Locomotive device preventing unreasonable emergency braking |
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IPC classes for russian patent Locomotive device preventing unreasonable emergency braking (RU 2466886):
 Method for train movement parameters determination / 2463188
Invention relates to railway ACS and telemetry systems and is intended for determination of train movement parameters. The method consists in fixing the moment of head end of a train entering portion of line being monitored and determination of ordinate of head end, speed of movement and acceleration. Additionally, ordinate, speed and acceleration of tail end of a train is continuously monitored. The ordinates are determined by measuring formed in the process of current flowing over rail line and train wheel pairs and characterised by τ3 value "lag" of trailing edge of exponential pulse fed to rail line at the middle of monitored portion. Exponential pulse is fed as I = f(e1) function limited by amplitude Imax and building-up time τi. Then train speed and acceleration are determined from ordinates.
 Locomotive control system at railway station / 2463186
Invention relates to railway transport, namely to railway automatics, teleautomatics and communication systems. The system contains control-dispatching station, on-board locomotive control device and portable control panel connected by radio channels. Portable control panel and on-board locomotive control device are provided with built-in support tools for authorised access to train control. Personal portable electronic modules for driver and assistant driver are introduced into the system. Portable control panel is provided with interfaces for contact connection with on-board locomotive control device, with personal portable electronic modules of driver and assistant driver and interfaces for connecting to built-in support tools for authorised access to train control of on-board locomotive control device, to printer, scanner, process documentation memory electronic element and video-audio devices. On-board locomotive control device is provided with interfaces for contact connection with portable control panel and with personal portable electronic modules of driver and assistant driver, interfaces for connecting printer, scanner and process documentation memory electronic element which are connected to its built-in support tool for authorised access to train control.
 Device for automatic cab signalling system protection against power line interference / 2457138
Invention relates to railway equipment, namely, to railroad ACS and telemetry hardware and may be used for traffic control. Device contains positive and negative poles of power source, matching relay, frontal contacts of code presence relay, third counter, green light relay, red-yellow light relay, resistor, condenser, pulse relay contact. The device is additionally provided with reverse follower of pulse relay, blowout diode, blowout resistor, reverse follower contact, additional condenser, additional resistor, diode. In this device, to positive power source pole via frontal contacts of code presence relay, third counter, green light relay, following is connected: diode anode and frontal contact of red-yellow light relay common contact of which is connected with the first pole of resistor, the first output of matching relay winding the second output of which is connected with negative pole of power source and the first pole of condenser the second pole of which is connected with the second pole of resistor. Diode cathode is connected with rear contact of reverse follower of pulse relay the frontal contact of which is connected with positive pole via additional resistor, and its common contact - with the first pole of additional condenser the second pole of which is connected with negative pole of power source, the first output of pulse relay reverse follower winding and blowout diode cathode, the anode of which is connected with the first pole of blowout resistor, the second pole of which is connected with the second output of reverse follower winding and rear contact of pulse relay, common contact of which is connected with positive pole of power source.
 System of warning track repair gang about train approach / 2456192
Invention relates to railway ACS, telemetry and communication systems. System comprises stationary controller with its data outputs connected to warning and control signal generators and data inputs connected to outputs of receivers of works location and alarm signal coordinates Floor unit comprises floor transceiver. Portable unit incorporates portable transceiver with output connected to inputs of warning and control signal receivers and input connected to works location coordinates generator, and controller with its signal output connected via warning signal generator with warning indicator input. Additionally, stationary unit comprises centralised switchgear and signal control unit, interface and railroad section electronic card unit, low frequency filter, warning and control signal generator, receiver of works location coordinates and alarm signal. Floor unit transceiver output is connected to span communication line via low frequency filer and interface connected in series. Portable unit incorporates extra warning signal receipt acknowledgement unit, works location coordinates determination unit, mike, accident detection unit, alarm signal generator, warning signal receiver, control signal receiver, and warning signal receipt acknowledgement unit.
