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Crossing signaling devices

  • Bibliographic list

1. Classification of level crossings and barriers

Railroad crossings are the intersections of highways with railroad tracks at the same level. Movingare consideredobjectsincreaseddangers... The main condition for ensuring traffic safety is the condition: railway transport has an advantage in traffic over all other modes of transport.

Crossings are divided into fourcategories... Movements with the highest traffic intensity are assigned the 1st category. In addition, the 1st category includes all crossings on sections with train speeds of more than 140 km / h.

Crossings are regulated(equipped with level crossing signaling devices that notify vehicle drivers about the approach to the train crossing, and / or served by duty workers) and unregulated... The possibility of safe passage through unregulated crossings is determined by the driver of the vehicle.

The list of crossings serviced by a duty officer is given in the Instructions for the operation of railway crossings of the Ministry of Railways of Russia. Previously, such crossings were briefly called - "guarded crossings"; according to the new Instruction and in this work - "transfers with a duty officer" or "serviced transfers".

Level crossing signaling systems can be divided into non-automatic, semi-automatic and automatic. In any case, a crossing equipped with a crossing alarm is fenced off with crossing traffic lights, and a crossing with an attendant is additionally equipped with automatic, electrical, mechanized or manual (horizontal rotary) barriers. Oncrossingtraffic lights horizontally there are two lamps of red light, which are alternately lit when the crossing is closed. Simultaneously with the switching on of the crossing traffic lights, acoustic signals are switched on. In accordance with modern requirements, at individual crossings without an attendant, red lights are supplemented white-moonby fire... When crossing an open road, the white moonlight burns in a blinking mode, indicating that the APS devices are in good working order; when closed - off. With the white-moon fire extinguished and the red ones not burning, vehicle drivers must personally make sure that there are no approaching trains.

On the railways of Russia, the following are used typescrossingalarms:

1 . Traffic lightsignaling... Installed at crossings of access and other tracks, where approach sections cannot be equipped with track chains. A prerequisite is the introduction of logical dependencies between crossing traffic lights and shunting or specially installed traffic lights with red and moon-white lights that act as barriers.

At level crossings with an attendant, crossing traffic lights turn on by pressing a button on the crossing signaling panel. After that, at the shunting traffic light, the red light goes out and the moon-white light turns on, allowing the movement of the railway mobile unit. Additionally, electric, mechanized or manual barriers are used.

At unattended crossings, crossing traffic lights are complemented by a white-moon flashing light. The crossing is closed by the workers of the compiling or locomotive brigade using a column installed on the mast of a shunting traffic light or automatically using track sensors.

2 . Automatictraffic lightsignaling.

At unattended level crossings located at railway lines and stations, crossing traffic lights are controlled automatically by a passing train. Under certain conditions for crossings located on the stretch, crossing traffic lights are complemented by a white-moon flashing light.

If station traffic lights enter the approach section, then their opening occurs with a time delay after the crossing closes, providing the required notification time.

3 . Automatictraffic lightsignalingwithsemi-automaticbarriers... It is used at serviced level crossings at stations. The crossing is closed automatically when the train approaches, when the route is set at the station if the corresponding traffic light enters the approach section, or forcibly when the station attendant presses the “Crossing Closing” button. The lifting of the bars of the barriers and the opening of the crossing is carried out by the crossing officer.

4 . Automatictraffic lightsignalingwithautomaticbarriers... It is used on serviced level crossings. Crossing traffic lights and barriers are controlled automatically.

In addition, warning systems are used at the stations. At warningalarms The crossing officer receives an optical or acoustic signal about the approach of a train and, in accordance with this, switches on and off the technical means of guarding the crossing.

2. Calculation of the approach section

To ensure the unimpeded passage of the train, the crossing, when the train approaches, must be closed for a time sufficient for it to be released by motor transport. This time is called timenotifications and is determined by the formula

t and = ( t 1 +t 2 +t 3), s,

where t 1 - the time required for the car to follow the crossing;

t 2 - equipment response time ( t 2 = 2 s);

t 3 - warranty time reserve ( t 3 = 10 s).

