Automatic traffic light signaling. Automatic level crossing warning

Principle work of SPM(Crossover barrier device)

The barrage device works as follows: when the drive motor is turned on, the drive lock, which held the cover in the lowered position, first falls off, then, under the influence of the counterweight and the drive gate, the UZ cover is lifted by an angle of 30; at the end of the lifting phase, the autoswitch is triggered and the motor is turned off, preparing the power circuit for re-enabling the drive. Barrage devices, as well as auto barriers, have double control - automatic and non-automatic - pressing buttons on the APS flap. In both cases: turning on the signal lights, transferring the barriers to horizontal (when closing) and vertical (when opening), UZ covers to the raised (obstructing) - lowered (allowing passage) positions are carried out by de-energizing and, accordingly, by energizing the PV relay (in the APS control cabinet ) and its repeaters (in the SPD cabinet). The fence device works as follows (see Appendix 8). When a train appears at the section approaching the crossing, the PV relay is de-energized in the level crossing signaling relay cabinet, the PV1 relay is energized, the red flashing lights of the crossing traffic lights are turned on, the control system for the free zones of the UZ covers is turned on, and after about 13 s, the VM relay is de-energized and the barriers begin to lower. From the moment the VM relay is de-energized in the UZP relay cabinet, the VUZ relay (UZ turn-on relay) is turned on, after about 3 s, the BVMSh holding unit is activated, the relay for lifting the covers of the UZ, UP and VUZM barrage is energized. The frictional relay F and the NPC relay operate, the contacts of which control the ultrasonic drives. The operation of the PPS relay of each of the drives is possible provided that the zones of the ultrasonic covers are free. The control of the vacancy of the zones of the ultrasonic covers is carried out by the front contacts of the RZK relay, which receives power from the KZK sensor. The PH relays control the presence of voltage from the control outputs of the KZK sensors. After the PPS and NPS relays are triggered, power is supplied to the electric motors of the drives, within 4 seconds of the cover, the UZ occupy a barricade position that prevents vehicles from entering the crossing. Switching off the electric motors of the drives after lifting the covers of the UZ is carried out by the working contacts of the autoswitch. In the case of the operation of the electric motors of the drives for friction (the covers of the UZ cannot be raised or lowered due to the presence of an obstacle), the switching off of the NPS relay and the electric motors is carried out by the contacts of the friction relay F, which has a fall-off deceleration of 6 - 8 s. After the PPS and NPS relays are triggered, power is supplied to the electric motors of the drives, within 4 seconds of the cover, the UZ occupy a barricade position that prevents vehicles from entering the crossing. Switching off the electric motors of the drives after lifting the covers of the UZ is carried out by the working contacts of the autoswitch. In the case of the operation of the electric motors of the drives for friction (the covers of the UZ cannot be raised or lowered due to the presence of an obstacle), the switching off of the NPS relay and the electric motors is carried out by the contacts of the friction relay F, which has a fall-off deceleration of 6 - 8 s. The electric motors of the drives are powered by a rectifier (PSU) (VUS-1,3). In case of failure of the main rectifier BP 1, relay contacts A2 switch to the backup rectifier BP 2 (VUS-1,3). After the train passes the crossing, the PV relay is energized in the APS relay box and turns off the VUZ relay in the USP relay box. The electric motors of the drives begin to work to lower the covers of the UZ. After the covers are lowered, the 1PK - 4PK relays are energized. With the control of the excitation of the 1PK - 4PK relay, the relay circuit U1, U2 closes in the APS relay cabinet, which also control the lifting of the barriers, and the red flashing lights of the crossing traffic lights turn off. The person on duty on the move also has the ability to bring the covers of the UZ into an obstructing position or lower them. In the first case, he needs to press the “close” latching button on the APS panel: the PV relay is de-energized in the APS cabinet, the crossing signaling devices are turned on, and in the UZP relay cabinet, after 13 seconds, the VUZ relay is triggered and, as in the case of automatic notification of the approach of a train , the UZ covers are lifted. To lower the UZ covers, pull out this button. For emergency lowering of the UZ covers, it is necessary to break the seal on the UZP shield from the "normalization" latching button and press it. The covers of all UZ are lowered, and the UZD is turned off from work. However, in this case, turning off the flashing of the red lamps of the crossing traffic lights is carried out without monitoring the lowering of the UZ covers. Also, the decision was made to exclude the flashing of red lamps of crossing traffic lights after pressing the "normalize" button in case of loss of control of the position of the UZ covers on the contacts of the automatic switches of the UZ drives. When the “normalization” button is pressed, the person on duty on the move must make sure that the UZ covers are lowered and, if any cover is not in the lower position, end the drive operation using the dial handle. Three rows of light bulbs (LEDs), 4 bulbs (LEDs) in a row, are provided on the SPD shield to control the position of the covers and the state of the KZK sensors. The upper row signals through the control contacts of the drives about the raised, upper position of the covers, the middle row through the front contacts of the 1PK-4PK relay - about the lower position of the covers, and the lower row signals the good condition of the KZK sensors with even burning, and flashes it signals a sensor malfunction. In the absence of a train in the approach section, the lower row of lamps (LEDs) does not light up. Three buttons are installed on the UZP dashboard: - two buttons without fixation, not sealed, "exit 1" and "exit 3" - for lowering the covers of the first and third UZ, respectively, at the exit of vehicles from the crossing; - button with fixation, sealable, "normalization" - for lowering the covers of the ultrasonic device and deactivating the ultrasonic device from operation in the event of a malfunction. The control of the not pressed position of the "normalization" button on the SPD shield is carried out by the "normalization" lamp (LED) burning.

