Automatic crossing alarm devices. Automatic warning signal at a crossing When a crossing is closed, the train must be at a distance from it, which is called the estimated length of the approach section
Places where railroads and roads intersect at the same level are called railroad crossings. Crossings serve to improve traffic safety and are equipped with fencing devices.
Depending on the intensity of train traffic at crossings, fencing devices are used in the form of automatic traffic light signaling, automatic crossing signaling with automatic barriers. Railway crossings can be equipped with automatic traffic light signaling devices; they can be guarded (serviced by an employee on duty) or unguarded (not serviced by an employee on duty). In this course project, the crossing is guarded, with automatic barriers with a beam length of 6 meters. Crossing traffic lights are used type II-69. An electric bell of the ZPT-24 type is placed on the mast of the crossing traffic light. These traffic lights use LED heads with a supply voltage of 11.5 V.
The control circuit for crossing signaling on a single-track section with numerical code automatic blocking includes the following relays: 1I. 2I pulse track relays serve to fix the vacancy-occupancy of a block area, I - general repeater of pulse track relays, DP - additional track relay, DI additional pulse, IP proximity detector (see sheet 9.1), IP1, 1IP, PIP proximity detector repeaters , N - direction relay, 1N, 2N - direction relay repeaters, B - switching relay, KT - control thermal relay, 1T, 2T - transmitter relays, 1PT, 2PT - direction relay repeaters, K - control relay, F, Z - signal relay, Zh1 - relay repeater Zh, 1S - counter relay, B - blocking relay, NIP - proximity detector in an unknown direction of movement, B1Zh, B1Z - blocking relays.
The state of the circuit corresponds to a given odd direction of movement, a free approach section, and an open crossing.
Within the block section on which the crossing is located, two rail circuits 3P, 3Pa are equipped, in which, for a given odd direction of movement, the supply end is 1P, and the relay end is 2P, relay I is a pulse track type IVG - reed switch. When the block section is free, the 3Pa rail circuit from traffic light 4 through contact 1T is encoded with a code, the meaning of which is determined by the signal reading of traffic light 1. At the crossing, relay 2 I, as well as its repeaters 1T, I, operate in the incoming code mode. Through the contact of a common pulse repeater relay (relay I), the BS-DA decoder is turned on, the output circuits of which activate the signal relays, Ж, З, Ж1, depending on the readings of the traffic light ahead. Through the front contacts of relay Zh, Zh1, and the normal contact of relay N, relay 1PT (direction relay repeater) is activated. Relay 1T, operating in pulse mode, switches its contact in the relay circuit 1TI, which in turn transmits codes to the track circuit 3P.
When a train enters the Ch1U departure section, the crossing alarm is activated in two approach sections. From this moment on, the IP notification relay at traffic light 3 is de-energized. By releasing the armature, this relay changes the polarity of the current from forward to reverse in the IP relay circuit at the crossing. Excited by a current of reverse polarity, this relay switches the polarized armature, de-energizing the 1IP relay at the crossing. After de-energizing, relay 1IP turns off relay IP1. IP1 turns off relay B, the crossing is closed. When the train enters section 3P at traffic light 3, the pulse operation of relay 2I stops, the BS-DA decoder is turned off, relay Zh is de-energized, it turns off its repeater Zh1, and relay Zh1 in turn de-energizes repeaters Zh2, Zh3. At the crossing, the IP relay is de-energized by the contacts of the signal relay repeater Zh1, and the IP relay de-energizes the PIP relay. At the same time, at traffic light 3, through the rear contact of relay Z3, the OI relay is triggered, which, when triggered, prepares the coding circuit of the track circuit 3P, following the departing train. The transmission of the KZh code after the departing train occurs from the moment the traffic light 3 has completely passed. When the train enters section 3P, the counting circuit is activated at the crossing, and relays 1C, B1ZH, B1Z, B are energized.
The first to operate is the counter relay 1C, along the chain: front relay contacts NIP, 1N, K, Zh1, and rear relay contacts 1IP, PIP.
