Sorting hump: device, operating technology. Railway infrastructure
SORTING HILL
SORTING HILL
station device, which allows, due to the slope of the railway. when maneuvering, use the gravity of the cars to move them independently (rolling) onto the branching tracks of the marshalling yard. G. s. large marshalling stations are equipped for disbanding and forming trains. The train to be sorted is gradually and continuously moved by a locomotive along the ascent to the top of the mountain. (), Moreover, the coupler, on the move, uncouples groups of cars (uncouples) intended for placement on trains of different categories and further directions. Having crossed the top of the hill, the trailers end up on a steep slope, where, moving under the influence of gravity, they accelerate their movement and, having separated from the train, are directed in accordance with the established route of the switches along the path of their destination. As the next cut passes, the arrows move to allow the next one to pass. To eliminate the danger of one cut being overtaken by another within the limits of the underhill arrows, the speed of the moving cuts is regulated by the brake shoes or the action carriage retarders(mechanized G. s). Brake shoes also stop cars on the tracks of the sub-hill park if their speed when approaching cars standing on the tracks is so high (more than 5 km/h), which, upon impact, can cause damage (breakdown) to the cars. G.s., especially mechanized ones, have high productivity, speed up the turnover of cars, reducing the time of maneuvers, and reduce the number of shunting locomotives; their importance in speeding up the work of the station in disbanding and forming trains increases even more with Stakhanov’s methods of organizing work (see. Kozhukhar method, Krasnov method). G. s. Currently, they are the most technically advanced device for mass sorting work. Ensuring the massive formation of long-distance block trains, G. s. are of great importance for accelerating the movement of cars. To speed up shunting work, prevent wagons from collapsing, and improve working conditions for civil engineering. are mechanized by installing car retarders, mechanized shoes, and centralizing switches. On mechanized hydraulic systems. the switches are switched, the retarders and signals are controlled from the central hump control room via electric power. energy. At the centralized control post, a device (remote control) is installed, on the top cover of which there are handles for moving the arrows, regulating the operation of the retarders and changing the signal readings; There are also colored lamps indicating the position of the points of the arrows, their occupation by rolling cars, and the position of the signals.
braking using car retarders. Newly constructed G. s. should be built taking into account the possibility of their subsequent mechanization (PTE, § 95). All vehicles, both mechanized and non-mechanized, are equipped with traffic lights and loud-speaking devices, with the help of which the operator transmits to the sub-hill park information about the composition of the cuts, the route of each cut, and other necessary instructions and orders. The shunting driver receives orders via a radio receiver placed in the locomotive booth." />
The work of operating retarders, switches and signals is performed by the hump operator, who replaces a significant number of switchmen and shoemakers. When the next cut passes, the operator sets arrows for it according to the purpose of the cars, depending on the speed, load and required range of the car, as well as weather conditions (frost, heter, rain, etc.) and brakes it using car retarders. Newly constructed G. s. should be built taking into account the possibility of their subsequent mechanization (PTE, § 95). All vehicles, both mechanized and non-mechanized, are equipped with traffic lights and loud-speaking devices, with the help of which the operator transmits to the sub-hill park information about the composition of the cuts, the route of each cut, and other necessary instructions and orders. The shunting driver takes orders via a radio receiver placed in the locomotive's booth.
Technical railway dictionary. - M.: State Transport Railway Publishing House. N. N. Vasiliev, O. N. Isaakyan, N. O. Roginsky, Ya. B. Smolyansky, V. A. Sokovich, T. S. Khachaturov. 1941 .
See what a “SORTING HILL” is in other dictionaries:
A station device with inclined railway tracks (working section), designed for sorting railway cars and forming trains. The sorting hump allows you to intensify shunting work... Big Encyclopedic Dictionary
sorting hump- A structure located on a slope with railway tracks for the independent movement of cars during the sorting and formation of trains [Terminological dictionary for construction in 12 languages (VNIIIS Gosstroy USSR)] Subjects transport in general... ... Technical Translator's Guide
A station device with inclined railway tracks (working section), designed for sorting railway cars and forming trains. The sorting hump allows you to intensify shunting work. * * * SLIDE… … Encyclopedic Dictionary
A structure located on a slope with railway tracks for the independent movement of cars during the sorting and formation of trains (Bulgarian language; Български) razpredelitelna garbitsa (Czech language; Čeština) svážný pahrbek (German language;... ... Construction dictionary
Mechanized hump at the railway station- Mechanized hump: a hump equipped with railcar retarders, which are located at one or more braking positions...