At the points of intersection at the same level of railway tracks with highways, they are arranged level crossings.

Depending on the intensity of the movement of trains and vehicles, crossings are divided into 4 categories... TO first category includes the crossings with the most intensive train and car traffic. Crossings on low-traffic lines and with light vehicle traffic are referred to as fourth category.

Crossings are regulated and unregulated.

TO regulated include crossings equipped automatic crossing signaling devices, notifying drivers of the approach of a train, and on lines with heavy or high-speed train traffic - also barrage devices, excluding the departure of vehicles when the train approaches it. Regulated level crossings are protected and unguarded.

Crossings of categories 1 and 2 must be guarded. served duty employee and equipped barriers, and obstruction traffic lights... Those on duty on the crossing have radio communication with train drivers, as well as direct telephone communication with those on duty at the nearest stations, and in the case of centralized dispatching - with the train dispatcher.

they work fully in automatic mode and are usually not equipped with barriers.

This includes level crossings that are not equipped with any automatic crossing signaling devices. Such crossings are found only on inactive lines, access roads industrial enterprises, industrial areas, etc.

To ensure traffic safety on level crossings the following devices are used:

automatic traffic light crossing signaling (APS), in which the switching on of red flashing signals (lights) at the crossing traffic lights is carried out automatically when the train approaches a certain distance by calculation, and switching off automatically after the train passes the level crossing;
automatic traffic light signaling with automatic barriers (APSh) - crossing signaling, supplemented by barrier beams of barriers, which are lowered and raised automatically;
automatic traffic light signaling with semi-automatic barriers- crossing signaling, supplemented by barrier beams of barriers, the lowering of which is carried out automatically when the train approaches, and turning off the alarm and raising the barrier beams of the barriers - from pressing the button by the officer on duty after the train follows the railway crossing;
warning alarm- crossing signaling, in which the notification of the employee on duty about the approach of the train to the railway crossing is given by light and sound signals, and switching on and off technical means railroad crossing fences are carried out by an employee on duty serving the railroad crossing;
(Vocational school), which completely blocks the carriageway and is designed to create a physical obstacle (barrier) for the movement of vehicles when they try to unauthorized exit to a closed railway crossing when a train approaches it;
(USP), blocking the movement of vehicles through a railway crossing by lifting special plates on the roadway road.

Automatic barrier includes barrier beam 1 which is lifted with electric drive 7, cruciform sign 2 with glass reflectors, electric bell(buzzer) 3, 4 , mast 5 and foundation 6... The bar is wooden, 4 m long - designed to block the part of the road set aside for the correct direction of movement, and is painted in the form of stripes of white and red colors. Three signal lights are attached to the bar. reflector... At the end of the bar must be installed signal lamp signaling with a red light in the direction of the road and with a white light in the direction of the railway track.

In addition to automatic barriers, barriers are used semi-automatic, electrical and mechanized (manual). Semi-automatic barriers closed automatically, and opened by the person on duty on the move by pressing a special button. Electrical barriers opened and closed by the person on duty on the move by pressing a special button. ( manual) the barriers have a mechanical drive, with the help of which the duty employee manually translates the barrier beams into the open (vertical) or closed (horizontal) position.

Crossing traffic lights and barriers are installed on the right side of the road crossing the crossing, at a distance of at least 6 m from the nearest rail. The normal position of the barriers is open, and the SPD devices are lowered. At guarded crossings, the crossing traffic light has two heads with red lights. On unguarded crossings it can be installed - two with red lights located on the sides of the head with a moon-white light. In the absence of an approaching train, the red lights of the crossing traffic light are extinguished, and the moon-white light flashes, indicating that there is no train approaching the railway crossing and that the signaling devices are in good working order.

On the side of the vehicle entrance, road signs are installed (in accordance with traffic rules), warning drivers about the approach to the crossing.

On the approaches to the level crossings from the side of the railway track, ( "Whistle").

On railway tracks crossing regulated level crossings, they are installed at a distance of at least 15 m from the level crossing. In the event of an accident or a traffic jam at the crossing, the crossing officer lights up red lights at the obstruction lights. At the same time, the rail circuits of the block section, on which the crossing is located, are closed, as a result of which, when auto-blocking, red lights come on at the nearest traffic lights, and a white light comes on at the locomotive traffic lights of the train following this block section, and the driver takes measures to an immediate stop of the train. The condition of the threads of obstruction lights is monitored on the crossing attendant's console.

To avoid short-circuiting (bridging) the track circuits when crossing a level crossing tracked vehicles, rollers, sleigh runners, etc., the top of the crossing is made 30 ... 40 mm above the level of the rail heads. The width of the crossing deck must be at least 6 m.

Before the flooring of the crossing, in the track of each track from the side of the approach of trains of the correct direction are installed.

On electrified sites railways at the crossing on both sides is installed clearance gate with a suspension height of control strips not more than 4.5 m, which guarantees a safe passage under the contact wire of loaded machines, cranes and other large equipment. Moving on the crossing of large and heavy vehicles and slow-moving vehicles is allowed only with the permission of the head of the track distance and under the supervision of a road master or track foreman, and on electrified sections with a load height of more than 4.5 m - in the presence of a representative of the power supply distance.

To activate automatic level crossing signaling devices, automatic blocking electric rail circuits or special rail crossing signaling circuits are used.