 Device to control railway traffic by means of artificial earth satellites / 2454348
Invention relates to railway ACS, telemetry and communication systems. Proposed device comprises navigation satellite, locomotive, receivers, range finders, train location signal generator, memory unit, rail locator, train speed control unit, locomotive display, DAC, locomotive radio station, communication satellite, dispatcher station, data processing unit, dispatcher station radio station and display. Locomotive and dispatcher station radio stations comprises carrier frequency synthesizer, phase-shift modulator, discrete message generator, first mixer, first local oscillator frequency synthesizer, first intermediate frequency amplifier, first power amplifier, duplexer, transceiving antenna, second power amplifier, second mixer, second local oscillator frequency synthesizer, second intermediate frequency amplifier, multiplexer, bandpass filter, phase detector, synchroniser and pseudorandom sequence generator.
 Time synchronisation system and method of time synchronisation in railway car / 2445222
Set of inventions relates to systems of time synchronisation between various hardware installed in railway car. Proposed method comprises selecting railway train sync signal station, car sync signal station, correction info wait station, and onboard device. Then, train sync signal station executes time correction of its self station with time data arbitrarily received as zero time. Then, corrected zero time is used to correct time at all car sync signal stations on the basis of the first info message of time correction. Then, generated time correction info message is transmitted to correction data wait station for it to correct self station on receiving second time correction info message. Proposed system comprises train sync signal station, car sync signal station and correction data wait station rated the lowest in hierarchical structure and incorporating monitoring and control device and onboard device. Train sync signal station comprises time correction unit and message generation unit. Car sync signal station comprises time correction unit and message generation unit. Correction data wait signal comprises time correction unit to correct self station time on the basis of second time correction message transmitted form car sync signal station while first and second time correction info messages are regularly transmitted with preset interval.
 Method of forecasting train speed / 2438906
Invention relates to diesel locomotive display, particularly, to method of forecasting and displaying train speed. Proposed method comprises locating the train on route, defining current speed and settings of train brakes and controller, and calculating forecast speeds at different route points proceeding from current speed and location. Obtained data allows calculating recommended brakes and controller settings and displaying them at different points along train route. Note here that forecast speeds exceeding speed tolerances and those not exceeding said tolerances are displayed differently.
 Determining false setting of train remote locomotive orientation / 2426665
Invention relates to determination of train remote locomotive orientation. Proposed method comprises controlling train remote locomotive working state and determining train remote locomotive working state. Remote locomotive may be driven with preset orientation relative to train main locomotive. Proposed system comprises orientation pickup, working state registration pickup, communication system and processor to control working state and to indicate that remote locomotive is driven in defiance of main locomotive working state.
 System for train traffic control / 2422316
Invention relates to railway transport and can be used in centralised railway transport control systems. The system contains central control room and distributed controlled rooms. In each control room there is computer of train traffic control operator WKS. Ports of this computer are connected with the first port of electric interlocking tower hardware unit, remote control and signalling devices unit and stationary device for radio communication with locomotives. In each control room, the ports of remote control and signalling devices are connected with communication channels, and stationary radio communication device is connected with on-board transceivers. In each locomotive, the on-board computer ports are connected with on-board transceiver, display, train movement control unit and satellite navigation system receiver. In each distributed controlled room, on-duty mode control unit and switching unit are introduced. The remote control and signalling devices unit is connected with on-duty mode control unit which connected with the second port of electric interlocking tower hardware unit via switching unit.
 Method of setting up digital radio channel for train acs data transmission / 2419569
Invention relates to railway transport and may be used for setting up radio data digital transmission channel for train ACS. Proposed method comprises using satellite navigation system to determine locomotive coordinates with data update frequency of 2 to 3 seconds.Coordinates are transmitted to onboard data control system that references locomotive location coordinates to railway route and generates messages on locomotive location referenced to common time to be transmitted via radio communication network to central switchboard and, further on, via data control server of railway central dispatcher station, to traffic time-table observance data generation unit. The latter compares received data with preset train time-table. Results of comparison are transmitter to dispatcher monitor and, via data control system and digital radio communication network, to locomotive onboard data control system to inform locomotive operator on deviations from time-table for him to take train control decision.
 Locomotive device preventing unreasonable emergency braking / 2466886
Device contains unit for measuring actual speed of train and its mileage which unit is connected with actual and allowed speeds comparator, locomotive decoder of continuously-operated automatic cab signaling connected with former of allowed speed values, as well as emergency braking control unit connected with electropneumatic valve. Also, the device is equipped with locomotive traffic light readings change from Yellow to Red-Yellow indicator connected with locomotive decoder, selector of actual and allowed speeds difference, resettable counter of mileage, two OR logic gates, service braking control unit, as well as driver's display unit.