Time t 1 is determined by the formula

, with,

where ? n - the length of the crossing, equal to the distance from the crossing traffic light to the point located 2.5 m from the opposite extreme rail;

? p is the estimated length of the car ( ? p = 24 m);

? O - the distance from the place where the car stops to the crossing traffic light ( ? o = 5 m);

V p - the estimated speed of the vehicle through the crossing ( V p = 2.2 m / s).

The notification time is taken at least 40 s.

When closing a crossing, the train must be at a distance from it, which is called calculatedthe lengthplotapproximations

L p = 0.28 V max t cm,

where V max is the maximum set speed of trains on this section, but not more than 140 km / h.

The approach of the train to the crossing in the presence of AB is recorded using the existing automatic blocking DCs or using overlapping track circuits. In the absence of AB, the sections approaching the crossing are equipped with track circuits. In traditional AB systems, the boundaries of the track circuits are located at the traffic lights. Therefore, the notification will be transmitted when the train head enters the traffic light. The estimated length of the approach section may be less or more than the distance from the crossing to the traffic light (Figure 7.1).

In the first case, the notification is transmitted in one approach section (see Fig. 1, odd direction), in the second - in two (see Fig. 7.1, even direction).

Rice. 1 PlotsapproximationsTomove

In both cases, the actual length of the approach section L f is more than calculated L p, since the notification of the approach of the train will be transmitted when the head of the train enters the corresponding DC, and not at the moment of entering the calculated point. This has to be taken into account when building crossing signaling schemes. The use of tonal RC in AB systems or the use of overlay track circuits ensures equality L f = L p and excludes the indicated disadvantage.

Significant operational disadvantage of all operating systems of automatic crossing signaling (AP) is fixedlengthplotapproximations calculated based on the maximum speed on the section of the fastest train. On a fairly large number of sections, the maximum established speed of passenger trains is 120 and 140 km / h. In reality, all trains travel at a slower speed. Therefore, in the vast majority of cases, the crossing is closed prematurely. Excessive time of the closed state of the crossing can be up to 5 minutes. This causes overruns of vehicles at the crossing. In addition, drivers of vehicles have doubts about the serviceability of the crossing signaling, and they can start moving when the crossing is closed.

This drawback can be eliminated by introducing devices that measure the actual speed of the train approaching the crossing and generate a command to close the crossing taking into account this speed, as well as the possible acceleration of the train. A number of technical solutions have been proposed in this direction. However, they did not find any practical application.

Othersdisadvantage AP systems is an imperfect safety procedure atemergencysituationsonmoving ( stopped car, collapsed cargo, etc.). At level crossings without a duty officer, traffic safety in such a situation depends on the driver. At serviced crossings, the duty officer must turn on the barrage traffic lights. To do this, he needs to turn his attention to the current situation, assess it, approach the control panel and press the appropriate button. Obviously, in both cases, there is no promptness and reliability of detecting obstacles to the movement of the train and taking the necessary measures. To solve this problem, work is underway to create devices for detecting obstacles at the level crossing and transmitting information about this to the locomotive. The obstacle detection task is realized using a variety of sensors (optical, ultrasonic, high-frequency, capacitive, inductive, etc.). However, the existing developments are not yet technically perfect and their implementation is not economically feasible.

3. Block diagram of automatic crossing signaling

Automatic crossing signaling (AM) schemes differ depending on the field of application (railway line or station), track development of the track and the adopted organization of train traffic (one-way or two-way), the presence and type of automatic blocking, the type of crossing (serviced or unattended) and a number of other factors. As an example, let us consider the structural diagram of an AP on a double-track section equipped with a CAB, with a notification in an even direction for two approach sections (Fig. 7.2).

In any case, the general scheme of the AP consists of schemesmanagement, which controls the approach, the correctness of the progress of the train and the release of the crossing, and schemesinclusions, which includes level crossings and controls their condition and serviceability.