After relay 1C has triggered, it prepares the switching circuit for relays B1ZH, B1Z, they operate only after the train enters section 3Pa. When the train enters 3Pa, the operation of the pulse relays stops: 2I, the general repeater I, and the transmitter relay 1T, and the decoder also stops working. The decoder turns off relay Zh, Z, relay Z turns off 1PT and K, relay contact Z turns off the NIP relay. From the moment the section 3P at the crossing is completely freed from the KZh code pulses coming from traffic light 3, relays 1I and DI begin to operate. It is energized by the DP relay and closes the front contact in the power supply circuit of relay 1 IP. 1IP is energized. After the train completely vacates section 3P, the blocking relay circuit is activated. 1IP becomes energized and de-energizes the power circuit of relay 1C with its front contact.
Relay-counter 1C has a drop-off delay, due to this, a charging circuit for capacitors BK2 and BK3 is created, as well as an excitation circuit for relay B1Zh.
After this, relay B1Zh becomes energized. After the relay-counter 1C is de-energized, the charging circuit of capacitors BK2, BK3 is interrupted. The front contact of relay B1Z and through the rear contact Z1 closes the excitation circuit of relay B and the charge of capacitor BK1. Relay B opens the power circuit of relay B1Zh. After some slowdown, relay B1Zh will de-energize and turn off relay B. After capacitor BK1 discharges, relay B releases the armature and again closes the excitation circuit of relay B1Zh.
The operation of the blocking relays B1Z and B begins after the complete release of section 3Pa, from this moment the KZh code is supplied from traffic light 4 to the 3Pa rail circuit, at the crossing in the KZh code mode, relay 2I begins to operate, then the general repeater I is triggered, then the decoder is turned on, they stand up under current relay Zh, Zh1, relay 1PT. The charging circuit of the capacitance BK4, BK3 is closed, passing through the front Zh1, rear Z, and the front 1PT, DP, B1Zh, relays B1Z and B are activated.
B1Zh will be de-energized due to the discharge of capacitance BK3, BK2. The blocking relays continue to operate until the second removal section is completely freed.
In case of violation of the estimated time of passage of the train along the second section of the removal, the operation of relays B1ZH, B1Z, B stops, the contact of relay B turns off the NIP, the NIP relay turns off the relay IP1, the crossing remains closed, the crossing will open only when the train moves away from the traffic light two block sections.
Railway crossings are places where railways and roads (tram tracks, trolleybus lines) intersect at the same level and, depending on operating conditions, are equipped with one of the following devices: automatic traffic light signaling; automatic traffic light signaling with automatic barriers; automatic warning alarm with non-automatic barriers.
With automatic traffic light signaling, a crossing on the side of the highway is fenced with two crossing traffic lights, each of which has two signal heads with red filters and an electric bell. When the crossing is open, no signals are given; when closed, light (two alternately flashing red lights) and sound (loud bell ZPT-12 or ZPT-24) signals are given.
At crossing traffic lights, you can also install a third head, which signals with a moon-white light that the crossing is open.
With automatic traffic light signaling with automatic barriers, the crossing from the side of the highway is additionally fenced with a barrier bar. When the crossing is open, the barrier beam is in a vertical position; when closed, it is in a horizontal (barrier) position.
The barrier beam is painted with red and white stripes and is equipped with three electric lights with red glass, located at the end, in the middle, at the base of the beam and directed towards the road. The end light is double-sided and also has clear glass.
A lowered barrier beam signals three red lights towards the road and a white light towards the railway. In this case, the end light lights up with a continuous fire, the other two flash alternately.
When the crossing is closed, the barrier beam is lowered 4-10 seconds after the alarm starts working. When the beam is in a horizontal position, the lights on the crossing traffic light and beam continue to light, and the electric bell turns off.
Automatic barriers are also equipped with devices for non-automatic control, including buttons located on the control panel.
If the automatic control system is damaged, the barriers go into the blocking position. At crossings equipped with warning alarms, electric or mechanized barriers, controlled by the crossing duty officer, are used as fencing means. Guarded crossings are also equipped with barrier traffic lights, which are used to signal the train to stop in the event of an emergency at the crossing.
Depending on the category of crossing, speed and traffic intensity of trains and vehicles, the following crossings are used: unguarded with automatic traffic light signaling; guarded with automatic traffic light alarm and automatic barriers; guarded with an alarm system and non-automatic barriers (electric or mechanized). In the last two types of crossings, barrier signaling is also used.
Automatic barriers
This barrier is designed to automatically block traffic on a crossing when a train approaches it.