 Method for hydraulic brake actuator control to provide automatic vehicle braking / 2518112
Method consists in control and recording during motion a number of measured and calculated motion parameters which serve for preliminary setting criteria of automatic braking process start and end. When this mode occurs braking fluid in main brake cylinder and braking gear control circuits of front and rear wheels are used while maintaining functionality of antilock system. During braking vehicle clutch control is additionally performed using independent single-circuit hydraulic unit. Target deceleration is implemented by means of setting time of electric motors operation and powering accumulator solenoid valves (separately for hydraulic units of braking gear control and of clutch control). The initial point is calculation of pressures required in each circuit of used hydraulic units, and during braking shutoff and accumulator solenoid valves are controlled in corresponding hydraulic circuits.
 Method to determine location of running rail vehicle / 2248293
Invention relates to methods of location of running trains. According to proposed method, computer is installed, for instance, on locomotive, and information on region along which tracks are laid and fixed reference points with known coordinates are introduced into computer memory. Locomotive is furnished additionally with photosensor, for instance, video camera by means of which video shooting of contact system locks is provided. Information is supplied with resolution sufficient to recognize intersection of contact system lock and contact system proper. Analog-to-digital video signal converter takes picture from video camera, provides numbering of picture and transmission of picture into computer where picture is compared with lock mask. If result of comparing is positive, value of variable responsible for storing ordinal number of lock of contact system on said route is increased and, basing on obtained number, data are selected by point of route.
 Locomotive indication device / 2265539
Proposed device contains coding and indicating module, control module, coding and recording module, recording cassette and locomotive indication panel. Coding and indicating module is made for input of data for safe driving of train and it is connected with control module. Recording cassette is connected with coding and recording module. The latter is connected with control module by CAN-type system interface interacting with locomotive safety systems. Locomotive indication panel is connected with coding and indicating module and is made for representing readings of light signals, actual, rated and tolerable speed of train running, direction of running, type of target and distance to target.
 Railway train location checking system / 2265543
Proposed system has "n" navigational satellites, checking-and-correcting station determining information on satellites required for operation of railway train which contains navigational receiver and position computer. Checking-and-correcting station contains additionally input unit whose output is connected with second input of modulator and series connected section-between-stations computer, block section computer and interface unit whose output is connected with locomotive control system, section-between stations memory unit whose output is connected with first input of section-between-stations computer, second input of which is connected with output of position computer, block section memory unit whose output is connected with second input of block section computer whose third input is connected with output of demodulator.
 Method to check location of railway train / 2272731
Proposed system designed for checking location of railway train has n navigational satellites, train, navigational receiver, parameter corrector, speed corrector, covered distance calculator, location calculator, insulated rail joint sensor connected with first input of parameter corrector whose second input is connected with storage unit. Third input of parameter corrector is connected with out put of location calculator. To corrected measured pseudodistances use is made of data base containing coordinates of insulated rail joints and points with fringe reception of signals, for instance, in tunnels.
 Method of and device for combined radio communication and radio navigation for use in railway transport / 2278047
Proposed group of invention is designed for exchange of messages between dispatcher station and train and to determine parameters of running train directly at dispatcher station. Method employs retransmission of signals by means of geostationary satellite, use of complex signals with combination phase-shift keying and on-off keying, their correlation processing, transmission and reception of information at two frequencies. Device contains geostationary satellite-retransmitter with transmit-receive antennas, RP sequence generator, high-frequency generators, phase keyers, oscillators, mixers, analog signal sources, amplitude modulators, first intermediate frequency amplifier, power amplifiers, transmit and receive antennas, receive antennas, second intermediate frequency amplifiers, amplitude limiters, synchronous detectors, multipliers, band-pass filters, phase detectors, storage units, correlation processing unit, locomotive covered and speed meter, registration and analyzing units, change-over switch and difference frequency amplifier.
 Method of and device for combined radio communication and radio navigation for use in railway transport / 2278048
Proposed group of inventions is designed for determining parameters of running train directly at dispatcher station. Said dispatcher station contains PR sequence generator, high-frequency generator, phase keyer, two oscillators, two mixers, first intermediate frequency amplifier, two power amplifiers, transmit and receive antennas, second intermediate frequency amplifier, multiplier, band-pass filter, phase detector, two buffer storage units, correlation processing unit, registration and analyzing unit. Locomotive on-board equipment includes receive and transmit antennas, receiver, change-over switch and transmitter. Parameters of running train are determined using complex signals with phase-shift keying for which correlation processing, transmission and reception at two frequencies are provided.