The approach of a train is recorded using the existing track circuits AB... When the train head enters the BU 8P, the notification transmitter PI transmits information about this along the notification circuit I-OI to the notification receiver At 6th signal installation. From 6SU this information is transmitted to the crossing.

Upon receipt of a notification, a time delay block BB generates a command to close the crossing "З" after a time compensating for the difference between the calculated and actual lengths of the approach section. In the course of the train movement, the crossing remains closed due to the employment of the RC 6P.

Rice. 2 Structuralschemeautomaticenclosingdevicesonmoving

The 6P rail chain is allocated before the crossing by installing insulating joints. The release of the level crossing is recorded by the level crossing release control scheme CPC upon the release of this RC. At the same time, the actual progress of the train is checked to exclude a false opening of the crossing when applying and removing an extraneous shunt on the RC 6P.

Short-term shunt loss control circuit KPSh generates a command "O" to open the crossing in 10 ... 15 s (to exclude a false opening of the crossing in the event of a short-term loss of the shunt during the train movement along the RC 6P).

Broadcast scheme CxT ensures the normal operation of AB and ALS, transmitting the signal current from the 6Pa rail circuit to the 6P rail circuit.

The crossing is closed by switching on two alternately burning red lights of the crossing traffic lights.

Schemeinclusions in case of automatic traffic light signaling, it controls crossing traffic lights and bells. The serviceability of the threads of the red light lamps and their supply circuits is monitored in cold and hot conditions. The control circuit for these lights is built in such a way that the burnout of one lamp, a malfunction of the control circuit or the flashing circuit will not lead to a dead state of the crossing traffic light when the crossing is closed.

In the system of automatic traffic light signaling with auto barriers ( APSh) crossing traffic lights (two red light lamps) and a bell are complemented by auto barriers, which are an additional means of fencing the crossing. The electric motors of the barriers are activated in 13 ... 15 s after the closing of the crossing, which excludes the lowering of the bar onto the vehicle. After lowering the bar, the bell turns off. In operating devices, DC motors are used. Currently, new auto barriers of the PASH1 type are being introduced. Their advantages are as follows:

· More reliable and economical AC motors are used;

· No rectifiers and batteries are required to power DC motors, which reduces the cost of devices and operating costs;

· The lowering of the barrier bar occurs under the action of its own weight, which increases the safety of train traffic in case of circuit malfunctions or lack of power supply.

In the APSh systems, when the train releases the crossing, the barriers are automatically raised to the vertical position, after which the red lights at the traffic lights are turned off. With semi-automatic barriers, the lifting of the beams and the subsequent switching off of the red lights occurs when the person on duty on the crossing of the button "Open" is pressed.

On sections with heavy train and vehicle traffic, they begin to additionally install devicesbarriersrelocationtypeUSP... This device is a metal strip that is located across the road, normally lies in the plane of the road bed and does not interfere with the movement of vehicles. After lowering the barrier beam, the edge of the strip, facing the vehicle, rises at a certain angle. This excludes the entry into the crossing of a car that has lost control, or driven by an inattentive driver. To exclude the possibility of SPD triggering under the vehicle or directly in front of it, ultrasonic sensors are used to control the free area of ​​the SPD location. For manual control of the SPD and monitoring the status and serviceability of these devices, a control panel with the necessary control buttons and display elements is provided.

At crossings equipped with the APSh system, the use of barragetraffic lights to transfer information to the driver about an emergency at the level crossing. As obstructive traffic lights, the checkpoints or station traffic lights closest to the crossing are used, provided that they are located at a distance of 15 ... 800 m from the crossing and from the place of their installation the driver can see the crossing. Otherwise, special normally not lit obstruction lights are installed (see Fig. 2, traffic light Z2). The red light at the obstruction traffic lights is turned on by the crossing officer in case of situations that threaten the safety of train traffic. In addition to the closing of the obstruction traffic lights, the ALS code signals to the DC before the crossing are stopped and the crossing is closed.