Automatic barriers are made with a wooden (or aluminum) beam 4 m long or a wooden folding beam 6 m long and installed on a standard traffic light concrete base. The barrier (Fig. 1) consists of the following main components: electric drive mechanism 1 and mechanism cover 5, barrier beam 2, signaling device 3, counterweight 4, concrete base 6.
Rice. 1. Automatic barrier
Technical characteristics of the automatic barrier
DC motor type SL-571K
Net power, kW 0.095
Voltage, V 24
Rotation speed, rpm 2200
Time for raising or lowering the beam, s 4-9 Current in the electric motor circuit, A, no more than:
when lifting beam 2.5
» work on friction 8.4
Angle of rotation of the beam in the vertical plane, deg 90 Dimensions of the barrier, mm, assembled with beam length, m:
4 4845ХП05Х2750
6 6845X1105X 2750
Weight of barrier, kg, complete (without foundation) with beam length, m:
4 512
6 542
Installation dimensions of the mechanism, mm 300X300
To prevent damage to the lowered beam in the event of an accidental collision with a vehicle, there is a special device that allows the beam to be displaced relative to its axis by an angle of 45° upon impact. The beam is returned to its original position manually.
If there is no power supply, the beam is transferred from a closed position to an open position by lifting it by hand, with the beam first being removed from the locked position by rotating the clutch.
Automatic barrier SHA. The SHA barrier is designed to block traffic on a crossing when a train approaches it. Depending on the length of the beam, there are options for auto barriers - SHA-8, SHA-6, SHA-4.
Technical characteristics of the SHA-8 auto barrier
Type of DC electric motor MSP-0.25, 160 V » solenoid electromagnet ES-20/13-1.5
Time for raising the beam by an electric motor and time for lowering the beam under the influence of gravity, s 8-10
Current in the electric motor circuit, A, no more: when lifting the beam 3.8 "working on friction 4.6-5
Voltage on the solenoid brake electromagnet coil to reliably hold the beam in a vertical position, V 18+1
Working stroke of the pusher contactor, mm 8+1 Length of the barrier beam from the axis of rotation, mm 8000+5
Diameter of the hole for cable entry, mm 30±0.5 Installation dimensions of the mechanism, mm 300X300
Angle of rotation of the beam in the plane, degrees:
vertical 90
horizontal, no more than 0±90
Height of beam axis above foundation, mm 950 Dimensions in closed position, mm:
length 8875±35
width 735±5
height (above the foundation) 1245±5
Weight, kg, over 610±5
» counterweight, kg 120±5
Barriers ША-6, ША-4 with a beam length of (6000±5) «(4000+5) mm have a length of (6760± ±5) and (4760±5) mm, respectively, a weight of (492±5) and (472± 5) kg. The remaining characteristics of the SHA-8, SHA-6 and SHA-4 auto barriers are the same.
Automatic barriers are vertically rotating and consist of the following main components: an electric drive mechanism, a barrier bar, a magnetic brake, a fixing device and a shock absorber.
The fixing device for the fracture of auto barriers eliminates the possibility of lateral rotation of the beam with a force applied at the end of the beam of at least 295 N for ShA-8, 245 N for ShA-6, 157 N for ShA-4. This force is adjusted by preloading the spring.
The shock absorber provides shock mitigation when the beam approaches extreme positions, pushing out when lowering, and also fixes the beam in a horizontal position when the brake electromagnet is de-energized. The sag of the end of the beam should not exceed 280 mm for ША-8; 210 mm - for ША-6; 140 mm - for ША-4.
Reliable holding of the beam in a vertical position is ensured by the electromagnet of the solenoid brake. It is possible to move the beam from a closed position to an open one manually (using a handle), and fix the bracket with the beam in vertical, horizontal positions and at an angle of 70° using the bracket lock.
The lowering time of the beam is regulated by the resistance in the armature circuit of the electric motor.
Crossing traffic lights
Crossing traffic lights are used to provide flashing red, moon-white and sound signals to warn vehicles and pedestrians that a train is approaching a crossing. Crossing traffic lights with two and three signal heads, cross-shaped and semi-cross-shaped indicators with reflective colorless lenses, and a direct current electric bell ZPT-24 or ZPT-12 are used.
Mounting traffic light heads allows you to change the direction of the light beam in the horizontal plane by an angle of 60°, in the vertical plane by an angle of ±10°.
