The principle of operation of the UZP (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-engaging the drive. Barrage devices, as well as auto barriers, have double control - automatic and non-automatic - pressing the buttons on the APS flap. In both cases: turning on signal lights, transferring the barriers to horizontal (when closing) and vertical (when opening), UZ covers to the raised (blocking) - 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, for 4 seconds from the cover, the UZ occupy a barricade position, preventing 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 blinking of red lamps of 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) with 4 bulbs (LEDs) in a row are provided on the SPD shield for monitoring 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 state 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 shield: - 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 intersection points at the same level of railways and highways, railway crossings are arranged. To ensure the safety of the movement of trains and vehicles, the crossings are equipped with fencing devices for the timely closure of the movement of vehicles when approaching the crossing of the train.

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

Equipping crossings with automatic crossing signaling devices with auto barriers and barriers increases the safety of the transport.

Automatic traffic light signaling (including in the presence of automatic barriers) should start giving a stop signal to the side road, and automatic warning signaling is a signal of warning about the approach of a train for the time required for the vehicles to clear the crossing before the train approaches the crossing. Automatic barriers must remain in the closed position, and automatic traffic lights must continue to operate until the train is completely free of the crossing.

An auto barrier prevents vehicles from crossing the level crossing when a train approaches. The barrier bar is painted red with white stripes, it has three electric lights with red lights directed towards the road, located at the base, in the middle and at the end of the bar.

With automatic traffic light signaling from the side of the road, the crossing is fenced with two-digit traffic lights. From the moment the train approaches the crossing, the crossing traffic lights light up alternately with a red blinking light and give a “stop” signal to the road transport. This type of fencing device is used at unguarded level crossings.

When approaching a train crossing, a traffic light signaling is turned on, and after 5-10 seconds, the barriers are lowered and close the crossing. This delay time for the closing of the barriers is necessary for the vehicle to release the crossing before the train approaches it. After the train has completely followed the crossing, the traffic lights turn off, the bars of the barriers rise to a vertical position and open the crossing.

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

A crossing barrier device (UZP) is an integral part of technical and technological means of increasing traffic safety at a railway crossing.

SPD provides:

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

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

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

An automatic warning signal is not a means of guarding a level crossing. It is used at guarded crossings and serves to give the person on duty at the crossing with a sound and light signal about the approach of the train crossing. For warning signaling outside the premises of the crossing duty officer 8, an alarm panel with lamps and a warning bell about the approach of the train to the crossing is installed.

To fence the crossing, electrical or mechanical barriers are installed, which the person on duty on the crossing closes and opens. To give the train a stop signal in case of an accident at a crossing, the crossing officer, pressing the button, turns on the obstruction lights.

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

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

By traffic intensity, crossings are divided into the following categories:

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

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

III category - intersection with roads that do not correspond to the characteristics of level I and II crossings, as well as if the traffic intensity on the level crossing with satisfactory visibility exceeds 10 thousand. train-carriages, and in case of unsatisfactory (poor) visibility - 1 thousand. train-carriages per day.

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

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

When calculating, the following rules are followed:

It is allowed to move across the level crossing without additional agreement with the railway services, for road trains up to 24 m in length inclusive.

The notification time of the approach of the train to the level crossing should ensure the complete release of the level crossing by motor transport, if it entered the level crossing at the moment the alarm is turned on.

The necessary time reserve must be ensured.

Approach time:

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

t 1 - the time required for cars to follow the crossing;

t 2 is the response time of the devices for the notification and crossing signaling control circuits (t 2 = 4 sec);

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

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

L m - machine length (24 m);

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

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

Length of the section approaching the crossing:

L p = 0.28V p t s;

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

V p - the maximum speed of movement established on this section (120 km / h).

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

L p = 0.2812031.4 = 1055.04 m 1060 m;

Reference tables can be used to determine the length of the toggle leg. These tables show the calculated lengths of the approach sections, m, at different speeds train movements depending on the length of the crossing, m, and the time of notification, s.

The notification about the approach of the train to the crossing is transmitted using the automatic blocking track circuits. The rail chain within the block section where the crossing is located is cut. The place of the cut is the crossing. A part of the track chain before crossing in the direction of train movement is used to organize an approach section. When the train enters the approach section, the crossing is closed. The second part of the track chain, located behind the crossing, is used to organize the removal section in the correct direction of travel or as an approach section in the wrong direction of travel. From the moment the train leaves the approach section to the removal section, the crossing opens.

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

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

Crossing signaling schemes on double-track sections with coded automatic blocking of alternating current

Principal and wiring diagrams crossing signaling of sections with automatic blocking codes are typical and designed for operation on double-track sections with two-way traffic with electric traction on direct and alternating current. On sections with direct current electric traction, rail circuits of 50 Hz are used, and with alternating current electric traction - 25 Hz.

Depending on the location of crossings and the number of approach sections in even and odd directions, the schematic diagrams of traffic light control are designated: P - two approach sections in both directions; Пч - in even one, in odd two; PM - in even two, in odd one; Pchi - in even one from the previous move, in odd two; Stumps - odd one from the previous move, even two; Pi - in even and odd one from the previous move; Po - in an odd two, in an even one a single signal installation is combined with a crossing; Pol - in odd one, in even one a single signal setting is combined with a crossing; Poi in the odd one from the previous crossing, in the even one a single signal setting is combined with the crossing; Ps - in odd and even directions, the signal installation is combined with the crossing.

Schematic diagram the traffic light signaling has the index С, the auto barrier - Ш, the control panel - ШУ, track circuits - РЦ50 and РЦ25.

For the formation of the approach section, the rail circuit of the block section, on which the crossing is located, is made split with the place of the cut at the crossing. At the point where the track chain is cut, codes are provided for both the correct and the wrong direction of travel. A feature of the code rail circuit is that its relay end is placed at the input end of the block section, and the supply end is placed at the output end. With this arrangement, there is no travel relay at the level crossing that detects the release of the level crossing. To control the release of the level crossing, the relay and supply ends of the rail circuit are automatically switched on the signal installation located before the level crossing from the moment the train passes it. After that, the QL code is supplied after the departing train. After the release of the track circuit of the approach section, the KZh code is perceived at the crossing by the relay equipment and the crossing is opened.

A separate two-wire circuit is used to notify about the approach of a train to a crossing for two approach sections, in which a warning relay is included. Supervisory control devices transmit information about the state of the crossing installation to the station.

The crossing signaling control scheme for an odd double-track track is shown in Fig. 8.8. They turn on the crossing signaling of the relays, the designation, type and purpose of which are given below:

NP (ANSh5-1600) ………… track;

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

NI1 (NMPSh2-400) ………. NI relay repeater;

NDP (ANSH5-1600) ……… ... additional track;

NPT (NMPSh2-400) ……… repeater of the NP relay;

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

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

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

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

NT, NDT (TSh-65V) ……… transmitter;

NDI1 (NMPSh2-400) …… ... NDI relay repeater;

NV (ANSh5-1600) ………… inclusive.

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

If the crossing is located relative to traffic light 5 at a distance equal to the estimated length of the approach section, then the crossing is closed in one approach section when the train enters the 5П rail circuit. The NIP relay at the crossing, included in the I1-OI1 notification circuit, is in this case turned off by the front contacts of the Zh2 relay of the signal installation 5. Releasing the neutral anchor, the NIP relay turns off the NIP1 relay, after which the HB, B relay is turned off and the crossing is closed.