To be able to control obstruction traffic lights and forced manual control of crossing devices on the outer wall of the crossing duty booth is installed flapmanagement... It has buttons: closing the crossing, opening the crossing, maintaining (keeps the barriers from lowering when the crossing is closed), turning on traffic lights. The indication is provided on the same dashboard:

· The approach of trains with an indication of the direction and route;

· Condition and serviceability of crossing and obstruction traffic lights. When the traffic lights are off, green lamps are on, when the prohibiting indication is turned on, the red indicator lamps of the corresponding traffic light come on. In the event of a traffic light failure, the corresponding green or red indicator light starts flashing;

· Condition and serviceability of the flashing circuit;

· Availability of the main and backup power supply and the charged state of storage batteries (only in new shields such as ShchPS-92).

In the shields of the ShchPS-75 type, switching incandescent lamps with light filters are used as indicators, in the shields of ShchPS-92 - the AL-307KM (red) and AL-307GM (green) LEDs, which are more durable.

4. Features of the AP in two-way traffic

With two-way train traffic, the crossing should automatically close when a train approaches in any direction, regardless of the direction of the AB action. This requirement is due to the fact that direction change schemes are not stable enough. Therefore, if their work fails, it is envisaged that trains will be sent in an unidentified direction by order without using the means of automatic control of train movement.

To fulfill this requirement, the following tasks must be solved:

1. Reconstruction of AP schemes when changing the direction of train movement.

2. Organization of approach sections and transmission of information about the approach of trains of the established direction for both directions of movement.

3. Organization of control of the approach of a train of unknown direction.

4. Control of the actual direction of movement of the train in order to block the false command to close the crossing after it is released by the train of the established direction and enters the approach section of trains of the unknown direction.

5. Cancellation of this blocking after a certain time.

6. Elimination of the open state of the crossing when the utility train returns after it stops behind the crossing.

The implementation of these tasks significantly complicated the schemes of traditional AP systems, but ensured the safety of train traffic under the given conditions.

In accordance with new technical solutions " Schemescrossingalarmsforcrossings,locatedonhaulsatanymeansalarmsandconnections (APS-93)" AP schemes were simplified and unified for use with any type of AB or without AB both on single-track and double-track sections. The indicated technical solutions provide for the use of existing tonal RC of auto-blocking (see clause 2.4 and Section 5), the use of the SEC in the form of track circuits superimposed on the track circuits of traditional AB systems or equipping the approach sections with tonal RC in the absence of AB.

Application tonalRC in AP schemes allowed:

automatic crossing signaling guard device

1. Implement an automatic crossing control system regardless of the direction of the train and the direction of action of automatic blocking devices.

2. Ensure the length of the approach section is equal to the calculated length and exclude the explosives scheme.

3. Eliminate the need to install insulating joints at the crossing and exclude the broadcast scheme.

4. Eliminate the level crossing release control scheme as a separate device.

5. To increase the reliability of the control of the actual progress of the train.

6. Use the same type of AP circuits with any type of AB or in its absence.

Test questions and tasks

1. What crossings are called regulated?

2. Find the difference in the operation of crossing signaling systems such as "Traffic light signaling" and "Automatic traffic light signaling".

3. What devices of the APSh system protect the crossing? Which ones are basic and which ones are additional?

4. Think about why the APS system is used only at level crossings with a duty officer?

5. What is the disadvantage of systems with a fixed length of the approach section? How can this drawback be eliminated?

6. How do crossing devices know when a train is coming?

7. For what purpose are insulating joints installed at level crossings? Can you do without them?

8. List the advantages of PASH1 type barriers.

9. Are SPD devices required if the crossing is equipped with crossing traffic lights and auto barriers?

Bibliographic list

1. Kotlyarenko N.F. and others. Track blocking and auto-adjustment. - M .: Transport, 1983.

2. Systems of railway automation and telemechanics / Ed. Yu.A. Kravtsova. - M .: Transport, 1996.

3. Kokurin I.M., Kondratenko L.F. Operational fundamentals of railway automation and telemechanics devices. - M .: Transport, 1989.