Traffic light heads use lens sets of dwarf lens traffic lights (with ZhS12-15 lamps), the luminous intensity of which without a diffuser is at least 500 cd. The visibility range of a red flashing signal on a sunny day along the optical axis of the traffic light head must be at least 215 m, at an angle of 7° to the optical axis - at least 330 m. The visibility angle of the signal in the horizontal plane is 70°.
The following types of crossing traffic lights exist: II-69 - for single-track sections, with two signal heads, a cross-shaped indicator; 111-69 - for single-track sections, with three signal heads, a cross-shaped indicator; II-73 - for two or more sections of track, with two signal heads, cross-shaped and semi-cross-shaped indicators; 111-73 - for two or more sections of track, with three signal heads, cross-shaped and semi-cross-shaped indicators.
Dimensions of crossing traffic lights: II-69, 111-69 - 680X1250X2525 mm; 11-73, 111-73 - 680X1250X2872 mm; weight of traffic lights: II-69 - 110 kg; 111-69 - 130 kg; II-73 and 111-73 - 138 kg.
ShchPS crossing alarm panel
The crossing alarm panel is designed to control electric and auto barriers installed at crossings. Structurally, the shield is made in the form of a panel on which seven buttons and 16 light bulbs are placed (Table 13.1). The panel is suitable for outdoor installation on a separate rack, the side wall of a relay cabinet or the outer wall of the moving duty officer's room. To protect the panel from precipitation, a visor is provided on the shield frame.
Shield dimensions 536X380 mm; weight without fastening elements 20.2 kg, with fastening elements - 29.4 kg.
Table 1. Purpose of panel buttons and lamps
Name |
Purpose |
Closing |
Switching on crossing traffic lights and closing barriers |
Opening |
Turning off crossing traffic lights and opening barriers |
Turning on the barrier |
Turning on the barrage alarm |
Maintenance |
Maintaining barrier bars in the upper position while maintaining flashing lights at crossing traffic lights |
Turn on the call |
Turning off the alarm bell for crossing warning alarms |
Control of odd and even shunting traffic lights installed to fence crossings on the access road |
|
White and red: |
|
odd approximation |
Signaling for approaching trains in odd directions |
even approximation |
The same in an even direction |
Serviceability check: |
|
Traffic lights |
signal lamps for crossing traffic lights |
set of flashing devices |
|
Zagraditelny 31 |
barrier and warning lamps |
Zagraditelny 32 |
traffic lights connected to them |
Two white llamas |
|
shunting traffic light lamps |
|
Monitoring the voltage in the main and backup power networks at a moving installation |
Sound alarm devices
Electric bells ZPT-12U1, ZPT-24U1, ZPT-80U1.
Rice. 2. Electrical circuits of bells ZPT-12U1, ZPT-24U1 (a) and ZPT-80U1 (b)
1 Permissible deviation ±15%. 
Electric bells (Table 2) are intended for acoustic signaling at railway crossings and in various stationary railway devices. The bells have a closed design that houses the electromagnetic system (Fig. 2). Calls provide clear sound that can be heard at a distance of at least 80 m from the call.
Table 2. Electrical characteristics of PTA calls
Call |
Supply current |
Supply voltage, V |
Current consumption, mA, no more |
Frequency, |
Coil resistance1, Ohm |
Constant |
|||||
Variable |
The ambient temperature when using calls should be from -40 to 55 °C. Dimensions 171X130X115 mm; weight 0.97 kg.
DC calls. DC bells are designed for acoustic signaling of blown fuses, control of switches blown and other purposes in signaling and communication devices.
The electrical characteristics of the bells are given below:
Each bell has a spark arresting capacitor connected in parallel with the breaking contact.
A bell with an operating voltage of 3 V starts ringing at a voltage of 1.5 V. The sound strength created by DC bells is at least 60 dB. Bells must be used at air temperatures from 1 to 40 °C. Bell diameter 80 mm; height 50 mm; weight 0.26 kg.
Technology for servicing crossing alarm devices and car barriers
To carry out technological processes when servicing crossing signaling devices and car barriers, you must have a Ts4380 ampere-voltmeter, various kinds of tools and materials. The operation of automation devices should be checked both when the train passes through the crossing and when turned on from the control panel. In sections with large train intervals, automation devices can be switched on by shunting the track circuit of the approach section in the absence of trains.
The operation of automation devices at crossings is checked by an electrician and an electrician once every two weeks. At the same time, they check: the condition and adjustment of the commutator contacts and electric motor brushes; electric motor current when operating on friction; interaction of electric drive parts when opening and closing the barrier; the presence of a lubricant for the rubbing parts of the electric drive; proper operation of sound signals; visibility of crossing traffic lights and lamps on bars; frequency of flashing lights of crossing traffic lights; closing and opening barriers from the control panel; condition of contact springs and drive installation.
In the electric drive, the gearbox, auto-switch, contact block, installation, friction and shock-absorbing clutches are checked. An internal check of the electric drive, including cleaning and lubrication, should be carried out with the barriers closed. To prevent the bars from lifting, it is recommended to place a thin insulating plate between the working contacts through which the electric motor is turned on during the test.
Sound signals are checked while the crossing alarm is operating. With auto- and electric barriers, the bells on the masts of crossing traffic lights should start ringing simultaneously with the turning on of the traffic light alarm and turn off when the barrier beam drops to a horizontal position and the electric drive contacts included in the bell circuit open. For traffic lights without barriers, the bells must ring until the crossing is completely cleared by train. In pulsed power mode, calls should operate with a number of (40±2) switchings per minute.
The electrician must check the operation of all buttons installed on the panel, except for the “Enable the barrier” button. During the inspection, the crossing attendant pushes and pulls buttons, and the electrician observes the operation of the devices, paying particular attention to those buttons that the crossing attendant would not normally use.
The operation of the “Close” button at auto barriers is checked in the absence of trains in the approach section. Pressing the “Close” button should turn on the traffic light and sound alarms and close the barriers. When the "Close" button is pulled, the alarm should turn off and the barriers should open.
The condition of the devices and installation of sound and light alarms, as well as the electric drive of the barrier with complete disassembly into individual components, is checked by an electrician together with an electrician once a year.
After disassembling the electric drive, the inside of the housing is cleaned of rust with a metal brush; All characteristics of the electric motor are checked separately, and if necessary, the electric drive is taken to remote workshops. When checking devices and installation of sound and light alarms, the state of the bells is determined by opening the installation leading to them. Carry out internal and external checks of the condition of the heads of crossing traffic lights, lights of barrier bars of barriers.
Once a year, a senior electrician, together with an electrician, carefully checks the operation of automation devices at crossings and determines the need to replace individual components.
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 this case during emergency braking and the maximum 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.
1.4 AUTOMATIC CROSS-CROSSING ALARM
Crossings of railways at the same level with highways are equipped with the following automatic devices: automatic traffic light crossing signaling, automatic barriers or automatic warning crossing signaling with non-automatic barriers.
Automatic traffic light crossing signaling provides for the installation of traffic lights with two red lights on both sides of the road (on the right side) 6 m from the crossing. A crossing traffic light gives signals only in the direction of the road. Normally, the signal lights of the crossing traffic lights are not lit and vehicle movement across the crossing is permitted.
Crossing traffic lights are controlled by the influence of the moving trains themselves on the rail circuits installed on the tracks in front of the crossings. The prohibitory signal when a train approaches a crossing at the moment the train enters the track circuit is given by the red lights of two lights (heads) of the crossing traffic light, which alternately light up and go out with a frequency of 40 - 45 blinks per minute. Simultaneously with the light signal, a sound signal is given. A signal in the form of alternating red lights is a stop requirement for all types of vehicles.
Automatic barriers complement automatic traffic light crossing signaling at crossings. Car barriers, when closed, block the entry of vehicles to the crossing, blocking half or the entire carriageway of the road with a barrier bar. The auto barrier is normally open and when a train approaches, it first gives a prohibiting signal, and then after 7-8 seconds (after the traffic lights begin to signal), the barrier beam begins to slowly lower over 10 seconds. This time is necessary for the vehicle to free up space for the barrier beam to occupy a horizontal position. When the train passes the crossing, the crossing traffic lights go out and the automatic barrier bar rises. There are three lights on the barrier bars of the barriers: two red and one white (at the end of the bar).
An automatic warning alarm serves to warn the crossing duty officer about the approach of a train (with a sound and light signal). The person on duty at the crossing himself operates the non-automatic barriers. Typically, warning signaling is used at crossings located within a station or in its immediate vicinity, where it is often impossible to automatically link the operation of the device at the crossing with the movement of trains at the station.
Non-automatic barriers are used in two types: mainly electric, which are opened and closed by an electric motor controlled by the person on duty at the crossing, and mechanical, controlled by levers connected to the barriers by flexible rods.
AUTOMATIC FENCE SYSTEMS
MOVING
2.1. FEATURES OF TRAFFIC MANAGEMENT
ALARMS IN TRANSPORT
The operation of automatic fencing devices at crossings located at the station or in its immediate vicinity is linked to the indications of exit and entrance traffic lights. If, when starting from the exit or entrance traffic lights, the necessary notification time for the crossing located in the neck of the station is provided, then the fencing devices are activated when the train enters the approaching section with the entrance traffic light or exit traffic light open. Otherwise, when receiving a train, the crossing is closed from the train entering the approaching section, regardless of the indication of the entrance traffic light, and when departing, the crossing is closed by the station duty officer. Exit traffic lights open with a time delay that compensates for the missing part of the notification time.
The length of the approach sections for such crossings is calculated for the case of non-stop passage of trains along the main and side tracks in the usual way. In the first case, the maximum permissible speed of trains is taken into account, in the second case - 50 and 80 km/m depending on the brand of the cross (1/9, 1/11 and 1/18, 1/22)
To determine the notification time when moving off, the warranty time is not taken into account. However, in this case, the time it takes for the driver to perceive the signal and set the train in motion is taken into account (120 s for a freight train, 15 s for a passenger train, 5 s for a motor-car train). In this case, the actual time of notification for the move:
Where is the time the train travels from the exit. traffic lights before the crossing.
The required notification time obtained from the tables is compared with the actual one and, if so, the holding time is determined. When the train departs, the crossing is closed by pressing the signal button, and the traffic light is opened after a time delay. For maneuvers or train departure under a closed traffic light, the crossing is closed by pressing a special button.
MANAGEMENT PRINCIPLES AND THEIR IMPLEMENTATION
Automatic fencing devices for railways. crossings adopted on the road network, in their structure and principle, relate to open-loop automatic rigid control systems . The algorithm for the functioning of the APS system (poster) contains a number of operators that are absent in existing systems, but the need for which is obvious from the point of view of increasing safety and throughput. d. moving. These promising operators are shown with a dashed line. Methods and means for their implementation are being developed and will be implemented as APS systems are improved. Operators, shown by solid and dashed lines, exist in existing systems, but they play only an informational role or the execution of these functions is assigned to a person.
The algorithm was developed in relation to to a section of the railway with one-way traffic and a numerical code AB. If there are no trains in the approaching sections, the crossing is open to vehicle traffic. At the moment the train enters the approach section, which is checked by operator 1, obstacle detection devices in the crossing area are connected to the APS system ( UOP), train movement parameters are measured (speed, acceleration, coordinate) and based on these parameters the distance from the train to the crossing is calculated, upon reaching which the crossing should be closed. These actions are performed by operators 2, 3 and 4. The last condition is checked by logical operator 5. when the train is at the point with the coordinate, a command is given to turn on the warning alarm (operator 6), including red flashing lights at crossing traffic lights. Their proper operation is checked by operator 7. With a time delay (operators 8 and 9), a command is given to close the barriers (operator 10).
In typical APS systems, commands to operators 6 and 8 are received simultaneously. If the barrier is working properly (operator 11) and there is no obstacle to train movement in the crossing area (stuck vehicles, fallen cargo, etc.), the crossing remains closed until the train passes through it, which is checked by operator 18. After the train has passed and in the absence of a second train in the approaching section (operator 19), the warning alarm is turned off, the barriers are opened and the obstacle detection devices are turned off (operators 20, 21 and 22). The APS system returns to its original state.
In cases where alarm system damaged , the car barrier is not closed or an obstacle is detected at the crossing, an emergency situation is created and measures must be taken to prevent a collision. The corresponding operators 7, 11 and 12 give a command to turn on the barrier alarm and turn off the coding of the track circuits (operators 13, 14). The train slows down and stops on the approach section. after eliminating the damage or obstacle (operator 15), the barrier alarm is turned off and the encoding of the track circuit in the approach section is turned on. the train passes through the crossing and the APS system returns to its original state.
The existing APS systems do not provide for operations performed by operators 2 – 5. Logical operators 7 and 11 are provided, but they do not play a functional role and are used only to transmit information through the dispatch control system. The capabilities for performing operations 12-17 are built into existing systems, but their implementation is entrusted to the moving duty officer.