Automatic activation of guardrails occurs when a train approaches a crossing at a certain (calculated) distance. This distance is called approach site... The length of the approach section depends on the speed of the trains before the crossing and the length of the crossing carriageway and serves to provide advance notification of the crossing when a train is approaching it, turn on automatic crossing signaling and close automatic barriers (if any). The time for submitting the notice depends on the time required for the vehicles to release the crossing. It includes the time required to follow the crossing, the response time of devices, including guarding devices, a guaranteed time margin (this time depends on the length of the crossing, the estimated length of the road train - 24 m, the distance from the place where the vehicle stops to the crossing traffic light and the estimated speed of movement vehicles through the level crossing).

When the train enters the track circuits of the approach section, the control panel of the crossing officer turns on warning alarm, and at the crossing traffic light, red lights start to flash alternately and the sound signal turns on; after 8 ... 15 seconds, automatic barriers are lowered, and after some time, the SPD plates rise. To exclude the lifting of the plates, SPDs are installed under the vehicles passing over them. optical sensors... The sound signal stops after the barrier is completely lowered, and if it is absent, after the traffic light signaling is turned off. After passing through the train crossing, the barriers rise, the UZP plates are lowered, the crossing traffic light turns off (a moon-white flashing light comes on).

Railroad crossings can be equipped to close the movement of vehicles through the crossing for the duration of track work, maintenance and repair of the crossing and in other necessary cases.

The safe movement of trains and vehicles on a guarded crossing is ensured by which must open and close the barrier in a timely manner and give set signals, monitor the condition of passing trains and lower gauge strips. In the event of a malfunction that threatens traffic safety, the crossing officer is obliged to take measures to stop the train, and if there is no signal indicating the tail of the train, report this to the station duty officer, and in areas with centralized dispatching, to the train dispatcher.

Control questions:

What is the purpose of level crossings?
How are level crossings classified?
What devices are equipped with a regulated level crossing?
What is an automatic barrier?
What kind additional devices security are used at level crossings?
What is the purpose of obstruction traffic lights?
How is the automatic activation and deactivation of guardrails at level crossings carried out?
What are the functions of a railway crossing officer?

Karelin Denis Igorevich @ Orekhovo-Zuevsky railway technical school named after V.I. Bondarenko - 2016

The intersections at the same level of railways with automobiles are called level crossings. Crossings are used to improve traffic safety and are equipped with barriers.

Depending on the intensity of train traffic at level crossings, guarding devices are used in the form of automatic traffic light signaling, automatic crossing signaling with automatic barriers. Level crossings can be equipped with automatic traffic signaling devices, they can be guarded (served by a duty employee), and unguarded (unattended by a duty employee). 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. At these traffic lights, LED heads are used, with a supply voltage of 11.5 V.

The control circuit for crossing signaling on a single-track section with a numerical code auto-blocking includes the following relays: 1I. 2I pulse path relays serve to fix the vacancy-employment of the block section, AND - a common repeater of impulse path relays, DP- additional path relay, additional pulse DI, Proximity signaling device IP (see sheet 9.1), IP1, 1IP, PIP repeaters of the approaching signaling device , N - directional relay, 1N, 2N - direction relay repeaters, B - switching relay, KT - control thermal relay, 1T, 2T - transmitter relays, 1PT, 2PT - directional relay repeaters, K - control relay, W, Z - signal relay, Zh1 - repeater of relay Zh, 1C - relay-counter, B - blocking relay, NIP - proximity announcer with an unspecified 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 - the section on which the crossing is located, two track circuits 3P, 3Pa are equipped, in which, for a given odd direction of movement, the end 1P is the supply, and the relay 2P, the relay I is the pulsed track type IVG - reed switch. In the free state of the block section, the rail circuit 3Pa from traffic light 4 through contact 1T is encoded with a code, the value of which is determined by the signal reading of traffic light 1. At the crossing, relay 2 I operates in the incoming code mode, as well as its repeaters 1T, I. Through the contact of a common repeater of impulse relay (relay I), the BS-DA decoder is switched on, through the output circuits of which the signal relays, Ж, З, Ж1 are triggered, depending on the indication of the ahead traffic light. Through the front contacts of the relay Zh, Zh1, normal contact relay H, relay 1PT is activated (repeater of direction relay). The 1T relay, working in a pulsed mode, switches its contact in the 1TI relay circuit, which, in turn, transmits the codes to the 3P track circuit.

When the train enters the Ch1U removal section, the crossing signaling is activated for two approach sections. From this moment, at traffic light 3, the power supply warning relay is de-energized. By releasing the anchor, this relay changes the polarity of the current from direct to reverse in the relay circuit of the IP 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 deenergizing, 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 impulse operation of relay 2I stops, the BS-DA decoder turns off, relay G 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 repeater of the signal relay Zh1, and the IP relay de-energizes the PIP relay. At the same time, at traffic light 3, through the rear contact of relay Zh3, the OI relay is triggered, which, when triggered, prepares the coding circuit of the 3P rail circuit, following the departing train. The transmission of the KZh code following the departing train occurs from the moment the traffic light 3 is fully followed. When the train enters section 3P, a counting circuit is triggered at the crossing, relays 1C, B1Zh, B1Z, B. are energized.

The first relay-counter 1C is triggered, along the circuit: front contacts of the relay NIP, 1N, K, Zh1, and the rear contacts of the relay 1IP, PIP.