4. Sapozhnikov V.V., Kravtsov Yu.A., Sapozhnikov Vl.V. Discrete devices of railway automation, telemechanics and communication. - M .: Transport, 1988.

5. Lisenkov V.M. Theory of automatic systems of interval control. - M .: Transport, 1987.

6. Sapozhnikov V.V., Sapozhnikov V.V., Talalaev V.I. and others. Certification and safety proof of railway automation systems. - M .: Transport, 1997.

7. Arkatov V.S. and other Rail chains. Analysis of work and maintenance. - M .: Transport, 1990.

8. Kazakov A.A. and other Systems of interval regulation of train traffic. - M .: transport, 1986.

9. Kazakov A.A. and others. Auto-blocking, locomotive signaling and hitchhiking. - M .: Transport,

10. Bubnov V.D., Dmitriev V.S. Signaling devices, their installation and maintenance: Semi-automatic and automatic blocking. - M .: Transport, 1989.

11. Soroko V.I., Milyukov V.A. Railway automation and telemechanics equipment: Handbook: in 2 kn. Book 1. - M .: NPF "Planeta", 2000.

12. Soroko V.I., Rosenberg E.N. Railway automation and telemechanics equipment: Handbook: in 2 kn. Book 2. - M .: NPF "Planeta", 2000.

13. Dmitriev V.S., Minin V.A. Auto-blocking systems with voice frequency track circuits. - M .: Transport, 1992.

14. Dmitriev V.S., Minin V.A. Improvement of self-locking systems. - M .: Transport, 1987.

15. Fedorov N.Ye. Modern self-locking systems with tonal track circuits. - Samara: SamGAPS, 2004.

16. Bryleev A.M. etc. Automatic locomotive signaling and auto-adjustment. - M .: Transport, 1981.

17. Leonov A.A. Maintenance of automatic locomotive signaling. - M .: Transport, 1982.

18. Leushin V. B. Fencing devices at level crossings: Lecture notes. - Samara: SamGAPS, 2004.

19. Auto-blocking with voice frequency track circuits without insulating joints for double-track sections for all types of traction (ABT-2-91): Methodological guidelines for the design of automation, telemechanics and communication devices in railway transport I-206-91. - L .: Giprotransignalsvyaz, 1992.

20. Auto-blocking with voice frequency track circuits without insulating joints for single-track sections with all types of traction (ABT-1-93): Methodological guidelines for the design of automation, telemechanics and communication devices in railway transport I-223-93. - L .: Giprotransignalsvyaz, 1993.

21. Auto-blocking with tonal track circuits and centralized arrangement of equipment (ABTC-2000): Typical materials for design 410003-TMP. - St. Petersburg: Giprotransignalsvyaz, 2000.

22. Crossing signaling schemes for crossings located on the tracks with any means of signaling and communication (APS-93): Technical solutions 419311-СЦБ. TR. - St. Petersburg: Giprotransignalsvyaz, 1995.

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

A source:

"Instructions 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)

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Crossings are arranged at the intersection of the railroad at the same level as the motor roads. They can be adjustable, i.e. equipped with crossing signaling devices, and unregulated, when the possibility of safe passage is entirely dependent on the driver of the vehicle.

In some cases, the crossing signaling is served by an employee on duty. Such crossings are called guarded, and unattended crossings are called unguarded.

Level crossings include automatic traffic lights, automatic barriers, electrical barriers and mechanized barriers. These devices serve to stop the movement of vehicles across the level crossing when a train approaches it.

Crossings with heavy traffic for fencing from the side of the road are equipped with automatic traffic-light crossing signaling with automatic barriers. The crossing is fenced off by the crossing traffic lights of the SS with two alternately blinking red lights, and a sound signal is given to alert pedestrians.

Flashing signaling is used to prevent the driver of a vehicle from mistaking a crossing for a regular city intersection.

To warn vehicles about approaching a crossing, two warning signs are installed in front of it - at a distance of 40 ... 50 and 120 ... 150 m from the substation.

Automatic barriers, blocking the carriageway of the road, and traffic lights of automatic traffic lights are installed on its right side.

