The principle of operation of the crossing signal. Crossing alarm

30.11.2017

Railway crossing - a place of intersection at the same level of the railway track with automobile, tram, trolleybus, horse-drawn roads. That is, this is a site of increased danger, on which rail transport has a priority.

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

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

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

Need to install an alarm system at a crossing? Installation of APS and installation of the APS system are specialists. !

What is APS

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

Automatic: at each end of the crossing with two or three traffic lights and an electric bell.
Automatic traffic signaling +: in addition to barrier bars of barriers are placed.
Automatic alarm system with manually operated barriers that close by pressing a button.

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

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

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

What should automatic crossing signaling provide?

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

These intersections are places with increased danger for the movement of both modes of transport and require special fencing. Given the large inertia of railway vehicles, the priority right to move at crossings is granted to railway transport. In order to improve traffic safety, railway crossings are equipped with guarding devices to block the movement of auto-drawn transport when approaching a train crossing. Depending on the traffic intensity at the crossing, the following ...

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Line automation systems

5 course 1st semester 5-ATZ

Lecture 3

Automatic crossing alarm.

Plan

Classification of transfers.
Moving equipment.
Calculation of the length of the approach section.
Relocation management principles and their technical implementation.

Way blocking and auto-adjustment. / Ed. N. F. Kotlyarenko. M.: Transport, 1983.

* * * * *

1. Classification of crossings.

These intersections are places with increased danger for the movement of both modes of transport and require special fencing. Given the large inertia of railway vehicles, the priority right to move at crossings is given to railway transport. Its unhindered movement along the crossing is excluded only in the event of an emergency. In this case, a special barrage alarm of automatic or non-automatic action is provided.

In order to improve traffic safety, railway crossings are equipped with guarding devices to block the movement of auto-drawn transport when approaching a train crossing. Depending on the intensity of traffic at the crossing, the following fencing devices are used:

without auto barriers(APS);
automatic crossing signalingwith automatic barriers(APSh);
notificationcrossing signaling (OPS), which gives only a notice to the crossing about the approach of the train;
non-automatic barriers with a manual mechanical or electric drive together with a light signaling.

According to the nature and intensity of traffic at the crossing, according to the category of the road at the intersection and visibility conditions, railway crossings are divided into 4 categories:

I category intersection of the railway with automobiles of categories I and II, having an asphalt surface and the width of the carriageway for multi-lane traffic; streets and roads with tram (trolleybus) traffic or regular bus traffic with an intensity of more than 8 train-buses per hour, as well as with all roads crossing four or more main railway tracks;

II category intersection of the railway with category III automobile roads; streets and roads on which there is regular bus traffic with an intensity of less than 8 train-buses in hour; city streets without trolleybus or bus traffic; other roads and horse-drawn roads, when the largest daily work of the crossing exceeds 50,000 train-crews per day, as well as with all roads crossing the three main railway lines;

III category not belonging to the previous categories and having a work intensity of more than 10,000 train crews with a satisfactory and 1000 for poor visibility of the crossing area.

 Satisfactory visibility is considered when from the crew, located at a distance of not more than 50 m from the railway track, the approaching train is visible at least 400 m away, and the crossing is visible to the driver at less than 1000 m;

 The intensity of traffic at the crossing is estimated by the number train-crews , i.e., the product of the number of trains and the number of vehicles passing through the crossing during the day.

2. Equipment for crossings.

Crossings of categories I and II (except for crossings with satisfactory visibility conditions for low-traffic sections and access roads), as well as crossings of categories III and IV, located on sections with passenger train speeds of more than 100 km / h, must be equipped with automatic traffic signaling with automatic barriers.

As barrier traffic lightsthe nearest stage and station traffic lights are used, and in their absence (at a distance of 15 800 m from the crossing), special ones are installed (Fig. 1).

According to the existing international classification at railway crossings as objects of the greatest danger, a special signal was adopted for transmitting a command to prohibit the movement of vehicles - two alternately turning on (imp. 0.75 s, int. 0.75 s) red lights. The visibility of the traffic lights must be such as to ensure the stopping of a car moving at maximum speed and having the longest braking distance under the most unfavorable road conditions 5 m before the crossing traffic light or auto barrier.Crossing traffic lightsinstalled on the right side of the road (Fig. 2) at a distance at least 6 m from the end rail head. Crossing traffic lights are produced with two ( II -69) or with three (III -69) traffic light heads.