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We are confident that you can easily buy train tickets for the Moscow - Gorki train without leaving your computer. Choose the most convenient train, carriage class (reserved seat or compartment) and seats in the carriage. Railway tickets are issued electronically and after payment are sent to your email. A common payment option is Visa or MasterCard.An integral part of freight rail transportation is sorting work, during which trains are assembled for dispatch in one direction or another. Stations where cargo is redistributed are called marshalling stations. In their work they use many special devices, the main one of which is a sorting hump. Let's find out what it is and how it functions.
General characteristics
A hump is a structure located on the territory and intended for the formation or disbandment of freight trains. In essence, it is an embankment on which railway tracks are laid. The design consists of three main sections: the sliding part, the hump and the drain part. The train moves up the hill using a locomotive. Then each car, under the influence of gravity, independently rolls down to its destination along the descent part, which is located on a slope. Between the cars or trailers (several connected cars) rolling down the hill, an interval is formed that is sufficient to change the switches in accordance with the train formation plan. The rolling speed of the cars is regulated by brake positions, which are equipped with car retarders.
Basic Concepts
The top of a hill is its highest point. Typically its height is from 3.5 to 4.5 meters. Here, wagons or trailers are sent to the sub-hill tracks to their destinations. The height of a slide is the difference between its top and the calculated point of the most unfavorable path for sliding down the hill. The height is calculated in such a way as to ensure the passage of a car with poor driving characteristics under unfavorable natural conditions to the design point, which is taken with a margin at a distance of 50 m from the end of the braking position of the most difficult track. The hump of a hump is its transfer part, from which the car or trailer begins its independent downward movement.
The sliding part is the area between the last turnouts of the foothill neck of the receiving park and the top of the hump. This zone, as a rule, is equipped with a counterslope for the convenience of uncoupling cars and stopping them. The descent part, accordingly, is the area between the top of the slide and the beginning of the marshalling yard. In this case, the section of the path with the greatest steepness is called high-speed.
Types of hump humps
Slide complexes can be either one-sided or two-sided. The latter are usually used in particularly large sorting facilities, with a large volume of work in both directions. Previously, slides were built only in areas with a natural slope of the ground. Many of these slides are still in use today. Later they began to build slides with an artificial slope.
The methods used to brake cars may also differ. It all depends on the point at which the sorting hump is located. The stations that were built around eventually ended up within the city. These are subject to special requirements. We are talking about silent operation of retarders and switch drives, special rules for dissolution and limited access to the station territory.
Types of marshalling yards
The sorting yard can be the same length as other station parks, or shortened. Shortened trains are most common in America, where favorable terrain and large distances between stations make it possible to create especially long trains. Shortened trains, assembled in one sorting yard, are connected to other half-trains on the departure routes. However, there are cases when it is more expedient to design long sorting yards. It all depends on the specific region.
The latest generation hump humps provide the ability to locally control elements such as turnouts and indicators for receiving/dispatching parks, with the ability to check all necessary circuits and dependencies. It is less common to see a railway, a marshalling yard in particular.
Braking of releases in the hill zone
The first braking of the release occurs in the hump zone to form following intervals. It is carried out by one or two TP (brake positions). The next braking is targeted and occurs in the park area, when the car reaches its destination.
In addition to the clamp-type retarders known at the stations of Russian Railways, other braking systems are also used. For example, at stations located near residential areas, rubber-coated rails are used to reduce the speed of trains. The friction force that occurs when a metal wheel moves over a rubber coating is regulated using a retarder. The most promising are the hump brake positions equipped with permanent magnets. They are most effective at high cutting speeds (more than 20 km/h).
