DE510927C - Road closure for semi-automatic interlocking systems - Google Patents

Description

In semi-automatic interlocking systems, a route is generally immediately after their setting electrically determined. In order to have a To have greater operational mobility, one has the so-called proximity lock introduced, which makes it possible to resolve a route even after setting it and another ride

ίο to give when the train is even bigger Distance in front of the signal covering the route. The electric lock In this embodiment, the route only occurs when the train passes the track relay in front of the route to drop out brought.

The present invention aims to further improve this known device. The relay remains after the track section has been occupied as a result of a Disturbance are in the attracted position, the route would not be closed in time occur and a dangerous situation arises if the train continues. Another well-known Form seeks to remedy these disadvantages by ensuring that the signal only occurs after it has entered the route closure starts moving; but it has short approaches the operational disadvantage, (that the train driver pulls away against a stop signal got to.

According to the invention, these disadvantages are due to a special feature of the track circuit Avoid auxiliary relay associated with the approach path, its winding or windings in whole or in part lie in the feeder lines of the approach section. Depending on the chosen Embodiment is this auxiliary relay either every time the track section is occupied brought to the tightening and thereby brought about a closure of the driveway or the auxiliary relay is only activated when the track relay is occupied of the track section does not drop. The advantage of this latter version lies in the protection of the relay and its contacts, and if it fails, this relay too is then no longer to be expected. Would you like the relay to only work when that The track relay remains in the pulled position when the section is occupied, so you can Either short-circuit the auxiliary relay directly through a contact on the track relay or use a second auxiliary relay for this short circuit. With multi-phase relays you can z. B. put only one winding in the track circuit, while the auxiliary

*) The patent seeker stated as the inventor:

Dr.-Ing. Hermann Arndt in Berlin,

Oaufsches Museum

Library

winding receives current via a contact of the track relay.

You can also use the track circuit or the circuit of the second winding of a multi-phase relay to incorporate a device that enables it to respond of the auxiliary relay with occupied and unoccupied Route as large a difference as possible in the power consumption, im

ίο energy requirement or in the phase shift to manufacture.

In Figs. Ι to 6 are different Execution options described, for example.

Fig. Ι shows the circuit of the route signal lever locking magnet in connection with the switching of the signal control relay in the signal box. In Fig. I, in that of simplicity for the sake of single-pole representation is selected,

ao, F is the road lever lock solenoid, 6 ^{1 is} the signal control relay, W is the signal repeat lock solenoid. It is assumed that the route lever is in the 45 ° position and that under these circumstances its contacts ι and 2 are closed, but contact 3 is interrupted. When the lever is moved further, contact 2 is interrupted at around 60 ° and contact 3 is closed in the o, o ° division. The contacts of the route lever blocking magnet, signal control relay and repetition blocking magnet are provided with the corresponding letters. An arrow pointing upwards means that the relay is energized, an arrow pointing downwards means that the relay is de-energized.

In Fig. 2, 4 and 4 _{a are} the tracks on which traffic is moving in the direction indicated by the arrow. They branch out in the switch section W into the two sections Ab ₁ and Ab. The individual block and switch sections are insulated from one another by insulating lashings 5. The signal S ₁ protects the approaching section An, signal S ₂ the entrance to the tracks Ab ₁ and Ab via the turnout section W, the track relay Anr receives power via the tracks from the battery B , this current flowing via an auxiliary relay H. When the track section is unoccupied, this current is so small that the relay does not pick up. If the track relay Anr drops due to the short circuit of the tracks, the auxiliary relay is short-circuited via lines 6 and 7 and via a contact 20 of the track relay, so that it does not work even when the track section is occupied. If, on the other hand, the contact relay Anr did not drop out when the track section was short-circuited by the tension axles, the auxiliary relay would not be short-circuited and would be made to pick up as a result of the increase in the current caused by the short circuit. A contact of the auxiliary relay H, which is closed in the released position, is in the circuit of the route lever locking magnet (Fig. 1), as is a contact of the approach relay Anr. If the starting relay Anr were to stick, the driving route blocking measure would nevertheless be de-energized by the pick-up of the auxiliary relay and the route would be blocked. By activating the auxiliary relay, a lamp, bell or the like can be switched over. Raid thereby informing the steepworks attendant of the failure of the approach relay and adequately informing him about the dangerous situation. If the train continues via An and occupies section W, the contact of the switch relay Wr , which is in the circuit of the three magnetic switches Wu S and F , is interrupted. If section ^ m is now free, the auxiliary relay drops out again, but the route lever blocking magnet cannot yet receive any current. It only receives power when the switch section W has been cleared of the train. Since then the repetition blocking relay has dropped out, the driving route lever blocking magnet is attracted via the then closed contact 8 of the Wiiaderholiutngissperrelais W ^

In the embodiment according to Fig. 3, the signal box currents are not shown and only the switching of the track relays of the approaching section An and the auxiliary relay is shown. Here the short-circuit of the auxiliary relay is not brought about by the contact relay, but by an auxiliary relay H ₁ controlled by it via the contact 21 located on it.

In the next figures, there is also only the one for explaining the subject matter of the invention necessary part of the circuit of the route blocking magnet is shown.

In Fig. 4, the auxiliary relay H is in turn in the track supply lines of the track section An. It works with normal operations. A special auxiliary srelais H ₁ , which works with working current, receives power if the relay Anr remains attracted when the block section is occupied and the auxiliary relay H has closed contact 9 after its armature has been tightened due to the short circuit of the tracks. In this case, a contact 10 located in the circuit of the route lever locking magnet F is interrupted.

In Fig. 5, a two-phase relay is used as an auxiliary relay, one winding of which is in the track supply line of section An and the other winding of which receives current via a closed contact 20 of the relay ^ m? "

If the relay Anr does not drop out after the track section is occupied, the relay H would pick up and de-energize the route lever lock magnet. Here, too, relay H only works in the event of a fault in relay Anr.

In Fig. 6 an auxiliary relay H working with operating current is used, whose winding 11 receives power from the track supply transformer 12 via the tracks and whose winding 13 receives power via a contact 14 and line 15 which is closed when the block relay Anr is closed. Both windings each generate a rectified torque. The relay is also attracted when the winding 11 is short-circuited when the relay Anr has dropped out. It does not work in normal operations. Its effect on the route lever lock magnet is

ao the same as in the previously described versions.

Claims (6)

Patent claims: i. Route closure for semi-automatic interlocking systems in which the Train itself the route set for it by short-circuiting a track relay locks, characterized by the arrangement of an auxiliary relay, which closes the lock when the track relay is not working the driveway accomplished. 2. Route closure according to claim i, characterized in that the Track relay, if it is actuated by the train, the auxiliary relay switches off or shorts. 3. Route closure according to claim ι or 2, characterized in that that the auxiliary relay is made to attract its armature via the tension axles. 4. Route closure according to claim ι to 3, characterized in that that the dropping out or picking up of the auxiliary relay by a special from the track relay controlled relay is brought about. 5. Route closure according to claim ι to 4, characterized in that a single or multi-phase relay is used as an auxiliary relay, one winding of which is in the track feed lines of the Anrückabsohniitts {An) and the other winding via a closed contact (20 ) Receives electricity. 6. route closure according to claim i, characterized in that a Auxiliary relay provided with two windings is used in the closed-circuit current circuit, with one winding from the Track supply transformer of the approach section over the tracks and the other winding over one in the tightened position of the track relay closed contact (20) receives current, with the from both windings generated torques are rectified. 1 sheet of drawings