Automatic barriersblock the carriageway of the road when the crossing is closed and mechanically impede the movement of vehicles.barrier barof the auto barrier (Fig. 3) is rotated in the vertical plane by an electric drive. The position of the beam in the dark is controlled by signal lamps. The middle and right lamps with red lenses face the road, and the left one, located at the end of the beam, has two lenses red, directed towards the road, and white towards the railway track.

In case of two-way traffic on the crossing of vehicles, the barrier beam must overlapat least half the width of the carriagewayon the right side, so that on the left there is a carriageway not blocked by it with a width at least 3 m . This is necessary so that the vehicle that entered the crossing at the time of lowering the beam could freely leave the crossing area.

To give notice of the approach of the train to the crossing and activate the automatic crossing signaling, as well as to control the release of the crossing, track chains or other track sensors are used. In order to be able to open the crossing in a timely manner after its release by the train, within the block area on which the crossing is located, as a rule, they usesplit track chainwith a cutting point at the crossing.

Relay equipment for controlling crossing devices is placed in a relay cabinet located near the crossing booth. Booths are strengthened on the wallcrossing signal board(SCHPS)

According to the requirements of the PTE, crossings serviced by an employee on duty must have radio communication with the drivers of train locomotives, multi-unit rolling stock and special self-propelled rolling stock, direct telephone communication with the nearest station or post, and in areas equipped with dispatcher centralization, with a train dispatcher.

The correct maintenance and operation of moving signaling, automatic barriers, telephone and radio communications is ensured by signaling and communication distances, and automatic barrier bars - by track distances.

Crossings should have a typical flooring and entrances fenced with posts or railings. When approaching crossings, there should be warning signs: from the side of the approach of trains a signal sign "C" about blowing a whistle, and from the side of the highway the signs provided for by the instructions in accordance with the Rules of the Road. Before the crossing, which is not serviced by a duty worker, with unsatisfactory visibility from the side of the approach of trains, an additional signal sign "C" should be installed. The procedure for establishing signal signs "C" is determined by the State Administration of Railway Transport of Ukraine.

Crossings, as a rule, are arranged on straight sections of railways and highways intersecting at right angles. In exceptional cases, crossing roads at an acute angle of at least 60° is allowed. In the longitudinal profile, the road must have a horizontal platform for at least 10 m from the outermost rail on the embankment and 15 m in the cut.

3. Calculation of the length of the approach section.

Inclusion automatic traffic signal and control equipment of automatic barriers occurs when the train enters the approach section. Therefore, the safety of traffic on the crossing and its throughput largely depend on how correctly the length of this section is determined.

When calculating, first, the time is found that is sufficient for the complete release of the crossing by the vehicle that entered the crossing at the moment the crossing signal was turned on, the driver of which did not perceive the signals (to). This time depends on the minimum vehicle speed v& (5 km/h or 1.4 m/s), the maximum road train length h (24 m), the distance from the vehicle stop to the crossing traffic light 10 (5 m) and the length of the crossing /pe (distance from the crossing traffic light to the line located 2.5 m from the opposite end rail). Consequently,

The estimated length of the section approaching the crossing and the time delay are determined as follows.

The estimated length of the section approaching the crossing, m, is determined by the formula:

, (1)

where: - the maximum speed of trains on the site of the crossing, km/h;

Time of notification of the approach of the train to the crossing, s.

0.28 speed conversion factor from km/h to. m/s;

With automatic traffic signaling with automatic barriers, the notification time must be at least 40 s and is calculated according to the following formula:

, (2)

where: - time of passage of the car through the crossing, s;

The response time of notification devices and switching on the crossing signaling (is 4 s);

Guaranteed time (taken equal to 10 s).

The time required for the car to pass through the crossing is determined by the formula:

, (3)

where: crossing length, m;

Estimated length of a motor vehicle (road train), m (assumed to be 24 m);

The distance from the place where the car stopped to the traffic light, at which the visibility of the traffic light is ensured (equal to 5 m);

The estimated speed of the car through the crossing (in accordance with the rules of the road is 5 km/h or 1.39 m/s).