The normal position of automatic barriers is open, while electrical and mechanized barriers are usually closed. To activate the automatic crossing signaling, automatic blocking rail circuits or special circuits are used.

When the train approaches a certain distance to the level crossing, the crossing light alarm and the bell are turned on, after 10 ... 12 s, the barrier bar is lowered and the bell is turned off, and the light alarm continues to operate until the crossing is released and the bar is raised.

In the event of an accident at the crossing, it is fenced off from the side of the approach of trains with red lights of obstruction traffic lights, which are turned on by the crossing officer.

In areas with auto-blocking, the red lights of the nearest auto-blocking traffic lights simultaneously light up.

Obstacle traffic lights are installed on the right side along the course of the train at a distance of at least 15 m from the crossing. The place of installation of the traffic light is chosen so that the visibility of the traffic light is ensured at a distance not less than the braking distance required in this case for emergency braking and the maximum possible speed.

At level crossings, trains have the priority right to move freely across the level crossing.

To avoid the automatic blocking of rail circuits when passing through the level crossing of caterpillar tractors, rollers and other road vehicles, the top of the level crossing is arranged above the rail heads by 30 ... 40 mm.

Railroad crossings are the intersections of highways with railroad tracks at the same level. Crossings are considered to be objects of increased danger... The main condition for ensuring traffic safety at level crossings is the condition: railway transport has an advantage in traffic over all other modes of transport.

Crossings are divided into four categories... Movements with the highest traffic intensity are assigned the 1st category. In addition, the 1st category includes all crossings on sections with train speeds of more than 140 km / h.

Crossings are regulated and unregulated... Regulated crossings are crossings equipped with crossing signaling devices that notify vehicle drivers about the approach to train crossing, and / or served by duty workers. The possibility of safe passage through unregulated crossings is determined by the driver of the vehicle independently in accordance with the Traffic Regulations of the Russian Federation.

The list of crossings serviced by a duty officer is given in the Instructions for the operation of railway crossings of the Ministry of Railways of Russia. Previously, such crossings were briefly called - "guarded crossings"; according to the new Instruction and in this work - "transfers with a duty officer" or "serviced transfers".

Level crossing signaling systems can be divided into non-automatic, semi-automatic and automatic. In any case, a crossing equipped with a crossing alarm is fenced off with crossing traffic lights, and a crossing with an attendant is additionally equipped with automatic, electrical, mechanized or manual (horizontal rotary) barriers. At crossing traffic lights horizontally there are two lamps of red light, which are alternately lit when the crossing is closed. Simultaneously with the switching on of the crossing traffic lights, acoustic signals are switched on. In accordance with modern requirements, at individual crossings without a duty, the red lights of the crossing traffic lights are supplemented white moonlight... When a crossing is open, the white moonlight burns in a blinking mode, indicating that the devices are in good working order; when closed - off. With the white-moon fire extinguished and the red lights not burning, vehicle drivers must personally make sure that there are no approaching trains.

On the railways of Russia, the following are used crossing signaling types :

1. Traffic light signaling... Installed at crossings of access and other tracks, where approach sections cannot be equipped with track chains. A prerequisite is the introduction of logical dependencies between crossing traffic lights and shunting or specially installed traffic lights with red and moon-white lights, which serve as barriers for railway rolling stock.

At level crossings with an attendant, crossing traffic lights turn on by pressing a button on the crossing signaling panel. After that, at the shunting traffic light, the red light goes out and the moon-white light turns on, allowing the movement of the railway mobile unit. Additionally, electric, mechanized or manual barriers are used.

At unattended crossings, crossing traffic lights are complemented by a white-moon flashing light. The crossing is closed by the workers of the compiling or locomotive brigade using a column installed on the mast of a shunting traffic light or automatically using track sensors.

2. Automatic traffic light signaling.

At unattended level crossings located at railway lines and stations, crossing traffic lights are controlled automatically by a passing train. Under certain conditions for crossings located on the stretch, crossing traffic lights are complemented by a white-moon flashing light.

If station traffic lights enter the approach section, then their opening occurs after the crossing closes with a time delay that provides the required notification time.

3. Automatic traffic light signaling with semi-automatic barriers... It is used at serviced level crossings at stations. The crossing is closed automatically when the train approaches, when the route is set at the station if the corresponding traffic light enters the approach section, or forcibly when the station attendant presses the “Crossing Closing” button. The lifting of the bars of the barriers and the opening of the crossing is carried out by the crossing officer.

4. Automatic traffic light signaling with automatic barriers... It is used on serviced level crossings. Crossing traffic lights and barriers are controlled automatically.

In addition to the listed devices, warning systems are used at the stations. At warning alarm the crossing officer receives an optical or acoustic signal about the approach of a train and switches on the technical means of guarding the crossing. After following the train, the attendant opens the crossing.

The term "Adult Children of Alcoholics (ACA)" (DDA) was originally used as a definition of support and self-help groups that worked on the methodological basis of the movement "Alcoholics Anonymous" (AA ) Twelve-step program.

ACA are people who come from families where at least one of the parents was addicted to alcohol, and in this regard, they were forced to develop certain existential qualities that help "survive" in this family. However, these same qualities absolutely destabilize life outside the parental dysfunctional family.

The term ACA should not be shared with the term ACA - adult children from dysfunctional families. This is due to the fact that such problems may concern not only people who grew up in alcoholic families, but also those who were brought up in dysfunctional families, in which acts of all types of violence, perfectionism, religious fanaticism, "emotional divorce" of parents, a ban on expressions feelings, etc.

A set of symptoms with a common pathogenesis

ACA syndrome is a complex structural formation of problems and disorders caused by destructive personality schemes that have arisen in childhood in an alcoholic family, which impede adequate and direct contact with actual reality and provoke psychological stuck in the traumatic past. The adult child is not aware of these distortions. Destructive schemes provoke many violations in contact with oneself: the creation of a negative or split image of oneself, infantilism and ignorance of one's needs, getting stuck in the experience of negative feelings. It also leads to problems in communication: aggressiveness and distrust, the experience of ambivalent emotions, destructive models of interaction. (Z. Sobolewska-Mellibruda)

It should be noted that studies of ACA and VDD did not unequivocally confirm the presence of specific specific, the same for all traits that would distinguish the population of people who grew up in alcoholic and other dysfunctional families. Therefore, it is impossible to argue that all children raised in dysfunctional families have serious problems and personality disorders.

Therefore, the "ACA syndrome" in the classifiers DSM-V and ICD-10 is not marked as a separate disease or personality disorder. The concept of ACA is used in psycho-psychotherapeutic practice to identify people from alcoholic (and dysfunctional) families who suffer from this in adulthood. Patients undergoing psychotherapy in health care settings generally receive a psychiatric diagnosis of Severe stress response and adjustment disorders (F43).

VDA / VDD typology

There are several types of Adult Children of Alcoholics / Adult Children from Dysfunctional Families: alienated, sad, resentful, dependent, codependent, successful, with a sense of inferiority. (http://www.leczmy-alkoholizm.org/)

Alienated, as a rule, they do not realize that what they have experienced in their father's house continues to have a serious impact on them. They feel “different”, more complex and confused inside. In dealing with people, they show a high degree of control. They feel confidently that the environment evaluates them negatively.

Sad ... Many ACA / UDV are undergoing periodic treatment for depression. They often change drugs that do not bring them the relief they want and do not relieve their general depression. As a rule, they finish therapy with a psychologist after the first visit, as they are afraid to give up their long-accustomed helplessness and depression. Their memories are filled with painful experiences of loss. Traumatic childhood dramas are a source of indescribable grief and pain that cannot be extinguished with a pill.

Offended - some of the VDA / VDD realize that they were very badly injured in childhood. They experience grief, anger, bitterness and even hatred in their souls for the parent who drank or showed violence towards them. They feel wounded and perceive the world and people through the prism of their resentment.

