations, crossing traffic lights are controlled automatically under the influence of a passing train. Under certain conditions, for crossings located on a stretch, crossing traffic lights are supplemented with a white-lunar flashing light.

If the approach section includes station traffic lights, then their opening occurs with a time delay after the closing of the crossing, providing the required notification time.

4 . Automatictraffic lightsignalingWithautomaticbarriers. It is used at serviced crossings on stretches. Crossing traffic lights and barriers are controlled automatically.

In addition, warning alarm systems are used at stations. At warningalarm the crossing duty officer receives an optical or acoustic signal about the approach of a train and, in accordance with this, turns on and off the technical means of fencing the crossing.

2. Calculation of the approach section

To ensure unimpeded passage of the train, the crossing must be closed when the train approaches for a time sufficient for it to be cleared by vehicles. This time is called timenotices and is determined by the formula

t and = ( t 1 +t 2 +t 3), s,

Where t 1 - time required for the car to cross the crossing;

t 2 - equipment response time ( t 2 =2 s);

t 3 - guarantee time reserve ( t 3 =10 s).

Time t 1 is determined by the formula

, With,

Where ? n is the length of the crossing, equal to the distance from the crossing traffic light to a point located 2.5 m from the opposite outer rail;

? p - estimated length of the car ( ? p =24 m);

? O - distance from the place where the car stops to the crossing traffic light ( ? o =5 m);

V p is the estimated speed of the vehicle through the crossing ( V p =2.2 m/s).

The notification time is at least 40 s.

When a crossing is closed, the train must be at a distance from it, which is called calculatedlengthplotapproaching

L p =0.28 V max t cm,

Where V max - the maximum set speed of trains on a given section, but not more than 140 km/h.

In the first case, the notification is transmitted over one approach section (see Fig. 1, odd direction), in the second - over two (see Fig. 7.1, even direction).

Rice. 1 SitesapproachingTomoving

3. Structural scheme automatic crossing alarm

Anyway general scheme AP consists of schememanagement, which controls the approach, correct movement of the train and the release of the crossing, and schemeinclusion, which includes moving devices and monitors their condition and serviceability.

Upon receipt of a notification, a time delay block BB generates a command to close crossing "Z" after a time that compensates for the difference between the calculated and actual lengths of the approach section. While the train is moving, the crossing remains closed due to the occupancy of DC 6P.

Rice. 2 Structuralschemeautomaticfencingdevicesonmoving

Short-term shunt loss monitoring circuit KPSh generates a command “O” to open the crossing in 10…15 s (to avoid false opening of the crossing in the event of a short-term loss of the shunt while the train is moving along the RC 6P).

Broadcast scheme CxT provides normal work AB and ALS, transmitting the signal current from the 6Pa rail circuit to the 6P rail circuit.

The crossing is closed by turning on two alternately burning red lights of the crossing traffic lights.

· more reliable and economical AC motors are used;

· rectifiers and batteries are not required to power DC motors, which reduces the cost of devices and operating costs;

· lowering of the barrier beam occurs under the influence of its own weight, which increases the safety of train movement in the event of circuit malfunctions or lack of power supply.

· approaching trains indicating the direction and route;

· condition and serviceability of the blinking pattern;

Availability of main and backup power and charged state batteries(only in new shields of the ShchPS-92 type).

In shields of the ShchPS-75 type, switching incandescent lamps with light filters are used as indicators; in ShchPS-92 shields, AL-307KM (red) and AL-307GM (green) LEDs are used, which are more durable.

4. Features of AP in two-way traffic

To fulfill this requirement, the following tasks must be solved:

1. Restructuring of AP schemes when changing the direction of train movement.

2. Organization of approach sections and transmission of information about the approach of trains of the established direction for both directions.

3. Organization of control over the approach of a train of an unknown direction.

4. Control of the actual direction of movement of the train in order to block a false command to close the crossing after it has been vacated by a train of the established direction and has entered the approaching section of trains of an unknown direction.

5. Cancel this blocking after a certain time.

6. Elimination of the open state of the crossing when the utility train returns after it stops behind the crossing.

The implementation of these tasks significantly complicated the schemes of traditional AM systems, but ensured the safety of train movement under given conditions.

Application tonalRC in AP schemes allowed:

Test questions and assignments

1. What crossings are called regulated?

2. Find the difference in the operation of crossing signaling systems such as “Traffic Light Signaling” and “Automatic Traffic Light Signaling”.

3. What devices of the APS system protect the crossing? Which ones are basic and which are additional?

4. Think about why the APS system is used only at crossings with a person on duty?

5. What is the disadvantage of systems with a fixed length of the approach section? How can this shortcoming be eliminated?

6. How do crossing devices know when a train is approaching?

7. For what purpose are insulating joints installed at crossings? Is it possible to do without them?

8. List the advantages of barriers of the PASH1 type.

9. Are UPD devices necessary if the crossing is equipped with crossing traffic lights and auto barriers?