If the distance from the crossing to the traffic light 5 is less than the estimated length of the approach section, then the crossing is closed for two approach sections when the train enters the 7P track circuit. In this case, the NIP relay through the notification circuit receives power through the contacts of the IP1 relay and the Zh2 relay of the traffic light 5. The NIP1 relay circuit includes the contacts of the neutral and polarized anchors of the NIP relay. The NIP1 relay is turned off by the contact of the polarized armature of the NIP relay. The state of the chain of the complete circuit corresponds to the established correct direction of movement along the odd track of the haul, the absence of a train in the approach section and the open state of the crossing. For the operation of the code automatic blocking, the split rail circuit of the section 5P is encoded from the traffic light 3. The code corresponds to the signal indication of the traffic light 3. At the crossing, the NI relay works from the code pulses, its operation is repeated by the NT repeater relay. Switching its contact, the НТ relay leads to the energized state of the NP travel relay, which checks the free state of the 5Pa section. Through the front contact of the NP relay, its repeater of the NPT relay is excited. The front contacts of the NPT relay close the coding circuit of the 5P rail circuit. Working in the code mode and switching its contact in the circuit of the P transformer, the HT relay transmits the code pulses to the 5P rail circuit. When the codes are received at traffic light 5, relay I operates, after decoding the code, the signal relays Ж, Ж1 and Ж2 are energized, which control the vacancy of section 5P.

The procedure for closing the crossing for one approach section is as follows. When the train enters section 5P, the reception of codes at traffic light 5 stops and the relays Ж, Ж.1 and Ж2 are turned off. Contacts of the Zh2 relay switches off the NIP relay at the crossing. Releasing the anchor, the NIP relay turns off its repeater of the PNIP relay and simultaneously opens the power circuits of the NIP1 and NKT relays. The NIP1 relay turns off the NV relay, which, by releasing the anchor, closes the crossing.

When the PNIP relay is turned off, the following circuit switches are made: the relay circuit NI1 is turned on, which starts to work as a repeater of the NI relay; the NP relay is switched off from the circuit for testing the impulse operation of the NT relay and is connected to the capacitor decoder circuit to test the impulse operation of the relay NI1. With the correct operation of the NI1 relay, the NP and NPT relays remain in an excited state, which controls the freedom of the 5P section.

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

In this scheme, with the help of the NIP1 and NKT relays, protection is made against false opening of the crossing when the shunt is lost under the train moving along the approach section.

The crossing opens after the train passes the 5P section in the following order. The supply end of the 5P rail circuit is located at the crossing, and there is no travel relay that could record the release of the approach section and open the crossing in time. Therefore, the control of the release of the approach section before the crossing is carried out by coding the 5P rail circuit following the moving train from its relay end. Coding after the train begins from the moment the train enters the approach section 5П. At traffic light 5, through the rear contacts of the I and Zh1 relays, the OI relay is turned on, which closes the following coding circuits:

P - KZh (CPT) - 0 - Zh2 - PN - PN - OI

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

From the moment the head of the train enters the 5Pa track circuit, the pulse operation of the NI, NI1 and NT relays stops at the crossing. The relays NP and NPT are turned off, which turn off the circuits for translating codes into the 5P rail circuit. With the rear contacts of the NPT relay, the NDI relay is switched on in the 5P rail circuit. Immediately after the 5P rail circuit is released, the NDI relay starts operating in the mode of the KZh code coming from traffic light 5. The NDI1 relay works through the NDI relay contact. Through the capacitor decoder, the NDP relay is excited, fixing the release of the crossing. Through the front contact of the NDP relay, the circuit of the NKT thermoelement is closed, and after it is heated with a set time delay, the circuit of sequential operation of the NKT and NIP1 relays is closed. The front contact of the NIP1 relay turns on the HB relay, which opens the crossing. During the entire time of the train movement along the 5Pa section, the 5P rail circuit is coded with the KZh code from traffic light 5.

After the complete release of the 5Pa section from the traffic light 3, the KZh code is supplied to the rail circuit of this section; from this code, the NI and NI1 relays work at the crossing. When these relays are pulsed, the NP relay is triggered through a capacitor decoder, followed by the NPT relay. The latter, attracting the armature, switches the relay end of the 5P rail circuit to the supply one. The NPT relay disconnects the NDI relay from the track circuit with the rear contacts, and connects the power source with the front contacts. At the same time, the front contact of the NPT relay turns on the HT relay circuit, which works as a repeater of the NI relay in the KZh code mode. Switching the contact of the circuit of the transformer P, the HT relay translates the KZh code into the 5P rail circuit.

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

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

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

2 - the train has entered the approach section 5П, the crossing is closed. The coding with the KZh code is switched on from the relay end of the 5P rail circuit following the train. The 5Pa rail circuit continues to be coded with code 3. At the crossing, due to the impulse operation of the NI, NI1 and NT relays, code 3 is translated into the 5P track circuit.

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

4 - the train has cleared the approach section 5П. At the crossing from the KZh code, the NDI and NDI1 relays operate in a pulse mode. The relays NDP, NKT, NIP1 and NV are energized. The crossing opens.

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

6 - in the interval of the KZh code coming from the relay end of the 5P rail circuit, under the action of the KZh code coming from the supply end, the coding from the relay end is turned off. The I1-OI1 notification circuit is closed, the NIP and PNIP relays are energized. All crossing signaling control circuits are reset.

The scheme provides for protection against a possible short-term closure of the crossing with the complete release of the block section 5Pa. At the same time, the operation of the relay NI and NI1 resumes at the crossing. The NP and NPT relays are energized. Then the impulse operation of the NDI, NDI1 relay stops and the NDP relay is turned off. In order not to close the crossing, the NDP relay should not release the armature before the NIP relay activates and closes the contacts of the neutral and polarized armatures in the NIP1 relay power circuit. To do this, it is necessary that the time for releasing the armature of the NDP relay be greater than the time interval from the moment the impulse operation of the NDI1 relay is stopped until the moment the NIP relay is triggered. If this condition is not met, the crossing will be closed for a short time, and then, after a time delay, the thermoelement will reopen. To increase the deceleration time for releasing the armature of the NDP relay, in the capacitor decoder circuit, the contacts of the NDI1 relay are turned on so that a 1200 μF capacitor receives a charge when the code pulse in the rail circuit, and in the interval is discharged to the NDP relay and a 500 μF capacitor. In the circuit of the capacitor decoder, to which the NP relay is connected, the contacts of the NI1 relay are turned back on, which provides a minimum deceleration for releasing the armature of this relay.

To switch to the wrong direction of movement, the circuits of the circuit for changing the direction of movement are tuned, in which the direction relay H is connected. By exciting these relays with a current of reverse polarity, the wrong direction of movement along the overpass is set.

When switching the polarized armatures of the relay H on each signal installation of the haul, the PN relays are triggered, which carry out all the necessary switching in the coding circuits of the rail circuits.

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

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

When the train enters the 5Pa rail circuit, the crossing signaling does not automatically turn on. The crossing is closed by the crossing officer from the control panel. At the crossing, the NI and NT relays are turned off. The translation of the KZh code into the 5P track circuit is terminated. At traffic light 5, the pulse operation of relay I stops, which is why relays Ж, Ж1 and Ж2 are turned off. Through the rear contacts of the I and Zh1 relays, the OI relay is turned on, which closes the coding circuit of the 5P rail circuit from its relay end. The value of the code is selected by the contacts of the power supply relay, depending on the number of free block sections. If at least two block sections are free, then at traffic light 5, the coding circuit is closed with code 3:

MON -ON - PDT - M ---- DT - M

Working in the code 3 mode, the DT relay transmits this code to the 5P rail circuit. At the crossing, code 3 receives the NDI relay and turns on its own repeater of the NDT relay, which translates this code into the 5Pa rail circuit. During pulse operation of the NDI relay and its NDI1 repeater, the NDI relay is excited through the capacitor decoder, which closes its front contact in the NIP1 relay circuit. At traffic light 5, after a time delay for deceleration, it releases the Zh2 relay armature and with front contacts switches off the NIP relay at the crossing, the latter releases the neutral armature and opens the NIP1 relay supply circuit with the front contact. However, this relay remains switched on through the previously closed contact of the NDP relay and does not release its armature.