After the 1C relay has worked, it prepares the switching circuit of the B1Zh, B1Z relays, they are triggered only after the train enters the 3Pa section. When the train enters 3Pa, the operation of the impulse relays stops: 2I, the common repeater I, and the transmitter relay 1T, the decoder also stops working. The decoder turns off the relay ZH, Z, the relay H turns off 1PT and K, the relay contact NIP turns off the relay NIP. From the moment of the complete release of the 3P section at the crossing from the pulses of the KZh code coming from traffic light 3, the 1I, DI relays begin to work. It rises under the current of the DP relay, and closes the front contact in the power supply circuit of relay 1 SP. 1IP is energized. After the train has completely cleared the 3P section, the blocking relay circuit is triggered. 1IP rises under current, and de-energizes with its front contact the power supply circuit of the 1C relay.

Relay-counter 1C has a drop-off delay, due to this, a circuit for charging capacitors BK2 and BK3 is created, as well as an excitation circuit for the B1Zh relay.

After that, the B1Zh relay is energized. After the relay-counter 1C is de-energized, the charging circuit of the capacitors BK2, BK3 is cut off. The front contact of the B1Zh relay and through the rear W1 closes the excitation circuit of the relay B, and the charge of the capacitor BK1. Relay B opens the power supply circuit of relay B1Zh. After some deceleration, relay B1Zh will de-energize and turn off relay B. After the capacitor BK1 is discharged, 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 the 3Pa section, from this moment on from traffic light 4 to the 3Pa track circuit, the KZh code is supplied, at the crossing in the KZh code mode, relay 2I starts to work, then the common repeater I is triggered, then the decoder turns on, they get up under current relay Zh, Zh1, relay 1PT. The circuit for charging the capacitance BK4, BK3 is closed, passing through the front Zh1, rear Z, and front 1PT, DP, B1Zh, relays B1Z and B are triggered.

B1Zh will be de-energized due to the discharge of the capacitance BK3, BK2. The operation of the blocking relays continues until the second section of the removal is completely released.

In case of violation of the estimated time of passage of the train along the second section of the removal, the work of the relay B1Zh, B1Z, B stops, the relay contact B turns off the NIP, the relay NIP turns off the relay IP1, the crossing remains closed, the crossing will open only when the train is removed from the traffic light for two block sections.

Level crossings are places of intersection at the same level of railways with highways (tram tracks, trolleybus lines) and, depending on the working conditions, are equipped with one of the following devices: automatic traffic light signaling; automatic traffic light signaling with automatic barriers; automatic warning signaling with non-automatic barriers.
With automatic traffic light signaling, the crossing from the side of the motor road is fenced off with two crossing traffic lights, each of which has two signal heads with red light filters and an electric bell. When the crossing is open, no signals are given; when closed, light (two alternately blinking red lights) and sound (loud bang bell ZPT-12 or ZPT-24) signals are given.
At crossing traffic lights, you can also install a third head, signaling with a moon-white light about the open state of the crossing.
In case of automatic traffic light signaling with automatic barriers, the crossing from the side of the road is additionally fenced with a barrier bar. When the crossing is open, the barrier bar is in a vertical position, when it is closed - in a horizontal (barrier) position.
The fence is painted with red and white stripes and is equipped with three electric lights with red glasses, placed at the end, in the middle, at the base of the beam and directed towards the road. The end lamp is double-sided and also has colorless glass.
The lowered barrier beam signals with three red lights towards the road and a white light towards the railway. In this case, the end lamp burns with a continuous light, the other two flash alternately.
When closing the crossing, the barrier bar is lowered after 4-10 seconds after the start of the alarm. With the horizontal position of the bar, the lights continue to burn at the crossing traffic light and the bar, and the electric bell is turned off.
Automatic barriers are also equipped with devices for non automatic control, including buttons located on the control panel.
In case of damage to the automatic control system, the barriers move to the blocking position. At crossings equipped with warning alarms, electrical or mechanized barriers, controlled by the crossing officer, are used as barriers. Guarded crossings are also equipped with obstructive traffic lights, which are used to give the train a stop signal in the event of emergency at the move.
Depending on the category of the crossing, the speed w and the intensity of the movement of trains and vehicles, the following crossings are used: unguarded with automatic traffic signaling; guarded with automatic traffic lights and automatic barriers; guarded with warning alarm and non-automatic barriers (electrical or mechanized). In the last two types of crossings, barrage signaling is also used.

Automatic barriers

This barrier is designed to automatically block traffic on the level crossing when a train approaches it.
Auto barriers are made with a wooden (or aluminum) bar with a length of 4 m or a wooden folding bar with a length of 6 m and installed on a typical traffic light concrete base. The barrier (Fig. 1) consists of the following main units: an electric drive mechanism 1 and a cover of a mechanism 5, a barrier bar 2, a signaling device 3, a counterweight 4, concrete base 6.
Rice. 1. Automatic barrier