 Method of identification of rail running objects / 2280580
Proposed method comes to recording signals from two wheel pickups when they are intersected by wheelsets of train. Wheel pickups are arranged at preset fixed distance relative to each other whose value is less than minimum possible interaxle distance. At distance. At moment of intersection of first wheel pickup, passive receivers-transponders installed on train running units are irradiated by SHF signal, and pulse is formed to start master timer referring time counting system to running train. Data on structure of interaxle distances of wheelsets corresponding to definite types of running units and data on running units corresponding to codes recorded in memory of passive receivers-transponders are preliminarily recorded in memory of measuring device. Algorithms for determining in time location of passive receiver-transponder and speed and direction of train running are provided. Periodicity of recorded signals is restored in case of skip in recording of signal from wheel pickups and/or presence of false information. Train is identified basing of data from wheel pickups and passive receivers-transducers.
 Method of measuring parameters of running of rail vehicle, suspension of sensing element of float-type pendulum accelerometer and device for implemting the metod / 2281874
Invention relates to methods of measuring parameters of running of rail trains and to measuring facilities, namely, to float-type compensated pendulum accelerometers with discrete output. According to proposed method, float-type pendulum accelerometer is installed on movable base and axis of sensitivity of accelerometer is aligned with direction of running, and output axis is set vertically, and then float-type suspension of sensing element of hydrostatic type is formed using zero floatability of sensing element. Discrete output signal of float-type pendulum accelerometer is formed and said signal is integrated and signal indicating value of movement of train is obtained. Moreover, output signal of accelerometer at movements of train at slopes and upgrades is corrected.
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FIELD: transport. SUBSTANCE: device contains unit for measuring actual speed of train and its mileage which unit is connected with actual and allowed speeds comparator, locomotive decoder of continuously-operated automatic cab signaling connected with former of allowed speed values, as well as emergency braking control unit connected with electropneumatic valve. Also, the device is equipped with locomotive traffic light readings change from Yellow to Red-Yellow indicator connected with locomotive decoder, selector of actual and allowed speeds difference, resettable counter of mileage, two OR logic gates, service braking control unit, as well as driver's display unit. EFFECT: elimination of most part of unreasonable emergency braking events, higher reliability and safety. 1 dwg
The invention relates to the field of train control on the Railways and can be used in systems to improve traffic safety. Emergency braking are the source of increased risk and violations of traffic safety. Experience in freight and passenger traffic, and confirm sustainable statistical data shows that in many cases, emergency braking lead to jamming of the wheel pairs and injury of passengers in passenger trains, tearing and squeezing cars in freight trains, i.e. lead to a direct violation of traffic safety. Emergency braking, the driver should apply in the case of direct threat to traffic safety, including the threat of collision with train or cars, busy moving, with the threat of hitting people, and it should be applied automatically when the service brake is applied underutilized or used in cases not confirmed by the operator vigilance, the threat of passage prohibiting signal. In other cases, automation or operator required in advance to reduce the speed or stop the train speed service braking, preventing jamming wheelset when properly operating brake equipment of the locomotive and wagons. Nowadays a large part of the emergency braking occurs for example, if the malfunction of automatic locomotive signaling continuous action (ALSN), when there is a false reset permissible speed that is unreasonable and only reduces traffic safety. Such emergency braking should be prevented and the desired reduction in speed to carry out a step of the service brake. A known system ALSN (see Rail transport: an encyclopedia. / CH. edited NS Konare. - M.: Great Russian encyclopedia, 1994 - p.18.), performing speed control of the train and its inhibition in case of exceeding the allowable speed values containing the decoder code signals in the rails, measuring the actual speed, speed control and electro-pneumatic valve (EPA). A disadvantage of the known system ALSN are its limited management capabilities - system only affects the EPA, which causes the emergency brake of the train; the system has no junctions with the service manual braking and not able to respond to failures interrupting the normal operation of ALSN and may result in unnecessary emergency braking. Also known automatic braking control SOUTH (see Rail transport: an encyclopedia. / CH. re the. NS Konare. - M: Great Russian encyclopedia, 1994 - p.19). The system includes a meter of distance traveled, measuring the actual speed, the block comparison of speeds, the driver (application block) specify the valid values speed. Control system capabilities expanded. It provides a service braking. The disadvantage of this system is the need to use expensive equipment, lack of autonomy in the system, you must enter the readings of the devices