Braking of trailers in the park area
In park areas, to slow down cars or trailers, a certain number of point retarders are installed, which provide quasi-continuous speed control. The most recognized at the moment are point hydraulic piston models of retarders. They are activated when the wheel flange hits the retarder piston mounted on the rail journal. If the rolling speed is exceeded (recorded using a special sensor), the excess kinetic energy is extinguished when the piston moves down.
In Europe, the hydraulic spiral retarder is also widely used. As the car passes over it, the flange of the wheel engages the spiral protrusion of the cylinder, the latter makes a revolution, taking part of the energy of the wheel. The resistance that the car retarder will provide depends on how much the car speed exceeds the norm.
Braking at stations with natural gradients
At marshalling yards with a natural slope, speed control usually occurs along the entire slope, including the pre-park area. The latest generation of humps are equipped with car seaters, which are located directly inside the rail track and can be moved using automatically controlled cables. If necessary, the car unloader can even bring the uncoupling to the cars to which it must be connected. Such devices are widely used at railway stations in Munich, Zurich and Rotterdam.
In addition to braking devices, hump humps are also equipped with hydraulic accelerators. They are usually located in the park area and are activated if the trailer is moving at a speed below normal.
The first slide systems
The first inclined track for wagon distribution was built in Dresden in 1946. At that time, another method of disbanding trains was common in Europe - with turntables. In 1858, the first semblance of a hump system was built at Leipzig station. In the form in which the hump operates today, it was first built in 1863 at the French Terre Nord station.
First counterslope
In 1876, the first sorting station with a counter-slope on the sliding part and an intermediate platform was built at the German station Spöldorf. Previously, slides were built on a natural slope, without a counterslope. In 1891, they began to divide the marshalling yard into bundles (groups of tracks). Instead of braking devices, they were then used. These simple devices can still be found at stations with a natural slope.
First moderator
In the twenties, Europe and America began to use beam-type retarders. In 1923, a mechanized complex of four hydraulic moderators was launched at the European Hamm station. Thanks to the electromechanical centralization mechanisms that appeared around the same time, it became possible to remotely control the railway at the hump section. Somewhat later, the first electrical devices were created that memorized the order in which the cars passed. In accordance with the established task, they independently adjusted the switch drives of the beams.
Full automation
In 1955, the first controlled slide complex was launched at Chicago's Kirk Station. By the 1970s, most large stations had achieved full automation of hump humps. A little later, they began to use a radio channel to control locomotives, which increased productivity.
Alternative options
In the second half of the twentieth century, a trend emerged towards the predominance of small freight shipments. Due to the growing competition between railway and other types of freight transport, container transportation has become relevant, which makes it possible to minimize transshipment costs and take advantage of the advantages of each type of transport. In order to reload containers from railway cars to road and sea transport, special platforms with crane mechanisms were equipped. As container shipping has developed, many marshalling yards in Europe have transferred their functions to fleets that can transfer containers from wagons not only to sea and road transport, but also to other trains.
Complex MSR 32
Siemens has developed a special complex MSR 32 for the construction and modernization of railway marshalling stations. Depending on the type and power of the required hump, as well as its profile and local conditions, it creates a model that is tested using electronic computers. The model shows where it is most appropriate to place speed sensors, weight meters, cutter size meters, brake positions and other elements of the marshalling yard.
The system adapts to any customer requirements thanks to its modular design. It is being implemented in slides with different profiles, braking concepts and processing capabilities. For example, in Zurich, a hump equipped with the MSR 32 system handles 330 cars per hour. The locomotive is controlled via a radio channel. In Vienna, a similar separation point has a capacity of 320 cars per hour. The locomotive of this coaster is radio controlled. The system ensures continuous exchange of information with control centers on all coasters. The hump operator only has to make sure that everything works as it should. The first station in the former USSR where Siemens installed its technology was the Vaidotai station in Lithuania. Gradually, MSR 32 technology is spreading throughout the world. They are also tested at the stations of Russian Railways OJSC.
A hump (in railway terminology and jargon - simply a “hill”) in marshalling stations is a type of railway sorting device for accelerating the dismantling of trains from freight cars, using gravity to move cars, that is, rolling cars and groups of cars down a slope.