The length of the crossing, m, on a double-track section is:

, (4)

where: distance from the outermost rail to the most remote crossing traffic light, m;

Rail gauge, m (according to PTE is 1520 mm);

Track width (distance between axes of tracks of double-track lines), m;

The dimension from the outer rail, necessary for the safe stop of the car after passing through the crossing, m (is 2.5 m).

To ensure the safety of the movement of trains and vehicles, it is necessary that the estimated notification time be not less than the actually required one. If the estimated length of the approach section exceeds the distance from the nearest traffic light to the crossing, the notice must be arranged for two block sections.

When crossings are located within the boundaries of stations, between the beginning of the operation of fencing devices and the appearance of a train at the crossing, the same period of time should be provided as on the hauls.

4. Principles of moving management.

When the train enters the approach section, the lights of the crossing traffic light and the barrier bar light up with flashing lights on both sides of the crossing and an acoustic signal (bell) is turned on, and after a certain period of time (810 s) necessary for the crew that entered the crossing to be able to proceed behind the barrier, its bars begin to lower by electric drive. After the train clears the approach section and moves over, the automatic fencing devices return to their original position.

Automatic fencing devices at railway crossings, adopted on the road network, in their structure and principle of operation, are open automatic systems hard control. The algorithm for the functioning of the APS system (Fig. 4) contains a number of operators that are absent in existing systems, but the need for which is obvious from the point of view of improving the safety and throughput of railway crossings. These perspective operators are shown with a dashed line. Methods and means of their implementation are being developed and will be implemented as APS systems are improved. Operators shown by solid and dashed lines are available in existing systems, but they play only an informational role or the execution of their functions is assigned to a person. The algorithm has been developed for a section of a one-way railway with a numerical coded AB. Figure 5 shows a simplified algorithm for the functioning of the APS system (without taking into account the promising functions of the APS)

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Moving called the intersection at the same level of the railway with the road or urban transport lines. Crossings are a zone of increased danger for the movement of railway, road transport, as well as pedestrians. Equipping crossings with automatic crossing signaling devices (APS) and auto barriers increases the safety of transport operation.

Automatic crossing devices are widely used, which include automatic traffic signaling with or without automatic barriers and automatic notification signaling, which is supplemented by non-automated barriers.

APS devices are required to meet the following performance requirements:

the crossing alarm was switched on when the train entered the section of approach to the crossing for a time sufficient for the early release of the crossing by road before the train approached the crossing, acted during the entire time the train was on the approach section and in the crossing zone and turned off only after the train had completely vacated the crossing;

devices for automatic fencing of level crossings had a backup control, which is carried out by the person on duty at the level crossing;

from the side of the approach of trains, crossings are fenced off with normally switched off traffic lights with red lights, which are turned on by the duty officer for the crossing if necessary; it is allowed to use automatic blocking and electric interlocking traffic lights located near the crossing as barriers.

The use of certain automatic crossing devices is determined by its category. There are four categories of transfers.

Crossings of I and II categories, except for crossings with satisfactory conditions of visibility of low-traffic areas and access roads, as well as III and IV categories in sections with a speed of passenger trains of more than 100 km / h, are equipped with automatic traffic signaling with automatic barriers. In other cases, automatic traffic signaling without barriers is used.

With automatic traffic lights the crossing is fenced with special crossing traffic lights with two red lights, which normally (there is no train) do not burn. Traffic lights are installed before the crossing on the right side of the movement of auto-drawn vehicles, their lights are directed towards the highway. When the train approaches the crossing, the lights of the crossing traffic lights begin to burn alternately with a flashing light. At the same time, an acoustic signal is activated, for which electric bells are installed at the crossing traffic lights.

With automatic traffic signaling with automatic barriers in addition to crossing traffic lights, a barrier is placed in each direction, the beam of which is normally in a vertical position. In the lowered (horizontal) position, the barrier beam is located at a height of 1 - 1.25 m from the road surface. The barrier beam is painted with red and white stripes. It has three electric lamps with red lights directed towards the highway and located at the base, in the middle and at the end of the beam, and the end lamp of the barrier is double-sided and continuously burns in the direction of the railway track in white. The rest of the lights flash in sync with the lights of the crossing traffic lights.

