Functional diagram of block placement according to the station plan. Functional block layout diagram Functional block layout diagram according to the station plan

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Introduction

1. Operational part

1.1 Characteristics of the station

1.2 Purpose of the centralization system

2. Technical part

2.1 Single-line plan of the station with the calculation of the ordinates of the arrows and signals

2.2 Signaling of station traffic lights

2.3 Selecting the type of track circuits

2.4 Two-line station plan

2.5 Station routing

2.6 Functional block layout

2.7 Arrow control scheme

2.8 EC cable networks

3. Technological part

3.1 Checking the tightness of pressing the point to the frame rail

4. Labor protection

4.1 Occupational safety issues during the maintenance and repair of electric switch drives

Conclusion

List of sources used

INTRODUCTION

Schemes of block route-relay centralization are mounted from separate closed blocks, in which typical circuit nodes are assembled. station arrow traffic light

The main schemes for installing, closing and opening routes are obtained by typing and interconnecting typical blocks of managed and controlled objects electrical circuits in accordance with the functional block layout, drawn up according to the track development plan. For each control and monitoring object, a block of the appropriate type is provided.

The safety of train traffic in comparison with all previous systems, the operational capabilities of the system have been expanded. A feature of ETs-I type systems is a high degree of unification of route installation and opening schemes, coding, linkages with distillation systems, crossings, train fencing devices and local control, which made it possible to create a more complete structure of the ETs system.

In the modern world, the issue of improving traffic safety is becoming more and more relevant. The railway, being a zone of increased danger, does not bypass this issue. Taking into account technical progress, an increase in the speed of movement of vehicles, means are being created to ensure the safety of train traffic, control devices at a distance (automation and telemechanics). Stations are equipped with various electrical centralizations. Block route-relay centralization (BMRTS) is one of the most progressive and meeting modern security requirements.

This system of centralization has found wide application at precinct, marshalling and intermediate stations. Approximately 70% of all equipment is located in functional blocks, which are manufactured in factories in the form of standard designs with completed installation. BMRC schemes for stations are assembled by interconnecting typesetting and executive blocks in accordance with the typology of a single-line station plan. The block construction of the EC makes it possible to speed up the design of devices, reduce the time of installation work, and improve maintainability during the operation of existing devices.

All circuit constructions, depending on the individual characteristics of the station, are mounted on contact relays placed on plug-in cabinets. These schemes include: control of guard arrows; control of oversized areas; choice of indication of the input traffic light on the main or side track, as well as with a through pass; the inclusion of various route indicators; switching on the local control of arrows, switching on the crossing signaling; control and closure of switches adjacent to the receiving and departing tracks; traffic light interdependence schemes; schemes for linking with various systems of distillation devices; coding schemes for station tracks, etc. Remote control panels with a remote display or display panels with control and monitoring devices are used as control devices.

With a block route-relay centralization system (BMRTS), route control of arrows and traffic lights is used by pressing buttons according to the “from where to where” principle. Two relay groups are used: dialing group (route dialing group) and relay executive group.

The type group serves to transmit orders for the transfer of all arrows participating in the route. It also ensures the safety of train traffic, but does not fulfill the requirements of the PTE and therefore is based on a relay of the second class of reliability of the KDR type.

The relay executive group performs route closure, traffic light opening, route opening by train, route cancellation and artificial route opening, ensures train traffic safety, fulfills the requirements of PTE for EC devices and therefore is built on the first reliability class relay of NM and KM type.

Starting from 1966, the type-setting and executive groups of the relays are used in block mounting, which makes it possible to significantly reduce the amount of installation work during construction, and speed up the commissioning of centralization devices, and further improve their service conditions.

Stacking blocks of the same size, in which up to six relays of the KDR type are installed, except for the BDSH block, which is located in the NMSh relay housing, where 20 diodes are installed, for circuit decoupling of the UK angular relay.

Executive blocks are of small type (block C), where three relays of the NM type are installed and large types (blocks PS, SP, UP, etc.), where it is possible to place up to 9 relays of the NM type, but, as a rule, one of places are occupied by resistors.

The BMRC uses a two-wire switch control circuit with a PS-220M unit (starter switch), central power and central dependencies are used, i.e. all dependencies between arrows, traffic lights and track circuits are performed at the EC post, an input traffic light control scheme with double-filament lamps is used. The control apparatus is presented in the form of a control panel with a trough-type display with route control of arrows and signals. One stage of closing and sectional opening of the route is applied. A batteryless power supply system is used, i.e. there is no working battery = 220V, but a starter battery = 24V (for starting the DGA), a control battery = 24V and communication batteries = 60V are used. The station is equipped with track circuits ~ I with a frequency of 25 Hz, with a travel relay DSSh-13A, as well as point electric drives of the SP-6M type.

In the graduation project, according to the assignment, it is necessary to equip the station with a block route-relay centralization system.

1 . OPERATIONAL PART

1.1 Characteristics of the station

The station is the area in which the turnouts are laid, connecting the station tracks and parks with each other, as well as with the main, exhaust and running tracks. The necks at a given station are arranged so that several operations can be performed simultaneously in them: receiving, sending trains and performing maneuvers.

The minimum length of the receiving-departure path of the station is 850 meters.

Type of traction: on the site - electric alternating current.

rail type: P65 on main tracks, P50 on side tracks;

track circuits: normally closed;

brand of arrows: 1/11 on the main tracks, lateral 1/9;

width between tracks: 6.5 meters between main tracks and 5.3 between other tracks;

type of traffic lights: lens with double-filament lamps on red and yellow lights;

type of electric drives: non-cut SP-6M;

switch drive control circuit: five-wire;

type of auto-blocking on the adjacent section: numeric code alternating current 50 Hz;

alarm system: three-digit;

cable brand: SPBG.

The station has 6 tracks. In this neck there are 2 dead ends, 14 arrows (of which 12 are paired).

1.2 Purpose of the centralization system

For this station, block route-relay centralization (BMRTS) is selected

This centralization system has found wide application at precinct, marshalling and intermediate stations. Approximately 70% of all equipment is located in functional blocks, which are manufactured in factories in the form of standard designs with completed installation. BMRC schemes for stations are assembled by interconnecting typesetting and executive blocks in accordance with the typology of a single-line station plan. The block construction of the EC makes it possible to speed up the design of devices, reduce the time of installation work, and improve maintainability during the operation of existing devices. As a rule, the equipment of the EC post is divided into typesetting and executive groups. Separately, control and monitoring equipment can be allocated, which is connected to outdoor equipment by means of cable cores.

Floor equipment includes: direct or alternating current switch drives, track chains and station traffic lights. It is also possible to include relay cabinets, battery wells, shunting columns and towers, track fencing devices, devices for pneumoblowing arrows, electrical heating of autoswitch contacts and other devices as objects of control and monitoring.

With the help of electrical interlocking systems, routes are set at the station, but setting the route is possible only if a number of conditions are met: the arrows included in the route must be free; there is no previously defined and unused hostile route; correctly installed running and guard arrows; route closure. After checking the fulfillment of all the above conditions, the route is considered set and the traffic light (train or shunting) is opened. To control and monitor relay-type EC devices on Russian railways, three generations of control panels, manipulator panels and remote displays are in operation:

Grooved type with the use of switching lamps with a voltage of 24 V type KM-24;

From block elements (mosaic type "Domino") using switching lamps KM-24;

From block elements (mosaic sub-blocks) using green, yellow and red LEDs.

At stations with relay-processor and microprocessor-type EC devices, personal computers with 17-21 inch monitors are used as control and monitoring devices.

2 . TECHNICAL PART

2.1 Single-line plan of the station with the calculation of the ordinates of the arrows and signals

The schematic plant plan is a technical document that is drawn up to determine the configuration, local conditions, construction volumes, methods of management and operation of the future plant.

The plan shows:

Track development and general configuration of the station in a single-track design, which is determined by the number and location of rail tracks and turnouts relative to each other;

Placement of insulating joints (IS);

Locations of traffic lights and their colors;

Specialization and numbering of receiving and departing tracks, arrows and traffic lights in accordance with the evenness of the neck and the chosen direction of movement;

Designation of sections of approach and removal of the stage;

Placement of the post of electrical centralization, passenger building;

Station axis;

Table of distances from the station axis to turnouts and traffic lights;

Placement of relay and battery cabinets;

Cable network route (general designation);

Guarded and unguarded crossings at the intersections of station tracks with motor roads, indicating the length of the crossing, the length of the section approaching the crossing, the estimated notification time, and the location of the control equipment;

Passage of VSL AB;

The schematic plan is the main technical document used in the construction and operation of a railway station.

Ordinate - the distance from the axis of the station to the arrow or traffic light. The calculation of ordinates is carried out using standard tables, taking into account the type of rails, brands of crosses, the layout of turnouts, the radius of the turnout curve, the width of the distance between tracks, and the design of traffic lights.

The calculation begins with determining the ordinate of the traffic light that is on the PO path with the minimum length. Path 6 is 850 meters long.

850 / 2 = 425 meters

On the ordinate of 425 meters, the output traffic light Ch6 will be located.

Further, according to the standard tables, taking into account the types of rails, brands of crosses, laying schemes for turnouts, radii of turnout curves, the width of the tracks, the design of traffic lights, the ordinates of the arrows are calculated.

C21 = 425 + 64 = 489 meters

C19 \u003d 489 + (86.6 2) \u003d 662.2 meters

C25 \u003d 662.2 - 73.7 \u003d 588.5 meters

C27 \u003d 588.5 - 18.1 \u003d 570.4 meters

C23 \u003d 588.5 + 99.8 \u003d 688.3 meters

C11 = 662.2 +18.1 = 680.3 meters

C9 \u003d 680.3 + 99.8 \u003d 780.1 meters

C15 \u003d 780.1 - 73.7 \u003d 706.4 meters

C13 \u003d 706.4 + 86.6 \u003d 792.9 meters

C17 = 792.9 - 45.9 = 747 meters

C7 \u003d 792.9 + 18.1 \u003d 811 meters

C5 \u003d 811 + 86.6 \u003d 915.7 meters

C3 = 879.6 +18.1 = 915.7 meters

C1 \u003d 915.7 + 99.8 \u003d 1015.5 meters

Based on the ordinates of the arrows, the ordinates of the remaining traffic lights are calculated.

CHII \u003d 570.4 - 64 \u003d 506.4 meters

Ch3 \u003d 747 - 55 \u003d 692 meters

Ch5 \u003d 747 - 55 \u003d 692 meters

Ch4 = 570.4 - 64 = 506.4 meters

M1 = 915.7 + 63 + 3.5 = 877.5 meters

M3 = 1015.5 + 4.3 = 1019.8 meters

M5 = 811 + 63 + 3.5 = 87.5 meters

M7 = 811 - 2.82 = 808.18 meters

M9 = 792.9 + 2.82 = 795.72 meters

M13 \u003d 706.4 + 63 + 3.5 \u003d 772.9 meters

M11 \u003d 680.3 + 62 + 3.5 \u003d 745.8 meters

M15 \u003d 588.5 + 62 + 3.5 \u003d 654 meters

M17 \u003d 489 + 63 + 3.5 \u003d 555.5 meters

M19 = 588.5 - 62 - 3.5 = 523 meters

H \u003d 988.2 + 300 \u003d 1288.2 meters

ND \u003d 1015.5 - 62 + 300 \u003d 1253.5 meters

2.2 Signaling of station traffic lights

Knowledge of traffic signaling is a prerequisite for training a specialist in the field of railway automation systems. Below is the required minimum knowledge in this area.

It must be borne in mind that in the rules, instructions and other normative sources the word "signal" is used in two meanings: as a conventional sign that transmits an order, and as a device (device) that forms this sign. It happened historically, and, nevertheless, in order to avoid confusion, the terms “signal” and “traffic light” should not be equated.

Signals in railway transport are designed to ensure safety and clear organization of train traffic and shunting work. According to the way of perception, they are divided into visible (traffic lights, disks, shields, lanterns, flags, signal indicators and signal signs) and sound (locomotive horns, hand whistles, wind horns, sirens and firecrackers). The signal is an order and is subject to unconditional execution using all possible means for this.

The main signaling devices are traffic lights. The indications of traffic lights are controlled by means of railway automation systems - AB, PA B, EC, etc. For signaling related to the movement of trains and shunting work, the following main signal colors of traffic lights are used: green, yellow, red, moon-white and blue. The procedure for the use of signal colors and the speed of passage of certain signal indications of traffic lights are established by the instruction, as well as the Instructions for the use of traffic signal signaling on railways with additions.

The signal indications of traffic lights are determined by the accepted value of the signaling system. Two-digit, three-digit and four-digit systems have found use on mainline railways.