Technical specifications automatic barrier
Type of DC motor SL-571K
Net power, kW 0.095
Voltage, V 24
Rotation frequency, rpm 2200
Time of raising or lowering the bar, s 4-9 Current in the electric motor circuit, A, no more:
when lifting a bar 2.5
»Work on friction 8.4
The angle of rotation of the bar in the vertical plane, degrees 90 Dimensions of the barrier, mm, assembled with the length of the bar, m:
4 4845HP05H2750
6 6845X1105X 2750
Barrier weight, kg, complete set (without foundation) with beam length, m:
4 512
6 542
Installation dimensions of the mechanism, mm 300X300
To exclude breakdowns of the lowered bar in case of accidental collision of vehicles with it, there is a special device that allows the bar to be displaced relative to its axis by an angle of 45 ° upon impact. The bar is returned to its original position manually.
In the absence of power supply, the bar is transferred from a closed position to an open one by lifting it by hand with a preliminary withdrawal of the bar from the locked position by rotating the clutch.
Automatic barrier SHA. Barrier ША is designed to block traffic on the crossing when a train approaches it. Depending on the length of the bar, there are options for the execution of auto barriers - SHA-8, SHA-6, SHA-4.
Technical characteristics of the auto barrier SHA-8
Type of DC motor MSP-0.25, 160 V "solenoid electromagnet ES-20 / 13-1.5
The time of lifting the bar by the electric motor and the time of lowering the bar under the influence of gravity, s 8-10
The current in the electric motor circuit, A, no more: when lifting the bar 3.8 "work on the friction 4.6-5
Voltage on the coil of the solenoid brake electromagnet to securely hold the beam in a vertical position, V 18 + 1
Working stroke of the pusher contactor, mm 8 + 1 Length of the barrier bar 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
The angle of rotation of the bar in the plane, degrees:
vertical 90
horizontal, no more than 0 ± 90
Height of the beam axis above the foundation, mm 950 Dimensions in the closed position, mm:
length 8875 ± 35
width 735 ± 5
height (above the foundation) 1245 ± 5
Weight, kg, for more than 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 mass of (492 ± 5) and (472 ± 5) kg. The rest of the characteristics of the SHA-8, SHA-6 and SHA-4 auto barriers are the same.
Auto barriers are vertically rotatable 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 breaking the auto barriers excludes the possibility of lateral rotation of the bar with a force applied at the end of the bar, not less than 295 N for ША-8, 245 N - for ША-6, 157 N - for ША-4. This force is controlled by spring preload.
The shock absorber provides cushioning of shocks when the bar approaches the extreme positions, pushing out when lowering, as well as fixing the bar in a horizontal position when the brake electromagnet is de-energized. In this case, the slack of the end of the bar should not exceed 280 mm for ША-8; 210 mm - for ША-6; 140 mm - for SHA-4.
Reliable holding of the bar in a vertical position is provided by the solenoid brake electromagnet. It is possible to transfer the bar from the closed position to the open one manually (using the handle), and fixing the bracket with the bar in vertical, horizontal positions and at an angle of 70 ° - with the bracket lock.
The time for lowering the bar is regulated by the resistance in the armature circuit of the electric motor.

Crossing traffic lights

Crossing traffic lights are used to give red flashing, moon-white and sound signals, warning vehicles and pedestrians about the approach of a train to the crossing. Crossing traffic lights with two and three signal heads, cross-shaped and semi-cross-shaped pointers with reflective colorless lenses, direct current electric bell ZPT-24 or ZPT-12 are used.
Mounting of traffic light heads allows you to change the direction of the light beam in the horizontal plane at an angle of 60 °, in the vertical plane - at an angle of ± 10 °.
Lens sets of dwarf lens traffic lights (with ZhS12-15 lamps) are used in traffic light heads, the luminous intensity of which without a diffuser is at least 500-cd. The visibility range of the red flashing signal on a sunny day along the optical axis of the traffic light should be at least 215 m, at an angle of 7 ° to the optical axis - at least 330 m. The signal visibility angle in the horizontal plane is 70 °.
There are the following types of crossing traffic lights: II-69 - for single-track sections, with two signal heads, a cross-shaped pointer; 111-69 - for single-track sections, with three signal heads, cross-shaped pointer; II-73 - for two or more sections of the path, with two signal heads, cruciform and semi-cruciform indicators; 111-73 - for two or more sections of the path, with three signal heads, cross-shaped and half-cross-shaped pointers.
Sizes of crossing traffic lights: II-69, 111-69 - 680X1250X2525 mm; 11-73, 111-73 - 680X1250X2872 mm; traffic light weight: II-69 - 110 kg; 111-69 - 130 kg; II-73 and 111-73 - 138 kg.

Level crossing signaling board SCHPS

The crossing signaling panel is designed to control the electric and auto barriers installed at the level crossings. Structurally, the shield is made in the form of a panel on which there are seven buttons and 16 lamps (Table 13.1). The shield is adapted for outdoor installation on a separate rack, on the side wall of the relay cabinet, or on the outside wall of the crossing attendant's room. To protect the panel from atmospheric precipitation, a visor is provided on the shield frame.
Panel dimensions 536X380 mm; weight without fastening elements 20.2 kg, with fastening elements - 29.4 kg.
Table 1. Purpose of buttons and lamps on the panel

Name	Appointment

Closing	Turning on crossing traffic lights and closing barriers
Opening	Turning off crossing traffic lights and opening barriers
Turning on the fence	Turning on the obstruction alarm
Maintaining	Maintaining the barriers in the upper position while maintaining the flashing lights at the crossing traffic lights
Turning on the call	Turning off the signal bell at the crossing signaling
	Management of odd and even shunting traffic lights installed to fence the crossing on the driveway Lamps
White and red:
odd approximation	Signaling of the approaching trains in an odd direction
even approximation	The same in an even direction
	Serviceability control:
Traffic lights	signal lamps for crossing traffic lights
	set of flashing devices
Defensive 31	obstruction lamps and warn
Defensive 32	traffic lights connected to them
Two white lamas

	shunting lights
	Voltage monitoring in mains and backup power on the moving installation

Audible warning devices

Electric calls ZPT-12U1, ZPT-24U1, ZPT-80U1.
Rice. 2. Electrical circuits calls ZPT-12U1, ZPT-24U1 (a) and ZPT-80U1 (b)
1 Permissible deviation ± 15%.