ALSN, as well as its inability to respond to failures interrupting the normal operation of ALSN and may result in unnecessary emergency braking. Closest to the claimed device is an automatic speed control (APC), described in "Rail transport: an encyclopedia". / CH. edited NS Konare. - M: Great Russian encyclopedia, 1994 - P.20. The system contains a valid driver speed, measuring the actual speed and distance, block compare speeds. The system provides automatic activation of the service braking and control the correct execution of this command, failing which by using EPA included emergency braking. The disadvantage of the system is its inability to respond to failures that violate normalno the work of ALSN and may result in unnecessary emergency braking. The technical result is to create a locomotive device false alarms emergency braking, which is able to eliminate most of the unfounded emergency braking, increased reliability and security and does not require for its operation additional equipment. The technical result is achieved by the fact that in the locomotive device false alarms emergency braking containing measuring the actual speed of the rolling stock and passable path associated with the unit of comparison of actual and allowable speed, the locomotive decoder automatic locomotive signaling continuous action associated with the shaper acceptable speed value, and the control unit emergency braking associated with the electro-pneumatic valve, inputs associated with the locomotive decoder indicator of change of the indication of the locomotive lights with Yellow signal Red-Yellow, the selector is the difference between actual and allowable speed, resettable trip meter, two logical element And two logical element OR, the control unit of the service braking control unit activate the service braking, the output of which is connected to one of inputs of the control unit e is strenum braking, and also the display unit driver connected to a second logic element, and reset the trip meter is connected to the indicator of the change in readings locomotive lights with Yellow signal Red-Yellow and with the second output of measuring the actual speed of the rolling stock and let his path, shaper valid speed values connected with the second input of the comparison of the actual and allowable speeds, with output of which is connected to the selector, the difference between actual and allowable velocities, the first output selector the difference between actual and allowable speeds connected to the first input of the first logic element OR the second output selector the difference between actual and allowable velocities connected with the first entrance control unit service braking, the third output selector the difference between actual and allowable speeds connected to the first input of the second logic element OR, as the fourth output selector the difference between actual and allowable velocities connected with the first inputs of the logic elements And, one of the inputs of the control unit activate the service braking, another input connected to the output of the control unit of service braking, the second inputs of the logic elements And is connected to the output of the locomotive decoder, which is transmitted To the ACLs signal on the locomotive lights and third inputs of logic elements And are connected respectively with two outputs resettable trip meter, the output of the first logic element And connected with the second input of the control unit emergency braking and the second input of the second logic element OR the output of which is connected with the second input of the control unit of service braking, the output of the second logic element, And optionally connected to a second input of the first logic element OR the output of which is connected to the third input of the control unit of the service brake. The drawing shows a structural diagram of the locomotive device false alarms emergency braking. The device includes a probe 1 actual speed of the rolling stock and a passable road. In the above-mentioned meter 1 actual speed of the rolling stock and let them route the incoming data from the GPS receiver or other source of information about the movement of rolling stock is converted to the speed of the locomotive (Vf) and is covered by a locomotive path (Sf). One of the outputs of the meter 1 actual speed of the rolling stock and passable path connected to the block 2 comparison of actual and allowable speeds. Locomotive decoder 3 signals ALSN connected to the driver 4 for example the x values of velocity (V SS) and indicator 5 the change of the indication of the locomotive lights with Yellow (warning) signal Red-Yellow (preduprejdayu-prohibiting signal. In the decoder 3 signals ALSN receives signals from the travel device of ALSN corresponding train situation on located ahead of the block sections of the route. In the decoder 3 ALSN received signals are converted into current readings locomotive light that arrives at the shaper 4 permissible values of velocity VsupplementaryIn the shaper 4 permissible values of velocity VSSdepending on the received indications of the locomotive lights from a set of values permissible speed is selected valid at this point in time, and this value is passed to block 2 comparison of actual and allowable speeds. The latter is connected to the selector 6 the difference between the actual and allowable speeds. Depending on the values of the difference between actual and allowable speed signals from the selector 6 the difference between the actual and allowable velocities do in other elements of the locomotive device false alarms emergency braking. Indicator 5 the