Two-digit signaling is used at exit traffic lights at PAB. Two signals are given (Fig. 1.1):

One green light -- “The train is allowed to leave the station and proceed at the set speed; the passage to the next station (track post) is free”;

To increase the throughput of the stage during the PAB, checkpoints are arranged, which are equipped with two-digit input-output traffic lights CBP and NBP.

The most widespread is the three-digit signaling used on the road network during an accident, when three signals are the main ones (Fig. 1.2):

One green light - “Movement at the established speed is allowed; two or more block sections are free ahead”;

One yellow light - “Movement is allowed with a readiness to stop; the next traffic light is closed”;

One red light - "Stop! It is forbidden to pass the signal.

Traffic lights are divided into:

By appointment - for input, output, route, checkpoints, cover, barrage, warning, repeat, locomotive, shunting, hump; at the same time, one traffic light can combine several purposes: input and output, output and shunting, route and output, etc.;

By mode of action (automatic, semi-automatic);

According to the regulations for the procedure of prohibiting indications (absolute, stopping-permissive, conditional-permissive);

By design - on mast and dwarf, as well as mounted on bridges and consoles;

By device optical system- for lenses, spotlights and LEDs.

According to the method of signaling indications - normally burning (constantly burning, regardless of the train situation) and normally non-burning (turn on when the rolling stock enters the section in front of the traffic light and go out after the rolling stock leaves this section), non-blinking and flashing (periodically lighting up for 1 s and going out for 0.5 s).

The following traffic lights are used at the station:

input - allowing or forbidding the train to follow from the haul to the station;

weekends - allowing or forbidding the train to leave the station for the haul;

shunting - allowing or forbidding the production of maneuvers.

All traffic lights at the station are lenticular with double-filament lamps on red and yellow lights.

2.3 Selecting the type of track circuits

Two-strand two-throttle phase-sensitive rail circuits are used on the main and side receiving-departure tracks, switch and non-switch sections. Single-strand track circuits - in low-traffic areas, on secondary and access roads, due to the fact that coding them with ALS codes does not make sense due to the high level of traction current interference caused by its complete asymmetry.

In two-strand phase-sensitive rail circuits with a frequency of 25 Hz in sections with direct current electric traction, a relay of the DSSh-13A type (Appendix B) is used as a travel relay. In two-strand track circuits of this type, choke-transformers of the DT-0.6-1000M type are used and provide for the imposition of numerical ALSN code signals. For these track circuits, the standard RTs-25-ETOO-S-87 has been issued, which considers improved performance characteristics rail circuits.

At the supply end, a BOD block specially designed for such track circuits is included. This unit has two parallel connected transformers. In the circuit of the transformer T1, a protective filter L1 - C1 is included, which reduces the mutual influence of the supply circuit with a frequency of 25 Hz and the coding circuit of 50 Hz. A choke L2 is connected in series with transformer T2, which reduces the shunt effect on this 50 Hz code current transformer, capacitor C2 is connected to tune the track circuit into resonance with the 25 Hz signal current.

At the relay end, a BRK block specially designed for such track circuits is also included. In this block for coding the track circuit, a T3 transformer is installed. Similarly to the BOD block, it includes a protective filter L1 - C1 and a choke L2. Parallel to the winding of the travel relay P, a protective filter L3 - C3 is connected, tuned to a frequency resonance of 50 Hz and shunting the winding of the relay P for currents with a frequency of 50 Hz.

A short circuit in insulating joints between adjacent station track circuits is controlled by alternating instantaneous polarities at the joints by switching wires on the secondary windings of the track transformer.

The station uses AC electric traction. Therefore, normally closed phase-sensitive track circuits with a frequency of 25 Hz and choke-transformers 2DT-1-150 with a track box are used.

RC with a frequency of 25 Hz has the following advantages:

Low power consumption;

Stable operation with reduced ballast resistance;

Reliable protection against the influence of industrial frequency current 50 Hz;

Harmonic components of traction current;

Reliable phase protection against the influence of adjacent RCs at short circuit IS.

All these factors provide the necessary safety and eliminate the possibility of some failures.

1.4 Two-line station plan

A two-line station plan is drawn up on the basis of a schematic (single-line) station plan and is the main document for equipping a station with track circuits and placing electrical interlocking track equipment.

On a two-line plan of the station are shown:

Arrows and paths in a two-strand image;

Path software specialization;

SEP, traffic lights with coloring of signal lights;

Post EC;

RSH and BSh indicating the number of batteries installed in them;

Insulating joints, rail connectors;

Travel choke-transformers, branching couplings;

The main route of the cable network;

Designation of software tracks, switch and non-switch sections;

Length of ON paths;

Table of ordinates.

2.5 Station Routing

Freight transportation routing is a method of organizing car flows, in which at loading points (including on the access roads of enterprises), trains are formed from cars that pass no more than one passing technical station without processing - changing the composition. Such trains are called block trains, or routes. Block trains are classified according to the conditions of the organization, the purpose of the cars, the range of circulation, the conditions of circulation. According to the conditions of organization, trains are divided into departure trains, loaded and formed by one or more consignors on the same access track, and stepped trains, loaded by different consignors at the same station (step station) or on the tracks of several stations of a section or node (step precinct).

According to the purpose of the wagons, trains are distinguished:

Direct - formed from wagons to one unloading station with goods for one or several consignees;

In spraying - by appointment to a technical station. The wagons then follow in accordance with the plan for the formation of a spraying station;

With the appointment to the station for addressing cargo, allocated as an addressing base.

According to the range of circulation, trains are divided into network, following the loading limits of the road, and on-road. Depending on the circulation, ordinary trains are distinguished, which are disbanded after unloading, and ring trains with a constant composition, which, after unloading, return empty to the same station for reloading.

Ring routes are organized in areas with stable economic ties. With ring routing, the reliability of providing loading with rolling stock is increased, the costs of preparing empty cars arriving for loading are reduced, as a result of which the route speed is increased. The most economical are ring routes of specialized wagons, especially in directions where their organization does not increase the total empty mileage of wagons. At the same time, the safety of goods and rolling stock is ensured as much as possible, loading and unloading operations are accelerated. Ring routes are used primarily for the transportation of bulk cargo - coal, ore, building materials, oil cargo, cars, grain. To increase the efficiency of ring routes in directions with stable cargo flows, they are also loaded in the direction of an empty run after unloading. Using the solid threads of the schedule of such trains in the loaded and empty directions, carrying out loading scheduling, it is possible to increase the stability of transportation.

A necessary condition for the organization of routes is the presence of a total daily volume of loading by all consignors of at least one train; the daily unloading capacity of all consignees of the destination station of the route must also be at least the number of cars in the arriving train. A sufficient condition for including individual correspondence (jets) of car flows into the sender's routing plan is the requirement that the total additional costs for completing the sender's route at the loading station and organizing its unloading at the destination station in comparison with non-route departure and arrival should not be higher than the savings obtained in paths. The savings along the route consist of savings from passing technical stations without processing, savings from faster progress through the loading and unloading sections of routes compared to combined trains, if the loading and unloading stations are intermediate.

In general, the plan for the formation of trains should provide the least total demurrage of cars both during their accumulation and during processing, as well as minimum operating costs.

To evaluate the plan for the formation of trains, its indicators are calculated. The main ones include the total labor costs (in car hours), including the accumulation of cars and their processing; level of sending and step routing; average mileage of wagons without processing; operating costs depending on the formation plan.

2.6 Block layout functional diagram

The BMRC equipment is subdivided into a type-setting (route set), an executive group (layouts for installing and opening routes) and schemes for controlling and controlling outdoor objects.

Dial group blocks. Schemes of the type-setting group of the BMRTS are designed to implement the route method for controlling arrows and traffic lights.

Produced arrangement of blocks at the station. The following blocks were placed:

NMI - circuit assembly of a single shunting traffic light (Spanish MI);

NMIIP - a circuit assembly of a shunting traffic light from a dead end or for two traffic lights standing in the alignment or from a section of the track (Spanish MII and MIII);

NPM-69 - a circuit assembly of a train traffic light with a shunting indication (app. VI, VII, VIII, VD);

НСОх2 - circuit assembly of a single arrow (Spanish C);

NSS - a circuit assembly of a paired arrow (Spanish C).

Fixing the beginning, type and direction of the route.

The same button on the control panel can be the initial and final, and if there are alternative routes, the buttons of shunting traffic lights can be used as alternative ones. Therefore, the BMRC system provides for the installation of a block of directions NN, which for each route determines its beginning, type (train or shunting) and direction of movement (odd or even). To do this, the contacts of the push-button relays that control the LV block are divided into four groups depending on the type and direction of routes: odd train (HV wire), even train (HF), odd shunting (VNM) and even shunting (HFM). By pressing the first button in each of the groups, the corresponding relay of the direction P, O, PM and OM is turned on. The P and O relays are switched on directly by the contacts of the push-button relays, the PM and OM relays - through the auxiliary relays VPM and PTO.

After operation, the train relays of directions P or O are blocked through the contacts of the push-button relays of the other three groups, and the shunting PM or OM - through the contacts of the push-button relays of another shunting group, because. When shunting routes are set, train push-button relays do not work. This ensures that the armature of the switched on direction relay is securely held when any button is pressed until the circuit for setting this route is completed and the buttons are released (wires BO1 and BO2).

The contacts of the switched-on direction relay supply positive power to P through the contact of the OH set cancellation relay to the direction buses H, H, NM or FM, and this pole is removed from the TN, TC, TNM or FM buses. Switching on of the direction relay is indicated by an indication on the scoreboard in the form of arrows with a green (when setting train routes) or white (when shunting routes) stripe.

Relays VU, VU1, NVV and FVV are used in the auxiliary control mode in case of a malfunction of the route dialing circuits. In this mode, when the second (end) button is pressed, the CPV relay is turned on, supplying the power supply pole M of the auxiliary control IN, ICH, OSI or HMI. The CPV relay is used to turn off the PKU power pole when setting alternative routes, when the second (optional) button is pressed. This prevents the main route from being set instead of the variant route. Route dialing scheme. Such circuits are built by connecting the block of the dial group with four electrical circuits, topologically displaying the plan of the station:

1 - push-button relays NKN and KN;

2 - automatic push-button relays AKN;

3 - control pointer relays PU, MU;

4 is a diagram of the correspondence of the SS. To switch these circuits, control pointer relays PU, MU, anti-repetition relays OP, PP and MP, auxiliary intermediate relays VP, auxiliary push-button relays VK and VKM are used.

Button relays. Relays NKN and KN are installed in the set-up blocks that control traffic lights, and turn on when the corresponding buttons on the control panel are pressed.

The NPM block contains two push-button relays: NKN, which is activated when the train buttons are pressed, and KN, which is activated when the shunting buttons are pressed.

The button relays of the NMI block are switched on through an additional button relay K of the NMID block.

After releasing the corresponding buttons, the self-locking circuits of the KN and NKN relays are turned on and are turned off when the rear contacts of the relay PU, MU, located in neighboring blocks NSS or NCOx2, are opened along the first chain of interconnections

Anti-repeat relays. The relays OP, PP of the NPM block and the relay MP of the NMI, NMIIP and NMIIIAP blocks are designed for a single switching on of the control-sectional CS and signal C relays of the executive group. Anti-repeat relays are activated in those blocks in which the train or shunting button was pressed as the initial one.

Until the opening of the corresponding traffic light, the anti-repeat relays are powered by a self-locking circuit through the rear contacts of the signal relays and turn off when they are triggered.

Auxiliary pushbutton relays. The VK and VKM relays of the NPM block and the VKM relays of the NMI, NMIIP and NMIIIAP blocks provide power supply to the circuits of the relays AKN, PU and MU, SS of route dialing circuits. The VKM relays include the final shunting relays KM in the corresponding blocks of the executive group. Auxiliary limit relays are switched on in those blocks in which the train or shunting button was pressed as a final one.

Before the route is closed, the auxiliary final relays VK and VKM receive power through the self-locking circuit through the front contacts of the closing relays of the last section of the route and lose power when they are turned off.

Control switch relays. The PU and MU relays are installed in the NSOx2 and NSS typesetting blocks and serve to transfer running and guard arrows along the route.

Control switch relays are included in the third chain of interconnections in series within one element of the route located between two adjacent buttons.

The control switch relays PU and MU are switched on after setting the route as a result of opening the front contacts of the closing relays З, which turn off the self-locking circuit of the relays VK, VKM and VP.

Angular pushbutton relays. The UK relays are installed in the NSS blocks and are designed to select the route of the main route. These relays are switched on by the contacts of the push-button relays of those buttons, which, firstly, are located according to the plan of the station relative to the given exit from the side of the haul, and, secondly, this exit makes it possible to set the route according to its minus position. Topologically, the UK relay contacts in sharp corners circuits of the AKN relay, which correspond to the corners of the station plan, formed by the exit and the straight path when moving from the side of the stage. This allows you to set a route for both positions of the exit arrows. To exclude bypass circuits, the UK relay receives power through the diodes of the BDSH block.

Automatic pushbutton relays. AKN relays are installed in NMI and NMIIAP stacking blocks. They are intended for automatic translation of arrows in routes containing two or more elements, i.e. in routes that, in addition to the start and end, have intermediate buttons.

The AKN relay, when activated, closes the switching circuit of the NKN and KN push-button relays in the intermediate dial blocks.

Auxiliary intermediate relays. The VP relays are installed in the NMI, NMIIP and NMIIIAP stacking blocks. They are designed to supply the power pole to the control switch relay circuit PU and MU at the boundaries of the elements.

The VP relays in these blocks are activated if a train route is set past this shunting traffic light, or a shunting traffic route in the opposite direction.

Matching scheme. The fourth circuit of interconnections is a CC correspondence circuit, which is designed to turn on the train and shunting initial relays H with checking the compliance of the actual position of the arrows and the command to switch them. This verification is achieved by sequential inclusion in the correspondence circuit of the contacts of the control switch relays PU, MU and the control relays PC, MK of all running and guard switches included in the specified route.

The route dial circuit returns to its original state after the signal relay C is turned on.

Cancel set. At erroneous actions on the control panel, DSCP can reset the dial-up group circuits by pressing the OH button. The OH relay, turning off, disconnects the power poles. This turns off all route dial relays.

The OH relay, together with the OUT relay, prevents the accumulation of route assignments through a section that is occupied or closed in other routes. This excludes a dangerous failure - the transfer of arrows under a moving train in case of loss of a shunt on the track circuit.

Auxiliary management. In the event of a failure of the route set (more often, the correspondence scheme), the DSCP has the ability to establish a route using the auxiliary control mode. To do this, the running and security arrows along the route are translated separately, and then the VU button is pressed and, without releasing it, the start and end buttons of the route.

2.7 Arrow control scheme

For the neck of this station, a five-wire control circuit for electric switch drives was selected. It is used when using turnout electric drives with three-phase AC motors for central power supply of floor devices. This circuit has a number of advantages over a similar two-wire control circuit:

Duplication of cable cores is not required;

Electric motor without commutator with three-phase motor have smoother running and longer service life;

The scheme is reliably protected from false control when confusing the connection points of line wires;

Lower cost of EC construction;

Reliable work when transferring arrows;

The circuit includes relays: NPS - neutral starting pointer relay type NMPSH 1200/220; PPS - polarized starting relay type PMPUSh; OK - general control type KMSh-3000; BFK - block of phase control type FK-75.

To move the arrow to the minus position, the chipboard turns the handle of the switch switch. The starting relay LPS is activated with control of the absence of the closure of the switches in the established route (the front contact of the relay Z) and the freedom of the switch section from the PS (the front contact of the SP relay), which, by closing the front contact, supplies power to the winding of the PPS relay. It operates on reverse polarity current and supplies power to the motor winding. Arrow translation starts. In the five-wire circuit, a valve control circuit is used, but the control of the positive and negative positions is carried out on different pairs of linear wires, which ensures the reliability of the control circuit.

2.8 EC cable networks

Cable lines and networks are a complex of structures and devices designed to ensure the transmission of signals and electrical energy. Cable networks of automation and telemechanics at the stations are designed to ensure the functioning of the system of EC devices.

The cable brand SPBG is selected.

Cables connect the floor devices of the EC (switch electric drives, traffic lights and track circuit devices) with the guards and the guards among themselves. Cable networks are made up on the basis of circuit diagrams for switching on outdoor devices using a schematic plan of the station with signaling. In a cable network, objects of the same type are grouped with the help of branching couplings RM, installed in the areas of the greatest concentration of objects at the object closest to the post. A group cable is laid from the EC post to the RM coupling, and individual cables are laid from the RM coupling to each object. The place for the RM coupling is chosen in such a way as to exclude a return towards the EC post coming out of the individual cable coupling. When developing cable networks, it is necessary to strive to reduce the number of cables laid. In cable networks of switch electric drives and traffic lights, serial piping of three and, as an exception, four objects is allowed.

Branching joints are initially designed on the main cable route on a two-strand plan of the station, and then they are placed on the cable network diagram and group and individual cables of EC outdoor devices are connected to them. Each clutch has its own name (S - signal, St - switch, P - supply, R - relay) and ordinate. Cable network of traffic lights

The cable network of traffic lights includes circuits of output, route and shunting traffic lights; relay cabinets for input traffic lights and crossing signaling cabinets; light route indicators and light position indicators; light indicators with a vertically luminous arrow. The relay cabinet of the input traffic light includes control and monitoring circuits for input traffic lights, powering the cabinet, linking electrical interlocking devices with interval control systems for train traffic, powering the rail circuits of the approach section and the first station, boundary with the span of the rail circuits, the disconnector of the high-voltage signal line of the interval control system train movements. The range for controlling the lights of output, route and shunting traffic lights with lamps of 15 W, 12 V with step-down transformers ST-4 when powered from a centralization post without duplication of cores is 3 km. Reducing the cable section to 0.636 mm2 does not affect the traffic light control range. The number of wires to the traffic light M is found according to the schemes of typical solutions. Output traffic lights have three central power modes: daytime (voltage 220 V), night (voltage 180 V) and low voltage mode (voltage 127 V). The number of cable cores to the relay cabinet of the input traffic light is determined by the schemes for switching on the input traffic lights and linking the electrical interlocking devices with the systems of interval control of train traffic. The control range of the input traffic lights is practically unlimited, since the lamps receive central power and AC backup from the battery of the centralization post through semiconductor converters . In sections with AC electric traction, linear circuits of systems for interval control of train traffic, as a rule, run in the main communication cable. Light route indicators and light position indicators are usually powered from a 220 V electrical interlocking station (lamp power 25 W). The number of wires to the pointers is determined by the set of lamps for the corresponding indication. The number of cores in the wires is calculated analytically or according to the nomogram. For a light route indicator without duplication of direct and return wires, the maximum switching range is 550 m. If there are two cores in the return wire, and one each in the direct wires, then the maximum range will increase to 730 m. The nomogram displays the relationship between the voltage drop (AU ), cable length L and the number of indicator lamps included in one core. To use the nomogram, it is necessary to know the numbers of the burning lamps of the light route indicator used for all its readings. Suppose the pointer has two digital readings - 1 and 4. If the voltage drop in the return wire exceeds 20 V, then it is necessary to increase the number of wires in the direct wire with the maximum number of lamps in order to reduce the number of lamps per wire. For the Green Stripe light indicator, with a cable length of up to 3 km, duplication of ZLO, 03P0 wires is not required, with a length of up to 4 km, duplication (3 cores) is required, over 4 km - 4 cores. For light indicators with a vertical luminous one or two arrows (lamps with a power of 15 W, 12 V), the allowable distance without duplicating the wires of the indicator with one arrow is 8 km, the indicator, south0 of the indicator with two arrows is 4 km. The diagram of the cable network of traffic lights is shown for half of the large station. The station is equipped with electrical interlocking devices, and the tracks to it are equipped with a system for interval control of train traffic - a double-track automatic blocking of alternating current 50 Hz. The relay cabinet of the input traffic light includes cables for communication with the equipment of the electrical interlocking post; cables connecting traffic lights H and ND; communication cable with a high-voltage signal line of automatic blocking and a power cable with a cable box KYa-6; cables connecting the input traffic light or the EC post with the equipment of the track circuits of the 1PP approach, 2UP removal, non-pointer NP and turnout 3-9SP sections. Each such cable has a length, the number of working and spare cores, the name of each core according to the wiring diagram. To turn on the output and shunting traffic lights, five branching couplings are used: C1, C3, C5, C7 and C9; each of them has an installation ordinate. Places of installation of couplings are chosen in the area of concentration of a group of traffic lights. It is recommended to include no more than two traffic lights in one cable so that the maximum length of one piece of cable does not exceed 200 m; laying the cable towards the centralization post should be avoided. Each cable has a length, capacity, number of spare cores. Under each main cable in the diagram, a rule is given for counting the number of working cores. With a greater distance, the cable cores are duplicated; cable core is determined by the calculation of the voltage drop across the relay. In the diagram, relay choke-transformers are designated as terminal ones, since they do not have clamps for use as feedthroughs. Relay transformers can be included as intermediate; for direct current electric traction, if one relay transformer is installed in the waybox TYa-I (drawing no. 7324, assembly I), in this box it is possible to cut the cable for another six relay transformers. If two relay transformers are installed in the waybox TYa-I (assembly II), then you can cut the cable for three more relay transformers. When compiling cable networks of supply transformers, it should be taken into account that the supply transformers of track circuits are grouped into separate supply beams so that a power failure in one beam disables, if possible, a smaller number of routes. The supply transformers of the main and encoded paths are grouped into separate supply paths. According to calculations, the current of one beam of track circuits of alternating current with a frequency of 25 Hz can be no more than 0.68 A. Then two beams with a total load of not more than 1.36 A can be connected to one frequency converter PCh50 / 25-300. Maximum cable length without duplication lived in the wires between the supply transformer and the centralization post with DC electric traction is 1500 m, with AC electric traction and autonomous traction - 3000 m. The station has two-strand track circuits of alternating current with a frequency of 25 Hz, the main tracks are coded. In the cable network of relay transformers, four branching couplings are used, to which the choke-transformers are connected as final ones with two cable cores. For track sections 2UP and NP, the devices of the relay ends are placed in the relay cabinet RSH of the traffic light Ya; maximum removal a travel relay from the relay transformer of the section NP 1555 m. For the ends of track circuits 13-19B and 29V, travel boxes are shown - transformer boxes TYa-I with relay end equipment; track box 29B intermediate. When drawing up the scheme, the possibility of joint laying of the relay wires of the uninterrupted power supply rail circuits with the relay wires of the code rail circuits of the main tracks was taken into account. In the cable network of supply transformers, all supply choke-transformers are included as end transformers in four branching couplings - without duplication of cable cores, since the length to the most remote supply transformer 3-9 is 1480 m. Supply transformers are grouped into two beams: in a beam / included choke-transformers along the route of departure, and into beam 2 - along the route of reception. With direct current electric traction, the calculated currents consumed by the primary windings of the supply transformers, depending on the length of the two-strand track circuits, are for non-coded track circuits with one relay 0.025-0.045 A, with two relays 0.027-0.068 A; for coded track circuits, respectively, 0.029 - 0.061 A and 0.036 - 0.087 A. For branched track circuits, it is necessary to take into account the length of the branches to the side tracks. The current consumed by the beam devices is 0.35--1 A. In the presence of single-strand track circuits, the consumed currents are 0.05--0.09 A for unbranched track circuits, and 0.09--0.12 A for branched ones. Calculation of the number of cores for supply transformers, it is carried out on a variable cable section, depending on the distribution of loads in the supply transformer circuit. Cable network of turnout electric drives

When drawing up a cable network diagram, the capacity of the cables of the cable accessories and the maximum distance of the electric drives from the branching joints, which should not exceed 200 m, are taken into account. The cable network diagram is given for one half of a large station. The calculations are given for the SP-6 pointer electric drive with a DC motor MSP-0.15-160 V with a central power supply of 220 V, controlled by a two-wire circuit (cable core diameter 1 mm, cross-sectional area 0.785 mm2). The calculation of the cable network consists in determining the number of cores of the control and control circuits of the switches, taking into account the dual control of the switches 23 and 29 of the automatic cleaning circuits of the switches from snow and the electric heating circuits of the switch electric drives (the numbers are put down under the cable, and above it - the total number of wires, taking into account the spare ones) . On the primary winding 179.1 (220 - 40.9) V. Then in the nearest column (180 V) the cable lengths to the electric drives should be within 70 - 265 m, which corresponds to the actual lengths of the cable laid on the diagram. Therefore, two wires must be laid from the secondary winding of POBS-5A to each drive of arrows 1, 3 and 5/7. In track box B there are two POBS-5A - one for the 9/11 switches and the other for 13/15 and 17/19. A voltage of 220 V is supplied to each of the transformers from the post through two cable cores. Voltage drop to the first POBS-5A 12.9 V; the voltage on the primary winding is 207.1 V. In the nearest column (210 V) of the table. 9.8 the length of the cable to the electric drives must be within 45-195 m for the first switch, 140-60 m between the switches, which also corresponds to the actual lengths. The voltage drop to the second POBS-5A is 29.8 V, and the voltage on the primary winding is 190.2 V. According to the column (190 V), the cable lengths for the first paired arrows should be within 5 - 145 m, and between the arrows - 140 -60 m. The voltage drop at POBS-5A in the track box is 15.9 V, and the voltage on the primary winding is 204.1 V. In the column (200 V) of the table. 9.8 the length of the cable to a single switch 21 should be within 105--315 m, for the first paired switch 27 - 25-- 170 m, and between the arrows - 140--60 m. Voltage drop at POBS-5A box G 11 .9 V, the voltage on the primary winding is 208.1 V, the cable length is taken according to the column (210 V) of the table. 9.8. As a result, three digits are put under each individual and group cable, for example, for a group cable between splitter couplings ST1 and STZ - 12 + 4 + 2. For the shunting column MK.1 with arrow handles 23 and 29 according to the plan of the station located from the centralization post at a distance of up to 1100 m near the controlled switches (where the originator should be), determine the number of cores in the cables laid from the ST7 splitter in three directions: to the switch electric drives 23 and 29, to the shunting column MK1 and to the centralization post. In a two-wire circuit for controlling electric switch drives, when duplicating two cores of the direct wire and with one core in the return wire (the length of the cable from the centralization station to the switches does not exceed 910 m), the number of wires in the cable from the ST7 splitter to switches 23 and 29 is 8 (including including two cores for each switch switch), from the splitter to the shunting column MK1 - 17 cores (including one wire for each switch switch and switch section, two wires for each arrow indication), from the centralization post to the splitter couplings - 15 cores (including one core for each turnout switch and turnout section and three cores for the linear wires of the circuit). The total number of a group cable is 24 cores of paired twisting, including 15 cores for control, 3 for blowing, 2 for heating and 4 spare.

3 . TECHNOLOGICAL PART

3. 1 Checking the tightness of pressing the point against the frame rail

The size of the gap between the blade and the frame rail is the most important condition for ensuring the safe rolling of the wheelset from the frame rail to the blade and back.

The need to normalize this gap arose with the advent of the first systems of mechanical centralization in order to control the ingress of a foreign object between the wit and the frame rail. In addition, with the introduction of these systems, the additional effort to squeeze the wit, created by the counterweight of the manual transfer mechanism, disappeared.

With the advent of electric interlocking and electric drives with a fixed stroke of the gate, the wit, transferred to a certain distance, began to close mechanically and remain in its place, regardless of the size of the gap between it and the frame rail. In other words, the gap could have arisen not only due to the ingress of a foreign object, but also, more likely, as a result of the widening of the track, wear of the parts of the swivel joints of the turnout sets, etc.

The situation escalated with the advent of heavy type turnouts. When using them, the transfer forces acting on the gate and switch set have significantly increased. When the electric drive is working on friction, they increase even more. For this reason, there are significant elastic deformations of the working rods and displacement of the articulated joints. As a result, the pointer can close when the thickness of the probe is 2-2.5 times greater than the gap between the point and the frame rail, including more than 4 mm.

...

When the final button Ch5Ch is pressed in the NPM block (Ch5), the NKN relay is turned on along the circuit:

Through the front contact of the NKN relay from the H bus, the VK relay is turned on along the circuit:

The cell at the traffic light repeater Ch5 is turned on:

After releasing the Ch5Ch button, the NKN relay remains energized through the self-locking circuit:

In block HM I M13 traffic light relay AKN includes push-button relays KN, which turn on the VP relay.

On the 3rd circuit of interconnections, the control relays are switched on along the circuit:

By turning on the positive and negative control relays in the NSS blocks, the starting relay circuit is closed in the control circuit of arrows 5/7, 9/11, 17/19. Arrows start moving. Also, when the control relays are turned on, the push-button relays in the NPM blocks are turned off, the relays OP and PP (the NPM block of the traffic light N) are self-blocking:

The correspondence circuit is the fourth chain of interconnections and is designed to turn on the train and shunting initial relays with checking the compliance of the actual position of the arrows. This check is carried out by successively switching on the contacts of the pointer control relays PU and MU and the control relays PC and MK of all the points included in the specified route in the relay H circuit.

The initial relays H are located in the signal blocks of the executive group HP, MI, MII, M III and are connected to the correspondence circuit with front contacts of anti-repeat relays in those dial blocks where the buttons were pressed as initial ones. Power from the M pole is supplied to the circuit from those blocks where the buttons were pressed as end buttons. After the route is closed, the initial relays are disconnected from the corresponding circuit by the contact of the closing relay 3 of the first section behind the traffic light, becoming self-blocking. The route dialing schemes are reset after the alarm relay is turned on.

After turning on the control relays PC (MK) in blocks C of arrows 5, 11, 19, the correspondence circuit 4 is closed, the string connecting the blocks of the typesetting group. This circuit switches on the initial relay H in the block VD of the traffic light H:

2.3. Construction and operation of the angular relay circuit

In the dial group, train and shunting routes (basic option) are set by pressing two buttons start and end of the route using automatic push-button relays AKN. The route of the main option for switching on the AKN relay is determined by the position of the switch ramps included in the route.

To configure the AKN relay circuit for the main routes, special angular push-button relays UK are used. These relays are installed in NSS blocks and switched on through a common BDSH block, which has a selective circuit in the form of a diode matrix. The UK relays are provided for all turnouts along which the route of the main routes passes. Each MC relay, when excited by its contacts, switched on at the point corresponding to one of the exit arrows, determines the possibility of setting the route according to the minus position of this exit and excludes the possibility of setting the route according to the positive position of this arrow. Each relay of the UK is switched on through the contacts of the push-button relays of the beginning of odd or the end of even routes. The terminals of the blocks having the KN or NKN relay, through the contacts of which the UK relay is switched on, are supplied with the SG power supply pole. To select the route of the main route, the push-button relay must act on the relay of the UK of those exits, in the minus position of which the main route occurs. The UK relay is turned off after the route is closed and the MU relay is de-energized, or when the route set is canceled by removing the SG power supply.

The construction of the diode matrix of the BDSH block eliminates false excitation of the UK relay through bypass circuits that can be formed due to parallel connection relay contacts KN.

3. BMRC executive group

3.1. Overlay Routing Diagrams on an Performance Group

The relay equipment of the dialing group provides: fixation and memorization of button presses when dialing routes; determination of the category and direction of the route depending on the pressing of the buttons for the beginning of the route; turning on the light indicator of routes to control the correctness of the route set; determination of the correctness of sequential pressing of route buttons, including the end of route buttons when a set of routes of various options; inclusion of control and starting relays for simultaneous translation of arrows included in the route; checking the compliance of the selected route with the actual control position of the switched arrows for this route: switching on the initial and final shunting relays to determine the boundaries of routes in the schemes of the centralization executive group; canceling a route set; auxiliary control mode and signaling on the scoreboard of the route set order.

When the button for the beginning and end of the route is pressed, the relays H, VK (KM) are triggered respectively;on the second chain of interconnections will workAKN, then the front contacts of the OP and VP through the third circuit of interconnections, the relays PU and MU will operate, sending the command to switch the arrows, after switching the arrows, taking into account the correspondence scheme, the initial (N) relay, the control-sectional (CS) will be energized and the closing relay will be de-energized relay (3), after which the alarm relay (C) is energized. Thus, the typesetting group, having fulfilled all the conditions described above, transmits commands for execution to the executive group.

3.2. Controlsectional and alarm relays

To control the sections included in the established route, control sectional relays KS are used. The KS relay circuit is built according to the station plan, it is common for train and shunting routes and represents the first circuit of the complete circuit of the executive group. Relay KS is installed in blocks: UE and SP for selection and control of track and turnout sections included in the route; P two for each path to turn off the exclusion relays, with the help of which oncoming frontal routes are excluded; M I, M II, M III , VD for complete control of the correct installation of the entire route in the alarm relay circuit and fixation of the started movement along the established route. In addition, common control and sectional relays OKS are installed on each station approach on an open-mounted cabinet.

In the circuits of the KS relay, the control is carried out: the vacancy of the track and switch sections included in the route (P, SP); arrow positions (PC, MK); lack of incision of arrows, security arrows, oversized areas, lack of dual control of arrows (OT); the absence of established hostile routes to the receiving-departure route from the opposite neck (NI or CHI); absence of route cancellation (rear contacts of relay P).

When the above conditions of traffic safety are met, the KS relays are switched on by the contacts of the anti-repeat relays of the corresponding stacking blocks after the initial relay is triggered according to the correspondence scheme:

After switching on the relay, the CS become self-blocking in the signal blocks of the opened traffic light, and turn off when the rolling stock enters the first section behind the traffic light or when the route is canceled by the cut relay contact.

The control and sectional relays in the UP (NP) block, in the SP blocks of sections 5SP, 11-17SP, 19SP turn off route relays 1M and 2M, which turn off closing relays Z. Due to this, the arrows are closed in the route. The relay NI and VK is switched off.

The scheme of signal relays C and MC is designed to control the signal indications of train and shunting traffic lights with checking the conditions for the safety of train traffic. Alarm relays are installed for input traffic lights on free-mounted cabinets, for route and exit traffic lights in blocks B I, BII , BIII, for shunting traffic lights in M blocks I, MII, MIII.

The circuit of the train signal relays and the main circuit of the shunting signal relays are common and form the second circuit (relay C circuit) of interconnections. Relays C and MC are connected to a common circuit by the contacts of the initial (H, OH) and final shunting (KM) relays. In this case, the power pole M is connected to the winding of the train signaling relay, and the pole P is connected to the winding of the shunting relay, which excludes the operation of the train signal relay through the shunting circuit in case of false operation of the KM relay.

In the main circuit of relay C, the following is checked: switching on of the relay KS located in the block of the traffic light to be opened and in the blocks SP, UP along the route; actual closure of route sections by relay contacts 1M, 2M, Z in SP, UP, VD blocks; absence of artificial cutting of sections by relay contact RI; freedom of the receiving and sending path relay contact П; absence of an invitation signal at the entrance traffic light; the absence of trains sent with a wand key; the freedom of the first section of the haul removal; the actual closure of the circuit for changing the direction of a two-sided AB.

The alarm relays are switched on by the contacts of the anti-repeat relays OP, PP, MP of the corresponding set-up blocks after the initial relays N, NM, OH, the control-sectional relays KS are turned on, the routing relays 1M, 2M and the NI (CHI) exclusion relays are turned off. If the permissive signal indications of the NS relays correspond, the self-locking circuits are received through the contacts of the NRU indicator relays or fire relays O.

The KS relay closes the circuit for switching on the signal relay NS of the input traffic light:

The train alarm relays are switched off when the train enters the first section beyond the traffic light by the open contact of the KS relay.

The shunting signal relays are switched off when the isolated section in front of the traffic light or the first section behind the traffic light is released. Therefore, in the shunting signal units, switching of the signal relay from the main circuit (relay circuit C) to an additional third circuit (relay circuit MC) is provided. The MS relay is turned off by the contact of the IP proximity notification relay in blocks M I, MII , MIII or contact of the route relay in SP blocks.

The signal indications of the output traffic light, in addition to relay C, are also controlled by the linear signal relay LS in block BI. This relay is connected to the fifth circuit of interblock connections by the contact of the relay KS of the HP unit and is activated if two or more block sections are free on the run.

3.3. Closing and automatic opening of routes

Closing and opening of track and str l full-time sections, enteringroute, produce route and close sch ie relay, fixing pro study food yes - route relays. Scheme incl.The values of these relays are built according to the plan of the station.

In blocks P-65 and SP-69 install two route relays 1 M and 2M, as well as closing relay 3. In blocks B D-62 install a closing relay that works as a repeater of the route relays of the first track or turnout sections behind the input and output traffic lights.

The winding of 2-4 route relays is switched on along circuits 4 and 5 of interconnections, 1-3 in the self-locking circuit, along which the route relays are normally energized. The switching circuits of each route relay are completely symmetrical and serve to fi To station of two-way train traffic for each track and turnout section. Depending on the direction of movement, the sequence of operation of the route relays changes.

When the route is set, from the moment the relay KS is excited by the rear contacts of these, the route relays of the track and switch sections included in the route are completely turned off. The route relays turn off the closing relays and the route is closed.

Automatic section opening of the established and closed receiving route to track 5P begins from the moment the train enters the section NP, turning off the relay KS, as well as the alarm relay NS and closing the input traffic light N.

At the beginning, the 4th chain of interconnections of switching on relay 1 is created M in block UP (NP):

On the 4th circuit with the control of the occupancy of the LP section, the 1M relay is energized, which then switches to self-locking:

From the moment the LP section is released, when section 5SP is occupied with the control of the excited state of relay 1M, the circuit of relay 2M of the UE (NP) block is switched on:

And the excitation of the 1M relay in the SP block (5SP):

When section 5SP is released and 11-17SP is occupied, relay 2M is turned on in the SP block (5SP):

And the excitation of the 1M relay in the SP block (11-17SP):

When section 11-17SP is released and 19SP is occupied, 2M is switched on in the SP block (11-17SP):

And the excitation of the 1M relay in the SP block (19SP):

When 19SP is released and 5P is occupied, 2M is turned on in the SP block (19SP) along the chain:

The established sequence of operation of route relays eliminates the possibility of false opening of sections in the middle of the route by applying and removing an artificial shunt, as well as opening occupied sections in the event of a short-term loss of the shunt under the train.

The exception is the NP section. Applying and removing the shunt can lead to its opening, since the previous section is missing. But the NP section has no arrows, and therefore there is no danger of their premature translation.

Opening the route of departure occurs in a similar way.

In the blocks of transceiver paths, exclusion relays NI are installed, by means of which oncoming frontal routes from different ends of the station are excluded. The NI relays are normally energized, but the installation of oncoming routes is not ruled out. The NI relay is turned off when the receiving route is set and closed to this station path by the contacts of the activated relay KS and de-energized relay 3. The release of the NI relay armature is checked in the alarm relay circuit, and the oncoming route is excluded in the KS relay circuit. The excitation of the NI relay and the removal of the exception occur when the last section of the route is opened to this path through the front contact of relay 3. Later, the NI relay remains energized through the self-locking circuit passing through the second relay coil.

The route relay circuits provide protection against incorrect excitation in case of non-simultaneous operation of the travel relays when the power supply of the track circuits is turned off and restored. This protection is performed by power supply MM (1MM, 2MM) with power interruption control in track circuits. Formation of the MM power bus is done using the timing kit circuit.

Protection against incorrect excitation of route relays is performed by radiation emergency relays NLU, CLU.

Route relay circuits include relay contacts P for cancellation and artificial cutting of routes.

3.4. Cancellation and artificial cutting of routes

Automatic cancellation of routes is carried out using the route cancellation relay OT, which is installed in the signal blocks of shunting traffic lights and in the VD block; opening relay R in blocks SP and UP; three sets of time delay relays that provide a delay of 6 seconds to cancel any route with a free approach section and 60 seconds to cancel a shunting route with a busy approach section, 180 seconds to cancel a train route with a busy approach section.

The circuit for switching on the cutting relay P is built according to the plan of the station with the serial connection of these relays to the sixth circuit of the executive group. OT relays are switched on according to separate schemes in each signal block.

The state of the proximity areas is determined by the proximity relays IP, installed in signal blocks and switched on according to separate circuits, like the OT relay.

Sets of timing are made in the form of zener diode timing blocks BVMSH. Each block is set to one of the time delays in accordance with the category of the route and the state of the approach section.

The train route for receiving at 3P at traffic light H is canceled by first pressing the group cancel button OGK and then the route button at traffic light H. Pressing the OGK button and operating the group cancel relay turns off the power of the route dialing circuits.

By pressing the button at the traffic light, the NKN relay of the dial-up group is turned on, which, by attracting the armature, connects the initial circuit of the signal relay through the front contact to the SG bus, which is not powered. The alarm relay switches off and traffic light H closes.

If there was no movement along the route, then the KS and N relays remain in the excited state. Through their front contacts in the VD-62 (N) block, the OT relay is turned on:

In the OT relay circuit, the following is checked: the established route at this traffic light H; freedom of the route (CS), the closed state of the traffic light (NS); free time delay set and pressing the route cancellation group button; availability of MGOT power supply with a free approach section, MPV with a busy one.

Power supply MGOT (MPV) is supplied through the rear contact of the relay GOT (PV1).

The choice of the GOT or PV1 relay circuit for switching on the time delay unit is made by the IP relay contact.

With a free approach section, to obtain a time delay of 6 s, the GOT relay is turned on, with an occupied approach section, to obtain a time delay of 180 s. - relay PV1. The GOT relay includes the OSB time delay unit, the PV1 relay - PSB.

From the moment of opening the rear contacts of the GOT relay (PV1), it is impossible to turn on the OT relay in other blocks and cancel other routes. The front contacts of the GOT relay (PV1) turn on the light of the cancellation control panel from a free or busy track and lights up with a steady light, signaling the beginning of the route cancellation.

At the end of the time delay, through the output 33 of the OSB (PSB) unit, the OB (PV) relay is switched on and then self-blocking. On the scoreboard, the cancel lamp lights up with a flashing light, signaling that the time delay has ended, and the route has not been canceled.

The front contacts of the OB (PV) relay turn on the POV (PPV) bus in the VD unit (traffic light N), from which power is supplied to the circuit of 6 interconnections to excite the cutting relay. The bus-powered cancel circuit POV (PPV) starts in the HP (N) block and ends in the P (5P) block:

Through circuit 6, relays R are energized in blocks UP (NP), 5SP, 11-17SP, 19SP, when triggered, each relay R in its rear contact opens circuit 11, which turns off the relays KS of the route sections. The front contacts of the relay P turn on the circuits that trigger the route relays 1M and 2M. These relays turn on the closing relays and the sections of the entire route are opened. The closing relay of the first section of the LP route, by attracting the anchor, turns off the relay H, which, releasing the anchor, turns off all the interconnection circuits, as well as the OT, GOT (PV1) relay circuits. The route cancellation lamp on the board goes out, indicating that all relays of the circuit are turned off. For the entire duration of the route cancellation, the CS relays remain in the excited state, their front contacts are closed, which makes it possible to check the closed state of the route.

BIBLIOGRAPHY

1. Typical design solutions 501-0-98. Route relay interlocking schemes MRTs-13. Albums 1,2,6. -L.: Giprotranssignalvyaz, 1978.

2. Station systems of automation and telemechanics: Textbook for high schools railway. transp. /Vl.V. Sapozhnikov, B.N. Elkin, I.M. Kokurin and others; Ed. Vl.V. Sapozhnikov. ¶ M .: Transport, 1997. - 432 p.

3. Kazakov A.A., Bubnov V.D., Kazakov E.A. Station devices of automation and telemechanics: Textbook. - M: Transport, 1990. - 431 p.

4. Kazakov A.A. Relay centralization of arrows and signals. Textbook for technical schools. d. transp. 2 e ed., revised. and additional M.: Transport, 1984. 312p.

Practical work No. 6

discipline Station automation systems

« Construction of the block layout of the BMRC »

Goal of the work: learn how to build a BMRC block layout

Work plan:

1. Get from the teacher a single-line plan of the station for which it is necessary to complete the BMRC block layout.

2. Draw a single-thread plan on a draft in a scale convenient for placing blocks.

3. Build a block plan on a draft, according to the points described in the work order.

4. Observing the dimensions of the blocks, transfer the block layout to the finishing one.

Operating procedure:

1. Using a single-strand or double-strand station throat plan (the end result of practical work No. 4 and No. 5), draw on a draft throat plan for which you will perform the block layout. As opposed to a single-line plan, exits are drawn along arrows on the plan at a right angle.

It is necessary to arrange iso-junctions, traffic lights, arrows at a sufficient distance so that about two blocks can be placed between them.

2. Routing Block Arrangement.

Route dial block types are labeled below. On a draft, the width of the blocks can be arbitrary.

2.1. Arrange NPM blocks for input, output and shunting traffic lights from the receiving and departing tracks. Keep in mind that the input traffic light and the next one after it, the shunting one from the arrowless section, are controlled by one NPM unit.

2.2. Arrange blocks HM1 for single shunting traffic lights in the neck of the station. For every six HM1 blocks, one additional HMID block must be provided. The block is drawn below the block layout. Inside the NM1D block, the letters of the traffic lights using this block are listed.

2.3. Arrange blocks NM2P and NM2AP for traffic lights standing in the alignment (on the same ordinate in different directions) or traffic lights limiting the arrowless section from two sides. The traffic light directed towards the receiving and departure path is controlled by the NM2AP unit. The shunting traffic light from the dead end is controlled by the NM2P unit.

2.4. Put on the diagram the NSS block for the arrows of the exits, one block for both arrows. Single arrows are controlled by the HCOx2 block, while two arrows use one block.

2.5. For the station, a block of the LV direction relay is provided, it is drawn under the block layout.

3. Arrangement of blocks of the executive group

3.1. Put blocks of output traffic lights B1 on the diagram if there are four lights on the traffic light or B2 if there are five lights (two yellow). Behind the blocks (if you count from the receiving and sending path) B1, B2, an additional HP block is installed.

3.2. The input traffic light does not have a block, its circuits are mounted on a free-mounted cabinet, but the input traffic light, as well as the output ones, contains an additional HP block.

3.3. Single shunting traffic lights are equipped with block M1. Shunting traffic lights in a pack and a traffic light from a dead end in the executive group are equipped with block M2. Shunting traffic lights from the arrowless section, including from the receiving and departing track, are equipped with the M3 block.

3.4. For each switch, a block C is installed. For every two switches (the exit switches are considered in this case as one), one starting block PS (with a two-wire switch control circuit) or PST (with a five-wire control circuit) is installed, the block is drawn under the diagram. Inside the block, the numbers of the two arrows for which this block is set are listed.

3.5. A UP block is installed on each non-shooting section.

3.6. One SP block is installed on each turnout section. The SP block must be installed in such a way that no matter how the train route passes, it crosses the SP block. The correct places for installing SP blocks at various positions of the arrows are shown in Fig. 1.

Fig.1. Correct installation locations for SP blocks.

3.7. A P block is installed on each receiving-departure route.

An example block layout is shown in fig. 3.

4. Registration of work

Follow the plan for placing blocks on the finish line in compliance with the dimensions.

The distance between parallel paths is chosen 35 mm (7 cells). With this distance between the tracks, the distance between the vertical blocks is 5 mm.

All blocks are made of the same size 30x15 mm (6x3 cells). In each block, a 5 mm wide top and (or) bottom field is used to record the block type.

The block sizes are shown in fig. 2.

Fig.2. Block sizes on the diagram

Literature:, "Station devices of automation and telemechanics", pp. 134-138

Rice. 3. An example of a block layout for the neck of an exemplary station

To simplify the design of devices, reduce the time of installation work, improve maintainability during operation at the station, relay-route centralization of the block type (BMRTS) is used. The BMRC system uses route control of arrows and signals, in which the main route of any complexity is set by successively pressing the buttons for the beginning and end of the route, after which the navigation and security arrows are automatically translated, and then the traffic light opens. The route is called the main if it allows you to perform train or shunting movements from the beginning to the end of the route along the shortest distance, with the highest speed and the least number of routes. Variant routes have the same start and end as the main route, but their route differs from the main route by the position of the arrows. Variant routes are set by pressing three or more buttons. The BMRC system uses a sectional route opening method, which allows sections to be opened gradually, as they are released from the rolling stock. This method of opening, in comparison with the route opening, allows to increase the throughput of the necks of the stations. The BMRC equipment is subdivided into typesetting (routing set), executive (route installation and opening circuits) groups and control and monitoring circuits for outdoor objects. Schemes of the type-setting group of the BMRTS are designed to implement the route method for controlling arrows and traffic lights. The relays located in the blocks of the dial group record the actions of the station attendant on the control panel and automate the transfer of arrows along the route and the opening of traffic lights. In Appendix 2, for a fragment of the station neck, an example of the arrangement of BMRC blocks is given. The typesetting group uses the following typical blocks:

NPM-69 - to control train output traffic lights with shunting indications, input together with shunting from track sections, as well as shunting from the receiving and departure track together with the final train button for receiving on this track;

HMI - control unit for a single shunting traffic light located on the border of two switch isolated sections. It is also used for variant buttons NMID - an additional block for six NMI blocks. Contains six push-button relays - repeaters of the control panel buttons:

NMIIP - a control unit for a shunting traffic light that allows movement from a dead end, one of the two shunting traffic lights in the alignment or from a section of the track;

NMIIIAP - control unit for the second shunting traffic light in the alignment or from the track section.

НСОх2 - block of route control with two single arrows.

NSS - control unit for twin arrows.

The execution group uses the following blocks.

P-69 - the track unit controls the state (vacancy or employment) of the receiving and departure route and excludes frontal hostile routes.

VI - control unit for the output traffic light, combined with a shunting one, with a three-digit signaling.

BII - control unit for the exit traffic light in two directions.

VD-62 - additional to blocks VI and VII, it is also used to control the input traffic light.

SP-69 - block for monitoring the status, closing and opening of the switch section. It is installed in the area of the turnout track section through which all possible routes pass.

UP-65 - block of the track section in the neck of the station, controls the state of this section, controls the sequential opening of the section in the train route and excludes the installation of frontal shunting routes to this section.

C - pointer position control unit. Applies to each arrow.

PS - starting switch block, designed to control and control two (single or paired) arrows. Blocks are not placed according to the plan of the station, but on a separate cabinet.

MI - control unit for a single shunting traffic light located on the border of two switch isolated sections.

MII - a control unit for each of the shunting traffic lights located in the alignment, and a traffic light from a dead end.

MIII - a control unit for a shunting traffic light from the track section in the neck of the station, as well as a shunting traffic light from a specialized receiving and departure track.

State educational institution

higher professional education

"PETERSBURG

STATE UNIVERSITY OF TRANSPORTATION"

Department "Automation and telemechanics on railways"

EXPLANATORY NOTE

to the course project

on the topic of:

"Equipment of intermediate stations with electrical interlocking of arrows and signals"

Performed

Student of the AT-802 group

Sokolova D.Yu.

Checked by teacher

Lykov A.A.

Saint Petersburg

2012

INTRODUCTION 3

1. Analysis of the operational performance of the plant 4

1.1. Station characteristics 4

1.2. Schematic plan of station 4

2. Design of electrical interlocking BMRC 5

2.1. Characteristics of the BMRC 5 system

2.2. BMRC 5 route set design

2.2.1. Arrangement of blocks of a route set according to the plan of station 5

2.2.2. Schematic design of angle switching relays 6

2.2.3. Designing Route Dial Plans 6

2.3. Design of the BMRC 7 executive group

2.3.1. Schemes of initial, final relays 7

2.3.2. Scheme of control-sectional relays 7

2.3.3. Route relay circuits 8

2.3.4. Alarm relay diagram 9

2.3.5. Cancellation of routes 10

2.3.6. Artificial opening of sections 12

2.4. Floor object management 13

2.4.1. Control circuit of pointer electric drive 13

2.4.2. Control schemes for input, output, shunting traffic lights 14

2.5. Control apparatus and indication scheme on the scoreboard DSP 20

REFERENCES 21

INTRODUCTION

Electrical interlocking (EC) is an automated traffic control system at railway stations with routing of train and shunting movements and traffic signaling.

Electrical interlocking allows you to increase the throughput of stations by 1.5-2 times and free up a large number of duty turnout posts. The cost of building electrical centralization pays off in 4-5 years.

The main functions performed by electrical interlocking:

control of the state of control objects;
fixing the actions of the chipboard on the control panel;
development of control actions on floor objects in compliance with the conditions of train traffic safety;
tracking the movement of trains, reflecting the train situation on the DSP (DNTs) scoreboard.

The task of the course project is to develop an electrical centralization system according to a given station plan for a given neck. In the course project, block route-relay centralization is used, as it provides route control, which reduces the time to set the route and also improves labor productivity.

The use of block route-relay interlocking allows the production of most of the relay equipment at the factory using standard mounting blocks, which significantly reduces the amount of installation work at construction sites; check and adjust the blocks on a special stand, which improves the quality of installation work; reduce the design time for relay interlocking, as well as reduce the amount of project documentation.

The design of the BMRC is reduced to a set and connection of typical circuit blocks located along the track development of a given station.

Relay blocks have a plug-in connection in the current circuit, which allows you to quickly replace in case of damage bad block without disturbing the work of centralization.

Currently, the BMRC system is widely used in the network of main and industrial transport. For the purpose of unification, this system is equipped not only with district stations, but also with intermediate stations.

Plant operation analysis
Station characteristics

The station considered in the course project is located on a single-track section of the railway with electric traction and is equipped with electrical interlocking of the BMRTS system. There are 2 tracks adjoining the station.

At the station, the minimum useful length of the receiving and departing tracks is 1050m; track width: along the main tracks 6.5 m, along the side tracks 5.3 m; type of rails: along the main tracks Р65, along the side ones Р50 with the mark of the crosspiece of the turnouts 1/11 and 1/9.

Schematic plan of the station

The schematic plan shows: H, H input traffic lights; H1, H2, H3, H5 and Ch1, Ch2, Ch3, Ch5 output traffic lights, respectively, of the even and odd necks of the station; I P, 2P, 3P, 5AP, 5BP receiving and departure routes; NP, ChP, M6P, 8/20P, 17/25 arrowless isolated sections (sections) bounded by insulating joints in the necks of the station; 1-7SP, 3-5SP, 9-15SP, 11-21SP, 13-19SP, 17SP, 23SP, 25SP, 2-14SP, 4-6SP, 8SP, 10-18SP, 12-22SP, 16SP, 20SP, 24SP switch isolated sections (sections) limited by insulating joints in the necks of the station; 9T, 10T, 11T, 12T dead ends. In the odd neck there are 13 arrows numbered from 1 to 25, in the even neck there are 14 arrows numbered from 2 to 28.

Design of electrical interlocking BMRC
Characteristics of the BMRC system

Block route-relay centralization has found wide application at precinct, marshalling and intermediate stations with more than 30 switches and a significant amount of train and shunting work.

Classification:

according to the method of power supply with central power supply;
according to the way dependencies are located with central dependencies;
according to the method of opening and closing with sectional opening and closing;
by type of element base relay;
according to the installation method block method;
for facility management remote control(both separate control and route control can be used).
BMRC route set design
1. Arrangement of route dial blocks according to the station plan

The block plan is built in accordance with the schematic plan of the station.

Blocks at BMRC are placed on a stylized single-line plan of the station, which indicates: numbering and specialization of receiving and departing tracks; numbering of switches, switch-track and non-switch sections; all the main insulating joints, repeaters of input traffic lights, as well as output combined with shunting and repeaters of shunting traffic lights are placed; signal buttons for train and shunting signals were placed.

Schematic design of angle switching relays

The UK relays are installed in the NSS blocks and are designed to select the route of the main route. These relays are switched on by the contacts of the push-button relays of those traffic lights, by which it is possible to set the route according to the minus position of the exit.

Topologically, the contacts of the UK relay are located in the sharp corners of the AKN relay circuits, which correspond to the corners of the station plan formed by the exit and the straight path when moving from the side of the stage. This allows you to set routes to both positions of the exit arrows. To exclude bypass circuits, the UK relays are powered through the diodes of the BDSH block.

When the push-button relay NKN or KN is turned on, all the UK relays connected to its contact are activated, however, only those of them where the negative control relay MU is activated receive a self-locking circuit.

Designing route dialing schemes

Route control is used in BMRCarrows and traffic lights, at which the main routeof any complexity is set by sequentially pressing two buttons - the beginning and end of the route, after which the running and security arrows are automatically translated, and then the traffic light opens.

The route is called the main if it allows you to perform train and shunting movements from the beginning to the end of the route along the shortest distance with the highest speed and the least number of hostile routes. Variant routeshave the same start and end as the main route, but their route differs from the main route by the position of the arrows. Variant routes are set by pressing three or more buttons.

Buttons of the BMRTS remote control are divided into train, shunting and variant. If at the corresponding point of the single-line plan, where the train or shunting route ends, there are no necessary buttons, then special end train or shunting buttons are installed to determine the end of the route. Train buttons are identified by the name of the traffic light with the addition of letters NK , and shunting with the addition of the letter TO . The final train buttons of the departure routes are called by the designation of the haul track, and the final buttons of the routes of reception and transmission to specialized receiving-departure tracks by the number of this path. The final shunting buttons are named depending on their location: by the number of the nearest arrow or the name of the input traffic light, to which shunting movements are allowed. Option buttons are identified by the numbers of the arrows between which they are installed.

Design of the BMRC executive group
1. Schemes of initial, final relays

The initial and final relays are used to determine the beginning and end of routes in the combined schemes of control-sectional, signal, route relays, the scheme for canceling routes and opening unused parts of shunting routes during corner arrivals.

All routes for each train and shunting traffic light have their own initial relay installed in the corresponding signal block. For train traffic lights in the VD-62 block, two initial relays are provided: train N and shunting NM and their common repeater - the OH relay.

The initial relays are switched on according to the route set matching circuit through the front contact of the closing relay of the first section of the route. In block SP-69, the closing relay of the section is a repeater of route relays 1M and 2M. In the VD-62 block, to turn on the initial relays, a repeater of the closing relay of the first section is installed behind the traffic light.

After the route is set, the start relay is self-latching via the back contact of the normally open relay and its own front contact and remains energized until the first section of the route is opened.

The ends of the shunting routes are determined by the KM end relays. No end relays are required for train routes, as the main circuits throughout the station throat are normally connected for train routes. The final shunting relays KM are installed in those blocks where the shunting routes end: in the blocks of the P-62 track, the UP-65 track section and the M1 and M2 shunting traffic lights.

The final shunting relay is switched on by the contact of the corresponding VKM relay of the dial-up group through the contact of the closing (block M1) or route relay (block UP-65) of the last section of the route or through the contact of the excluding relay (block P-62). After setting the route, the KM relay is self-blocking through its own front contact and the rear contact of the normally open, route or bypass relay. The KM relay turns off after the opening of the last section of the route.

Scheme of control-sectional relays

The KS relay is installed on each isolated section (SP and UP blocks), on each traffic light (VD, M I, M II, M III ), each transceiver path (P) and each removal section (rack for linking with the haul). Control-sectional relays are designed to check traffic safety conditions, under which it is possible to set one or another route. In the specified route, the CS relays are switched on in series, forming a chain of 1 interconnections of the BMRC executive group.

In the KS relay circuit, the following are checked:

freedom of running switch sections by the contacts of switch-track relays SP in SP blocks;
freedom of arrowless sections in train routes by contacts of track relays P in UE blocks; in order to be able to set shunting routes to an occupied section of the track, the contact of relay P is shunted by the contact of the final shunting relay KM;
the presence of control of the extreme position of the arrow; the correct position of the guard switches, the freedom of oversized switch sections, the lack of local control on this switch by the contacts of the VZ relay in blocks C;
positive and negative position of the pointer by the front and rear contacts of the pointer control relays PK, MK in blocks C together with the front contacts VZ;
no opening of the route by the rear contacts of the cutting relay R in the SP and UP blocks;
the absence of specified hostile routes in the given neck of the station in which the route is set, by the rear contacts of the initial H, ON relays and the final shunting relays KM in the signal blocks VD, M I , MP, M III ;
the absence of predetermined hostile (frontal) routes from the opposite neck of the station to a given receiving-departure path in the routes for receiving the exclusive relay QI (NI) by the front contacts in the P blocks;
setting the correct direction of movement in the routes of departure to the stage, equipped with a two-way AB, front contact of the relay for changing direction NSN (ČSN).

When the above safety conditions are met, the KS relays are switched on by the contacts of the anti-repeat relays of the corresponding stacking blocks after the initial relay is triggered in the compliance circuit. After switching on the relay, the CS receive power through the self-blocking circuit in the signal blocks of the traffic light being opened, and turn off when the rolling stock enters the first section behind the traffic light or when the route is canceled by the cut relay contact.

Route relay circuits

Relays 1M and 2M are designed to close sections along the route, as well as to open when the train moves along the route in case of cancellation or artificial cutting of the route.

Two route relays are provided for each isolated section, which are installed in the SP and UE blocks. Relays 1M and 2M have separate windings. The lower windings are used in self-locking circuits, and the upper windings are connected to the MC, 1M, 2M interconnect circuits.

In the absence of specified routes, the sections are open, since the M relays are powered by self-blocking circuits. Closing relays 3, installed in the SP and HP blocks, are also included, since they are common repeaters of the corresponding routing relays. When the route is set, relays M are turned off by the rear contacts of the triggered relays KS. Relay M turns off relay 3, the route is closed.

The BMRC uses sectional opening of the route, i.e. the sections open one by one as they are released by the tail of the rolling stock. To protect against false opening, each section (except the first one behind the traffic light) is opened with the following conditions checked: opening of the previous ( i -1)-th section; occupation of the rolling stock of this i -th section; release of this i -th section and occupation of the next ( i +1)-th section. The first section opens with a check last three conditions. The switching circuit of route relays is symmetrical. When the rolling stock moves from left to right, two conditions are checked in the 1M relay circuit, and the last two in the 2M relay circuit. In the opposite direction of movement, the route relays operate in the reverse order.

Alarm relay diagram

The circuit of the relay C and MC is designed to control the signal indications of train and shunting traffic lights with checking the conditions for the safety of train traffic. Signal relays are installed for input traffic lights on racks of free mounting, for route and output traffic lights in blocks B I , B II , B III ,: for shunting traffic lights in M blocks I, M II, M III.

The train signal relay circuit and the main circuit of the shunting signal relays are common and form circuit 2. Relays C and MC are connected to the common circuit by the contacts of the initial (H, OH) and final shunting relays (KM). In this case, the pole M is connected to the winding of the train signal relay, and the shunting pole P is connected to the winding .

In the main circuit of relay C, it is checked:

Switching on the control-sectional relays located in the block of the traffic light to be opened, as well as in the blocks SP and UP along the route;
actual closure of route sections by rear contacts of relays 1M and 2M, 3 in blocks SP, UP and VD;
the absence of artificial cutting of sections by the rear contacts of the relay RI in the blocks SP and UP;
in the reception routes, the actual exclusion of the possibility of setting frontal routes to the receiving-departure route after setting this route by the rear contacts of the NI (CHI) relay of the P block; freedom of the receiving-departure paths by the front contact of the relay P; lack of inclusion of an invitation signal at the input traffic light by the rear contact of the LPS (CHPS) relay;
in the departure routes, the absence on the haul of trains sent with a wand key, the front contact of the ChVKZh (NVKZh) relay, the front contact of the ChZh (NZh) relay; NI).

The alarm relays are switched on by the contacts of the anti-repeat relays OP, PP, MP of the corresponding set-up blocks after the initial relays N, NM, OM, the KS relay are turned on, the routing relays 1M, 2M and the NI (CHI) exclusion relays are turned off, provided that the permissive signal indications of relay C and MS correspond receive power through the self-locking circuit through the contacts of the indicator relays NRU (NRU) or fire relays O.

The train signal relays are switched off when the train enters the first section after the traffic light by the open contact of the KS relay.

The shunting signal relays are switched off when the isolated section in front of the traffic light or the first section behind the traffic light is released. This is necessary when performing shunting movements forward by wagons. Therefore, in the shunting signal blocks, switching of the signal relay from the main circuit (circuit C) to an additional circuit 3 (circuit MC) is provided. MC relays are switched off by the IP relay contact in blocks M I, M II, M III or contact of route relay M in SP blocks.

In addition to the NS (ES) relay, the signal indications of the input traffic light are controlled by the green light switching relay NZS (ChZS) and the flashing signal switching relay NMGS (ChMGS). These relays are connected by the contact of the relay KS of the HP unit to the chain of 5 interconnections. The NZS relay is turned on when passing through the side track, the NGM relay is turned off, therefore, through the front contact of the signal relay of the output traffic light on circuit 5, the NMHS relay is turned on.

The signal indications of the output traffic light, in addition to relay C, are also controlled by a linear signal relay LS, located in block B I , traffic light Ch1. This relay is connected to the circuit of 5 interblock connections by the contact of the relay KS of the HP unit and is activated through the contact Ch3 if two or more block sections are free on the run.

Cancellation of routes

Cancellation of routes in the BMRC system is performed with a time delay depending on the type of route closure. In case of preliminary closing of a train or shunting route, the time delay is 6 seconds, which protects the EC devices from premature opening when the shunt is lost in the approach section. The finally closed train route opens with a time delay of 3 min 15 s, and the finally closed shunting route with a time delay of 75 s.

The type of route closure determines the state of the proximity relay. IP in the signal blocks of the executive group. If the route for this traffic light is not set, then the corresponding relay IP is energized through the self-locking circuit through the rear contact of the signal relay, regardless of the state of the approach section. When a traffic light opens and a free section of the relay approaches IP continues to receive power through the second self-locking circuit through the front contact of the travel relay of the section in front of the traffic light (preliminary circuit) and turns off when this section is occupied (final circuit).

When canceling an unused route on the control panel, the group button for canceling the OG is pressed, and then the initial button of the traffic light on which the route to be canceled is set. Pressing the exhaust gas button turns off the exhaust gas and OH relay. The OG relay, with its rear contact, connects the OG1 relay to the FOG wire and, therefore, to the contacts of all push-button relays, checking their off state. If the pushbutton relays are without current, then the OG relay turns off, including the FOG relay in the FOG wire. At the same time on the scoreboard through the rear contacts of the VOG and OG1 relays, the route cancellation lamp lights up with a flashing red light. If after pressing the button OG the cancellation of the route is not required, then the relays OG and OG1 can be brought to the initial (on) state through the front contact of the SOG relay by pressing the button OG again.

Pressing the button at the traffic light of the canceled route causes the contacts of the push-button relays NKN or KN to switch in the self-blocking circuit of the signal relay from the M pole ( II ) to the MG (PG) pole, the voltage from which is removed by the OH relay contact. This causes the alarm relay to turn off and the traffic light to close. In addition, the button relay turns on the VOG relay, which closes the circuit of the VOG1 relay. On the scoreboard, the route cancellation lamp lights up with a continuous light.

After closing the rear contact of the signal relay in the units VD, M I, M II or M III executive group, the OT cancellation relay is turned on. The OT relay is designed to turn on the time delay sets and the R cutting relay when the route is cancelled. In the cancellation relay circuit, the following are checked: by the front contacts H and HM, the correctness of pressing the initial button of the route to be canceled; by the front contact of the relay KS the freedom of route sections (the train did not follow the blocked traffic light); the rear contacts of the relay C and MC closed state of the traffic light; buses MGOT, MMV, MMV freedom of the corresponding time delay blocks OSB (time delay 6 s), MSB (75 s), PSB (3 min 15 s) from cancellation of other routes. After switching on, the OT relay is self-locking; the relay turns off after the route is opened by contacts KS, N or NM.

Further, depending on the category of the route and the type of its closure, including the GOT relay during the preliminary closure of the train or shunting route, the PV1 relay at the final closure of the train route or MV1 at the final closure of the shunting route.

The GOT, PV1 or MV1 relays provide switching on of the OB, PV or MV relay through the OSB, PSB or MSB time delay blocks of the BMVSH type. Thus, in the POV, PPV or PMV buses, a power pole P appears with the necessary time delay, depending on the state of the approach section before the open traffic light. From these buses in the executive units of the SP and UE, the cutting relay R is switched on, which open the sections of the canceled route.

When the route is canceled, the relays P are connected to each other in series, forming a circuit 6 within the canceled route. In this circuit, the contacts of the repeaters of the travel relays in the SP and UP blocks check that the canceled route is free from the rolling stock. The relay R is switched on at the beginning of the route through the front contacts of the relay N, NM, OT, KS from the time delay tires POV, MOV, PPV. The choice of the required time delay bus is determined by the state of the IP relay. At the end of the train routes, the ROSM pole is connected to the P circuit through the contact of the OKS relay of the P block in the receiving routes or through the CHOKS contact in the departure routes. At the end of the shunting routes, the M pole is connected through the front contact of the final shunting relay KM. When the departure routes are canceled in series with relay P, the CHORI relay is switched on along winding 1-3, which allows simultaneously with the route to open the circuit for changing the direction of two-way auto-blocking. Relay R, having actuated, disconnects the relay KS and turns on route relays M, which turn on closing relays.

Artificial opening of sections

The artificial route splitting mode is used to open sections of the route in the event of a malfunction of the track circuits or loss of control of the position of the switches. To enable the mode of artificial cutting of routes on the control panel, individual buttons for artificial cutting of routes IR and a group button GIR common to the entire station are provided.

The circuit works like this:

After pressing the individual buttons in the UP and SP blocks, the relays for artificial cutting of the RI are switched on, in the circuits of which the MIV pole checks the freedom of the ISB time delay block from artificial cutting of another route. Relay RI, having actuated, opens the power supply circuit of the GRI relay and prepares the circuit for switching on the relay R in each block.

After pressing the GIR button, the GRI1 relay is turned on, which occupies a set of artificial cutting, turning off the MIV power pole, turns on the ISB time delay unit, prepares the switching circuits of the R, GRI relays and the self-locking circuit of the IV relay. After 3 min 15 s. at the output of the ISB block, the relay IV is activated, which turns on the relay P in the first block. This relay turns on relays 1M and 2M of this block, which turn off the relay RI, as a result of which this section opens, and the relay P of the next section is connected to the power pole P through the relay contact IV. The process is then repeated until the last section opens. Then the GRI relay is turned on, which turns off the GRI1 relay. The circuit returns to its original state.

Floor object management
1. Control circuit of the pointer electric drive

In the BMRTS system, a direct or alternating current electric switch drive is used to control the switches. In a two-wire control circuit for a direct current turnout electric drive, the control and monitoring equipment is located in the starting block PS-220 and the execution unit C, for example, as in the control circuit for turnout electric drives, the exit switches are paired, which are in the positive position.

If there is no translation of the arrows, the general control relay OK (KM-3000) receives direct polarity power from the diode VD , located in the PM travel clutch, through the control contacts of the autoswitches of both switch electric drives, therefore, in blocks C of the exit switches, the PK and VZ relays are switched on.

When the arrows are moved to the minus position, the MU relay is turned on in the NSS block, as a result of which the neutral starting relay NPS is activated in the PS-220 block along the 4-2 winding (resistance 220 Ohm) with the ATC checking the sections adjacent to these arrows. Opening the rear contacts of the LPS relay causes the OK relay to turn off, which turns off the PK and VZ relays in blocks C. After closing the front contacts of the LPS relay, the polarized starting relay PPS is powered by a reverse polarity current through winding 1-3. Through the contacts of the NPS, PPS relays and the winding 1-3 of the NPS relay, power is supplied to the linear wire L1 from the RM pole of the working battery with a voltage of 220 volts, and to the L2 wire - from the RP pole. Therefore, the reversing relay R, having received power with a current of reverse polarity, connects to the linear wires through the working contact of the autoswitch of the electric motor MSP of the electric drive of the first arrow. In the process of switching the arrow, the NPS relay keeps the armature in an attracted position due to the operating current in the 3-1 winding. After the transfer of the first switch, the working contacts of the autoswitch open and the control contacts close, as a result of which the electric motor MSP of the electric drive of the second switch is connected to the linear wires. At the end of the translation of both arrows, the OK relay from the diode VD receives a reverse polarity current through the control contacts of the autoswitches. In Blocks C, the relays MK and VZ are switched on.

The transfer of the arrows from the minus position to the positive one occurs similarly using the contacts of the control relays PU1 and PU2 of the NSS block. For individual (separate) transfer of arrows, a turnout switch SK is used.

In the circuits for switching on the VZ relay in blocks With arrows, the front contacts of the relays OK, PK, MK check the presence of control of the extreme position of the exit arrows, and the relay contact MI checks the absence of local control of these arrows.

Control schemes for input, output, shunting traffic lights

Traffic light control circuits are among the most critical and therefore meet the following basic requirements:

traffic lights are switched by relay contacts of the first class;
if the traffic light has two or more permissive lights that can burn simultaneously, then the more permissive light is switched on by the front contact, and the less permissive one by the rear (for example, green and yellow lights);
the circuit must use a two-pole disconnection of clearance lights from the power source;
the circuit for switching on traffic lights must ensure control of the actual burning of the lamps.

Schemes for controlling the lights of the entrance traffic light

To control the lights of the entrance traffic light, a circuit with a central power supply and double-filament lamps of all lights, except for moonlight white, is used. The control and monitoring equipment is located at the electrical interlocking station (EC) and in the relay cabinet (RS) of the input traffic light.

Red and moon white lamps have a double power reserve. This excludes the absence of signal indications at the traffic light in the event of a malfunction of the power supply devices. In the event of a power failure from the EC post (PKhRSh, OHRSh), backup AC power is provided through a linear transformer (PH, OH) from available reliable power supplies, for example, from a high-voltage auto-blocking line. If this power source fails, a local storage battery (PB, MB) is connected. The input traffic light control schemes work as follows. The traffic lights are normally red. When the reception route is set, the initial relay H is activated. In the post part of the circuit, the OSP relay is turned on (Fig. .), and supplies power with its contacts to the relay windings CO, CO1, VNP. These relays turn on. Through the front contact of the post relay CO, the CO relay of the same name (REL2-2400) is switched on along the CO and OCO wires in the RSH of the input traffic light.

If the safety conditions for the established route are met, the main relay C and additional signal relays C1 and C2 are switched on at the EC post, and the operation of the last two relays occurs with a check of the closure of the front contact of the VNP relay. The contacts of relay C2 open the power supply circuit of the OSP relay, shunting its winding, and supply power to the wires of the PMG and OS, therefore, a relay is switched on in the RSH of the input traffic light. With its contacts, the circuit for turning on the red light of the traffic light is opened and power is supplied to the primary winding of the transformer 1ZH type ST-5 (Fig. 2.). A yellow light lamp is included in the secondary winding of this transformer. Since the CO relay in the RSH has already worked, the main filament of the lamp turns on.

To control the actual burning of traffic lights, fire relays of type 02-0.7 / 150 are switched on in series with the filaments of the lamps. The lamps of the permissive and moon-white lights are controlled when the corresponding light is turned on, and the serviceability of the main and reserve red lights is checked even in a cold state.

The design of the relay 02-0.7/150 allows it to be used both in the AC circuit and in the DC circuit. In addition, when the relay is switched off, a circuit for tripping extra currents is formed, passing through the windings L 21, L 12, L 22 and diodes VD 1, VD 2, which makes it possible to slow down the switching off of the relay during pauses when the flashing signal indication is on. For the same purpose, in the circuits of resolving lights, the high-resistance winding 3-4 is shunted.

When the upper yellow light is turned on at the traffic light, the 1ZhO relay is activated in the RSH, and the ZhZO relay (REL2-2400) at the EC post. By this time, having withstood the deceleration, the OSP relay is turned off, and the post relay CO switches to the self-locking circuit. The contact of the station relay ZHZO also turns on the relay RU. The front contacts of the relay C1 and CO1 block the main signal relay C with the control of the actual burning at the traffic light of the permissive signal indication.