Electric bells ZPT (Table 2) are intended for acoustic signaling at level crossings and in various stationary railway devices. Calls have a closed design that houses 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 RRT calls

Call	Supply current	Supply voltage, V	Consumption current, mA, no more	Frequency, Hz	Coil resistance1, Ohm
	Constant

	Variable

Temperature the environment when using calls, it should be from -40 to 55 ° С. Dimensions 171X130X115 mm; weight 0.97 kg.
DC calls. DC bells are designed for acoustic signaling of blown fuses, control of the cutout of switches and other purposes in signaling and communication devices.
The electrical characteristics of the bells are shown below:

Each bell has a spark extinguishing capacitor in parallel with the break contact.
A call with an operating voltage of 3 V starts ringing at a voltage of 1.5 V. The sound strength generated by DC calls is at least 60 dB. Calls must be operated at an air temperature of 1 to 40 ° C. Bell diameter 80 mm; height 50 mm; weight 0.26 kg.

Service technology for crossing signaling devices and auto barriers

For execution technological processes when servicing crossing signaling devices and auto barriers, it is necessary to have a Ts4380 ampere-voltmeter, various tools and materials. The operation of the automatic devices should be checked both when the train passes through the level crossing and when switched on from the control panel. On sections with a large interval of train movement, the 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 level 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 collector contacts and the brushes of the electric motor; electric motor current when working on friction; interaction of parts of the electric drive when opening and closing the barrier; the presence of a lubricant for the rubbing parts of the electric drive; serviceability of sound signals; the visibility of crossing traffic lights and lamps on the uneven bars; the frequency of flashing lights of crossing traffic lights; closing and opening of barriers from the control panel; condition of contact springs and actuator mounting.
In the electric drive, the gearbox, autoswitch, terminal block, installation, frictional and shock-absorbing clutches are checked. An internal check of the actuator with cleaning and lubrication should be carried out with the barriers closed. To exclude the lifting of the bars, it is recommended to put a thin insulating plate between the working contacts through which the electric motor is turned on during the test.
Sound signals are checked when the crossing signaling is in operation. With auto and electric barriers, the bells on the masts of crossing traffic lights should start ringing simultaneously with the switching on of the traffic light signaling and turn off when the bar of the barrier goes down to the horizontal position and the contacts of the electric drive connected to the bell circuit open. With traffic lights without barriers, the bells should ring until the train is completely free of the crossing. When the power supply mode is pulsed, the bells should work with a number of (40 ± 2) inclusions per minute.
The electromechanic must check the operation of all buttons installed on the dashboard, except for the "Activate the barrier" button. During the check, the crossing officer presses and pulls out the buttons, and the electromechanic monitors the operation of the devices, turning Special attention to those buttons that the moving officer does not use under normal conditions.
The action of the "Close" button at auto barriers is checked in the absence of trains on the approach section. Pressing the "Close" button should turn on the traffic light and sound signaling and close the barriers. When pulling the "Close" button, the alarm should be turned off, and the barriers should open.
The condition of the devices and the installation of sound and light alarms, as well as the electric drive of the barrier with complete disassembly into separate units, is checked by an electromechanic together with an electrician once a year.
After disassembling the actuator inner part the bodies are cleaned of rust with a metal brush; all characteristics of the electric motor are checked separately, and, if necessary, the electric drive is handed over to remote workshops. When checking devices and installing sound and light alarms, the state of calls is determined with the opening of the installation leading to them. An internal and external check of the condition of the heads of crossing traffic lights, lanterns of barrier bars of barriers is carried out.
Once a year, a senior electromechanic, together with an electromechanic, thoroughly check the operation of automation devices at crossings and determine the need to replace individual components.

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Crossing signaling devices

Bibliographic list

1. Classification of level crossings and barriers

Railroad crossings are the intersections of highways with railroad tracks at the same level. Movingare consideredobjectsincreaseddangers... The main condition for ensuring traffic safety is the condition: railway transport has an advantage in traffic over all other modes of transport.

Crossings are divided into fourcategories... Movements with the highest traffic intensity are assigned the 1st category. In addition, the 1st category includes all crossings on sections with train speeds of more than 140 km / h.

Crossings are regulated(equipped with level crossing signaling devices that notify vehicle drivers about the approach to the train crossing, and / or served by duty workers) and unregulated... The possibility of safe passage through unregulated crossings is determined by the driver of the vehicle.

The list of crossings serviced by a duty officer is given in the Instruction for the operation of railway crossings of the Ministry of Railways of Russia. Previously, such crossings were briefly called - "guarded crossings"; according to the new Instruction and in this work - "transfers with a duty" or "serviced transfers".

Level crossing signaling systems can be divided into non-automatic, semi-automatic and automatic. In any case, a crossing equipped with a crossing alarm is fenced with crossing traffic lights, and a crossing with an attendant is additionally equipped with automatic, electrical, mechanized or manual (horizontal-rotary) barriers. Oncrossingtraffic lights horizontally there are two red lamps, which are alternately lit when the crossing is closed. Simultaneously with the switching on of the crossing traffic lights, acoustic signals are switched on. In accordance with modern requirements, at individual crossings without an attendant, red lights are supplemented white-moonby fire... When crossing an open road, the white moonlight burns in a blinking mode, indicating the serviceability of the APS devices; when closed - off. With the white-moon fire extinguished and the red ones not burning, vehicle drivers must personally make sure that there are no approaching trains.