Alert signaling serves to give the duty officer on the crossing sound and light signals about the approach of the train. To do this, an alarm panel is installed at the crossing with warning lights for the approach of a train in an even or odd direction, as well as with lights for controlling lamps and electrical circuits of traffic lights; an electric bell for signaling the approach of a train, which is duplicated by a bell installed outside the premises of the crossing attendant; sealed button for turning on the barrage alarm.

Electric or mechanized barriers are used to protect crossings with warning alarms, which are controlled by the duty officer at the crossing. The normal position of such barriers is closed (except in some cases with particularly heavy traffic).

Barrage signaling at crossings, it is used to signal the train to stop in an emergency at the crossing. Only guarded crossings are equipped with barrage alarms. As barriers, you can use special traffic lights and track blocking traffic lights or station traffic lights, if they are removed from the crossing by no more than 800 x of their installation location, the crossing is visible. Special barrier traffic lights, as a rule, mast-mounted, with normally non-burning red lights, have a shape different from ordinary traffic lights.

Barrage traffic lights are installed on the right side of the train movement at a distance of 15 to 800 m from the crossing, ensuring the visibility of the traffic light at a distance not less than the braking distance of the train at its maximum speed and emergency braking. In sections with auto-blocking, barrier traffic lights are linked to the auto-blocking signals closest to the crossing, which overlap with a prohibitory indication with the ALS codes turned off when the barrier traffic lights are turned on. In sections without automatic blocking, if it is impossible to ensure the visibility of the stop traffic light and the stopping distance of the train, a warning traffic light of the same type is placed on which the yellow light turns on when the red light is turned on at the stop traffic light.

The equipment and apparatus used only in crossing signaling includes crossing traffic lights, auto barriers and control panels for crossing signaling.

The appearance of a crossing traffic light with two signal heads and a "Beware of the train" sign in the form of a single cross is shown in Fig. 8.2. The visibility range of flashing lights of a crossing traffic light in clear sunny weather should be at least 215 m at a visibility angle of at least 70 °.

For crossings, vertically turning automatic (electric) barriers are designed, operating in automatic and non-automatic modes with a barrier bar length of 4 and 6 m (Fig. 8.3). The time of full opening (closing) of the barrier should not exceed 7-9 s.

Electric rail circuits are used to signal the approach of a train. In sections with auto-blocking, rail-mounted auto-blocking circuits are used. In areas without automatic blocking, depending on the type of traction and the reliability of the power supply, track circuits of direct or alternating current with a frequency of 50 or 25 Hz can be used. At crossings, rail circuits of overlaying a voice frequency of 1500-2000 Hz are used, which allow organizing a section of approach to the crossing, regardless of the arrangement of auto-blocking traffic lights and work with all types of traction. The maximum length of such a track circuit is 1500 m.

Crossing traffic lights and auto barriers are controlled according to the scheme (Fig. 8.5). When the train enters the section of approach to the crossing, one of the proximity detectors is de-energized state of emergency or NP in accordance with the direction of movement of the train and the power circuit of the switching relay is turned off AT.

After the end of the deceleration time to release the relay AT its repeater is de-energized PV, the contacts of which turn off the power supply circuit of the control relay At and relay VM(not shown in the diagram) and the power supply circuit of the bells of the auto barriers is turned on. The bells will be turned on until the barrier bar is completely lowered, when their power circuit is opened by the autoswitch contacts.

relay contacts At the lamps of crossing traffic lights and the lamps on the bars of auto barriers are switched on. Relay Y/(connected in series with relay U) includes a flashing light circuit containing a pendulum transmitter and a relay M, thanks to which the lamps of crossing traffic lights 1L and 2.77 and lamps on the bars of barriers 1LSH and 2LSH start flashing. Lamp ZLSh at the end of the beam burns continuously.

Relay VM has a release time of approximately 14-16 s, which is necessary for the car that entered the crossing at the moment the alarms were turned on to have time to release it. After lowering the armature of the relay VM barrier closing relay is energized zsh and the barrier opening relay is de-energized OSH. relay contacts zsh the circuit of the armature and the excitation winding of the barrier drive motor is closed, and a current of such polarity is supplied to the excitation winding, which ensures the lowering of the beam. The motor is switched off by the autoswitch contacts of the barrier when the beam reaches the horizontal position.