If the route is set to the main track and the associated exit traffic light from this track is also open, the relay 3S is switched on at the EC post, the contacts of which switch the power from the upper yellow light to green.

If the receiving route is set to a side path, the GM, GM1 relays are de-energized. The rear contacts of the GM relay supply power to the circuit for turning on the lower yellow light lamp. There are two yellow lights at the traffic lights. If the associated output traffic light from this path is also open, then the MGS relay will turn on in the circuit node of the input traffic light. The front contacts of this relay will switch the circuit of the upper yellow lamp to the PKhSM power pole and turn on the BM relay in the power plant of the EC, which starts the set of flashing equipment. Relay M of the kit will start to operate in a pulsed mode, supplying power to the PCSM bus. When the front contacts of relay M are closed, the voltage in this bus is equal to the voltage in the PHS bus, and when the rear contacts are closed, it is lowered by the VHS autotransformer of the PT-25AZU type. The voltage supplied in this case to the PCSM bus is chosen in such a way that it is not enough to glow the filament of the traffic light lamp, but sufficient to keep the fire relay in the on state. At the traffic light, two yellow lights will light up, of which the top one flashes.

When the main thread of the traffic light lamp burns out, automatic switch on backup thread. If the standby thread burns out, it switches to a less resolving alarm reading. The principle of operation of the circuits is as follows: the signal indication of the traffic light switches from the main thread of the green lamp to the backup, from the backup thread of the green lamp to the backup yellow, from the backup thread of the yellow lamp to the main red.

When the main filament of the green fire lamp burns out, the fire relay ZO is turned off in the RSH, and at the post of the EC - the relay ZhZO. The post relay CO is turned off, opening with its contacts the circuits of its repeater - the relay CO1 at the post of the EC and the relay of the same name CO in the RSH. The contact of the latter switches the power supply circuit of the traffic light lamp from the burnt out main thread to the backup one. The fire relay ZO and its follower ZhZO are switched on again, the contact of which restores the self-locking circuits of the VNP and RU relays. Turning off these relays when switching the traffic light from the main thread to the backup is prevented by introducing a slow-acting relay CO - relay CO1 into the contact circuit. The blocking of the main signal relay C is now performed by the relay contact RU.

In the event of a burnout of the reserve thread of the green light lamp, the ZO relay is turned off again, followed by the ZhZO station relay, resetting the ZS relay from blocking with its contact. The rear contacts of the 3S relay include a backup yellow light lamp filament. The burnout of the latter leads to the switching off of the fire relay 1ZhO, the post relay ZhZO and the relay VNP and RU. The blocking circuits of the additional and main signal relays C1, C2, C open and the red light lights up at the traffic light.

When two yellow lights are on at the entrance traffic light, turning off due to a malfunction of the lower one can lead to a more permissive signal indication, which is a dangerous failure. When the main filament of the lower yellow light burns out, similarly to other permissive lights, the reserve filament of the lamp is automatically turned on. When the latter burns out, the VNP relay is turned off, opening with its contacts the circuits for switching on relays C1, C2, as well as the main signal relay C. These relays turn off, which leads to the red light turning on at the traffic light.

If, when two yellow lights are burning at the traffic light, of which the upper one is blinking, the main thread of any of the lamps burns out, then when the post relay CO is turned off, the MGS relay is reset from the blocking, which means that the upper yellow lamp stops blinking. Such a technical solution (inclusion of a less resolving signal indication) is used to reduce the likelihood of burnout and the reserve filament of a lamp operating in a pulsed mode (the transients occurring in this case are the worst conditions for burning a lamp filament).

When the main thread of the red light lamp burns out, the KO relay is turned off. Its contact connects winding 1-2 of the RKO fire relay to the backup thread circuit instead of winding 4 - 83, through which this thread was controlled in a cold state.

To avoid turning off the permissive signal indication when switching power sources (short-term shunting), relays C1, C2, GM, GM1, CO, VNP are fed from the PVZ, MVZ buses.

In the event of a power failure from the EC post to the RSh, the emergency relay SA (A2-220) is switched off, the contacts of which connect the backup AC power supply HH OH. The presence of the latter is controlled by the BA emergency relay (A2-220), which connects the circuits to the battery backup in case of failure.

It also provides for the installation of invitation signals, both at the input traffic lights and at the weekend. However, at the exit traffic lights that allow departure to a single-track stage, invitation lights are not designed.

To control the invitation signals, there are circuits for switching on the group set and the relay PS of traffic lights, for which an invitation light is provided. Only one invitation signal can be opened at the same time at the station.

IN original state the group kit includes an anti-repeat relay GPSP, the circuit of which passes through the series-connected rear contacts of the KN relay of traffic lights with an invitation light. Such inclusion of the GPSP relay is necessary to prevent unauthorized opening of the invitation signal in case of a malfunction of the initial button.

To open the invitation signal, the station attendant must press the buttons of the GPS and the traffic light to be opened. When the GPS button in the group kit is pressed, the GPS relay is activated through the front contact of the GPSR relay and the rear contact of the DPS relay, preparing the circuit for switching on the DPS relay with its contacts. The GPSP relay is turned off. Pressing the signal button turns on relay 1C, as a result of which the DPS relay circuit closes. When triggered, the DPS relay supplies power to the winding of the PS relay of the traffic light whose button was pressed, and turns off the rear contact of the GPS relay. The PS relay turns on and the GPS button can now be released.

After turning on the DPS relay in the route set, power is turned off from the MGN bus, and the KN relay of the traffic light being opened is blocked by the front contact of the PS relay. Turning off the power in the MGN bus excludes the opening of an invitation signal at other traffic lights when the GPS group button is pressed once.

After the signal button is released, relay 1C, DPS is turned off, through the contact of the previously released GPS button, the GPSP relay is turned on again. Schemes come to their original state.

To indicate the inclusion of a group kit, a GPS light is installed on the scoreboard. When the GPS relay is turned on, it lights up with a flashing white light. After pressing the signal button, the DPS relay is activated and the GPS relay is turned off, this light turns on with a steady light.

After switching on the PS relay of the input traffic light, the pulsed power supply PPLM - PMLM is supplied to the wires PMG - OPMG, to which the PMG relay (REL2-2400) is connected in the RSH. The pulse operation of the latter is controlled by the KMG relay, which has its own turn-off delay of 0.9 s. at a voltage of 12 V. The front contacts of the KMG relay connect relay C in parallel with the PMG relay winding and supply power to the traffic light invitation lamp circuit. When the front contacts of the PMG and C relays are closed, the moon-white fire lamp turns on, and when opened, it turns off. The serviceability of the filament of the moon-white fire lamp is controlled by the fire relay BO and its follower - the KPS relay. For the time of pauses, the rear contacts of the PMG and C relays turn on the power supply of the BO relay through the high-resistance winding 4 - 83, which prevents it from turning off.

The operation of the input traffic light control circuits is accompanied by an indication on the chipboard board. In the normal state, the traffic light is closed and a red lamp is lit in its repeater on the scoreboard. Burnout of the main and reserve filaments of the prohibition lamp will turn off the KO relay in the RSH and flash the red lamp on the display. When you turn on at the traffic light of any permissive indication, the green lamp lights up on the scoreboard. The opening of the invitation signal is accompanied by the simultaneous burning of the red and white lamps of the repeater. In the event of various malfunctions in the traffic light RSh, the KI relay is turned off. Its post repeater of the KI relay also turns off and the red lamp "Fault" turns on on the display. To reduce the blinding effect of traffic lights on the driver at night, two power modes for traffic lights are provided. Mode switching is performed by the station attendant. During daylight hours (“Day” mode), 220 V is supplied to the power poles of the PHS, PKHSMK, PKhSM, OHS, in the dark (“Night” mode) - 180 V. In addition, a blackout mode is provided - a double voltage reduction mode (DSN ), at which a voltage of 110 V is applied to these poles. The power is switched in the supply installation.

Since a power reserve is provided for the lamps of red and invitation lights, the switching of the DSN mode is carried out by the contacts of the DSN relay in the RSh of the input traffic light.

Schemes for controlling the lights of output and shunting traffic lights

The BMRC uses circuits for controlling the lights of output traffic lights. The control of the lights of output traffic lights is carried out by contacts of additional signal relays C1, C2, shunting signal relays MS, relay for switching on the invitation signal PS.

When setting the departure route, as a result of the operation of the circuits of the executive group of the EC, the relay CO is turned on, as well as the main one - C and additional signal relays - C1, C2, the contacts of which switch the signal indications at the traffic light from red to permissive (yellow). When two or more removal sections are free in the circuit node of the output traffic light, the 3S relay is switched on, which is connected to the 1M circuit when the route is set. The traffic light turns green.

When setting a shunting route, the switching of the traffic lights is performed by the shunting signal relay MS.

The circuit for switching on the output traffic lights has been developed taking into account the use of single-filament lamps for permissive lights, and double-filament lamps for red lights. The integrity of the filaments of the lamps of the permissive lights and the main filament of the red light is controlled by the fire relay O. The reserve filament of the red light is not controlled.

The operation of the circuit is accompanied by an indication on the scoreboard. Normally, the lamps of the repeater of the output traffic light are extinguished. When the permissive indication of the train traffic light is turned on, the green lamp is switched on by the contact of relay C2, when the shunting signal is opened by the contact of the relay MC, the white lamp lights up with a steady light, and in the event of a malfunction, the rear contact of the fire relay, or relay CO, the white lamp turns on in a flashing mode from the CXM power pole.

Schemes of output traffic lights, which provide signaling with two yellow lights, have some differences (for example, traffic light Ch2). Double-filament lamps are used in both the upper and lower amber lights to avoid giving a more permissive signal indication. To control the serviceability of the lamp of the lower yellow light, a fire relay ZHO (OL2-88) is used.

To turn on the invitation signal indication at the exit traffic lights, a group set and individual PS relays are used. Switching power in the circuit for turning on the lamp of a moon-white fire, it is supplied by the relay contact PS from the pole of the PCSMK through the wires PS1, PS2. The serviceability of the circuit is controlled by the PSO group fire relay. To prevent this relay from turning off during pauses, the winding 3 - 4 is fed from the auxiliary power pole of the PMM fire relay. The inclusion of an invitation signal at the output traffic light is accompanied by a flashing of the green lamp of the signal repeater on the scoreboard, which is powered by the PS3 wire.

Control apparatus and indication scheme on the chipboard board

To control the installation of the route, the state of the turnout and non-turnout sections of the track and the receiving and departing tracks, the burning of traffic lights, the position of the turnouts and the employment of the hauls, artificial opening at the EC post, a control device is installed, structurally made in the form of a panel-board (at stations with the number of turnouts less than 30) or a manipulator console with a remote display (at stations with more than 30 switches). The board has the following light cells:

1) according to the scheme of paths and arrows, light cells with red and white lamps. The red color shows the occupancy of the tracks and turnouts, the white color shows the route setting.

Normally, for unestablished routes, the cells of the switch and non-switch sections are not lit. After setting the route along its route, the cells in the light scheme light up in white (white stripe). When the areas are occupied, these cells light up in red. After release and opening, they go out.

On the receiving and departing tracks, the white bar lights up when the receiving route is set. When the train is on the way, a red bar turns on on the scoreboard. After opening the reception route to indicate the busyness of the receiving-departure path, one red lamp in the center of the path remains on on the light circuit.

2) to control the state of traffic lights according to the station plan, cells with traffic light repeaters are installed with the following indication:

entrance traffic lights: red lamp the traffic light is closed; green lamp - the traffic light is open; white lamp - an invitation signal is open at the traffic light.
exit traffic lights: green lamp the traffic light is open for train indication; a white lamp burning with a steady light - the traffic light is open for a shunting indication; white flashing lamp one of the traffic light bulbs burned out; all lamps are off - the traffic light is closed.
shunting traffic lights: white lamp the traffic light is open, the repeater is extinguished - the traffic light is closed.

BIBLIOGRAPHY

Station systems of automation and telemechanics: Proc. for universities railway
transp. /Vl.V. Sapozhnikov, B.N. Elkin, I.M. Kokurin, L.F. Kondratenko, V.A. Kononov; Edited by Vl.V. Sapozhnikov. M.: Transport, 1997. 432 p.
Route-relay centralization / Belyazo I. A., Dmitriev V. R.,
Nikitina E. V., Oshurkov I. S., Pestrikov A. N., ed. 3rd M., "Transport", 1974, 320p.
Course of lectures on the subject "Station systems of automation and telemechanics"

Functional diagram of block placement according to the station plan. Functional block layout diagram Functional block layout diagram according to the station plan

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