Sorting humps are one of the most high-performance sorting devices. The first hump in Russia was built in 1899 at the Rtishchevo station of the Ryazan-Ural Railway.
At the beginning of my trip to BAM, I visited the sorting hump at the Irkutsk-Sortirovochny station.
1. First, a little theory. Scans from an old textbook on railway stations and junctions.
7. You can download the entire chapter about slides. Weighs a little :)
8. Sorting tracks.
9. The shunting locomotive pulls the train up the hill.
10. The train can be supplied to the slide either through special separate tracks or through the slide itself.
11. Every year the volume of work on the slide is decreasing due to bureaucracy and safety. This is not to be pushed down the slide, this is not to be pushed, this is also not to be pushed down. Thus, the list of loads that cannot be lowered down the slide is constantly growing.
12. But the forest will never be on this list, so let’s go!
14. The first (upper) braking position provides intervals between moving cuts to separate them on the switches and retarders (interval braking). The second (middle) braking position, in addition to intervals, jointly regulates the speed of rolling off the cut; the third braking position carries out targeted braking of the cut depending on the occupancy of the hump path.
15. On hills there are special requirements for turnouts. They must switch quickly (according to standards no more than 0.6 s).
16. The locomotive went for the next train.
17. In winter and summer, the speeds of cars, other things being equal, are different. Therefore, they usually make two slides - winter and summer. They differ in the difference in height to which the car rises before uncoupling.
18. One of the car retarders of the second brake position.
19. Snow fighting.
20. All arrows and retarders must be regularly cleared of snow.
21. Third position retarders.
22. Sorting tracks.
23. As you can see, the retarder works simply - it compresses the shoes and slows down the car by acting on the wheel pairs.
24. A composition with coal is prepared for sorting.
25. In the meantime, some of the tracks are being cleaned. Please note that one is working, and the second is controlling the situation.
26. Sorting hump.
27. At stations there are usually two slides - in the even and odd directions.
28. For compactness in humpback turnouts, especially at their beginning, symmetrical turnouts with transfer curves of very small radii, as well as double or even triple turnouts, are widely used.
29. There are several types of slides with different profiles and operating technologies. The most common one is presented in Irkutsk.
30. The performance of hump switch electric drives is achieved by reducing the gear ratio (43.69 instead of 70). To further speed up the switching of the needle, a voltage of 200 V is applied to an electric motor with a rated voltage of 100 V, which increases its power to 740 W.
31. In their development, hump humps have gone from shoes and manual switches to fully automatic systems.
32. Many thanks to all the employees of the East Siberian Railway, its press service and Arkady Petshik personally for organizing the shooting.
Many large railway stations have a simple structure called a hump. Even when I lived in Dnepropetrovsk, I repeatedly went to observe the work of the local slide at the station. Nizhnedneprovsk-Uzel. Somehow this whole process is fascinating, when several dozen cars, one after another, independently run down the hill along different tracks, with a roar clinging to their fellows already standing on these tracks.
According to the Internet, Nizhnedneprovsk-Uzel is in second place in Ukraine in terms of the volume of sorted cars. The sorting process there goes on almost continuously and it is not difficult to catch the slide at work. Therefore, when last fall we dfaw
We were in Dnepropetrovsk and decided to look here too.
A sorting hump is a special structure at some stations for quickly sorting trains and forming new freight trains. Why is it even needed? It is no secret that a freight train that moves between two certain stations can simultaneously contain both cars for which the final destination is station A, and cars going to station B, C, etc. Therefore, sooner or later, at a certain junction station, this train will be disbanded, the cars of each separate direction will be coupled to other cars moving along the same route, but arriving from a different direction, and the newly formed trains will set off again. The procedure for recoupling cars from train to train can occur several times until they reach the final point of the route. In general, the same scheme applies to trailed passenger cars, anyone who has ridden them knows. But passenger cars are not sorted in such volumes as freight cars, so a regular transfer by a shunting locomotive can take a long time. To speed up this process, a hump was invented, during which the dissolution of the train and the recoupling of its cars takes a matter of minutes.