After the train passes through the crossing, the corresponding relay is energized state of emergency or NP and a circuit is created to excite the relay CT, which has a delay in closing the front contact of about 8-16 s, achieved by the presence of a thermoelement. Relay switching circuit AT and /<Т построена таким образом, что возбуждение реле AT only possible with a time delay. This excludes the opening of the crossing in the event of a short-term loss of the shunt on the track circuit of the approach section. When the relay is energized AT the thermocouple is switched off, and the relay AT and CT self-blocking through its front contacts.

After the relay has been energized AT relay power circuits are switched on PV, VM. This de-energizes the relay. zsh and the relay is energized osh, switching the polarity of the power supply of the motor excitation winding with its contacts. When the barrier bar takes a vertical position, the autoswitch contacts turn off the engine, gets under the current of the relay U, which turns off the signal lights of the crossing traffic light and the barrier.

The control of the crossing signaling does not differ from the control of the auto barriers from the panel, but in this case, using the buttons 3 (closing) and O(opening) action is carried out directly on the relay PV.

To temporarily hold the barrier beam in a vertical position, the duty officer must press the button B on the shield, which turns off the power circuit of the relay ZSH. Relay contact 3 in this circuit excludes the opening of the barrier by the button B. Relay AS and BS turn on the armature chains of the motors when the barrier beam is raised or lowered. Double winding relays JSC and IN control the serviceability of lamps of crossing traffic lights in the on and off states. The lights at the traffic lights are lit by the ZS button, which, when pressed, de-energizes, the relay ZG, which turns on the rear contacts of the lamp of obstruction traffic lights.

Crossing signaling devices and auto barriers are powered from the AC network through VAK-13M type rectifiers connected according to the continuous recharge circuit with a battery used for backup power. Signal lamps are powered by an alternating current signal transformer, the presence of which is controlled by an alarm relay. When the AC power is turned off, the alarm relay de-energizes and switches the power of the lamps to the battery.

Radio relay communication.

Radio relay communication systems(PPC) have also found wide application in terrestrial radiotelephony and, in particular, in radio communications in railway transport. The stages of development of RRS on railways can be traced by the example of the construction and operation of a radio relay line on the route of the Great Moscow Ring Road, the length of which is 420 km.

RRL is a chain of transceiver stations (terminal, intermediate, nodal) installed at a line-of-sight distance (40 - 70 km in the frequency ranges up to 6 - 8 GHz and several km in the ranges of 30 - 50 GHz) with an antenna height of 60-100 m ).

End stations are installed at the extreme points of the communication line and contain modulators and transmitters in the signal transmission direction and receivers with demodulators in the receive direction. For reception and transmission, one antenna is used, connected to the reception and transmission paths using an antenna splitter (duplexer), or two antennas.

Modulation and demodulation of signals is carried out at one of the standard intermediate frequencies (70 - 1000 MHz). At the same time, modems can work with transceivers using different frequency ranges. Transmitters are designed to convert intermediate frequency signals into the operating range of the microwave, and receivers are designed to reverse convert and amplify intermediate frequency signals.

There are RRL systems with direct modulation of microwave (microwave) signals, but they are of limited distribution.

RRL classification

Two types of RRL: line of sight and tropospheric.

By appointment: long-distance trunk, intrazonal, local RRL.

By frequency range: frequency bands are allocated in the region of 2, 4, 6, 8, 11 and 13 GHz. Research is underway to create RRL at frequencies of 18 GHz and higher. But at HF, the signal is greatly attenuated in precipitation.

According to the method of compression and the type of modulation: with FDM, with TDM and analog pulse modulation, digital RRL.

By capacity: RRL of large capacity - (more than 100 Mbps), medium capacity for zonal communication - 60 ... 300 k. (10-100 Mbps), small capacity for local and departmental communications. Multiple shafts are used to increase throughput.

Radio relay lines on the railway provide the organization of trunk, road and departmental communications. An exemplary scheme of a railway radio relay line provides for 3 radio channels. Intermediate points of the main and road trunks are located at a distance of 30 - 50 km, while industrial points with the allocation of channels are built near railway stations, where there are departments and road departments, as well as junctions and large stations. Industrial centers with the allocation of channels of the departmental trunk are located at all railway stations at a distance of 5 to 25 km. Various types of signals can be transmitted over a communication channel: telephone (conversation), sound or television broadcasting, telegraph, telecontrol, etc.

The separation equipment in combination with the RRL microwave transmitting and receiving equipment forms a broadband path, or communication trunk, through which the group signal generated in the separation equipment is transmitted. On RRL, to increase their economic efficiency and throughput, several parallel radio channels are organized, equipped with the same type of receiving and transmitting radio equipment. The equipment of adjacent trunks operates at different carrier frequencies, but on common antennas. Connect it to the antenna-feeder system through separation filters (they are not shown in Fig. 22.2). On modern lines, up to six to eight trunks or more are organized, used for multi-channel telephony, television, redundancy, etc. The capacity of the telephone trunk is selected from 24 to 1920 channels

On the RRL shown in Fig. 22.2, for the transmission of multichannel telephony signals, telephone trunks with a capacity of 60 channels each are organized. Television programs (video signal and audio signals) are transmitted in a special television trunk ///. In this case, the video signal (image) and the audio signal can be transmitted together in one television trunk or separately when the audio signal is transmitted in one of the telephone trunks.

The main equipment of radio relay stations includes receiving and transmitting radio equipment (operating in the microwave range), antenna-feeder devices, separation equipment, power supply devices, to accessories- devices for service communication, telecontrol, telesignaling, control and measurements.

The equipment of radio relay stations is installed in a technical building, and antennas are installed on masts or towers. The height of the antenna suspension should provide a direct line of sight between them. Depending on the terrain, the height of masts or towers reaches 80 m or more. To reduce the length of high-frequency feeders between the radio equipment and the antenna, the receiving and transmitting equipment is placed on the top floor of a monolithic reinforced concrete tower, and antenna devices are placed on its roof. Power equipment is being installed in the lower floors of the tower.

Crossing alarm. General information

Crossings of railway tracks on the same level with roads, tram tracks and trolleybus lines are called railway crossings. For traffic safety, crossings are equipped with guarding devices. On the side of trackless transport, automatic traffic signaling, automatic barriers and half-barriers, non-automatic barriers with a manual mechanical or electric drive, together with an alert (automatic or non-automatic) signaling, are used as typical fencing devices.

With automatic traffic signaling, the crossing is fenced with special crossing traffic lights, which are installed before the crossing on the side of the road on the right side of the movement of trackless transport. Red lights of traffic lights are directed towards the road; they normally do not light up, indicating the absence of trains on the approaches to the crossing, and allow auto-drawn vehicles to move through the crossing. When the train approaches the crossing, the lights of the crossing traffic lights begin to blink alternately, and the bells ring at the same time. From now on, the movement of auto-drawn vehicles through the crossing is prohibited. After the train passes through the crossing, the traffic lights go out, the bells are turned off and the movement of trackless vehicles through the crossing is allowed.

With automatic traffic signaling with automatic barriers, in addition to crossing traffic lights, the movement of vehicles is blocked by a barrier bar. For better visibility, the barrier is painted with red and white stripes and is equipped with three lights. Two of them (middle and located at the base of the beam) are red, one-sided. They flash red light in the direction of vehicles. The third lantern, located at the edge of the beam, is double-sided. In the direction of vehicles, it burns with red fire, and in the direction of the railway track - with white, indicating the border of the blocked part of the road at night.

The beam of the barrier or semi-barrier in the lowered (barrier) position is kept at a height of 1-1.25 m from the road surface and blocks the entry of vehicles to the crossing. When the train approaches the crossing, the barrier bar does not lower immediately after the start of the alarm, but after some time (5-10 s) sufficient for the transport to pass the barrier, if at the time the alarm was turned on the transport was close to the barrier and the driver could not see red traffic lights. With the horizontal position of the barrier beam, the lights at the crossing traffic light and the beam continue to burn, and the bell is turned off. After passing the crossing by train, the barrier beam rises to the vertical position, the lights on the beam and the traffic light go out, the movement of trackless vehicles through the crossing is allowed.

Automatic half-barriers, in addition to devices that ensure their automatic operation when trains are in motion, are equipped with non-automatic control devices. The devices are placed on the control panel, the installation location of which is chosen so that the duty officer at the crossing, located at the shield, can clearly see the approach paths of trains and cars.