From the moment the train enters the 5P track circuit, the impulse operation of the NDI relay stops and the NDI1, NDP, NDP1, NKT and NV relays are sequentially turned off, which creates, in addition to the manual circuit, an automatic crossing circuit.

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

Methodology for developing a project for automatic barriers for moving. Linkage of automatic crossing signaling with AB systems

1 According to the characteristics specified in the initial data, depict general form level crossing, where to show the equipment of the level crossing with level crossing signaling devices and auto barriers, as well as Level Level Barriers (UZP).

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

The minimum distance of installation of a crossing traffic light from the extreme rail is at least 6 m, and the barrier is 8 m. The bars of the barriers are 6 m long with a carriageway width of 10 m. so that on the left side the carriageway remains uncovered for at least 3 m.

Figure 1.1 Equipment of level crossing with level crossing signaling devices

1 - crossing traffic lights;

2 - obstruction traffic lights;

3 - signal sign "Whistle feed";

4 - road sign "Beware of the train";

5 - sign “Attention! Automatic barrier ";

6 - sign "Railway crossing with a barrier";

7 - sign "Approaching the crossing";

8 - room for the person on duty;

9 - crossing signaling shield;

10 - relay cabinet;

11 - SPD devices.

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

SPD provides:

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

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

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

The width of the covered carriageway is from 7.0 to 12.0 m

The time for lifting the cover of the UZ is not more than 4 s.

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

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Introduction

1. Operational part

1.1 Overview of level crossing systems

1.2 Devices and basic elements

2. Technical part

2.2 Calculation of the length of the section approaching the crossing

2.3 Algorithm of work of unguarded crossings

2.4 Scheme of notification of the approach of a train to a crossing

2.5 Traffic light signaling circuit

3. Technological part

3.1 Types of maintenance work on automation devices at level crossings

3.2 Maintenance automatic devices at the level crossing

4. The economic part

4.1 General

4.2 Calculation of the level of labor productivity for the reporting and base periods

4.3 Determination of the number of technical units of distance

5. Detail of the final qualifying work

5.1 SPD device (Crossover barrier device)

5.2 The principle of operation of the UZP (Crossover barrier device)

6. Labor protection and environmental issues during the operation of signaling devices for guarded and unguarded crossings

6.1 Labor protection during the operation of alarm devices

guarded and unguarded crossings

6.2 Environmental issues

Bibliography

Applications

Introduction

There are currently two main auto-blocking systems in operation on the road network. On sections with autonomous traction, automatic blocking with DC pulsed rail circuits is used. On lines with electric traction, coded auto-blocking is used with alternating current rail circuits with a frequency of 50 Hz on sections with direct current electric traction and 25 or 75 Hz on lines with alternating current electric traction. With the introduction of high-speed traffic, new requirements have appeared for ensuring the safety of train traffic, the need to reduce operating costs for maintenance, and increase the reliability of the devices, which have led to the creation of a new element base, new automatic blocking systems. When developing new systems, drawbacks were taken into account existing systems auto-lock and automatic locomotive signaling, such as: unreliability and instability of the rail circuit due to low ballast resistance; complication of the operation of the rail circuit due to the need to drain the traction current with the connection of choke transformers and the occurrence of dangerous and interfering effects of the traction current; decentralized placement of hardware; the possibility of passing a prohibiting traffic light, and others. New systems have been created, such as the multi-valued ALSN, the SAUT automatic brake control system. New systems build on new element base using integrated circuits and tone track circuits. Auto-blocking with tonal track circuits has high reliability, high return rate of the track receiver, high noise immunity and immunity from the effects of traction current. On the basis of tonal track circuits, a number of auto-blocking systems with decentralized and centralized placement of tonal RCs have been developed and are functioning.

At the intersection points at the same level of railways and highways, level crossings are constructed. To ensure the safety of the movement of trains and vehicles, the crossings are equipped with fencing devices to create conditions for the unimpeded movement of trains and to prevent the train from colliding with vehicles following the road. Depending on the traffic intensity at crossings, guarding devices are used in the form of automatic traffic light signaling; automatic crossing signaling with automatic barriers; automatic or non-automatic warning signaling with non-automatic (mechanical with manual or electrical with remote control) barriers. Railroad crossings equipped with automatic traffic signaling devices can be guarded (served by a crossing officer) and unguarded (without a crossing duty officer). In accordance with the requirements of the Rules for the technical operation of railways Russian Federation automatic crossing signaling should provide a stop signal in the direction of the road, and automatic barriers should take a closed position for the time required for early release of the crossing by vehicles before the train approaches the crossing. crossing barrier signaling automatics

It is necessary that the automatic traffic light signaling continues to operate, and the automatic barriers remain in the closed position until the train is completely free of the crossing. To fence the crossing, crossing traffic lights are installed on both sides of the crossing at a distance of at least 6 m from the extreme rail. With automatic crossing signaling with automatic barriers, crossing traffic lights are combined with auto barriers, which are installed at a distance of at least 6 m from the extreme rail with a bar length of 4 m or at a distance of at least 8 and 10 m with a bar length of 6 and 8 m, respectively.

Automatic or non-automatic warning signaling serves to give the person on duty at the crossing with sound and optical signals about the approach of a train. Barrage signaling is used to signal the train stop in case of emergency at the move. In order to close the crossing in time when a train approaches, approach sections equipped with track circuits are installed. The main ways for the development of automatic crossing signaling is the complete and timely provision of the safety of train and road transport. A reliable means of ensuring traffic safety at a level crossing is the introduction of level crossing barriers, with the help of which the carriageway for cars is blocked (auto barriers and barriers to crossings). The second more reliable means of ensuring the safety of train traffic is the construction of roads and railways at different levels.

1. Operational part

1.1 Overview of level crossing systems

Level crossings are among the places with the greatest danger for the movement of both types of transport and therefore require special fencing. Taking into account the high inertia of railway rolling units, the priority right to move at level crossings is given to railway transport. Its unhindered movement along the level crossing is excluded only in the event of an emergency. In this case, a special barrage alarm of automatic or non-automatic action is provided. In the direction of movement of vehicles, crossings are equipped with permanent fencing means. For this purpose, the following devices are used: automatic crossing traffic light signaling with automatic barriers (APS); automatic crossing traffic light signaling without auto barriers (APS); Alert crossing signaling (OPS), which gives only a notification on the crossing when a train is approaching; mechanized and electrically driven non-automatic barriers; warning signs and plates. Level crossings are divided into 4 categories, which are determined by the nature and intensity of traffic at the crossing, the category of the road at the intersection and visibility conditions. Traffic intensity at the level crossing is estimated by multiplying the number of trains by the number of vehicles passing through the level crossing during the day. Visibility at a level crossing is considered satisfactory if the train is visible from a vehicle at a distance of 50 m before the level crossing at a distance of 400 m from the level crossing, and the level crossing is visible to the locomotive driver at a distance of more than 1000 m. The choice of roadside level crossing devices depends on its category and the maximum speed of the train on the section. As obstructive traffic lights, the nearest ferry and station traffic lights are used, and in their absence, special ones are installed.