A classic marshalling yard has a receiving park, a sorting hump, a hump park (sorting park) and a departure park. All this is arranged sequentially. The newly arrived train enters the reception depot; the car numbers determine which ones are going where and how they should be sorted. Then the shunting locomotive at low speed pushes the train up the hill from behind along the so-called. thrust paths. The slide in profile really looks like a slide, or rather a small hump with a height difference of 3-5 meters. Before passing the top of the hill, the cars are uncoupled (they can be uncoupled one at a time or in groups) and once on the descent, under their own weight, they roll into the sub-hill park, which usually has several dozen tracks. Each car or group of cars is sent to its own path in the fleet - this is determined by the local dispatcher. The process of dissolving the train on the slide occurs very quickly, so the arrows at the neck of the park have increased speed. To prevent the “uncouplings” from running too far after the hump or hitting the cars already standing in the park too hard, their speed is regulated by special car retarders. In the process of disbanding trains on the hill, new trains are formed on the tracks of the sub-hill park, they are pulled into the departure park, hooked up to the main locomotive, and the train moves on. The description of the process took many letters, but these letters make it possible to sort up to 6-7 thousand cars per day.
In large railway junctions there are two slides. As a rule, this is done on a two-way basis: i.e. The connections “reception park-slide-podgorochny park-departure park” are located in parallel, but are deployed in different directions of the station, which allows for the fastest possible reception and dispatch of trains from both directions. Nizhnedneprovsk-Uzel was built according to the same scheme; at the station There are two slides: eastern and western. In total, both slides have almost 50 tracks in the parks under the hills.
1. At the station between the slides there is a very well located pedestrian bridge - right above the hillside parks of both slides. Come and watch the sorting of cars from the best vantage point you can have. Probably the work of the slide would never have attracted me so much if not for this bridge. Not long ago, the old bridge with wooden decking was dismantled and a new reinforced concrete one was installed:
2. Podgorochny Park of the Western Hill. Pay attention to the center of the frame, where all the paths converge: the hump near the two-story house is the slide. Behind it are the thrust paths from the reception park. At the beginning of each path of the sub-hill park, you can see the car retarders. This is the third (last) braking position on the path of rolling cars. Two more are located closer to the hill.
4. View to the other side of the western sub-hill park. Then the tracks go to the departure park, and in the upper left corner of the frame you can see green covered cars that go slightly upward to the edge of the frame. This is the thrust path of the eastern slide, now we will look at it in more detail:
5. Work has begun on the eastern hill and we can see those same green covered cars that have actively begun to be released from the hill. One green covered carriage was sent to the right, and several more similar carriages were sent to the left:
6. In a couple of moments. Compare this and the previous frame and you will see the difference in the positions of the cars.
7. Podgorochny Park of the Eastern Hill. On the right in the distance you can see how the first green car has almost caught up with the platform lowered from the hill in front of it:
8. While we were looking at the eastern hill, movement also began on the western one. First, single gondola cars were disbanded:
9. The same thing after a couple of seconds. By the distances between the cars on the descent from the hill, you can judge how quickly the train is disbanded. Unfortunately, the photo is static one way or another, in dynamics it looks more exciting: cars rolling down one after another, the whirring of slowing devices, the squeal of wheels and finally the roar when the cars are coupled... True railway romance :)
10. Catch-up:
11. Bang! At the moment of coupling cars with grain, sand or other bulk material, clouds of dust also rise up as a bonus.
12. More catch-up:
13. There is contact!
14. After the gondola cars, the lines of tanks took a long time to unwind from the hill:
15. Meanwhile, on the eastern hill the dissolution of the train ended and a pusher in the form of an electric locomotive VL8 appeared:
16. Work soon began again on the eastern hill. From this point the height difference of the hump of the slide is clearly visible:
17. And a few trailers in the sub-hill park.
23. Alas, there was little time and we didn’t have time to go down directly to the hill. Denis and I boarded the train and went towards the central station to ride the local metro.
Thematic video:
1. Video directly from under the hump of the slide next to the first braking position. The operation of the carriage retarders is clearly visible: