Department: "Automation and telemechanics in railway transport"

final work

On the topic: “Equipment of the station with BMRC devices”

Completed by: Abdullaev R. B.

AB group student - 174

Checked by: Tsoi N. G.

Tashkent

2012

Course project assignment…………………………………………………….3

Introduction………………………………………………………………………………4

1. Operational and technical part

Characteristics of the designed centralization system. . . . . .5

Post equipment, placement and installation system of devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Functional diagram of the placement of blocks “according to the plan” of the station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Maintenance of EC station devices

And safety precautions during work. . . . . . . . . . . . .9

2. BMRC route set

2.1. Functions and operating modes of route dialing. . . . . . . . . . . . 11

2.2. Determining the direction of movement and category

Route. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2.3. Construction and operation of a corner relay circuit. . . . . . . . . . . . . . . . . 15

3. BIRC Executive Group

3.1. Imposing route dialing schemes on the executive group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

3.2. Control sectional and signal relays. . . . . . . . . . . . . . . . 17

3.3. Closing and automatic opening of routes. . . . . . . .19

3.4. Cancellation and artificial division of routes. . . . . . . . . . . . . 22

References. . . . . . . . . . . . . . . . . . . . . . . . . . . ……………….... . . .24

Application

1. Schematic plan of the station. . . . . . . . . . . . . . . . . . . . . . . . . Sheet 1

2. Station block plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sheet 2

3. Switching on the direction relay block and group circuits. . . Sheet 3

4. Diagram of corner relays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sheet 4

5. Setting, closing, monitoring and opening the route. . Sheet 5

6. Timing kits. . . . . . . . . . . . . . . . . . . . . . . . Sheet 6

INTRODUCTION

Among railway automation and telemechanics devices with And Facility management systems at stations play a critical role. The speed of train processing at stations is decisively determined e lies throughput railways. The safety of train traffic in general largely depends on the safety of movement at the station. These movements have features movement of trains on switches, simultaneity of movements and the presence of two different types movements (train and shunting).

Ensuring high throughput and carrying capacity, without h dangers of train traffic on railway lines, increasing the processing capacity of stations, as well as increasing production O duration and improvement of working conditions for railway workers using at there are means of automation and telemechanics.

The introduction of automatic blocking on double-track lines increases their throughput by 2-3 times compared to semi-automatic blocking. Automatic blocking in conjunction with the centralized control room A tion increases the capacity of single-track lines by 40-50%. At the same time, for every 100 km of lines, 60-70 people are released With operating staff. Introduction of electrical control devices And tion allows you to increase the capacity of stations by 1.5-2 times, reduce the staff of duty switch posts and other duty personnel in the environment d There are 35 people for every 100 centralized shooters.

The main type of electrical centralization currently used is relay centralization of switches and signals, in which relay equipment with high reliability is used for control, ensuring the safety requirements for train traffic.

Relay centralization, according to the requirements of the PTE, does not allow the opening of the entrance traffic light when the route is set to a busy path; moving the arrow under the train; opening signals, corresponding at on a given route if the arrows are not placed in the proper position and the signals of hostile routes are not closed; transferring an arrow entering the route or opening a hostile signal w rue with an open signal protecting the established route.

At stations, depending on the number of switches, signals and traffic sizes, several types of relay systems are used. n centralization, one of which is block route-relay centralization (BMRC), which is widely used at district, marshalling and intermediate stations with a number of switches of more than 30 and a significant amount of work.

The purpose of this course project is to develop technical solutions for equipping the station with BMRC devices.

1. Operational and technical part

1.1. Characteristics of the designed centralization system

The block route-relay centralization system (BMRS), thanks to its industrial principles, has become widespread at medium and large stations, as well as industrial railway transport. The BMRC system uses route control of arrows and traffic lights by pressing buttons on the “from where to where” principle. Two groups of relays are used: a dialing group and an executive relay group. The dialing group serves to transmit orders for the transfer of all switches participating in the route. It also ensures the safety of train traffic, but does not meet the requirements of the PTE and therefore is built on a relay of the second reliability class of the KDR type. The relay executive group closes the route, opens traffic lights, opens the route by train, cancels and artificially opens the route, ensures the safety of train traffic, fulfills the PTE requirements for EC devices and is therefore built on relays of the first reliability class of the NM and KM type.

The dialing and actuating groups of the relays are used in block installation, which can significantly reduce the amount of installation work during construction, and speed up the commissioning of centralization devices, and subsequently improve the conditions for their maintenance. Composite blocks of the same size, in which up to six KDR type relays 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 corner relay. Executive units are of small type (block C), where three NM type relays are installed, and large type (PS, SP, UP blocks, etc.), where it is possible to place up to 9 NM type relays, but, as a rule, one of places are occupied by resistors.

The designed BMRC uses a two-wire switch control circuit with a PS-220M unit, central power supply and central dependencies, i.e. all dependencies between switches, traffic lights and track circuits are carried out at the EC post; a control circuit for the input traffic light with double-filament lamps is used. The control device is presented in the form of a panel board with a groove-type board with route control by arrows and signals. One stage of closure and section-by-section opening of the route are used. A battery-free power supply system is used, i.e. There is no 220V working battery, but a 24V starter battery (to start the diesel generator), a 24V control battery and 60V communication batteries are used. The station is equipped with track chains AC with a frequency of 25 Hz, with a DSSh-13 travel relay, as well as point electric drives of the SP-6M type.

1.2. Station equipment, placement and installation system

Devices

Approximately 70% of all BMRC equipment is located in functional blocks, which are manufactured in factories in the form of standard structures with completed installation. BMRC diagrams for stations with any number of arrows and traffic lights are assembled by interconnecting typesetting and execution units in accordance with the topology of a single-line station plan. The block construction of electrical centralization makes it possible to simplify the design of devices, reduce installation time, and improve maintainability during operation of existing installations.

BMRC equipment and power supply devices are located in the building of the EC post. The main premises of the EC post are: equipment room, relay room, communication room, etc.

The design of a BMRC is reduced to a set and connection of standard circuit blocks located along the track development of a given station. Relay units have a plug-in connection to the current circuit, which allows, in the event of a malfunction in the unit, to replace the unit without disrupting the operation of the centralization.

BMRC equipment is divided into dialing (route dialing), executive (schemes for setting and disconnecting routes) groups and control and monitoring circuits for floor objects. Diagrams of the BMRC dial group are designed to implement the route method of controlling arrows and traffic lights. The relays located in the dialing blocks record the actions of the station attendant on the control panel and automate the movement of arrows along the route and the opening of traffic lights.

Typical relay units are placed on free-mount cabinets, the electrical installation of which is carried out in the factory according to individual projects for a specific station, while the units of the dialing and executive groups are installed together on the same cabinets in order to reduce the cost of installation wire and in-house cable.

The number and order of placement of blocks on the cabinets is determined by the general functional diagram, which reproduces the route plan of the station with centralization objects. Along with the relay blocks, in the upper part of the cabinets there is a row of relays of the NMSh, KMSh types and two rows of terminals for connecting installation wires.

The BMRC uses 8 typeset blocks and 12 types of executive group blocks. In place of one block of the executive group, two typing blocks can be installed.

1.3. Functional layout of blocks “according to the plan” of the station

The blocks at the BMRC are arranged according to a schematic plan of the station, which indicates: the numbering and specialization of receiving and departing tracks; numbering of switches, switch-track and non-switch sections; all the main iso-junctions, repeaters of the input main and additional traffic lights, as well as exit lights combined with shunting and repeater shunting traffic lights; signal buttons for train and shunting signals are placed, located on 1 sheet of the course project.

Arrangement of blocks of the typesetting group:

NPM - to control entrance, exit and route traffic lights; can be used for shunting traffic lights from the track section behind the entrance traffic lights, as well as for the final train button;

NM I - control unit for a single shunting traffic light located on the border of two switch isolated sections; also applies to option button;

NM I D - additional block for six NM blocks I ; contains six push-button relays - repeaters of control panel buttons;

NM II P - control unit for a shunting traffic light, allowing movement from a non-centralized zone, as well as for one of two shunting traffic lights from a section of the track or for one of two traffic lights in a alignment;

NM II AP - the same for the second traffic light from a section of the track or traffic lights in the alignment; used in conjunction with the NM block II P;

НСОх2 - control unit for two single arrows;

NSS - control unit for twin arrows;

NN - direction block, fixing the type and direction of the specified routes;

NPC - a block that controls the sequential switching of the arrows during mains power supply; contains three sets of control equipment;

BDSh-20 - a block for switching on angular push-button relays in NSS blocks, contains diode isolation circuits.

The circuits of the executive group of the BMRC are designed for installation, closure, opening and artificial routing of routes with checking the safety conditions of train traffic. Arrangement of blocks of the executive group:

B I - an exit traffic light unit combined with a shunting light, with three-digit signaling;

B II - block of output traffic lights in two directions with three-digit signaling; also used for exit traffic lights from the main path if there are alternative routes;

BIII - an exit traffic light unit combined with a shunting light, with four-digit signaling;

VD - additional to blocks B I - BIII ; also used to control the entrance traffic light with local power supply to the lamps;

P - a unit for monitoring the status and absence of hostile routes on the receiving-departure path;

JV - control unit for monitoring the state, closing and opening of the pointer section;

UP - a unit for monitoring the state, closing and opening of the switchless section (the track section in the neck of the station);

WITH - pointer position control unit;

PS - starting pointer block; designed to control and control two (single or paired) arrows;

M I - a block of a single shunting traffic light located on the border of two isolated switch sections;

M II - a shunting traffic light block located in alignment (on the same ordinate) with a traffic light in the opposite direction; also used for traffic lights from a non-centralized area;

MIll - a block of shunting traffic lights from the track section at the neck of the station, as well as a shunting traffic light from a specialized receiving and departure track.

Units installed on free cabinets not according to the station plan:

NM I D; NN and one reserve NNr;
BDSH-20; PS starting switch block, large size, PS-220M is installed one for two single switches or one for two exits or one for an exit and one switch; BMVSh blocks (small-sized time delay block with plug-in mounting) are manufactured in the NMSh relay housing, 4 blocks are installed per station:
1. OSB cancel zener diode unit with a time delay of 6s.
2. SME shunting zener diode unit with a time delay of 60 s.

3. PSB train zener diode unit with a time delay of 180 s. Used when canceling a train route when the approach section is busy.
4. ISB artificial opening zener diode unit with a time delay of 180 s.

1.4. Maintenance of EC station devices and safety precautions during work

The main types of maintenance work are: checking dependencies in accordance with the established PTE requirements, checking the operation, inspection, measuring parameters, characteristics and bringing them to normal, adjusting, cleaning, lubricating, painting, replacing worn parts and assemblies, replacing at established intervals devices for repaired and tested at RTU, restoration of proper operation of devices in the event of failures, work to improve reliability, currentrepair. Maintenance is carried out, as a rule, without disconnecting the devices from dependence.

Preventivework is carried out a certain time after the end of the previous prevention. Repair work is carried out by turning off and disassembling devices within a certain time frame.Restorativework ensures immediate elimination of failures.

Organization maintenance is possible at a signaling and communication distance and is regulated by the PTE and the Instructions for the Maintenance of Signaling Devices. Troubleshooting and maintenance are provided by distance workers in compliance with the requirements of the Instructions for the movement of trains and shunting work on the railways of the Russian Federation, the Instructions for ensuring the safety of train traffic during the maintenance and repair of signaling devices (TsSh/4397), as well as developed technological processes and technical guidelines.

To establish a unified procedure for maintenance work, there are technological maps. All main works are divided into three groups: work related to turning off devices, work performed with the consent of the DSP and with a preliminary entry in the inspection log without turning off the devices, and work performed with the consent of the DSP without an entry in the inspection log. The first group includes work such as replacing an electric drive or individual components, switch set components, cables to an electric drive or installation in an electric drive and other similar types of work. The second group of work includes routine checks and inspection of devices. The third group includes work “replacing lamps in traffic lights of a signal transformer and adjusting the voltage on the lamps, replacing plug devices (relays), display lamps, etc. A complete list of works for each group is given in the Instructions for ensuring traffic safety when carrying out maintenance work on devices SCB (TsSh/4397).

The inspection log indicates the results of the inspection, detected faults and damages, the start and end times of the work, the performer or the responsible manager of the work. Within one EC post, while maintaining the use of signals, it is allowed to simultaneously turn off for repairs no more than one switch and no more than two track circuits.

Periodic inspection of station equipment and its repair is carried out in repair and technological areas (RTU or instrumentation) according to technological maps, which indicate the type of product or assembly, the items being performed from the list of operations, measuring instruments, instrument and materials, performer. At distances, area and brigade methods of maintenance have been used. With the circumferential method, servicing of all devices is provided by an electrician and one or two electricians. The okolotok covers one small station with an adjacent section; Large stations are divided into several districts. Six to eight districts make up the site; The work of electromechanics and electricians of the site is organized and controlled by a senior electrician. With the team method, one complex or two or three specialized maintenance teams are created at the site. A team of six to ten people is headed by an electromechanical foreman or a senior electrician. The work in this case covers an annual and four-week device maintenance schedule.

When working on railway tracks, to ensure the safety of train traffic and workers, the work site is preliminarily fenced off with stop signals, speed reduction signals, and a “Feed” sign. sound signal locomotives."

When working on centralized points, wooden inserts are installed between the retracted point and the frame rail against the electric drive rods. In conditions of poor visibility, work on the railway tracks is carried out by a group consisting of at least 2 people, the duties of one of them include only monitoring the movement of trains. When carrying out work at a traffic light, you cannot work with two people different levels. The working tool must be in good working order with proper insulation on the handles and other places to be insulated.

2. BMRC route set

2.1. Functions and operating modes of route dialing

All relays of the dial group are placed in closed blocks, which are standard schemes installed and tested at the factory. The dial group allows you to use route control of arrows instead of separate ones. If, with separate control, switches are set along the route by moving switches, or by pressing the buttons of all switches included in the route, then with route control, switches included in the route are moved by pressing two or more buttons in succession, which significantly reduces the time for preparing routes and increases speed centralization.

The main relays of the dialing group, which carry out all the listed actions, are: KN (NKN) push-button, recording the pressing of route buttons; AKN automatic push-button, determining the main route option and allowing you to dial complex routes by pressing only two buttons the beginning and end of the route; and also select shunting routes at traffic lights by pressing only two buttons; P reception; About departures; PM shunting for receiving; OM departure shunters (direction relays to determine the category and direction of the route).

The direction relays are switched on according to a special circuit with mutual interlocking, which allows you to simultaneously excite one relay of the category whose button was pressed first. Excitation of the direction relay allows you to dial a route of the category and direction to which it belongs, and prohibits dialing routes of other categories and directions until the dial group is completely freed: PP, OP train anti-repetition relays; MP shunting anti-repetition relays.

The relays listed earlier determine the traffic light that allows movement along the selected route, i.e., the beginning of the route: VKM auxiliary final shunting, determines the traffic light before or beyond which the shunting route is selected, i.e., the end of the route; PU and MU positive and negative control relays for turning on the starting circuits for moving the arrows along the dialed route.

The complete circuit of the dial group consists of four circuits of interconnections:

1 switching on the KN relay,

2 activation of the AKN relay,

3 relays PU and MU,

4 correspondence diagram including the initial relays of train and shunting routes.

KN and NKN relays are installed in dial blocks that control traffic lights and are turned on when the corresponding buttons on the control panel are pressed.

The NPM block contains a push-button relay NKN, which is activated when the train button is pressed, and a relay KN, which is activated when a shunting route is specified.

Push-button relays of the NM block I switched on via additional push-button relay K of the NM unit I D. If the button of this block is pressed first, then the P pole power is available on the rear TNM bus, and the NKN relay is turned on. If the route is set before this traffic light and the button is the final one, then there is no power on the TNM bus, but there is power on the NM bus, which leads to the activation of the KN relay.

Block NM II P contains one push-button relay KN, which is switched on using an additional relay K. The switching on of the KN relay is similar to the NKN relay of the NM block I.

After releasing the corresponding buttons, the KN and NKN relays become self-locking, and turn off when the rear contacts of the PU, MU relays, located in the adjacent sides of the NSS (NSO), are opened.

The route is entered by successively pressing two or more buttons on the remote control. The direction of travel is determined by the order in which the start and end buttons are pressed, and the route category is determined by the choice of train or shunt buttons. Intermediate (variant) buttons, as a rule, are common for train and shunting routes.

When setting a reception route at a traffic light N at 5P, the initial button N is pressed and in the NPM block the NKN relay is turned on along the circuit:

Determining the direction of travel and route category

When selecting train and shunting routes, the category and direction of the route are determined by pressing the first route button on the manipulator. The category and direction of the route during the operation of the dialing group is recorded by direction relays placed in the LV block; P reception, included in the circuit of the HV relay, through which it receives power through the front contact of the NKN relay of the input traffic light from the NPM unit; O departure, included in the HF relay circuit, through which it receives power through the front contacts of the NKN relay of the output traffic lights that determine the beginning of the departure route PM shunting for receiving, connected through the contact of the auxiliary relay VPM, receives power through the VNM circuit through the front contacts of the CN block relay shunting traffic lights that determine the beginning of receiving shunting routes; OM shunting at the departure, switched on through the contact of the auxiliary PTO relay, receives power via the HFM circuit through the front contacts of the relay KN of the shunting traffic light blocks, which determine the beginning of the shunting routes at the departure. The PM and OM relays receive additional power via circuits through the relay contacts of the buttons of the NM1D, NM blocks II P, NM II AP.

The direction relays are normally without current. Train direction relays are excited via the HV switching wires through the front contact of the push-button relay of the initial traffic light button of the corresponding direction:

The excitation circuit of each direction relay passes through the rear contacts of the other 3 relays. Therefore, only one direction relay can be energized. Relay P is connected to the HV wire, to which the power pole is supplied through the contact of a push-button relay, excited by pressing the initial button of the odd receiving route. In addition, the HV wire includes the contacts of the NKN relay of the train end buttons of the shunting traffic lights from the receiving path.

Once energized, the direction relay remains energized until all push-button relays energized to set the given route are turned off. This is achieved using self-locking circuits. When triggered, the P(O) relay is connected through one of its own contacts to the HV(HF) wire with the contacts of the push-button relays of the final train buttons of the receiving (departure) routes, and through the other its own contact and the contacts of the VPM and PTO relays, repeating the contacts of the push-button relays of the intermediate buttons along route route, to Pole P.

By relay contact P, the P pole is removed from the TN bus and supplied to the N, Ch, FM buses; N, Ch; N.

From the H bus in the NPM block, the OP relay is switched on via the circuit:

which turns on the PP relay in the circuit:

Through pin 25 of the NPM block on the remote control, the cell at the traffic light repeater is turned on:

After releasing the H button (input traffic light), the NKN relay remains energized through the self-locking circuit:

When you press the end button Ch5Ch 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 switched 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 NM I traffic light M13 relay AKN includes push-button relays KN, which turn on the VP relay.

Along the 3rd circuit of interblock connections, the control relays are switched on along the circuit:

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

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

The initial relays H are located in the signal blocks of the executive group VD, MI, MII, M III and are connected to the matching circuit by the front contacts of the 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 final ones. After closing the route, the initial relays are disconnected from the correspondence circuit by contact of the closing relay 3 of the first section behind the traffic light, becoming self-locking. The route dialing circuits return to their initial state after the signal relay is turned on.

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

2.3. Construction and operation of an angular relay circuit

In the dialing group, train and shunting routes (the main option) are set by pressing two buttons the beginning 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 turnout exits included in the route.

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

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

3. BMRC executive group

3.1. Imposing route dialing schemes on the executive group

The relay equipment of the dialing group provides: fixation and memorization of button presses when dialing routes; determining the category and direction of the route depending on pressing the route start buttons; turning on the light route indicator to control the correctness of the route set; determining the correctness of sequential pressing of route buttons, including route end buttons when selecting routes of various options; turning on control and starting relays for simultaneous switching of arrows included in the route; checking the correspondence of the dialed route to the actual control position of the translated switches for this route: turning on the initial and final shunting relays to determine the boundaries of routes in the circuits of the centralization executive group; canceling route selection; auxiliary control mode and signaling on the route dialing order board.

When you press the start and end buttons of the route, relays N, VK (KM) are activated respectively;the second chain of interblock connections will workAKN, then the front contacts OP and VP along the third chain of interblock connections will operate the PU and MU relays, transmitting a command to switch the arrows, after switching the arrows, taking into account the correspondence diagram, the initial (N) relay will be energized, the control sectional (CS) and the closing relay will be de-energized relay (Z), after which the signal relay (C) is energized. Thus, the typing group, having fulfilled all the conditions described above, transmits commands for execution to the executive group.

3.2. Control section and signal 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. The KS relay is installed in the following blocks: UP and SP for selecting and monitoring track and switch 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 full control correct installation of the entire route in the signal relay circuit and recording of the movement that has begun along the established route. In addition, for each approach of the station, common control-sectional OKS relays are installed on an open-mounted cabinet.

In the KS relay circuits, control is carried out: the freedom of track and switch sections included in the route (P, SP); arrow positions (PC, MK); no cutting of arrows, security arrows, oversized areas, no double control of arrows (VZ); the absence of established hostile routes to the receiving-departure path from the opposite neck (NI or CHI); absence of route cancellation (rear contacts of relay P).

When the listed traffic safety conditions are met, the KS relays are switched on by the contacts of the anti-repeat relays of the corresponding dial blocks after the initial relay is activated according to the correspondence diagram:

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

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

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

The circuit of train signal relays and the main circuit of shunting signal relays are common and form the second circuit (relay circuit C) of interblock connections. Relays C and MC are connected to the common circuit by the contacts of the initial (N, OH) and final shunting (KM) relays. In this case, the power pole M is connected to the winding of the train signal relay, and the pole P is connected to the shunting winding, which eliminates the operation of the train signal relay along the shunting circuit in case of false operation of the KM relay.

In the main circuit of relay C, the following is checked: the activation of the KS relay located in the block of the traffic light being opened and in the SP, UP blocks along the route; actual closure of route sections by relay contacts 1M, 2M, Z in blocks SP, UP, VD; absence of artificial cutting of sections by relay contact RI; clearness of the receiving and dispatch path relay contact P; absence of an invitation signal at the entrance traffic light; absence of trains sent with a key-staff on the route; availability of the first stretch removal section; actual closure of the circuit for changing the direction of the double-sided battery.

The signal relays are switched on by the contacts of the anti-repeat relays OP, PP, MP of the corresponding dial blocks after the initial relays N, NM, OH are turned on, the control sectional relays KS are turned off, the route relays 1M, 2M are turned off and the exclusion relays NI (CHI) are turned off. If the permissive signal readings of the NS relay match, self-locking circuits are obtained through the contacts of the NRU indicator relays or fire relays O.

The KS relays close the switching circuit of the signal relay NS of the input traffic light:

Train signal relays are switched off when the train enters the first section behind 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 cleared. Therefore, the shunting signal blocks provide switching of the signal relay from the main circuit (relay circuit C) to an additional third circuit (relay circuit MC). The MC relay is switched off by the IP approach notification relay contact in the M blocks I, MII , MIII or route relay contact in SP blocks.

In addition to relay C, the signal readings of the output traffic light are also controlled by the linear signal relay LS in block VI. This relay is connected to the fifth circuit of interblock connections by the KS relay contact of the VD block and is activated if two or more block sections are free on the stretch.

3.3. Closing and automatic opening of routes

Closing and opening of track and str l full-time sections, enteringwho are included in the route, produce route routes and close sch e relay, fixation request food yes - route relays. I'll turn on the circuitThe values of these relays are built according to the station plan.

In blocks U 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 route relays of the first track or switch sections behind the input and output traffic lights.

The winding of 2-4 route relays is connected along circuits 4 and 5 of interblock connections, 1-3 in the self-locking circuit, through which the route relays are normally excited. The connection circuits of each route relay are completely symmetrical and serve to fi To sations of two-way train movement along each track and switch sections. Depending on the direction of movement, the operating sequence of the route relays changes.

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

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

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

Using the 4th circuit with monitoring of the occupancy of the NP section, relay 1M is excited, which then switches to self-locking:

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

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

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

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

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

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

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

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 of 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 does not have arrows, and therefore there is no danger of their premature translation.

Opening the departure route occurs in a similar way.

In the blocks of receiving and sending tracks, exclusion relays NI are installed, through which oncoming frontal routes from different ends of the station are excluded. The NI relays are normally energized, but the installation of oncoming routes cannot be ruled out. The NI relay turns off when the receiving route is installed and closed to this path station by the contacts of the energized relay KS and the de-energized relay 3. The release of the armature of the NI relay is checked in the signal relay circuit, and the exclusion of the oncoming route is carried out in the KS relay circuit. The NI relay is excited and the exception is removed when the last section of the route to a given path is opened through the front contact of relay 3. Subsequently, the NI relay remains energized along the self-locking circuit passing through the second relay coil.