1.2 Design and main elements

Crossings, as a rule, are arranged on straight sections of railways and highways intersecting at right angles. In exceptional cases, it is allowed to cross roads under acute angle not less than 60 ° degrees. V longitudinal profile the road must have a horizontal platform for at least 10 m from the extreme rail on the embankment and 15 m in the cut. According to the existing international classification at level crossings as objects greatest danger to transmit a command to prohibit the movement of vehicles, a special signal was received - two alternately turning on red lights. On the railways of Russia, crossing traffic lights of a special design are used for this purpose. In the absence of a train at the sections approaching the crossing, the lamps in the traffic light heads are extinguished, which gives the right for vehicles to move through the crossing in compliance with the precautions provided for by the traffic rules. Crossing traffic lights are installed on the right side of the road at a distance of at least 6 m from the head of the outer rail. At the same time, good visibility of its vehicles must be ensured so that the road train moving at maximum speed can stop at a distance of at least 5 m from the traffic light. Automatic barriers block the carriageway when the crossing is closed and mechanically impede the movement of vehicles. Currently, half-gates are mainly used, covering from 1/2 to 2/3 of the carriageway in the direction of traffic. On the left side of the road, an unobstructed lane with a width of at least 3 m should remain.To ensure the timely opening of the crossing after it is released by the train, additional isostocks are installed at the crossing, isolating the warning signaling on the network and limiting the length of the RC of the approach sections. Existing RCs without additional insulating joints can be used for shutdown if their insulating joints are located on single-track sections at a distance of no more than 40 m from the crossing; on double-track sections - no more than 40 m before the crossing and 150 m after the crossing. Approach areas at crossings can be equipped with overlay DCs. APS systems with two-way permanent signaling both in the direction of the road and in the direction of the railway have been developed and are widely used in industrial railway transport. Signaling is based on a mutually exclusive principle: permissive indication at road traffic lights is possible only with prohibitive indications on railway traffic lights and vice versa. This allows you to save acceptable level failures when using elements below the first class of reliability. The equipment of industrial transport crossings with such systems allows, in particular, to increase the throughput of railway sections by increasing the speed of trains through the crossings. On mainline transport, the use of such systems is possible provided that the carrying capacity of the railway sections on which the crossings are located is maintained. In the current APS systems, the methods of automatic control of fencing devices at crossings located on the stretch depend on their location relative to the entrance and passage traffic lights, the type of AB and the nature of train movement (one-way or two-way). This is the reason for the wide variety of existing types of crossing installations, differing mainly in control schemes and coordination with AB. So, for crossings on a double-track section with a numerical code self-blocking, 10 types of crossing signaling control schemes have been developed. On single-track sections with a numerical code AB, the number of such types of crossing installations is even more increasing. The types of installations differ mainly in the notification schemes, that is, in the method of sending commands to the crossing to turn the crossing signaling on and off. The schemes for direct control of alarms and auto barriers practically remain unchanged, which is very important for the production of construction and installation works and maintenance. At the same time, crossing notification schemes, as well as control schemes for fencing devices, are built with the greatest possible versatility, sometimes through some complication. At crossings located on the stretch with a numerical code AB, two-wire linear circuits are used for notification, since the receiving devices of the RC are located at the input ends. Depending on the estimated length of the approach section, the notification circuits associate the crossing with one or two nearest signal installations in each direction of travel. When the train enters the approach section, a command is sent to close the crossing via the crossing notification circuit. If the actual section of the approach is greater than the calculated one, then the command is executed with a corresponding time delay. The command to open the crossing is sent after the train has passed through the DC. To do this, following the train moving towards the crossing, code signals are received, which are perceived at the crossing after it is released. The guarding devices are restored to their original state. The previously sent command to close the crossing is canceled completely only after the train has completely vacated the block section on which the crossing is located.

1.3 Types of crossings and their technical equipment

Crossings are intersections at the same level of highways with railways. The simplest way to ensure the safety of the movement of vehicles across the level crossing is to give the attendant on the crossing manual signals about the approach of the train and the closing of the barrier with a mechanical winch. The crossing officer performs these actions after telephone notification of the station duty officer about the train's commenced or upcoming movement, in connection with which this way the following disadvantages are inherent: unnecessary idle time of vehicles due to premature closing of the level crossing; dependence of traffic safety at the level crossing on the consistency, correctness and timeliness of actions by the station and level crossing officers. Therefore, automatic crossing devices are widely used, which include automatic crossing signaling with or without auto barriers and automatic crossing (warning) signaling with electric barriers or mechanized barriers controlled by the crossing officer. The large number of crossings on the railway network and the growth in traffic volumes by all modes of transport require significant funds and time for the construction of crossing signaling. Therefore, depending on local conditions, it is necessary to apply different ways ensuring traffic safety at level crossings. Level crossings are divided into four categories and are regulated and unregulated. On regulated level crossings, traffic safety is ensured by level crossing signaling devices or an employee on duty, and on unregulated level crossings, only by vehicle drivers. Protected crossings are crossings where there is an employee on duty.

Crossing signaling with an employee on duty is used at crossings: through which trains move at a speed of more than 140 km / h; located at the intersections of main tracks with roads along which tram or trolleybus traffic is carried out; Category I; Category II, located on sections with a traffic intensity of more than 16 trains / day, not equipped with automatic traffic lights with green or moon-white lights. At level crossings not equipped with level crossing signaling, the traffic of vehicles is regulated by the duty officer in the following cases: when trains are moving at a speed of more than 140 km / h; when crossing three or more main paths; when the main tracks cross roads with tram and trolleybus traffic; at level crossings; at crossings of the II category with unsatisfactory visibility conditions, and on sections with a traffic intensity of more than 16 trains / day, regardless of visibility conditions; at level III crossings with unsatisfactory visibility conditions, located on sections with a traffic intensity of more than 16 trains / day, as well as located on sections with a traffic intensity of more than 200 trains / day, regardless of visibility conditions. As a rule, level crossings should be guarded around the clock. Crossings guarded around the clock must be equipped with barriers, and crossings guarded in one shift in the presence of a crossing signaling can be operated without barriers. Unguarded crossings on tracks and stations should be equipped with automatic traffic signaling, with a green (moon-white) light or without a green (moon-white) light.

a) without an employee on duty b) an employee on duty

Crossing traffic lights are installed on pedestals of barriers or separately on masts on the right side of the road at a distance of at least 6 m from the head of the outer rail, provided that the drivers of vehicles have good visibility. The figure shows crossing traffic lights for unattended and serviced crossings.

In the first case, the movement of vehicles across the level crossing is allowed with a green (moon-white) crossing traffic light, and prohibited with two red flashing lights. The extinguishing of all lights indicates a malfunction of the crossing signaling, and the driver of road transport, before proceeding through the crossing, must make sure that there are no trains on the approaches to the crossing. In the second case, flashing red lights prohibit movement through the crossing, and when they are turned off, ensuring the safe passage of the crossing is the responsibility of road transport drivers. Guarded crossings on the tracks are equipped with automatic traffic light alarms with a green (moon-white) light or without a green (moon-white) light with automatic barriers. Guarded crossings at stations are equipped with warning alarms with green (moon-white) fire and semi-automatic electric barriers that close automatically and open by pressing a button by the duty officer. In exceptional cases, it is allowed to use automatic warning signaling with electric barriers.

At guarded crossings, a barrage alarm is arranged. Station and sectional traffic lights located from the crossing at a distance of no more than 800 m and at least 16 m, provided that the crossing is visible from the place of their installation, can be used as barrage traffic lights. If the listed traffic lights cannot be used, then obstruction traffic lights are installed at a distance of at least 15 m from the crossing. Obstacle traffic lights are installed on single-track sections on both sides of the crossing, and on double-track sections along the correct path. Obstacle traffic lights are installed on the wrong path in the following cases: on double-track sections equipped with double-sided AB; with regular movement on the wrong path; in suburban areas of large cities with the movement of more than 100 pairs of trains / day. Installation of obstructive traffic lights for trains on the wrong track is allowed on the left side.

At level crossings located on double-track sections and equipped with obstruction alarms for movement only on the right track, the head of the road establishes a procedure in which the prohibiting indication of obstruction lights for movement on the right track is also a stop signal for trains following the wrong path.

If the required visibility of the obstruction traffic light is not ensured, then in the areas not equipped with AB, a warning traffic light is installed in front of such a traffic light, in shape the same as the obstruction and giving a yellow signal when the main traffic light is red and unlit when the main traffic light is off. All guarded crossings located on sections with AB must be equipped with devices for switching the AB traffic lights closest to the crossings to prohibitive indications when an obstacle to the movement of trains occurs.

Guarded crossings on access and other tracks, where approach areas cannot be equipped with track circuits, are equipped with traffic light alarms with electrical, mechanized or manual barriers, and unguarded crossings - with traffic lights. In both cases, traffic lights with red and white lights are installed, controlled by an officer on duty, a compiling (locomotive) brigade, or automatically when the train enters the sensors.

2. Technical part

2.1 Installation and control scheme of the PASH-1 barrier

The barriers must cover at least half of the carriageway of the motor road on the right side so that on the left side the carriageway with a width of at least 3 m remains unobstructed. Mechanized barriers must cover the entire carriageway and have signal lights that are lit in the dark. Lanterns should show red lights towards the road when the barriers are closed and transparent white lights when open, and towards the railway track - transparent white lights at any position of the barriers.

Barriers are installed on the right side of the roadside on both sides of the crossing at a height of 1 - 1.25 m from the road surface. In this case, mechanized barriers are installed at a distance of at least 8.5 m from the extreme rail; automatic and electrical barriers are installed at a distance of at least 6, 8 and 10 m from the extreme rail, depending on the length of the barrier bar (4, 6 and 8 m). In case of damage to the main ones, it is necessary to install spare manual barriers at a distance of at least 1 m from the main ones in the direction of the road. These barriers must cover the entire carriageway and have devices for securing them in both positions and for hanging a lantern. According to the method of power supply of the electric motor (EM), there are three types of barriers: three-phase, single-phase (alternating current) and direct current. The PASH-1 type barrier is a set of devices (see Appendix 1) that transmit to drivers of vehicles and pedestrians by means of optical (signals of a crossing traffic light and barrier bar) and sound (bell signal) signaling an order to permit or prohibit movement on the crossing.

On the pedestal-stand 11 located on the foundation 2, an electric drive (EP) 3 is installed. vehicle traffic. On the frame 5, a counterweight 7 is installed, which creates a certain coordinate of the center of gravity of the system "ZB frame - counterweight" on the plane of movement of the ST. The barrier can be equipped with traffic light 8 and bell 9.

The normal position of automatic barriers is, in most cases, open. Guarded crossings must have direct telephone communication with the nearest station or post, and in areas equipped with DCs, with a train dispatcher and, if necessary, radio communication.

When the train enters the approach section, red flashing lights light up at the crossing traffic lights and barrier beams of barriers, the bell is turned on, and after a time (about 16 s) required for the car entering the crossing to be able to follow the barrier, the electric drives begin to lower their bars. After the train clears the approach area and the crossing, the automatic barriers return to their original position. Functioning of PASh-1. It is very important to note that the PASH-1 barrier can also be used as an electrical barrier operating in a non-automatic mode. A special feature of the PASH-1 auto-barrier is the design of the barrier drive, which provides maximum convenience of maintenance and replacement of drive elements, and the use of a metal barrier bar, which excludes its breakdown when colliding with vehicles and the lowering of the bar under its own weight.

The last condition, adopted in the development of the auto barrier, made it possible to use an AC motor to control the auto barrier.Application of the design of the auto-barrier drive, which ensures the lowering of the barrier bar under its own weight, made it possible to abandon the AC backup from batteries while providing power to the crossing from two independent sources.

A design feature of the PASH-1 auto barrier is the absence of a crossing traffic light combined with the auto barrier. In this regard, with a new design, it is necessary to provide additional installation a free-standing crossing traffic light.

Auto barrier PASH-1 should be installed, as a rule, between the crossing traffic light and the fenced railway track, while ensuring compliance with the required dimensions.

In cases when, when replacing a car barrier in operating devices, it cannot be installed between the saved traffic light and the railway track, according to the size conditions, the PASH-1 auto barrier is installed in front of the traffic light. In this case, in the calculation of the notification time, the length of the crossing must be increased accordingly. The main characteristics of the PASH-1 auto barrier. When developing technical solutions 419418-00-СЦБ.ТР "Control schemes for a crossing auto-barrier with an AC motor PASH-94" the following basic provisions are adopted.

The barrier bar is lifted by an AC electric motor. Motor - asynchronous three-phase, connected in a single-phase circuit (capacitor start). AC voltage 220 V, rated power 180 W, AC frequency 50 or 60 Hz. The lowering of the barrier bar is free, under the action of its own weight, Lowering occurs when the power is removed from the electromagnetic clutch.

Turning off the electric motors when lifting the bar to an angle of 80-90 and monitoring the horizontal position of the bar are carried out by relay contacts operating through the contacts of the autoswitch.

To protect the electric motor from overheating during prolonged ascent (engine friction operation), the engine is switched off after a time delay of 20-30 s.

For traffic light signaling at a crossing, in addition to the auto barrier, it is planned to install a free-standing crossing traffic light. When replacing an auto barrier in existing devices, as a rule, the existing traffic light should be retained.

PASh-1 is powered only from alternating current sources and does not require a battery backup. Accumulator battery it is provided only for redundant power supply of traffic light lamps of crossing and obstruction traffic lights, relay circuits, and, if necessary, rail circuits.

When the alternating current is turned off, the bar in the vertical position for the passage of road transport is raised by the person on duty on the crossing manually, by directly lifting the bar or using a curb. The algorithm for turning on the traffic light signaling and lowering the bar of the auto barrier and the ability to maintain the bar when a notification of the approach of the train is received are saved as for the existing ones. typical solutions and devices.

Technical solutions contain diagrams for new design, as well as diagrams for linking the PASH-1 auto barrier with existing devices, taking into account the need for maximum preservation of equipment, diagrams and minimal rewiring.

Control circuit of the PASH-1 auto barrier (see Appendix 2) All circuits are made using REL or NMSh relays.

The electromagnetic clutch of the EM auto barrier is normally energized and ensures the adhesion of the beam to the gearbox and keeps the beam in a raised state. The motor of the auto barrier M is three-phase, the C2-C5 phase is isolated, and the SZ-C6 phase with series-connected capacitors with a capacity of 15 μF is connected in parallel to the C1-C4 phase. When the AC power is on, this allows the motor to rotate. BK block contacts provide engine shutdown in case of turning the turbo damper when it is necessary to open the drive cover or lift the barrier bar with the turret handle. Bl, B2 - autoswitch contacts that control respectively the lowered and raised position of the auto barrier bar.

The circuit relays have the following purpose:

VM provides a time delay for lowering the auto barrier bar after turning on the red flashing lights at the crossing traffic light (13 s); VEM - relay for switching off the electromagnetic clutch; OSHA, OSHB - opening relay (turning on the lifting of the bar) of the FEA auto barrier - 20-30 s time delay relay to turn on the engine when working on friction. U1, U2, U3 - relay for monitoring the raised state of the bars of auto barriers. ЗУ - control relay of the lowered (closed position) of the bars of the auto barriers; V DA, VDB - relay-repeaters of the auto-switch contacts, which control the intermediate position of the bars of the auto-barriers and ensure that the engines are turned off; UB1, UB2 - relay-repeaters of the auto barrier bar support button; PV 1, PV2 - relays that turn on the crossing signaling.

One of the design features of the PASH-1 auto-barrier is that the auto-switch contacts used in it do not allow the power circuits to be controlled by the value of the permissible current load. This required the use of relay-repeaters for their contacts.

Normally, in the absence of trains, the bar is in a raised state. Relays OSHA, OSHB, VED, V DA, VDB and ZU are in a de-energized state. Energized are relays U1, U2, UZ, VEM and VM, electromagnetic clutch.

The command to turn on the electric drive is given by occupying the track circuit of the section approaching the crossing by a train or manually from the control panel.

When the train enters the approach section, the PV1 and PV2 relays (not shown in the diagram) are de-energized, which are repeaters of the approach signaling relay relays, with their contacts they open the power circuit of the U1 and U2 relays, the U1 and U2 relays with their front contacts open the power circuit of the BM relay, which in for 13-15 s, it will hold the armature due to the energy stored by a 3400 uF capacitor connected in parallel with its winding.

At the same time, the contacts of the relays U1, U2 and their repeater UZ turn on the red lights at the crossing traffic lights and start a set of relays that provide power to the lights in a blinking mode, signaling towards the road.

The time delay for releasing the anchor of the BM relay is necessary so that the vehicles that have started moving before the red lights turn on at the crossing traffic lights have time to pass under the bar. After some time, necessary to follow the vehicles previously moving under the auto barrier, releases the armature of the VM relay and opens the power supply circuit of the VEM relay with its contacts. The latter opens the power supply circuit of the electromagnetic clutch. The bar of the auto barrier begins to lower under the influence of its own weight. After it takes a horizontal position, close contacts B1 of the autoswitch of the auto barrier drive. At the same time, the charger relay is energized, signaling the closed position of the auto barrier. When the train enters the approach section through the rear contacts of relays U1, U2 and relay PV1. PV2 will receive power and will pull the armature of the VED relay, in parallel with which a large capacitor is connected. The VED relay will prepare the excitation circuit of the OSHA and OSHB auto barriers opening relay.

After the train follows the crossing, the armature of the PV 1 and PV2 relays is pulled, the power supply circuit of the VEM, OSHA and OShB relays will close. The VEM relay will turn on the electromagnetic clutch, and the OSHA and OShB relays will close the power supply circuit of the electric motors of the drive of the auto barriers. As a result, the latter will begin to rise to a vertical position. After both bars reach the vertical position (80-90 degrees), close the contacts of the B2 autoswitches and create a power circuit for the U1, U2 relays and their ultrasonic repeater. They, in turn, will open the power supply circuits of the OSHA and OSHB relays, and the circuit will return to its original state.

If for any reason (for example, when jammed) one of the bars of the auto barrier (auto barrier B) stops in the middle position, then after the bar of the auto barrier A reaches the vertical position, it will pull the armature of the VDA relay. With its contacts, it will open the power supply circuit of the OSHA relay, which in turn will open the motor power supply circuit. The OShB relay will remain energized and the motor of the auto barrier B drive will operate in friction until the discharge of the 9000 μF capacitor connected in parallel to the coil of the VED relay ends, and the latter will not release its armature.

If the AC power is turned off, the barrier bars will remain in the raised position until the first train crossing is approaching. After that, the bars will lower automatically, and their lifting after the passage of the train will be carried out manually.

If there is no battery at the move, the bars of the auto barriers will lower at the same time as the AC power is turned off. The storage battery has a nominal voltage of 14V (seven ABN-72 batteries). To charge the battery, an automatic current regulator of the PTA type is used, which provides battery charging in a continuous trickle charge mode.

The power supply of the crossing is provided by single-phase alternating current from two independent sources, one of which is the main one, the other is the reserve one. When a guarded crossing is located on a stretch equipped with an automatic blocking, a high-voltage power line of signaling devices (OHL STSB) serves as the main power source, and a high-voltage line of longitudinal power supply (OHL PE) serves as a backup.

20A fuses are installed at the input of AC power supplies to the relay cabinet of the crossing, which act as switches. The presence of the supply voltage of both sources is controlled by the alarm relays A (main) and A1 (backup). Normally, power is supplied from the main source, when turned off, the load by the contacts of the alarm relay A is switched to the backup source.

2.2 Calculation of the length of the section approaching the crossing

In accordance with the requirements of the Rules for the Technical Operation of Railways of the Russian Federation, the automatic crossing signaling must provide a stop signal in the direction of the road, and the automatic barriers must take the closed position for the time required for the advance release of the crossing by vehicles before the train approaches the crossing. It is necessary that the automatic traffic light signaling continues to operate until the train has completely cleared the crossing. The crossing must be closed in a timely manner, for this, a calculation is made: -We determine the time what the car needs to follow the move:

T1 = (Lp + Lp + Lc) / Vp

where, Lp = the length of the crossing, determined by the distance from the crossing traffic light farthest from the extreme rail to the opposite extreme rail; Lр is the estimated length of the vehicle; Lс - distance from the place where the car stops to the crossing traffic light; Vр - the estimated speed of the vehicle through the crossing. - Determine the required time of notification of the approach of the train to the crossing:

where T1 is the time required for the car to follow the crossing; T2 equipment response time, s; T3 - warranty time reserve. - Determine the length of the approach section:

Lp = 0.28Vmax Tc = 0.28Vmax (Lp + Lp + Lc) / Vp + T2 + T3

Where, 0.28 is the speed conversion factor from km / h to m / s; Vmax is the maximum speed of the trains, set on the given section. According to the established norms, the notification time of a train approaching a crossing must be at least 40 s for AGSH and APS systems, and for an OPS warning signaling - 50 s. To transmit a notification of the approach of a train to the crossing, automatic blocking rail chains are used. To open the level crossing after it is released by the last car of the train, the rail chains at the level crossing are divided into two parts. The first part of the split track chain before the crossing is used to form an approach section, upon entering which the crossing is closed; the second part behind the crossing is used as an outbound section in the correct direction of travel, or as an inbound leg in the wrong direction of travel. After the exit of the approach section and the exit of the train to the removal section, the crossing opens. Determination of the calculated lengths of the approach sections Lp with a double-track automatic blocking (see Appendix 3). From traffic light 6 to the crossing, the length of the track chain 6П is equal to the calculated length Lp, therefore, the actual length of the approach section is equal to the calculated one. The approach section starts from traffic light 6 and is formed by the track chain 6P; the removal section is formed by a 6Pa track chain. From traffic light 5 to the crossing, the length of the track chain 5П is less than the calculated length Lp, therefore, part of the track chain 7П is included in the approach section. At the border Lp, the rail circuit has no cut, and it turns out to be impossible to fix the arrival of the train at this border. Therefore, the actual length of the approach section is determined before the traffic light 7 and is equal to the length of the track circuits 7П and 5П. In this case, the actual length of the approach section exceeds the calculated one and an excessive length of the approach section is obtained.

Due to the excessive length, the notification time increases, the crossing closes prematurely, which leads to delays in the movement of vehicles through the crossing. To reduce the loss of time, time delay elements are used in the APS control devices in such a way that the time delay for closing the crossing is equal to the time the train traveling at maximum speed passes the section determined by the difference between the actual and estimated length of the approach sections. However, when the train moves at a slower speed, the shutter speed turns out to be insufficient, the notification for the crossing increases, and the delays of vehicles increase. In all cases, when the calculated section Lp is formed from two track circuits, two notification sections are received: from the crossing to the first traffic light and from the first to the second traffic light. Notification for closing a traffic light is given for two approach sections.

2.3 Algorithm of the unguarded crossing

Appendix 4 shows an algorithm for the operation of an unguarded crossing. At the moment the train enters the approach section, which is checked by operator 1, obstacle detection devices in the crossing zone (OCD) are connected to the APS system, the parameters of train movement are measured, speed and, acceleration a and coordinate /, and based on these parameters, the distance lmin from the train to crossing, upon reaching which the crossing should be closed. These actions are performed by operators 2, 3. When the train is at the point with the coordinate Imin, a command is given to turn on the warning signaling (operator 2), including red flashing lights at the crossing traffic lights. Their correct operation is checked by the operator 3.

If there is an obstacle at the crossing (stuck vehicles, collapsed cargo, etc.), emergency braking of the train (operator 5). If not, the train followed the crossing (operator 7). After the passage of the train and in the absence of the second one on the approach section (operator 8), the warning alarm is turned off (operator 9). The APS system returns to its original state.

2.4 Schemes of notification of the approach of trains to level crossings

On sections with automatic blocking, rail circuits are used to control the crossing signaling. In this case, depending on the location of the traffic lights relative to the crossing, the notification of the approach of the train can be received for one or two block sections. To automatically turn off the crossing signaling after the train follows the crossing, additional insulating joints are installed, except for cases when the crossing is in the immediate vicinity of the automatic blocking signal installation. Schemes of notification of the approach of trains to crossings differ significantly depending on the type of automatic blocking used on the section. On double-track sections with one-way automatic blocking, automatic control crossing signaling is carried out only when trains are moving on the right track. In the event of movement along the wrong path, the crossing signaling circuits provide the translation of the code pulses of the automatic locomotive signaling bypassing the additional isolating joints, but the crossing signaling is controlled manually.

Consider the control scheme for crossing signaling for double-track sections with automatic blocking of direct current, (graphic part, sheet 1) in relation to the movement of trains along an even track. The complete crossing signaling control circuit consists of two identical (even and odd) circuits.

When the track circuits 8A and 8B are free, DC pulses from the VAK-14 rectifier of the traffic light 8 enter the track circuit 8A and cause the pulse operation of the CHI track relay. Through the contact of its repeater CHI2, DC pulses are transmitted to the track circuit 8B and cause the impulse operation of the path relay of the traffic light 6. The relay decoder's emergency relay receives power and turns on the signaling relay about the approach of the CHIP. Through the contact of the CHIP relay, the CHIP1 relay receives power, which turns on the control relay for the crossing signaling of the ChV. As a result, traffic lights 6 and 8 have permissive signal indications, and the crossing is open for traffic.

The approach of the train to the estimated distance to the crossing causes the CHIP relay to turn off. If it is necessary to transmit a notification for two block sections, the CHIP relay is connected by a linear circuit with the traffic light relay cabinet 8 and is turned off by the contacts of the 8P path relay. In case of notification of the approach of a train for one block-section, the CHIP relay becomes a repeater of the emergency relay.

Turning off the CHIP relay leads to de-energization of the ChV relay, which has a deceleration for releasing the armature. Adjusting the deceleration by changing the capacitance of the capacitor C makes it possible to exclude premature closing of the level crossing caused by excessive removal of the insulating joints from the level crossing. After capacitor C is discharged, the ChV relay will release the armature and turn on the crossing alarm.

The entry of the train onto the 8A track circuit causes the termination of the pulse operation of the CHI and CHI2 relays. DC pulses cease to enter the 8B track circuit. As a result, from the power source of the traffic light 6, alternating current pulses, necessary for the operation of the automatic locomotive signaling, begin to flow into the track circuit 8B. These pulses are perceived by the CHIT relay, repeated by the CHT transmitter relay and transmitted to the 8A rail circuit towards the train movement. The crossing signaling is deactivated when the train releases the 8A track circuit. In this case, the CHI relay begins to receive DC pulses entering the 8A track circuit from the power source of the traffic light 8. This causes the CHP and CHIP relays to turn on, and the thermal element of the CHKT relay is heated. Thus, the operation of the CHIP1 relay will occur with a time delay of 8-18 s, which is necessary to exclude the premature opening of the crossing in the event of a short-term loss of the train shunt in the 8A track circuit. The CHIP1 relay will turn on the ChV relay, and the latter will open the crossing for the movement of vehicles.

Relays DC, CHD, CHDKV and CHDT are used to broadcast ALS codes when trains are moving in the wrong direction in case of temporary two-way traffic.

On single-track sections, the crossing signaling should be turned on when trains move in both directions, regardless of the set direction of automatic blocking. The notification of a train approaching a crossing in the established direction, as well as on double-track sections, can be transmitted in one or two approach block sections, and in an unidentified direction - only in two. The crossing signaling in the set direction is turned off after the train follows the crossing, and when the train moves in an unsettled direction - after it follows the crossing and clears the approach section of the set direction.

2.5 Scheme of switching on the traffic light signaling

At level crossings equipped with automatic traffic light signals (graphic part, sheet 2), crossing traffic lights and bells turn on relay B and its repeater PV. With a free area of ​​approach, the B and PV relays are energized, the signal lamp and bell circuits are open, the blinking M relay and the control KM are turned off. The serviceability of the threads of the signal lamps of the traffic lights is controlled by the fire relays AO and BO.

Each of them monitors the serviceability of two signal lamps located at different traffic lights, in a cold state and when burning. Relay AO with an open crossing and serviceable lines receives power through a high-resistance winding along a circuit passing through the front contacts of relay B and series-connected lamps 1L of traffic light A and 2L of traffic light B. Similarly, the BO relay is turned on. From the moment the train enters the approach section, the HB (ЧВ), В and PV relays are sequentially turned off. The back contact of relay B turns on the MT pendulum transmitter, in the pulse mode, relay M starts to work, the KM relay is energized, the KMK relay remains in an energized state. The rear contacts of the PV relay turn on the bells installed on the masts of the crossing traffic lights. The contacts of the relay B in the lamp circuits turn on the low-resistance windings of the fire relays instead of the high-resistance ones, the traffic light lamps light up, prohibiting the movement of vehicles. The flashing mode of the lamps burning is provided by switching the contacts of the M relay in their circuits. By the front contacts of the M relay, the 1L lamps at both traffic lights are shunted, and the 2L lamps are lit when the M relay armature is released, the 1L lamps are turned on. After the train clears the approach section, the relays NV (ChV), V and PV are sequentially energized. The transmitter MT, relay M and KM are switched off. The high-resistance windings of the AO and BO fire relays are switched on in the traffic light lamp circuit, the traffic light lamps go out. Calls are turned off, and the crossing is opened for traffic. In the control circuits of the GKSH of the supervisory control, the contacts of the fire relays of the SDN, KMK, PV and emergency A are switched on.