On the control panel, buttons for closing and opening the half-barrier are installed; button for turning on the barrage alarm (normally sealed); light bulbs that control the appearance of trains at the approaches to the crossing, indicating the direction of the train; four bulbs that control the health of the traffic light circuits.

If necessary, by pressing the Close the barrier button, the crossing attendant can turn on the crossing signaling, which in this case works in the same way as when a train approaches the crossing. After the return (pulling out) of the button, the half-barrier bar rises to the vertical position and the red lights of the traffic light and the bar go out.

In case of damage to the automatic control system, the half-barrier remains in the blocking position. If there are no trains on the way, the crossing attendant can let vehicles through the crossing. To do this, he presses the button Opening the barrier. The half-barrier beam rises to a vertical position and the red lights on the traffic light and the beam will go out. The button must be kept pressed until the vehicle passes the half-barriers. When the button is released, the half-barrier returns to the horizontal position.

At crossings equipped with warning alarms, electric or mechanized barriers controlled by the duty officer at the crossing are used as fencing means. Automatic or non-automatic light and sound warning signaling is used to notify the duty officer on the crossing.

To signal the train to stop in the event of an emergency at the crossing, a barrage alarm is used. As barrier signals, special barrier traffic lights, automatic and semi-automatic blocking traffic lights and station traffic lights are used if they are no more than 800 m away from the crossing and the crossing is visible from the place of their installation. Barrier traffic lights, as a rule, are mast; they are shaped differently from conventional traffic lights. The red lights of the traffic lights do not light normally. They are turned on by the crossing attendant by pressing the Turn off the traffic lights on the panel. By returning (pulling out) the button to its normal position, the traffic lights are turned off. At the same time, the bulbs on the panel light up, which control the correct operation of the barrier traffic lights. If the control lamp does not light up when the barrier signal is turned on, this means that the traffic light is faulty and the duty officer for the crossing must take additional measures to protect the crossing from the side of the faulty traffic light.

In sections equipped with automatic blocking, when the barrage signaling is turned on at the automatic blocking signals closest to the crossing, their indication switches to prohibiting and the supply of ALS codes to the track circuits before the crossing stops.

The type of devices used at the crossing depends on the category of the crossing. On the road network, depending on traffic intensity and visibility conditions, crossings are divided into four categories:

I category - intersections of the railway with motor roads of I and II categories, streets and roads with tram and trolleybus traffic; with streets and roads on which regular bus traffic is carried out with a traffic intensity of more than 8 train-buses per hour; with all roads crossing four or more main railway lines;

Category II - intersections with highways of category III; streets and roads with bus traffic with a traffic intensity of less than 8 train-buses per hour; city streets that do not have tram, bus and trolleybus traffic; with other roads, if the intensity of traffic on the crossing exceeds 50,000 train-crews per day or the road crosses three main railway tracks;

Category III - intersections with roads that do not fit the characteristics of crossings of categories I and II, and if the traffic intensity at the crossing with satisfactory visibility exceeds 10,000 train-crews, and with unsatisfactory (poor) - 1000 train-crews per day. Visibility is considered satisfactory if from the crew, located at a distance of 50 m or less from the railway track approaching from any direction, the train is visible at least 400 m away, and the crossing is visible to the driver at a distance of at least 1000 m;

The intensity of traffic at the crossing is measured in train-crews, i.e., the product of the number of trains and the number of crews passing through the crossing per day.

To automatically turn on the guards when the train approaches the crossing, approach sections equipped with track circuits are arranged. The length of the approach section depends on the time of notification, the speed of the train and is determined by the formula

Estimated notification time depends on the length of the crossing, the speed of the vehicle through the crossing (assumed 5 km/h), the length of the vehicle (assumed 6 m) and the time of lowering the barrier bar (10 s), if the latter blocks the entire carriageway.

When warning signaling with electric barriers, the required notification time must be increased by the time the notification is perceived by the crossing attendant. In calculations, it is taken equal to 10 s. On the road network of the Ministry of Railways, the minimum allowable notification time for automatic traffic signaling without barriers and with half barriers is 30 s, for auto barriers that completely block the carriageway, 40 s, and for warning signaling - 50 s.