The route relay circuits provide protection against improper excitation in the event of non-simultaneous operation of the track relays when the power to the track circuits is turned off and restored. This protection is performed by supplying power to the MM (1MM, 2MM) with control of power interruption in the track circuits. The formation of the MM power bus is done using a timing kit circuit.

Protection against improper excitation of route relays is performed by beam emergency relays NLU, CLU.

In the route relay circuits, relay contacts P are included for canceling and artificially cutting routes.

3.4. Cancellation and artificial division of routes

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

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

The state of the approach sections is determined by the IP proximity notification relays, installed in signal blocks and connected according to separate circuits, like OT relays.

Timing sets are made in the form of zener diode time delay blocks BVMSH. Each block is configured for one of the time delays in accordance with the category of the route and the state of the approach section.

The train reception route at 3P at traffic light N is canceled by first pressing the OGK cancel group button and then the route button at traffic light N. By pressing the OGK button and operating the group cancel relay, the power to the route dialing circuits is turned off.

By pressing the button at the traffic light, the NKN relay of the dial group is turned on, which, attracting the armature, through the front contact connects the initial circuit of the signal relay to the SG bus, which has no power. The signal 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 along this traffic light H; free route (KS), closed traffic light state (NS); freedom to set the time delay and press the group button to cancel the route; availability of MGOT power when the approach section is free, MPV when it is occupied.

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

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

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

From the moment the rear contacts of the GOT relay (PV1) are opened, the possibility of turning on the OT relay in other blocks and canceling other routes is eliminated. The front contacts of the GOT relay (PV1) turn on the lamp of the cancellation control panel from a free or busy route and glow steadily, signaling the beginning of the route cancellation.

At the end of the time delay, through output 33 of the OSB (PSB) block, the OV (PV) relay is turned on and then self-blocking. On the board, the cancellation lamp lights up with a blinking light, indicating that the time delay has ended and the route has not been cancelled.

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

Through circuit 6, relays P in blocks UP (NP), 5SP, 11-17SP, 19SP are excited; each relay P in its block opens circuit 11 with its rear contact, which turns off the relays KS of the route sections. The front contacts of relay P turn on the circuits through which route relays 1M and 2M are activated. These relays turn on the closing relays and sections of the entire route are opened. The closing relay of the first section of the NP route, attracting the armature, turns off the N relay, which, releasing the anchor, turns off all the interconnection circuits, as well as the OT, GOT (PV1) relay circuits. The route cancel light on the board goes out, indicating that all relays in the circuit are turned off. For the entire time the route is cancelled, the KS relays remain in an excited state, their front contacts are closed, which makes it possible to check the closed state of the route.

REFERENCES

1. Standard design solutions 501-0-98. Schemes of route relay centralization MRTs-13. Albums 1,2,6. -L.: Giprotranssignalsvyaz, 1978.

2. Station automation and telemechanics systems: Textbook for railway universities. transport /Vl.V. Sapozhnikov, B.N. Elkin, I.M. Kokurin et al.; Ed. Vl.V. Sapozhnikova. ¶ M .: Transport, 1997. - 432 p.

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

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

Practical work No. 6

in the discipline Station automation systems

« Construction of a layout diagram for BMRC blocks »

Purpose of the work: learn how to build a layout diagram of BMRC blocks

Work plan:

1. Receive from the teacher a single-line plan of the station for which it is necessary to carry out the layout of BMRC blocks.

2. Draw a single-strand plan on a draft at a scale convenient for placing blocks.

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

4. Observing the dimensions of the blocks, transfer the block placement diagram to the finishing floor.

Operating procedure:

1. Using a single-strand or double-strand plan of the station neck (the end result of practical works No. 4 and No. 5), draw on a draft a plan of the neck for which you will carry out the block placement scheme. The exits along the arrows on the plan are drawn in contrast to the single-line plan at right angles.

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

2. Arrangement of route dialing blocks.

The types of routing dial blocks are labeled below. In the draft, the width of the blocks can be arbitrary.

2.1. Arrange NPM blocks for entrance, exit and shunting traffic lights from the receiving and departure tracks. Keep in mind that the entrance traffic light and the shunting light that follows it from the pointless section are controlled by one NPM block.

2.2. Place HM1 blocks for single shunting traffic lights in the neck of the station. For every six NM1 blocks, one additional NMID block must be provided. The block is drawn below the block layout. Inside the NM1D block the letters of traffic lights using this block are listed.

2.3. Arrange the NM2P and NM2AP blocks for traffic lights located in the alignment (on the same ordinate in different directions) or traffic lights limiting the point-free section on both sides. The traffic light directed towards the receiving and departure track is controlled by the NM2AP block. The traffic light from the dead end is controlled by the NM2P block.

2.4. Place an NSS block on the diagram for the exit arrows, one block for both arrows. Single arrows are controlled by the НСОх2 block, while one block is used for two arrows.

2.5. A LV direction relay block is provided for the station; it is drawn under the block placement diagram.

3. Arrangement of executive group blocks

3.1. Place on the diagram the blocks of output traffic lights B1 if the traffic light has four lights or B2 if there are five lights (two yellow). An additional VD block is installed behind the blocks (if counted from the receiving and dispatch path) B1, B2.

3.2. The input traffic light does not have a block; its circuits are mounted on a free-mounting cabinet, but the input traffic light, like the output ones, contains an additional VD block.

3.3. Single shunting traffic lights are equipped with an M1 block. Shunting traffic lights in the formation and traffic lights from the dead end in the executive group are equipped with the M2 block. Shunting traffic lights from the pointless section, including from the receiving and departure track, are equipped with the M3 block.

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

3.5. A UP block is installed on each pointless 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 right places installations of SP blocks at different arrow positions are shown in Fig. 1.

Fig.1. Correct locations for installing SP blocks.

3.7. A block P is installed on each receiving and departure path.

An example of the block layout is shown in Fig. 3.

4. Registration of work

Carry out a plan for placing blocks for finishing in compliance with the dimensions.

The distance between parallel paths is chosen to be 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 field of 5 mm width is used at the top and (or) bottom for the block type entry.

The dimensions of the blocks are shown in Fig. 2.

Fig.2. Block sizes in the diagram

Literature:, “Station automation and telemechanics devices”, pp. 134-138

Rice. 3. An example of a block placement diagram for the neck of an example station

State educational institution

higher professional education

"PETERSBURG

STATE UNIVERSITY OF COMMUNICATIONS"

Department of Automation and Telemechanics on Railways

EXPLANATORY NOTE

for the course project

on the topic:

“Equipment of intermediate stations with electrical centralization of points and signals”

Completed

Student of group AT-802

Sokolova D.Yu.

Checked by the teacher

Lykov A.A.

Saint Petersburg

2012

INTRODUCTION 3

1. Analysis of the operational performance of station 4

1.1. Characteristics of station 4

1.2. Schematic plan of station 4

2. Design of electrical centralization of BMRC 5

2.1. Characteristics of the BMRC 5 system

2.2. Design of route set BMRTs 5

2.2.1. Arrangement of route dialing blocks according to station plan 5

2.2.2. Designing a circuit of angular switching relays 6

2.2.3. Design of route dialing schemes 6

2.3. Design of the executive group of BMRC 7

2.3.1. Schemes of initial, final relays 7

2.3.2. Scheme of control sectional relay 7

2.3.3. Route relay diagrams 8

2.3.4. Signal relay diagram 9

2.3.5. Canceling routes 10

2.3.6. Artificial opening of sections 12

2.4. Managing floor objects 13

2.4.1. Electric switch drive control circuit 13

2.4.2. Control circuits for entrance, exit, shunting traffic lights 14

2.5. Control device and indication circuit on the DSP 20 display

REFERENCES 21

INTRODUCTION

Electric centralization (EC) is automated system traffic control at railway stations with routing of train and shunting movements and traffic light signaling.

Electrical centralization makes it possible to increase the capacity of stations by 1.5-2 times and free up a large number of duty switch posts. The costs of building electrical centralization pay off in 4-5 years.

The main functions performed by electrical centralization:

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

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

The use of block route-relay centralization makes it possible to produce 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 centralization, as well as reduce the volume of design documentation.

Designing a BMRC comes down to a set and connection of standard circuit blocks located along the track development of a given station.

Relay units have a plug-in connection to the current circuit, which allows, in case of damage, to quickly replace the faulty unit without disrupting the operation of the centralization.

Currently, the BMRC system is widely used in the mainline and industrial transport networks. For the purpose of unification, this system will be equipped not only at district stations, but also at intermediate stations.

Plant Operational 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 centralization of the BMRC system. There are 2 stages adjacent to the station.

At the station, the minimum useful length of receiving and departing tracks is 1050 m; width between tracks: along the main tracks 6.5 m, along the side tracks 5.3 m; type of rails: on the main tracks P65, on the side tracks P50 with turnout cross grades 1/11 and 1/9.

Schematic plan of the station

The schematic plan shows: N, Ch entrance traffic lights; H1, H2, H3, H5 and Ch1, Ch2, Ch3, Ch5 output traffic lights of the even and odd necks of the station, respectively; I P, 2P, 3P, 5AP, 5BP receiving and departure routes; NP, ChP, M6P, 8/20P, 17/25 pointless isolated sections (sections), limited 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 turnout 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 hands numbered from 1 to 25, in the even neck there are 14 hands numbered from 2 to 28.

Design of electrical centralization of BMRC
Characteristics of the BMRC system

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

Classification:

according to the power supply method with central power supply;
by the method of location of dependencies with central dependencies;
according to the method of opening and closing with sectional opening and closing;
by appearance element base relay;
by installation method block method;
on facilities management remote control(Both separate control and route control can be used).
Design of the BMRC route set
1. Arrangement of route dialing blocks according to the station plan

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

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

Designing a circuit of angular switching relays

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

Topologically, the contacts of the UK relay are located in the acute corners of the AKN relay circuits, which correspond to the corners of the station plan formed by the ramp and the direct path when moving from the stage. This allows you to set routes based on both exit arrow positions. To eliminate bypass circuits, the UK relays receive power through the diodes of the BDS unit.

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

Design of route dialing schemes

BMRC uses route controlarrows and traffic lights, in 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 moved, and then the traffic light opens.

A route is called the main route if it allows train and shunting movements to be carried out from the beginning to the end of the route over the shortest distance with the highest speed and the least number of hostile routes. Option routeshave the same beginning and end as the main one, but their route differs from the main route in the position of the arrows. Alternative routes are set by pressing three or more buttons.

The buttons of the BMRC 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 designated by the name of the traffic light with the addition of letters NK , and shunting with the addition of a letter TO . The final train buttons of departure routes are named by the designation of the haul route, and the final buttons of reception and transfer routes to specialized receiving and departure tracks are named by the number of this route. The final shunting buttons are named depending on their location: by the number of the nearest arrow or the name of the entrance traffic light, up to which shunting movements are allowed. Variant buttons are identified by the numbers of the arrows between which they are installed.

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

The starting and ending relays are used to determine the beginning and end of routes in integrated circuits of control-sectional, signal, route relays, a circuit for canceling routes and opening unused parts of shunting routes during corner entries.

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

The initial relays are switched on according to the route dial matching scheme through the front contact of the closing relay of the first section of the route. In the SP-69 block, 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 setting the route, the initial relay is self-blocking through the rear contact of the closing 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 CM end relays. For train routes, end-of-line relays are not required since the main circuits throughout the station neck 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 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 exclusion 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 closing, route or exclusion relay. The KM relay turns off after the last section of the route is opened.

Scheme of control section 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 receiving and dispatch route (P) and each removal section (linkage station with the stage). 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 KS relays are switched on in series, forming circuit 1 of interblock connections of the BMRC executive group.

In the KS relay circuit the following are checked:

freedom of running switch sections by contacts of switch-track relays of the joint venture in the blocks of the joint venture;
freedom of switchless sections on train routes with contacts of track relays P in UP blocks; to make it possible to set shunting routes to an occupied section of the track, relay contact P is shunted by the contact of the final shunting relay KM;
presence of control of the extreme position of the arrow; correct position of security arrows, freedom of oversized arrow sections, lack of local control on this arrow by V3 relay contacts in blocks C;
plus and minus position of the arrow by the front and rear contacts of the pointer control relays PC, MK in blocks C together with the front contacts VZ;
absence of 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 established, by the rear contacts of the initial N, OH relays and final shunting relays KM in the VD, M signal blocks I, MP, M III;
the absence of specified hostile (frontal) routes from the opposite neck of the station to a given receiving and sending path in the reception routes by the front contacts of the exclusion relay CHI (NI) in blocks P;
installation of the correct direction of movement in departure routes for the stage, equipped with a two-way AB, front contact of the direction change relay NSN (CHSN).

When the listed safety conditions are met, the KS relays are switched on by the contacts of the anti-repeat relays of the corresponding dial-up units after the initial relay in the correspondence circuit is activated. After turning on the KS relay, they receive power via a self-locking circuit in the signal blocks of the opened traffic light, and are turned off when the rolling stock enters the first section behind the traffic light or when the route is canceled by the cutting relay contact.

Route relay diagrams

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

For each isolated section, two route relays are provided, which are installed in the SP and UP blocks. Relays 1M and 2M have separate windings. The lower windings are used in self-blocking 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 receive power via self-locking circuits. Closing relays 3 installed in the SP and VD blocks are also included, since they are common repeaters of the corresponding route relays. When specifying a route, the M relays are switched off by the rear contacts of the activated KS relays. Relay M turns off relay 3, the route is closed.

The BMRC uses sectional route disconnection, i.e. sections are opened alternately 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 and the following conditions are checked: opening of the previous one ( i -1)th section; occupation of the rolling stock of this i th section; release of this i th section and taking the next one ( i +1)-th section. The first section opens and checks the last three conditions. The switching circuit for 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 are checked in the 2M relay circuit. In the opposite direction of movement, the route relays operate in the reverse order.

Signal relay diagram

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

The circuit of train signal relays and the main circuit of 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, pole M is connected to the winding of the train signal relay, and pole P is connected to the winding of the shunting relay.

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

Switching on control sectional relays located in the block of the traffic light being opened, as well as in the SP and UP blocks along the route;
actual closure of route sections by rear contacts of relays 1M and 2M, 3 in the SP, UP and VD blocks;
absence of artificial cutting of sections by rear contacts of the RI relay in the SP and UP blocks;
in receiving routes, the actual exclusion of the possibility of setting frontal routes on the receiving-departure path after setting this route by the rear contacts of the NI (CHI) relay of block P; freeness of the receiving and sending paths by the front contact of relay P; failure to turn on the invitation signal at the input traffic light by the rear contact of the NPS (ChPS) relay;
in the departure routes, the absence on the stretch of trains sent with a key-staff, the front contact of the ChVKZh (NVKZh) relay, the front contact of the ChZh (NZh) relay, the availability of the first section of the removal of the section, equipped with a coded automatic blocking, the actual closure of the circuit for changing the direction of the two-way automatic blocking with the rear contact CHI ( NI).

The signal relays are switched on by the contacts of the anti-repeat relays OP, PP, MP of the corresponding dial blocks after the initial relays N, NM, OM, relay KS are turned on, route relays 1M, 2M are turned off, and the exclusion relays NI (CHI) are turned off, if the enabling signal readings of the relays C and MC match receive power via a self-locking circuit through the contacts of the NRU (ChRU) indicator relays or O fire relays.

Train signal relays are switched off when the train enters the first section behind 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 cleared. This is necessary when performing shunting movements with cars forward. Therefore, the shunting signal blocks provide switching of the signal relay from the main circuit (circuit C) to additional circuit 3 (circuit MC). The MC relays are switched off by the IP relay contact in the M blocks I, M II, M III or the contact of the route relay M in the SP blocks.

In addition to the NS (ChS) relay, the signal readings of the input traffic light are controlled by the green light relay NZS (ChZS) and the flashing relay NMGS (CHMGS). These relays are connected by the relay contact KS of the VD block to circuit 5 of interblock connections. The NZS relay is turned on when passing through the side path, the NMS relay is turned off, therefore, through the front contact of the signal relay of the output traffic light, the NMGS relay is turned on through circuit 5.