2.6 Scheme of switching on the moon-white light

To increase the safety of trains and vehicles at unguarded crossings, crossing traffic lights are equipped with an additional traffic light head with a moon-white flashing light (see Appendix 5), which lights up when the crossing is open and in good order and turns off when a train approaches it. The serviceability of the moon-white lamp circuit is checked in burning and cold states using the BLO fire relay. If the approach area is free, relays B, PV are energized, including the VBA, VBB relays, as well as the KM and KMK relays. The MT transmitter is always on, since when the crossing is open, the lamps of moon-white fire should be on in flashing mode, and when the crossing is closed - red. The MBO relay operates in a pulsed mode through the MT contact. When the MBO relay (TSh-65V) is energized, the low-resistance winding of the fire relay is switched on in series with the moon-white lamp, and the lamp is on, and when the armature of the MBO relay is released, both windings are sequentially turned off, the lamp goes out. From the moment the train enters the approach section, the relays HB (ChV), V, PV, VBA, VBB are switched off. In the pulse mode, relays M, Ml, M2 begin to work, relay KM1 is energized. The MB O relay continues to operate in a pulse mode through the contact of the M2 relay. Relays KM and KMK remain energized. Lamps of moon-white light are turned off by the contacts of the VBA and VBB relays (traffic light lamp B is not shown in the diagram). The rear contacts of the B and PV relays turn on red light lamps and bells. The crossing is closed. After the passage of the train and the release of the crossing, the relays NV (CHV), V, PV, VBA, VBB are switched on. Relays M, Ml, M2 and KM1 are switched off. At the crossing traffic lights, the red flashing lights turn off, and the moon-white flashing light turns on, the crossing is open for traffic. Information about the serviceability of the threads of the flashing red and moon-white lights of the crossing traffic lights is transmitted through the dispatch control circuit through the GKSh block to the nearest station. In the presence of damage to the distillation plant (burnout of the traffic light), the fire relay O switches the power supply from terminal 61 to terminal 31 of the GKSh generator. A coded frequency signal is supplied to the line. On the board at the station attendant, the indication shows that the crossing is faulty. The station attendant informs the signaling mechanic about the malfunction.

2.7 Algorithm of the guarded crossing

The algorithm was developed for a one-way railway section and a numerical code AB. In (Appendix 6) the algorithm of the guarded crossing is presented. In the absence of trains on the approach sections, the crossing is open for traffic. At the moment the train enters the approach section, which is checked by operator 1, obstacle detection devices in the crossing zone (OCD) are connected to the APS system, the parameters of train movement are measured, speed and, acceleration a and coordinate /, and based on these parameters, the distance Imin from the train to crossing, 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 coordinate Imin, a command is given to turn on the warning signaling (operator 6), including red flashing lights at crossing traffic lights. Their correct operation is checked by operator 7. With a time delay t3 (operators 8 and 9), a command is given to close the barriers (operator 10). V typical systems APS commands to operators 6 and 8 are received simultaneously. If the barrier is working properly (operator 11) and there are no obstacles for the train movement in the crossing area (jammed vehicles, collapsed cargo, etc.). After the barrier has lowered, the SPD is triggered (operator 12). The crossing remains closed until the train passes along it, which is checked by operator 19. After the passage of the train and in the absence of the second one at the approach section (operator 20), the warning alarm is turned off, barriers open and obstacle detection devices are turned off (operators 21, 22, 23, 24). The APS system returns to its original state. In cases where the warning alarm is damaged, the auto barrier has 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 13 are given a command to activate the obstruction signaling and coding of the track circuits (operators 14 and 15). The train slows down and stops in the approach section. After removing the damage or obstacle (operator 16), the obstruction alarm is turned off and the coding of the track circuit in the approach section is turned on. The train will proceed through the crossing, and the APS system will return to its original state. The algorithm for the functioning of the crossing from the APS assumes the presence of a one-way permanent alarm in the direction of the road. Signaling in the direction of the railway is activated only in emergency situations.

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Railroad crossings(intersection points at the same level of automobile and railways) refer to places of increased danger for the movement of both types of transport and require special fencing. The priority right to move at level crossings is granted to railway transport, and only in the event of an emergency, a special barrage signaling for trains is provided.

In the direction of movement of vehicles, crossings are equipped with permanent fencing means - automatic crossing traffic lights with automatic barriers; automatic crossing traffic light signaling without barriers; warning crossing signaling, giving a notice of the approach of a train; mechanized non-automatic barriers; warning signs and plates.

Automatic traffic light signaling APS provides for the installation of traffic lights with one white and two red lights on both sides on the road (on the right side) 6 m from the crossing. The crossing traffic light gives signals only in the direction of the road. Normally, a white light is on at the crossing traffic light (which informs about the correct operation of the crossing signaling devices), and the movement of vehicles on the crossing is allowed.

Crossing traffic lights, installed on the tracks before the crossings, are controlled by the influence on the track circuits by the moving trains themselves. The prohibiting signal when the train approaches the crossing at the moment the train enters the track is given by the red lights of two lights (heads) of the crossing traffic lights, which alternately light up and go out with a frequency of 40 - 45 flashes per minute. Simultaneously with the light signal, a sound signal is given. The signal in the form of alternating red lights is a stop request for all types of vehicles.

Automatic barriers complement the automatic traffic-light signaling at level crossings.

Auto barriers in the closed state block the entry of vehicles to the crossing, blocking half or all of the carriageway with a barrage bar. The auto barrier is normally open and when the train approaches, it first gives a prohibitory signal, and then after 7 - 8 seconds (after the start of the traffic lights), the barrier beam begins to slowly lower. When the train follows the crossing, the red lights of the crossing traffic lights go out, a white light comes on, the barrier bar of the automatic barrier rises. There are three lights on the barrier beams of the barriers: two red and one white (at the end of the beam).

Automatic warning alarm serves to warn the crossing officer on the approach of a train (sound and light signal). The person on duty manages the non-automatic barriers himself. Usually, the warning signaling is used at crossings located within the station or in the immediate vicinity of them, 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 of two types: mainly electric, which are opened and closed by an electric motor, controlled by the attendant on the crossing, and mechanical, controlled by levers connected to the barriers by flexible rods.

At present, the APS is supplemented by railroad crossing barriers (UZP), which provide automatic barriers to the level crossing by lifting their covers when the train approaches the level crossing (four covers are installed in the road bed - two on the right, two on the left); when the covers are lowered, there is no interference with vehicles; when a train approaches, on a signal of an automatic crossing signaling, the covers are raised and prevent vehicles from entering the crossing, not excluding vehicles leaving the crossing.

30.11.2017

Railroad crossing is a place of intersection at one level of a railroad bed with automobile, tram, trolleybus, horse-drawn roads. That is, it is a high-risk area where rail transport has a priority.

Railway crossing signaling is, first of all, a means of notifying non-core traffic participants about the approach of a train.

Now all new crossings are equipped with automatic crossing signaling (APS). The existing unregulated railway crossings are also equipped with APS systems both within and within the framework, one of the stages of which is.

And here we can already say that the automatic crossing signaling on the railway is not only a means of notification and warning. In some cases, when - it is also a system for preventing unauthorized entry onto railway tracks. , with a strong desire of the car owner (and sometimes without his desire - if the brakes fail, for example) - it will not interfere with the arrival on the railroad track.

Need to install an alarm at level crossings? The installation of the APS and the installation of the APS system are specialists. !

What is APS

Automatic alarm level crossings- a set of signaling devices, depending on the operating conditions, which is:

1. Automatic: at each end of the crossing with two to three traffic light heads and an electric bell.
2. Automatic traffic light signaling +: in addition to the barriers are installed.
3. Automatic warning alarm with manually operated barriers that can be closed at the push of a button.

Installation of APS is possible both at guarded (having a crossing post) and at unprotected (without a post) level crossings.

APS is used in conjunction with devices, allowing this to transmit all available information about the state of the crossing equipment to the nearest station. Turn on / off the standard automatic alarm occurs due to a split track chain (RC) with a cut point at the railway crossing.

Installation of the APS system is carried out using placed in.

What the automatic crossing signaling should provide

Railway crossing signaling should ensure the timely and correct operation of all devices included in the system of a particular APS. This determines not only the duration of the downtime of non-core modes of transport before a closed crossing, but also the safety of train and any other type of movement at the crossing.