The automatic crossing signaling devices mainly use the same equipment and apparatus that is used in other railway automation devices. Special equipment includes crossing traffic lights, electric barriers and control panels for crossing signaling. Crossing traffic lights without barriers are made with two or three traffic light heads. Adding a third traffic light head allows you to expand the visibility zone of the signal indications.

Use electric barriers of vertically rotary type (fig. 141). It consists of a barrier bar 1, a cross-shaped signal sign 2 with glass reflectors, two single-digit heads 3, an electric bell 4, a mast 5 fixed to the body of the electric drive with four bolts, an electric drive 6 and a foundation 7.

The barrier bar of the semi-barrier, 4 m long, is completely balanced by the weights and is transferred from the closed position to the open position and back by the electric motor. During a power outage, manual translation of the timber is provided. To prevent breakage of the beam when it is hit by vehicles, it is fixed in a horizontal position not rigidly, but with two ball latches on the barrier frame and can be rotated about its vertical axis by 45°. In the raised state, the beam is locked by a transfer mechanism.

The electric drive of the barrier consists of a cast iron housing, in which a DC electric motor with a power of 95 W for a voltage of 24 V with a rotation speed of 2200 rpm is placed; gearbox with gear ratio 616; drive shaft and auto switch. When working, the gearbox rotates the drive shaft, which controls the barrier bar.

The autoswitch consists of three adjusting cams connected with the shaft drive, which close the contacts at different angles of the barrage rise. A two-arm damping device lever is connected to the drive shaft. The drive mechanism is equipped with a friction device that protects the electric motor from overloads.

"... Automatic traffic signaling - a system of crossing signaling, in which the passage of vehicles through the crossing is regulated by special crossing traffic lights with two red alternately flashing signals (lights), which turn on automatically when the train approaches a distance that ensures the early release of the crossing by vehicles, and turn off automatically after the passage of the train..."

Source:

"Instruction for the operation of railway crossings of the Ministry of Railways of Russia" (approved by the Ministry of Railways of the Russian Federation on June 29, 1998 N TsP-566)

- auto A device to prevent car theft, unauthorized start of the engine, as well as to give warning and alert signals when trying to break into and steal a car ...
Universal additional practical explanatory dictionary by I. Mostitsky
- 1) the use of conventions in all ways that intelligence and counterintelligence agencies communicate with agents ...
Counterintelligence Dictionary
- a system of signals, as well as devices and devices for their supply ...
Civil protection. Conceptual and terminological dictionary
- exchange of information between individuals of the same species or several types of chemicals or specific signaling behavior ...
Ecological dictionary
- serves to allow or prohibit drivers of auto-drawn and horse-drawn vehicles from crossing the railroad. path. The most widespread in the USSR and abroad was optical signaling with flashing lights ...
- a support for a traffic light head, which is a pipe closed from above with a cast-iron cap and equipped with a cast-iron cup from below, which is attached to a concrete foundation with four anchor bolts ...
Technical railway dictionary
- one of the types of railroad. signaling, at which signal indications are given by traffic lights. Depending on the purpose of the latter, these indications have different meanings ...
Technical railway dictionary
- conversion of information about the progress of the controlled process or the state of the object of observation into a signal, usually light or sound; signaling process...
Natural science. encyclopedic Dictionary
- Any behavior by which one animal affects the sense organs of another animal in such a way as to change the behavior of that animal...
Great Psychological Encyclopedia
- "..." automatic locomotive signaling" - a set of devices for transmitting to the driver's cab the signals of traffic lights, which are approaching high-speed railway rolling stock;.....
Official terminology
- "... Unregulated crossing traffic signaling - a constantly on alarm that does not depend on the approach of trains to the crossing ..." Source: "SNiP 2.05.07-91 * ...
Official terminology
- "... - a device for the relationship between the crossing signaling and special traffic lights used as barriers ...
Official terminology
- "... Semi-adjustable crossing traffic signaling - a traffic signaling system that turns on when the train is occupied by the section on which the crossing is located ..." Source: "SNiP 2.05.07-91 * ...
Official terminology
- conversion of information about the progress of a controlled process or the state of a controlled object into a signal that is convenient for human perception...
Great Soviet Encyclopedia
- keb-signaling/tion,...
merged. Separately. Through a hyphen. Dictionary-reference
- ...
Spelling Dictionary

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