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

Canceling routes

Cancellation of routes in the BMRC system is carried out with a time delay depending on the type of route closure. When pre-closing a train or shunting route, the time delay is 6 seconds, which protects 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 minutes 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 warning relay IP in the signal blocks of the executive group. If the route for a given traffic light is not specified, then the corresponding relay IP is under current 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 there is a free approach area, the relay 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, press the group button for canceling the exhaust gas on the control panel, and then the initial button of the traffic light on which the canceled route is set. When you press the exhaust button, the exhaust and OH relays are switched off. The exhaust gas relay connects the exhaust gas relay with its rear contact to the exhaust gas wire and, therefore, to the contacts of all push-button relays, checking their off state. If the push-button relays are without current, then the exhaust gas relay is turned off, including the exhaust gas relay in the FOG wire. At the same time, on the display, through the rear contacts of the VOG and OG1 relays, the route cancellation lamp lights up with a blinking red light. If, after pressing the OG button, cancellation of the route is not required, then the OG and OG1 relays can be returned to their original (on) state through the front contact of the SOG relay by pressing the OG button again.

Pressing a button at the traffic light of the canceled route causes switching of the contacts of the NKN or KN push-button relays in the self-locking 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 signal relay to turn off and the traffic light to close. In addition, the push-button relay includes a VOG relay, which closes the VOG1 relay circuit. The route cancellation lamp on the board lights up continuously.

After closing the rear contact of the signal relay in the VD, M blocks 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 P cutting relay when the route is canceled. In the cancellation relay circuit, the following are checked: by the front contacts H and NM, whether the initial button of the route to be canceled is pressed correctly; the front contact of the KS relay ensures that sections of the route are free (the train did not follow the blocked traffic light); rear contacts of relay C and MC closed state of the traffic light; buses MGOT, MMV, MPV 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-blocking; The relay turns off after the route is opened by the contacts KS, N or NM.

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

Relays GOT, PV1 or MV1 provide switching on of the OV, PV or MV relay through time delay blocks OSB, PSB or MSB type BMVSh. Thus, in the POV, PPV or PMV buses, the power pole P appears with the required time delay depending on the state of the approach section in front of the open traffic light. From these buses in the executive blocks SP and UP, the cutting relay P is turned on, which opens the sections of the canceled route.

When a route is cancelled, relays P are connected to each other in series, forming circuit 6 within the canceled route. In this circuit, the contacts of the track relay repeaters in the SP and UP blocks check the freedom of the canceled route from rolling stock. Relay P is switched on at the beginning of the route through the front contacts of relays N, NM, OT, KS from the time delay buses 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 MOPV pole is connected to the P circuit through the OKS relay contact of block P in receiving routes or through the CHOCS contact in 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 canceling departure routes, the CHORI relay is switched on in series with relay P along windings 1-3, which allows simultaneously with the route to open the circuit for changing the direction of the two-way automatic blocking. Relay P having been activated, the relay KS is turned off and the route relays M are turned on, which turn on the closing relays.

Artificial opening of sections

The artificial route cutting 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 artificial routing mode, the control panel provides individual artificial routing buttons IR for each section and a group button GIR, common for the entire station.

The circuit works as follows:

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

After pressing the GIR button, the GRI1 relay is turned on, which occupies the artificial cutting kit, turning off the power supply pole of the MIV, turning on the ISB time delay unit, preparing the switching circuits for relay R, GRI and the self-locking circuit of the IV relay. After 3 minutes 15 seconds. At the output of the ISB block, the IV relay is triggered, which turns on the P relay 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 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 is opened. Then the GRI relay turns on, which turns off the GRI1 relay. The circuit returns to its original state.

Floor object management
1. Electric switch drive control circuit

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

In the absence of switching the arrows, the general control relay OK (KM-3000) receives direct polarity power from the diode V.D. , located in the PM track coupling, through the control contacts of the autoswitches of both turnout electric drives, therefore, in blocks C of the exit arrows, the PC and VZ relays are turned on.

When the arrows are moved to the negative position in the NSS block, the MU relay is turned on, as a result of which in the PS-220 block, along winding 4-2 (resistance 220 Ohms), the neutral starting relay of the NPS is activated, checking the air traffic control of the sections adjacent to these arrows. Opening the rear contacts of the NPS relay causes the OK relay to turn off, which turns off the PC and VZ relays in blocks C. After closing the front contacts of the NPS relay, the polarized starting relay PPS is powered by a current of reverse polarity along winding 1-3. Through the contacts of the NPS, PPS relay and 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 wire L2 - from the RP pole. Therefore, the reversing relay P, having received power from a current of reverse polarity, is connected to the linear wires through the working contact of the autoswitch of the SME electric motor of the electric drive of the first arrow. During the process of moving the arrow, the NPS relay holds the armature in a pulled position thanks to the operating current in winding 3-1. After moving the first arrow, the working contacts of the autoswitch open and the control contacts close, as a result of which the SME electric motor of the electric drive of the second arrow is connected to the linear wires. Upon completion of the translation of both arrows of the relay OK from the diode V.D. receives current of reverse polarity through the control contacts of autoswitches. In Blocks C, the MK and VZ relays are turned on.

The switching of the arrows from the minus position to the positive position occurs in the same way using the contacts of the control relays PU1 and PU2 of the NSS unit. For individual (separate) switching, the SK switchboard is used.

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

Control circuits for entrance, exit and shunting traffic lights

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

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

Entrance traffic light control circuits

To control the lights of the input traffic light, a circuit with central power and double-filament lamps for all lights except moon-white is used. The control and monitoring equipment is located at the electrical centralization post (EC) and in the relay cabinet (RC) of the input traffic light.

The red and lunar white lamps have dual power reserves. This eliminates the absence of signal indications at traffic lights in the event of a malfunction of the power supply devices. In the event of a power supply failure from the electrical center post (ПХРШ, ОХРШ), backup AC power is provided through a linear transformer (ПХ, ОХ) from available reliable power supply sources, for example, from a high-voltage automatic blocking line. If this power supply fails, the local battery(PB, MB). The input traffic light control circuits operate as follows. Normally, the traffic light is red. When setting the receiving route, the initial relay N is activated. In the post part of the circuit, the OSP relay is turned on (Fig. .), and with its contacts it supplies power to the windings of the relays CO, CO1, VNP. These relays turn on. Through the front contact of the CO post relay, the CO relay of the same name (REL2-2400) is switched on via the CO and OCO wires in the RSh of the input traffic light.

If the safety conditions for the established route are met at the EC post, the main relay C and additional signal relays C1 and C2 are turned on, and the last two relays are activated by checking the closure of the front contact of the VNP relay. The contacts of relay C2 open the power circuit of the OSB relay, shunting its winding, and supply power to the PMG and OS wires, therefore, in the RS of the input traffic light, a relay with contacts opens the circuit for turning on the red light of the traffic light and supplies power to the primary winding of 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 RS has already worked, the main lamp filament is turned on.

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

The design of relay 02-0.7/150 allows it to be used in both AC and DC circuits. In addition, when the relay is turned off, a circuit is formed for extra breaking currents 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 enabling lights, high-resistance winding 3-4 is shunted.

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

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

If the reception route is set to a side path, the GM and 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. At the traffic light two yellow lights come on. If the associated output traffic light from this path is also open, then the MGS relay will turn on in the circuit unit of the input traffic light. The front contacts of this relay will switch the circuit of the upper yellow lamp to the power pole of the PCSM and turn on the EC relay VM in the power plant, which starts the set of flashing equipment. Relay M of the set will begin to operate in pulse 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 reduced by a VHS autotransformer of the PT-25AZU type. The voltage supplied in this case to the PCSM bus is selected in such a way that it is not enough to heat the filament of a traffic light lamp, but is 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 is flashing.

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

When the main filament of the green light lamp burns out in the RS, the fire relay ZO is switched off, and at the EC post the fire relay ZZO is switched off. The CO post relay is turned off, opening with its contacts the circuits of its repeater - the CO1 relay at the EC post and the CO relay of the same name in the RS. 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 guard repeater ZZO are turned 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 thread is prevented by introducing a slow-acting repeater of the CO relay - relay CO1 - into the contact circuit. The main signal relay C is now blocked by the relay contact RU.

If the reserve filament of the green light lamp burns out, the ZO relay is turned off again, followed by the ZZO guard relay, resetting the ZS relay with its contact. The rear contacts of the ZS relay turn on the backup filament of the yellow light lamp. The burnout of the latter leads to the switching off of the fire relay 1ZhO, the guard relay ZhZO and the VNP and RU relays. The blocking circuits of the additional and main signal relays C1, C2, C are opened and the red light turns on at the traffic light.

When two yellow lights are on at the entrance traffic light, turning off the lower one due to a malfunction 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 enabling lights, the backup lamp filament is automatically switched on. When the latter burns out, the VNP relay is switched off, opening with its contacts the switching circuits of relays C1, C2, as well as the main signal relay C. These relays are switched off, which leads to the red light turning on at the traffic light.

If, when two yellow lights are on at a traffic light, the top one of which is blinking, the main filament of any of the lamps burns out, then when the CO guard relay is turned off, the blocking of the MGS relay is reset, and, therefore, the blinking of the top yellow lamp stops. This technical solution (inclusion of a less resolving signal indication) is used to reduce the likelihood of burnout and the backup filament of a lamp operating in a pulsed mode (the transient processes occurring in this case are the worst conditions for burning a lamp filament).

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

To avoid turning off the enabling signal indication when switching power sources (short-term application of a shunt), relays C1, C2, GM, GM1, CO, VNP receive power from the PVZ, MVZ buses.

If the supply of power from the EC post to the RS is interrupted, the emergency relay SA (A2-220) is switched off, the contacts of which connect the backup AC power supply PH OX. The presence of the latter is controlled by the BA emergency relay (A2-220), which connects the circuits in case of failure to the battery reserve.

It is also planned to install invitation signals both at the entrance traffic lights and at the exits. However, at exit traffic lights that allow departure to a single-track section, invitation lights are not designed.

To control invitation signals, use circuits for switching on the group set and relays of PS traffic lights, for which an invitation light is provided. Only one invitation signal can be open at a station at a time.

IN original condition The group set 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. This activation of the GPSR relay is necessary to prevent unauthorized opening of the invitation signal in the event of a malfunction of the initial button.

To open the invitation signal, the station duty officer must press the GPS button and the traffic light to open. When you press the GPS button in a group set, through the front contact of the GPSR relay and the rear contact of the DPS relay, the GPS relay is activated, preparing the switching circuit for the DPS relay with its contacts. The GPSP relay turns off. Pressing the signal button turns on relay 1C, as a result of which the traffic police relay circuit is closed. When activated, the traffic police relay supplies power to the winding of the PS relay of the traffic light whose button was pressed, and turns it off with 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, the power is turned off from the MGN bus, and the KN relay of the opened traffic light is blocked by the front contact of the PS relay. Turning off the power in the MGN bus prevents the opening of an invitation signal at other traffic lights when the GPS group button is pressed once.

After releasing the signal button, relays 1C, DPS are turned off, and through the contact of the previously released GPS button, the GPSP relay is turned on again. The circuits return to their original state.

To indicate the activation of the group set, a GPS lamp is installed on the display. When the GPS relay is turned on, it lights up with a flashing white light. After pressing the signal button, the traffic police relay is activated and the GPS relay is turned off, this light comes on steadily.

After turning on the PS relay of the input traffic light, pulse power PPLM - PMLM is supplied to the PMG - OPMG wires, to which the PMG relay (REL2-2400) is connected in the RS. The pulse operation of the latter is controlled by a KMG relay, which has its own shutdown 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 winding of the PMG relay and supply power to the circuit of the traffic light invitation signal lamp. When the front contacts of the PMG and C relays are closed, the moonlight lamp turns on, and when it opens, it turns off. The serviceability of the moon-white lamp filament is controlled by the BO fire relay and its post repeater - the KPS relay. During pauses, the rear contacts of the PMG and C relays turn on the recharge of the BO relay through the high-resistance winding 4 - 83, which prevents it from being turned off.

The operation of the input traffic light control circuits is accompanied by an indication on the chipboard display. In the normal state, the traffic light is closed and the red lamp in its repeater on the display board is lit. Burnout of the main and reserve filaments of the prohibitory light lamp will turn off the KO relay in the RS and the blinking of the red lamp on the display. When any permissive indication is turned on at a traffic light, a green lamp lights up on the display. The opening of the invitation signal is accompanied by the simultaneous lighting of the red and white repeater lamps. In the event of various malfunctions in the traffic light switch, the CI relay is switched off. Its post repeater of the KI relay also turns off and the red “Fault” lamp turns on on the display. To reduce the glare of traffic lights on the driver in dark time There are two power modes for traffic light lamps per day. Switching modes is carried out by the station duty officer. During daylight hours (“Day” mode), a voltage of 220 V is supplied to the power poles of PKhS, PKhSMK, PKhSM, OHS, and 180 V is supplied to the power poles in the dark (“Night” mode). In addition, a blackout mode is provided - double voltage reduction mode (DSN ), at which a voltage of 110 V is supplied to these poles. Power switching occurs in the power supply unit.

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

Light control schemes for exit and shunting traffic lights

The BMRC uses circuits for controlling the lights of output traffic lights. The lights of output traffic lights are controlled by the contacts of additional signal relays C1, C2, shunting signal relays MS, and the invitation signal relay PS.

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

When setting a shunting route, the traffic light lights are switched by the shunting signal relay MC.

The circuit for switching on the lights of exit traffic lights is designed taking into account the use of single-filament lamps for permitting lights, and double-filament lamps for red lights. The integrity of the filaments of the permitting lamps and the main filament of the red light is monitored by 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 display. Normally, the repeater lamps of the output traffic light are extinguished. When the enabling indication of the train traffic light is turned on by the C2 relay contact, the green lamp is turned on, when the shunting signal is opened by the MS relay contact, the white lamp lights up with a steady light, and in the event of a malfunction, the rear contact of the fire relay or CO relay turns on the white lamp in a flashing mode from the CXM power pole.

The output traffic light schemes, which provide signaling with two yellow lights, have some differences (for example, traffic light Ch2). To avoid giving a more resolving signal indication, double-filament lamps are used in both the upper and lower yellow lights. To monitor the serviceability of the lower yellow light lamp, a fire relay ZhO (OL2-88) is used.

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

Control device and indication circuit on the chipboard display

To control the installation of the route, the state of switch and non-switch sections of the track and receiving and departure tracks, the burning of traffic light lamps, the position of switches and the occupancy of sections, artificial disconnection, a control device is installed at the EC post, structurally designed in the form of a panel board (at stations with the number of switches less than 30) or a manipulator console with a remote display (at stations with more than 30 switches). The display has the following light cells:

1) according to the diagram of paths and arrows, light cells with red and white lamps. The occupancy of tracks and turnout sections is shown in red, and the route is set in white.

Normally, with unspecified routes, the cells of switch and non-switch sections do not light up. After setting a route along its route, the cells on the light circuit light up in white (white stripe). When areas are occupied, these cells light up red. After release and opening they go out.

On receiving and sending routes, the white stripe lights up when the receiving route is set. When a train occupies the track, a red stripe appears on the display. After the receiving route is opened, one red lamp in the center of the path remains on on the light circuit to indicate the occupancy of the receiving and sending path.

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

entrance traffic lights: red lamp 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 traffic light is open for train indication; a white lamp burning steadily - the traffic light is open for shunting indication; white flashing lamp one of the traffic light lamps has burned out; All lamps are extinguished - the traffic light is closed.
shunting traffic lights: white lamp traffic light is open, repeater is off - traffic light is closed.

REFERENCES

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

The block structure of centralization allows you to reduce the amount of installation work during construction and speed up the introduction of centralization devices. Due to the plug-in connection of the units, if damaged, it is possible to quickly remove the faulty unit and replace it with a working one, without interrupting the centralization action.

When designing a BMRC system, insulating joints are first placed at a station to form track and switch sections, as well as train and shunting traffic lights. After this, depending on the location of typical station objects, a functional layout of the blocks of the dialing group and the executive group for the station neck is drawn up.

Blocks are arranged according to the station plan for the dialing group if:

· The input traffic light paired with a shunting and output traffic light, then the NPM block;

· Single in the neck, then block HM1;

· Signals at the target and signals from the track section, then blocks NM2P, NM2AP;

· Signals from dead end NM2P;

· To the exit arrow, NSS block;

For the executive team if:

· The entrance traffic light is paired with a shunting light, then block VD, UP, M2;

· Exit traffic light, then blocks VD, V1, P;

· Single in the neck, block M2;

· Signals in the target area, on both sides of traffic lights;

· Signals from a section of the track, then blocks, M2, UP, are placed between blocks M2;

· Signal from typical block M2;

· At the exit switch and at the single switch, block C.

The BMRC system is more reliable and universal than the previously used systems. This system has the following features:

· The route is set by pressing two buttons “beginning” and “end” of the route;

· Arrows along the route are automatically translated to “Route dialing scheme”. In this system the route is locked completely before the signal is opened;

· The route is closed section by section behind the tail of the train;

· Schemes are assembled according to the station plan and along elementary routes

The system consists of two groups: typing and executive.