On the railways of Russia, the following are used typescrossingalarms:

1 . Traffic lightsignaling... Installed at crossings of access and other tracks, where approach sections cannot be equipped with track 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 act as barriers.

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

At unattended crossings, crossing traffic lights are complemented by a white-moon flashing light. The closing of the crossing is carried out by employees of the compiling or locomotive crew using a column mounted on the mast of a shunting traffic light or automatically using travel sensors.

2 . Automatictraffic lightsignaling.

At unattended level crossings located at railway lines and stations, crossing traffic lights are controlled automatically by a passing train. Under certain conditions for crossings located on the stretch, crossing traffic lights are complemented by a white-moon flashing light.

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

3 . Automatictraffic lightsignalingwithsemi-automaticbarriers... It is used at serviced level crossings at stations. The crossing is closed automatically when the train approaches, when the route is set at the station if the corresponding traffic light enters the approach section, or forcibly when the station attendant presses the “Crossing Closing” button. The lifting of the bars of the barriers and the opening of the crossing is performed by the crossing officer.

4 . Automatictraffic lightsignalingwithautomaticbarriers... It is used on serviced level crossings. Crossing traffic lights and barriers are controlled automatically.

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

2. Calculation of the approach section

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

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

where t 1 - the time required for the car to follow the crossing;

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

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

Time t 1 is determined by the formula

, with,

where ? n - the length of the crossing, equal to the distance from the crossing traffic light to the point located 2.5 m from the opposite extreme rail;

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

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

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

The notification time is taken at least 40 s.

When closing the crossing, the train must be at a distance from it, which is called calculatedthe lengthplotapproximations

L p = 0.28 V max t cm,

where V max is the maximum set speed of trains on this section, but not more than 140 km / h.

The approach of the train to the crossing in the presence of AB is recorded using the existing automatic blocking DCs or using overlapping track circuits. In the absence of AB, the sections 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 more than the distance from the crossing to the traffic light (Figure 7.1).

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

Rice. 1 PlotsapproximationsTomove

In both cases, the actual length of the approach section L f is more than calculated L p, since the notification of the approaching train will be transmitted when the head of the train enters the corresponding DC, and not at the time of entering design point... This has to be taken into account when building crossing signaling schemes. The use of tonal RC in AB systems or the use of overlay track circuits ensures equality L f = L p and excludes the indicated drawback.

Significant operational disadvantage of all operating systems of automatic crossing signaling (AP) is fixedlengthplotapproximations calculated based on the maximum speed in the section of the most high speed train... Enough a large number sections of the maximum established speed of passenger trains is 120 and 140 km / h. In real conditions, all trains travel at a slower speed. Therefore, in the vast majority of cases, the crossing closes prematurely. Excessive time of the closed state of the crossing can be up to 5 minutes. This causes overruns of vehicles at the crossing. In addition, drivers of vehicles have doubts about the serviceability of the crossing signaling, and they can start moving 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 generate 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. but practical application they didn't find it.

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

3. Structural scheme automatic crossing signaling

Automatic crossing signaling (AM) schemes differ depending on the area of application (railway line or station), track development of the track and the adopted 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 us consider the structural diagram of an AP on a double-track section equipped with a CAB, with a notification in an even direction for two approach sections (Figure 7.2).

Anyway general scheme AP consists of schemesmanagement, which controls the approach, the correctness of the progress of the train and the release of the crossing, and schemesinclusions which includes crossing devices and monitors their condition and serviceability.

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

Upon receipt of a notification, a time delay block BB generates a command to close the crossing "З" after a time compensating for the difference between the calculated and actual lengths of the approach section. In the course of the train movement, the crossing remains closed due to the employment of the RC 6P.

Rice. 2 Structuralschemeautomaticenclosingdevicesonmoving

The 6P rail chain is allocated before the crossing by installing insulating joints. The release of the level crossing is fixed by the level crossing release control scheme CPC upon the release of this RC. At the same time, the actual progress of the train is checked to exclude a false opening of the crossing when applying and removing an extraneous shunt on the RC 6P.

Short-term shunt loss control circuit KPSh generates a command "O" to open the crossing in 10 ... 15 s (to exclude false opening of the crossing in case of a short-term loss of the shunt during the train movement along the RC 6P).

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

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

Schemeinclusions in case of automatic traffic light signaling, it controls crossing traffic lights and bells. The serviceability of the filaments of the red light lamps and their supply circuits is monitored in cold and hot conditions. 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 flashing circuit will not lead to a dead state of the crossing traffic light when the crossing is closed.

In the system of automatic traffic light signaling with auto barriers ( APSh) crossing traffic lights (two red light lamps) 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 excludes the lowering of the bar onto the vehicle. After lowering the bar, the bell turns off. In operating devices, DC motors are used. Currently, new auto barriers of the PASH1 type are being introduced. Their advantages are as follows:

· More reliable and economical AC motors are used;

· No rectifiers and batteries are required to power DC motors, which reduces the cost of devices and operating costs;

· The lowering of the barrier bar occurs under its own weight, which increases the safety of train traffic in case of circuit malfunctions or lack of power supply.

In the APSh systems, when the train releases the crossing, the barriers are automatically raised to the vertical position, after which the red lights at the traffic lights are turned off. In case of semi-automatic barriers, the lifting of the beams and the subsequent switching off of the red lights occurs when the "Open" button is pressed by the person on duty.