Addicted ... There is a group of such ACA / UDD who themselves become addicted, using psychoactive substances. They begin to use because they cannot cope with difficulties and internal stress. They clearly transfer all family alcoholic and other traditions, ways of solving problems through consumption, into adulthood, in fact, completely copying it.

Codependents - these are children who grew up in alcoholic and dysfunctional families who have been taking care of and caring for relatives since childhood (due to their dependence, illness, as a result of the inversion of the hierarchy, etc.). As they grow up, they enter into relationships with people who should be taken care of (for example, with addicts, seriously ill patients, etc.). They find life with a partner who does not require care and full dedication to be uninteresting and routine.

Successful - these are those VDA / VDD who serve in responsible and highly paid positions, are professionally successful. They will work with pleasure and high efficiency both for high pay and for “thank you”. With enviable success, they can solve complex problems under stress and under pressure. They are not afraid of difficult tasks and, when required, they boldly take risks. They are very responsible. The people around them are surprised and envious of their composure and inner calmness, not realizing how much what they see contradicts what is happening inside these people.

Defective ... It is possible to identify the "inferior" by the markers of self-abasement and incompetence in communicating with the people around them. This is influenced by several factors: the image “I am bad” rooted from childhood, lack of positive experience of close relationships with people and lack of basic interpersonal skills (communication, building close relationships, resolving conflicts or misunderstandings).

Therapy for clients with VDA / VDV syndrome

Therapy ACA / UDD can be carried out in the form of individual or group psychotherapy.

Individual therapy involves one-on-one meetings with a psychologist-psychotherapist. The stages of individual therapy correspond in full to the stages of group therapy. Duration from 1 to 3 years.

Group therapy Is a process in which 3 stages should be distinguished.

Initially In therapy, it is important to deepen our understanding of how exactly traumatic experiences from childhood affect our beliefs, behavior and ways of solving current life problems and communicating with people. The recommended methods and techniques of work at this stage are those that will allow us to explore family history, to understand the “ancestral syndrome” and the peculiarities of the parental family that influenced our development, as well as who we are today.

The group form of work allows you to feel like others, to be understood, listened to and accepted. In a group, participants learn a special coexistence that serves their development. In such a group, it is easier to open up and later cope with strong emotions and experiences caused by memories, difficult traumatic experiences.

Second phase - in-depth therapeutic work aimed at catharsis of difficult emotional experiences that provoke memories of traumatic situations. This is work on the "festering wound" of the soul. Therapy promotes its cleansing and healing so that it no longer affects our lives.

At this stage, it is important to search for new and high-quality models of behavior and solutions to problem situations that have not been dealt with before.

The essence of this phase of therapy is a change in the image of oneself in the direction of a more real and positive perception of one's own personality - more adult, independent, possessing more resources than in childhood. You should focus on those situations of the past that make it difficult and impossible to use the current potential.

Third stage - planning and achieving real and local changes in life.

One should start with local (point, small) changes. Because this is the right way to make sure that what is planned is real. If the change is real, then you can move forward by planning a new one. If not, we must double-check our plans.

The role of the therapist and the group at this stage is to accompany and support the plans of the individual participants.

Participants are expected to achieve stable personality changes (neoplasms) over a period of 1.5 to 2 years. The duration of group psychotherapy, as a rule, takes from 6 to 12 months.

After psychotherapy ...

Immediately after therapy, participants experience local personal and life changes. Further, they overstep the next. As a rule, after a year or two, signals appear indicating a change in attitudes towards the world, towards life and oneself.

Clients report post-therapeutic neoplasms in various fields. First of all, the perception of themselves in situations of social interaction changes: they feel more confident, more conscious about their value and their competencies. This is due to an increase in the feeling of emotional balance, inner calmness. They are beginning to talk more and more about themselves positively and take care of their boundaries and needs.

The most important neoplasm after therapy is the willingness to take responsibility for your life. There is also a strong sense of confidence in the future.

P.S. Together with a visit to a psychotherapist and a professional therapeutic group, there is also the possibility of visiting free anonymous groups of the ACA community ...

"It's never too late to have a happy childhood!"