change of the indication of the locomotive lights with Yellow (warning) signal Red-Yellow (preduprejdayu-prohibiting signal is connected to reset the counter 7 covered PU is I. The latter is connected with the second meter output 1 actual speed of the rolling stock and passable path. The first and third outputs of the selector 6 the difference between the actual and allowable velocities connected with the first inputs of the first 8 and second 9 logical elements OR, respectively. The second output of the selector 6 the difference between the actual and allowable speeds connected to the first input 10 of the control unit of the service braking (BOOST), and the fourth output of the selector 6 the difference between the actual and allowable velocities is connected with one input unit 11 of the control of actuation of the service brake (BCST) and with the first inputs of the logic elements And 12 and 13. The output of the locomotive decoder 3 signals ALSN transmitting Red (prohibiting signal to the locomotive lights, connected with the second inputs of the logic elements And 12 and 13, the third inputs of which are connected to the outputs of the reset counter 7 of the traversed path. The output of the first logic element And 12 is connected to the second inputs of the block 14 control emergency braking (BUET) and the second 9 logical OR. The output of the second 9 logic element OR is connected with the second input unit 10 controls the service brake. The output unit 10 controls the service brake is connected with the second input unit 11 controls the enable service is Imogene. Unit 11 controls enable service brake connected to the first input unit 14 of the management of emergency braking. The mentioned block 14 control emergency braking is connected with the electro-pneumatic valve 16 (EPC) system brake control locomotive. The output of the second logic element And 13 is connected to a second input of the first 8 logical element OR with block 15 display driver (BIM). The output of the first 8 logical element OR is connected with the third input unit 10 controls the service brake. The device operates as follows. During the movement of rolling stock on railway land measuring 1 actual speed of the rolling stock and let his path, locomotive decoder 3 signals ALSN and shaper 4 permissible values of velocity VSSdetermine and transmit to the inputs of block 2 comparison of actual and allowable speed rolling stock two speed values - actual Vfand valid VSSfor the current value of the code signal of ALSN. In unit 2 comparison of actual and allowable velocities calculate the difference of these velocities (ΔV=Vf-VSS), and the corresponding value of the velocity difference is transmitted to the selector 6 the difference between the actual and allowable speeds. If the actual speed does not exceed d the permissible value, i.e. if ΔV≤0, then consider the device does not have the brake system of the rolling stock is no impact. From the third output of the selector 6 the difference between the actual and allowable velocities at the first input of the second 9 logic element OR signal, in accordance with which the blocked unit 10 controls the service brake. As in block 11 of the control of actuation of the service brake is not receiving signals from unit 10 of the control of the service braking and there is no signal of 0<ΔV≤10 km/h from the output 4 of the selector 6 the difference between the actual and allowable speeds, it doesn't give the signal to the block 14 include emergency braking, as the need for emergency braking is missing. During normal change of indication locomotive decoder 3 signals ALSN on more forbidding or in the event of a failure of conversion of the specified decoder 3 signals from the travel device of ALSN and giving them the signal corresponding to the indicator locomotive lights "WHITE", a valid speed value has abruptly decreased. In this case, decrease the actual speed to an acceptable value is a service braking in accordance with the signals of the selector 6 the difference between the actual and allowable velocities supplied to its first and second outputs. If the value of the velocity difference consider is Ino is small and ranges from 10 to 30 km/h, it included the first stage of the service braking, namely from exit 2 of the selector 6 the difference between the actual and allowable speed signal is fed to the first input of the first 10 of the control unit of service braking. If the mismatch of speeds equal to or exceeds 30 km/h, the output 1 of the selector 6 the difference between the actual and allowable speed signal at the first input of the first 8 logical OR. From the first 8 logical element OR the signal at the third input unit 10 of the control of the service braking (management of the second stage of the service braking). Simultaneously (because the speed difference is greater than zero) receive a second signal from the fourth output of the selector 6 the difference between the actual and allowable velocities at the first input unit 11 of the control of actuation of the service brake. In the presence of the signal from the unit 10 controls the service brake input unit 11 of the control of actuation of the service brake the latest activates its output and disables the inclusion of the emergency brake. If the difference between the actual and allowable speed does not exceed 10 km/h, the output signal 4 of the selector 6 the difference between the actual and allowable speed is supplied to the input unit 11 of the control of actuation of the service brake and both 12, 13 logical elements And. In this case, in the absence of a teacher who tsti in the path of rolling movement continues, as usual, the speed control is not carried out. If ahead on the route, rolling obstacles from the locomotive decoder 3 signals ALSN on the locomotive lights and indicator 5 the change of the indication of the locomotive lights with Yellow (warning) signal Red-Yellow (preduprejdayu-block) signal corresponding to the Red and Yellow indication locomotive lights. The specified indicator 5 sends a signal to the second input of resettable counter 7 of the traversed path, in accordance with which the testimony of the latter are set to zero and begins counting distance traveled on dangerous block section of railway track. In this case, if a failure occurs in the transcript of the testimony of the information from the travel device of ALSN, then on the second inputs of the logic elements And 12, 13 with the locomotive decoder 3 signals ALSN signal Red, prohibiting movement. If the path on this unit-section not exceeding 400 m (all values are given for an example of the calculation of the short block and can be changed), then the signal from the second output of the resettable counter 7 of the traversed path is supplied to the third input of the second logic element 13 And activates it, as on all of its three input signals. From this element, the signal enters the unit load indication and 15 of the driver, warning him about the dangers, and to the second input of the first 8 logical OR. From the first 8 logical element OR the signal at the third input unit 10 controls the service brake, activating it. In block 11 of the control of actuation of the service brake signal from the fourth output of the selector 6 the difference between the actual and allowable speeds. Thus, it is deeper service braking and control. If the value of distance traveled on dangerous block area exceeds 400 m, then the command to emergency braking. In this case, the signal originating from the counter 7 of the traversed path is supplied to the third input of the first logic element 12 I. Thus, all the inputs of the first logic element 12 And receives signals, it is activated, and the signal from its output is fed to the second input unit 14 control emergency braking, and from him to the electropneumatic valve 16, resulting in the inclusion of emergency braking. Introduction in the proposed device selector the difference between the actual and permissible speed indicator of the change in readings locomotive light Yellow (warning) signal Red-Yellow (preduprejdayu-prohibiting signal, resettable trip meter, two logical elements, And the two logs from the definition of the elements OR the control unit of the service braking control unit activate the service braking and display unit driver allows you to eliminate most of the unfounded emergency braking, improve reliability and safety of operation. Locomotive device false alarms emergency braking containing measuring the actual speed of the rolling stock and passable path associated with the unit of comparison of actual and allowable speed, the locomotive decoder automatic locomotive signaling continuous action associated with the shaper acceptable speed value, and the control unit emergency braking associated with the electro-pneumatic valve, characterized in that provided associated with the locomotive decoder indicator of change of the indication of the locomotive lights with Yellow signal Red-Yellow, the selector is the difference between actual and allowable speed, resettable trip meter, two logical elements, And two logical elements OR the control unit service braking, the control unit activate the service braking, the output of which is connected to one of inputs of the control unit emergency brake, and block the display driver connected with the second logical elements stored And, and reset the trip meter is connected to the indicator of the change in readings locomotive lights with Yellow signal Red-Yellow and with the second output of measuring the actual speed of the rolling stock and let his path, shaper valid speed values connected with the second input of the comparison of the actual and allowable speeds, with output of which is connected to the selector, the difference between actual and allowable velocities, the first output selector the difference between actual and allowable speeds connected to the first input of the first logic element OR the second output selector the difference between actual and allowable speeds connected to the first input of the control unit of the service brake, the third output selector the difference between actual and allowable speeds connected to the first input of the second logic element OR, as the fourth output selector the difference between actual and allowable velocities connected with the first inputs of the logic elements And, one of the inputs of the control unit activate the service braking, another input connected to the output of the control unit of service braking, the second inputs of the logic elements And is connected to the output of the locomotive decoder, through which is passed a Red signal on the locomotive lights, and third inputs of the logic elements And the United respectively with two outputs resettable trip meter, the output of the first logic element And connected with the second input of the control unit emergency braking and the second input of the second logic element OR the output of which is connected with the second input of the control unit of service braking, the output of the second logic element, And optionally connected to a second input of the first logic element OR the output of which is connected to the third input of the control unit of service braking.
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