Absence of operations 2-5 in APS systems makes them ineffective, since the actual speed of the train is not taken into account when closing the crossing. It causes unnecessary vehicle downtime at a closed crossing. Automation of operations 12-17 using information from operators 7 and 11 helps to increase the reliability of systems and traffic safety, and also creates conditions for removing security at crossings.
The described algorithm for the operation of a crossing with an APS presupposes the presence of a one-way permanent alarm in the direction of the highway. The signaling towards the railway is activated only in emergency cases. The alarm system is built on a mutually exclusive principle: a permissive indication at road traffic lights is possible only with prohibitive indications at railway traffic lights and vice versa. This allows you to maintain an acceptable level of dangerous failures when using elements that are not of the first reliability class.
In existing APS systems, methods for automatically controlling fencing devices located on a stretch depend on their location relative to the entrance and passage traffic lights, the type of automatic blocking and the nature of train movement (one-way or two-way). This is due to the wide variety of existing types of crossing installations, differing mainly in control schemes and coupling with AB. Thus, for crossings on a double-track section with numerical code automatic blocking, 10 types of crossing signaling control schemes have been developed.
EMERGENCY CONTROL AT CROSSINGS
In Russia, during a significant part of the crossings, the performance of a number of responsible functions is assigned to the moving duty officer. In particular, he is obliged to take timely measures to stop the train if a malfunction is detected that threatens traffic safety. However, timely response to an emergency situation with greater reliability, as is known, can be ensured by technical means. Therefore, work is actively underway to create automatic emergency control systems (CAS) on crossings. These systems are designed to detect the presence of obstacles on the train's route (car, fallen cargo in the crossing area, etc.) and provide the corresponding information to the locomotive crew. Various obstacle detection systems are being tested - from the most complex radar systems on high-speed sections to fairly simple devices CAS with an induction loop laid under the road surface. Their use can significantly increase the efficiency of fencing devices and create conditions for transferring a certain part of crossings to the unguarded category.
EFFICIENCY OF EXISTING SYSTEMS
In conditions of continuous growth in the intensity and speed of railway and road transport, crossings are becoming a source of ever-increasing vehicle losses and increased danger to people and equipment. Interchanges at different levels, widely practiced at intersections of roads with the highest traffic volumes, cannot be widespread, since their construction is limited by local conditions and requires large capital expenditures. Therefore, increasing traffic capacity and traffic safety at crossings becomes urgent. Existing fencing systems in this regard are far from optimal and have significant reserves.
With a fixed length of the approach section, the actual notification time for the crossing will be inversely proportional to the speed of the train and may significantly exceed the minimum required time.
Excessive notice time
Where is the actual speed of the train.
On many railway lines the range of train speeds is wide and the number of trains traveling at low speeds makes up a significant proportion. Therefore, additional vehicle downtime at crossings is large. It should also be borne in mind that an excessively long closure of a crossing before a train enters it leads to a sharp decrease in traffic safety, since vehicle drivers have doubts about the proper operation of the fencing devices.
At a crossing with average traffic intensity, several thousand vehicle-hours are lost throughout the year due to the excessive time required to notify the crossing of approaching trains. In fact, the additional loss of vehicle time at closed crossings significantly exceeds the calculated ones due to the overestimation of the lengths of the approach sections.
The second aspect of the issue of the effectiveness of fencing devices at crossings is traffic safety. Recent research in this area makes it possible to strictly mathematically assess the state of traffic safety at a specific crossing and, in accordance with this, make the necessary fencing devices.
Statistics show that about 1.2% of traffic accidents on the road network occur at crossings, but their consequences are the most severe. More than half of these incidents are caused by violations of traffic rules at crossings.
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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 at hauls 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.
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. 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. Block diagram of automatic crossing signaling
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).
In any case, the general AP scheme 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 ensures normal operation of the battery 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 lights) and a bell are complemented by auto barriers, which are an additional means of fencing the crossing. 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;
· state and serviceability of the blinking pattern;
· the presence of main and backup power and the charged state of the 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:
crossing automatic alarm fencing device
1. Implement an automatic crossing control system regardless of the direction of train movement and the direction of operation of 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 of automatic interval control systems. - 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 automatic locking systems 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 track circuits without insulating joints for double-track sections with all types of traction (ABT-2-91): Guidelines for the design of automation, remote control and communication devices in 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.
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