On sections with heavy train and vehicle traffic, they begin to additionally install devicesbarriersrelocationtypeUSP... This device is a metal strip that is located across the road, normally lies in the plane of the road bed and does not interfere with the movement of vehicles. After lowering the barrier beam, the edge of the strip, facing the vehicle, rises at a certain angle. This excludes the entry into the crossing of a car that has lost control or is driven by an inattentive driver. To exclude the possibility of SPD triggering under the vehicle or directly in front of it, ultrasonic sensors are used to control the free area of the SPD location. For manual control of the SPD and monitoring the status and serviceability of these devices, a control panel with the necessary control buttons and indication elements is provided.

At crossings equipped with the APSh system, the use of barragetraffic lights to transfer information to the driver about an emergency at the level crossing. As obstructive traffic lights are used the closest to the crossing or station traffic lights, provided that they are located at a distance of 15 ... 800 m from the crossing and from the place of their installation the driver can see the crossing. V otherwise special normally not lit obstruction lights are installed (see Fig. 2, traffic light Z2). The red light at the obstruction traffic lights is turned on by the crossing duty officer in the event of situations that threaten the safety of train traffic. In addition to the closing of the obstruction traffic lights, the ALS code signals to the DC before the crossing are stopped and the crossing is closed.

To be able to control obstructive traffic lights and forced manual control of crossing devices on the outer wall of the crossing duty booth is installed flapmanagement... It has buttons: closing the crossing, opening the crossing, maintaining (keeps the barriers from lowering when the crossing is closed), turning on traffic lights. The indication is provided on the same dashboard:

· The approach of trains with an indication of the direction and route;

· Condition and serviceability of crossing and obstruction traffic lights. When the traffic lights are off, green lamps are on, when the prohibiting indication is turned on, the red indicator lamps of the corresponding traffic light come on. In the event of a traffic light failure, the corresponding green or red indicator light starts flashing;

· Condition and serviceability of the flashing circuit;

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

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

4. Features of the AP in two-way traffic

With two-way train traffic, the crossing should automatically close when a train approaches in any direction, regardless of the direction of the AB action. This requirement is due to the fact that direction change schemes are not stable enough. Therefore, if their work fails, it is envisaged that trains will be sent in an unidentified direction by order without using the means of automatic control of train traffic.

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

1. Reconstruction 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 of movement.

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

4. Control of the actual direction of movement of the train in order to block the false command to close the crossing after it is released by the train of the specified direction and enters the approach section of trains of an unknown direction.

5. Cancellation of 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 AP systems, but ensured the safety of train traffic under the given conditions.

In accordance with new technical solutions " Schemescrossingalarmsforcrossings,locatedonhaulsatanymeansalarmsandconnections (APS-93)" AP schemes were simplified and unified for use with any type of AB or without AB both on single-track and double-track sections. The indicated technical solutions provide for the use of existing tonal RC of auto-blocking (see clause 2.4 and Section 5), the use of TRC in the form of track circuits superimposed on the track circuits of traditional AB systems or equipping the approach sections with tonal RC in the absence of AB.

Application tonalRC in AP schemes allowed:

crossing automatic alarm guarding device

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

2. Ensure the length of the approach section is equal to the calculated length and exclude the explosives scheme.

3. Eliminate the need to install insulating joints at the crossing and exclude the broadcast scheme.

4. Eliminate the level crossing release control scheme as a separate device.

5. To increase the reliability of control over the actual progress of the train.

6. Use the same type of AP circuits with any type of AB or in its absence.

Control questions and tasks

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 APSh system protect the crossing? Which ones are basic and which ones are additional?

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

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

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

7. For what purpose are insulating joints installed at level crossings? Can you do without them?

8. List the advantages of PASH1 type barriers.

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

Bibliographic list

1. Kotlyarenko N.F. and others. 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 VV, Kravtsov Yu.A., Sapozhnikov Vl.V. Discrete devices of railway automation, telemechanics and communication. - 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 safety proof of railway automation systems. - M .: Transport, 1997.

7. Arkatov V.S. and other Rail chains. Analysis of work and maintenance. - M .: Transport, 1990.

8. Kazakov A.A. and other Systems of interval regulation of train traffic. - M .: transport, 1986.

9. Kazakov A.A. etc. Auto-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: Handbook: in 2 kn. Book 1. - M .: NPF "Planeta", 2000.

12. Soroko V.I., Rosenberg E.N. Railway automation and telemechanics equipment: Handbook: in 2 kn. Book 2. - M .: NPF "Planeta", 2000.

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

14. Dmitriev V.S., Minin V.A. Improvement of self-locking systems. - M .: Transport, 1987.

15. Fedorov N.Ye. Modern systems auto-blocking with tonal track chains. - Samara: SamGAPS, 2004.

16. Bryleev A.M. etc. Automatic locomotive signaling and auto-adjustment. - M .: Transport, 1981.

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

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

19. Auto-blocking with voice frequency track circuits without insulating joints for double-track sections for all types of traction (ABT-2-91): Methodological guidelines for the design of automation, telemechanics and communication devices in railway transport I-206-91. - L .: Giprotransignalsvyaz, 1992.

20. Auto-blocking with voice frequency track circuits without insulating joints for single-track sections with all types of traction (ABT-1-93): Methodological guidelines for the design of automation, telemechanics and communication devices in railway transport I-223-93. - L .: Giprotransignalsvyaz, 1993.

21. Automatic blocking with tonal track circuits and centralized placement of equipment (ABTC-2000): Typical materials for design 410003-TMP. - St. Petersburg: Giprotransignalsvyaz, 2000.

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

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