Typing group

It consists of 4 strings:

1st string - a diagram of push-button relays, used to record the actions of the duty officer. It puts a direction relay under current, thereby determining the type and direction of the route. Installs corner relays in all areas under current.

KN is the shortest string, its chain runs from the signal block to the first point block. When a button is pressed, the circuit is closed to the corresponding push-button relay. After the push-button relays are activated, the corresponding bus appears and a white or green light on the remote control lights up.

2nd string - automatic push-button relays (AKN) allow you to dial a route of any length; they simulate pressing the “start” and “end” buttons of the route on intermediate signals. The scheme is built according to the station plan, assembled along the entire length of the route. The AKN, having become energized, with its contacts turns on both push-button relays, anti-repeat and push-button relays, when all relays 1 and 2 are activated, then the 3rd string of the route set is closed. AKN is placed in blocks NM1, NM2AP

3rd string - the relay control circuit is used to control the switches along the route. It is assembled along elementary routes, i.e. from signal to signal. When the control relay becomes energized, then the arrows begin to move along the route. The 3rd string is configured to trigger in the PU or MU block due to the power supply and triggering of the 2nd string. After the translation is completed and the arrow is under control, the 4th string is assembled.

4th string - matching diagram. Checks the correctness of the arrows, i.e. order and action correspond to each other. The circuit is a pass-through link from the route set to the executive group; according to this circuit, the relay of the executive group - N is turned on. The string is built according to the station plan and continues along the entire length of the route.

The operation of the BMRC system when setting the reception route to IIP begins with the dialing group. By pressing the train button NK of the beginning of the route, the direction and category are determined, after which the selection of a route of another direction and category is excluded. For a given direction and when the button is pressed, the start of the train route is determined from traffic light Ch. After this, within the established boundaries, the route transfer of all arrows included in the route occurs. Upon completion of the translation of the arrows, a special compliance scheme controls the correctness of the set and position of the translated arrows. If there is a match, relay N (initial) of the set train route is turned on, and a transition to the executive group occurs. The work of the executive team begins with setting the route. Depending on the established boundaries of the dial route, the track and switch sections included in this route are selected. After this, with the help of control sectional relays (CS), all conditions for the correctness of the established route are monitored. After this, relay M (route) of these sections is de-energized, and relay Z route is closed. The matching circuit is designed to turn on train and shunting initial relays while checking whether the actual position of the switches corresponds. This check is carried out by sequentially connecting in the relay circuit N the contacts of the pointer control relays PU and MU and the control relays PC and MK of all points included in the specified route.

After turning on the control relays PC (MK) in blocks C of arrows included in the route, the correspondence circuit is closed - the 4th string connecting the blocks of the dial group. This circuit turns on the initial relay H in the VD block of the traffic light Ch.

1.8 Functional layout of blocks according to the station plan

In the system of block route-relay centralization (BMRC), the circuits of dialing and executive relay groups are built according to the station plan. All relay equipment of the BRMC is located in standard units.

The route dial reduces the actions of the DSP when setting a complex route to pressing, as a rule, only two buttons. In this case, the corresponding route dialing blocks record the sequence of button presses, determine the direction and type of the specified route, act on the button nodes of intermediate signals located along the route route, generate commands to move the arrows, and control the compliance of the position of the arrows with the specified route.

The executive group of blocks executes the route dialing command and monitors the position of the arrows, the freedom of the route section, the closing and opening of routes, the translation of arrows and the opening of signals.

The construction of functional diagrams of the dialing and executive groups consists of arranging blocks according to the station plan.

The dial group blocks have the following purposes:

· NPM – controls a train traffic light or one combined with a traffic light, and is also used to indicate the end of a route;

· НСОХ2 – controls two single arrows;

· NSS – controls paired arrows;

· NN – determines the direction and type of route being established.

The following blocks are used in the executive group:

· B1 – exit traffic light, combined with a shunting light at stations located in areas with three-phase automatic blocking;

· VD – additional block used in conjunction with B1 and the input traffic light block Bx;

· MSh – a shunting traffic light from a switchless section or a receiving and departure route that does not have an output traffic light;

· SP – switch isolated section;

· UP – pointless isolated section;

· P – receiving and departure route;

· C – control of the arrow position;

· PS – switch-launch unit that controls the translation of two paired, two single, or one single and twin arrows;

The SP block is installed alone on the switch section, and at a point that would intersect with all possible movements through this section.

2. Electronics and telemechanics distillation devices

2.1 Development of fundamental electrical diagram track automatic blocking

Automatic blocking (autoblocking) is a method of regulating the movement of trains using track traffic lights, the readings of which change automatically due to the impact of the train's wheelsets on the track circuits.

The use of automatic blocking makes it possible to ensure high safety of train traffic, increase sectional speed, and also obtain the required capacity of sections. With automatic blocking, the interstation section is divided into block sections, each of which is fenced with traffic lights. The condition of the block section is monitored using track circuits.

In accordance with the task, with alternating current electric traction, a numerical code automatic blocking with track circuits with a frequency of 25 Hz was designed.

When the train is in block section 3P, the pulse track relay 3I is shunted by wheel pairs and does not receive code signals, the decoder cell DYA does not work, the signal relays 3ZH and 3Z are de-energized. The rear contacts of the 3Zh relay supply power to turn on the red light at traffic light 3, excite the 3O fire light, close the 5T transmitter relay circuit, which passes through the KZh contacts of the continuously operating KPT transmitter and the front contact of the 3O fire relay. Repeating the operation of the KZh contact, the 5T transmitter relay periodically closes and opens its contact in the circuit of the secondary winding of the PT track transformer and sends KZh codes to the 5P track circuit towards the movement of the train.

At the other end of block section 5P, the KZh codes at traffic light 5 are perceived through the ZBF protective filter by the pulse track relay 5I. At the output of the decoder cell DYa, the signal relay 5Zh is excited, the contacts of which turn on the yellow light at traffic light 5 and close the power circuit of the transmitter relay 7T, which repeats the operation of the contact Zh of the KPT transmitter. The code Zh is sent to the 7P rail circuit.

At signal point 1, code Ж is perceived by pulse relay 1I. By periodically closing its contact, relay 1I acts on the decoder cell DYa, at the output of which relays 1G and 1Z are activated. At traffic light 1 the green light turns on.

The operation of automatic blocking devices at other signal points (1,9,11) occurs in a similar way, and the green light is on at all traffic lights if their block sections are free.

3 Calculation of capital investments for equipment of a local station and a given site with designed automation and telemechanics devices and determination of the staff for their maintenance

3.1 Calculation of capital investments for the construction of an electrical center at a local station

Capital costs for the design of EC pointer devices at a station and automatic blocking in a given area are calculated according to the aggregated standards given in Table 4.1. The enlarged standards take into account the central power supply of switches, signals and track circuits, heating of electric drives, station park communications for large stations, and automatic cleaning of switches.

Capital costs for the design of EC pointer devices at the station are shown in Table 3.

Table 3 - Capital costs for the design of EC pointer devices at the station

Indicators

Costs, thousand rubles

Construction and installation works

Equipment

Other costs

Total

201,6

A separate two-wire circuit that includes a notification relay. Information about the state of the moving installation is transmitted to the station by dispatch control devices. The crossing signaling control circuit for an odd-numbered double-track section is shown in Fig. 5 Within the block section on which the crossing is located, two rail circuits are formed: 5P with the feeder end NP at the crossing and...

ALS of numerical progress in the range from average frequency 75 Hz and frequency locomotive signaling systems in the range of 100 – 400 Hz and can be used on railway sections with any type of traction. Frequencies in the range of 50 – 100 Hz are used to operate auto-locking rail circuits. Maximum length rail circuit is 2000 m. At the same time, shunt and control modes are provided at...

Correspond to their actual relative position. All station schematic plan drawings must be made in accordance with unified system design documentation for elements and devices of railway signaling and interlocking. The schematic plan of the station shows: - specialization and numbering of receiving and departure tracks; - location and numbering of arrows and traffic lights...

The peculiarities of organizing the maintenance of automatic blocking devices on railway tracks are due to the large territorial dispersion of the devices along the railway route. This factor, along with the uneven distribution of personnel across the site, varying degrees of staffing and the varied nature of roads and means of transportation, determines the difference in forms...