RU2446069C1 - Train control system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway ACS and telemetry systems, namely, to traffic control systems, and may be used for increasing validity of locating the train in route. System sets of integrated train control and safety system mounted in front and rear control cabins, each comprising interconnected via CAN-interface the automatic train handling subsystem, automatic service braking control subsystem and traffic safety control subsystem consisting of interconnected via CAN-interface satellite navigation receiver, route electronic map module, traversed track measurement module and train physical parameters memory module, train length memory module and onboard radio modem connected via digital radio communication channel with stationary radio modem of dispatcher station equipped with electrical centralisation of points and rail circuits control. Automatic traffic safety subsystem incorporates current coordinate correction module with its first port connected to CAN-interface of its cabin and, further, to satellite navigation system receiver, route electronic map module, traversed track measurement module, train length memory unit and onboard radio modem. Current coordinate correction module is connected to memory unit. Current coordinate correction module is connected to route electronic map module control port. Device of electrical centralisation of points and rail circuits control is connected with dispatcher station stationary radio modem port via station of track occupancy and unoccupancy control post.

EFFECT: higher reliability of train handling control by route electronic map.

1 dwg

Description

The invention relates to the field of railway automation and telemechanics, and in particular to systems for controlling the movement of trains, and can be used to increase the reliability of determining the location of a train along a route.

A known system for controlling the movement of trains, in which to determine the location of the train on the route on board each locomotive, a polling unit is installed, including a transceiver of signals from the track transponders (balies) and a speed measurement unit associated with the electronic map unit of the train route. At the moment of passing over the balms, the current coordinate of the location of the train on the route is updated, linked to the electronic map of the route (World Railways magazine, No. 2, 2007, p. 64).

The disadvantage of the above traffic control system is the need for additional track and locomotive equipment (radio block centers, repeaters, eurobalises, radar accelerometers, etc.) both on heavy and inactive lines. In this regard, the use of such systems requires significant capital investments.

As a prototype, a train control system was selected that contains in the train control cabin a set of devices for a single integrated train control and safety system (CEN), which contains CAN-connected subsystems for monitoring traffic safety, automatic control of service braking and automatic driving, while the monitoring subsystem traffic safety consists of a satellite navigation system connected to the CAN interface of the receiver, an electronic route map module, a measurement module Ia traversed path and memory module train length and airborne radio connected via digital radio channel with a stationary radio modem post dispatch control devices equipped electric interlocking switches and control signals and track circuits (RU 2355596, B61L 3/00, 20.05.09).

The well-known train control system does not have sufficient reliability in the most optimal mode of conducting a train using continuous tracking of the coordinates of its location on an electronic route map. This is due both to the accumulation of errors in the module for measuring the distance traveled due to wear, slipping and skidding of locomotive wheels associated with wheel impulse sensors, and due to malfunctions in the operation of the receiver of the satellite navigation system. A malfunction in the receiver of a satellite navigation system can be caused by the loss of visibility of a sufficient number of navigation satellites in areas with complex terrain and tunnels, as well as in places with a high level of electromagnetic interference, for example, at the intersection of a railway line with high-voltage power transmission lines. Failures lead to a discrepancy in the measurement of the current coordinate and the coordinate tracked on the electronic map of the route. In the event of significant discrepancies, the train control system switches to less effective traffic control (only by ALSN signals) with the location of the train accurate to block sections of the automatic blocking.

The technical result of the invention is to increase the reliability in the control mode of the movement of the train on the electronic map of the route.

The technical result is achieved by the fact that in a train control system containing a train control subsystem connected to a CAN interface in the train control cabin, an automatic service braking control subsystem and a traffic safety control subsystem consisting of a route electronic map module and a path measurement module, connected to the CAN interface , a receiver for a satellite navigation system, a train length memory module, and an on-board radio modem connected via a digital radio channel to according to the invention, a current coordinate correction module is introduced into the traffic safety control subsystem, which is connected via CAN interface to its first, second, third, fourth and fifth ports, respectively, with the ports of the radio control station module of the electronic route map, module for measuring the distance traveled, receiver for the satellite navigation system, memory module for the length of the train and on-board a radio modem, the sixth port of the current coordinate correction module is connected to a memory block containing a database of increments of lengths and coordinates of approximating segments of the path of the mathematical model of the train’s route, the output of the current coordinate correction module is connected to the control port of the electronic route map module, and the device for electrical centralization of arrows and signals and monitoring of rail circuits is connected to the port of the stationary radio modem of the dispatch control station via the busy sequence control unit and the release of rail chains along train routes.

The drawing (Fig. 1) shows a diagram of a train control system, and Fig. 2 shows a block diagram of the algorithm for the correction of the current coordinate.

The train motion control system contains, in the train control cab 1, the automatic driving subsystem 3 connected through the CAN interface 2, the automatic service braking subsystem 4 and the traffic safety control subsystem 5, which consists of the electronic route map module 6 and the distance measurement module 7 connected to the CAN interface 2 , a receiver 8 of a satellite navigation system, a module 9 for memory of the length of a train and an on-board radio modem 10 connected via a digital radio communication channel 11 to a stationary radio modem 12 of a post 13 dispatch control, equipped with a device 14 for electrical centralization of arrows and signals and rail track control, in the traffic safety subsystem 5, the module 15 for correcting the current coordinate via the CAN interface 2 is connected with its first, second, third, fourth and fifth ports to the ports of the electronic card module 6, respectively route, module 7 measuring the distance traveled, receiver 8 of the satellite navigation system, module 9 memory of the length of the train and the on-board radio modem 10, the sixth port of the module 15 correction of the current The sensors are connected to a memory block 16 containing a database of increments of lengths and coordinates of approximating path segments of a mathematical model of a train’s route, the output of the current coordinate correction module 15 is connected to the control port of the electronic route map module 6, and the device 14 for electrical centralization of arrows and signals and rail monitoring circuits connected to the port of the stationary radio modem 12 of the post 13 of the supervisory control through the block 17 control sequences of occupation and release of rail circuits along the route s trains.

The train control system operates as follows.

When a train moves along a specific section of the road in the traffic safety control subsystem 5 on the basis of data on the speed limits of this section recorded in module 6 of the electronic route map, as well as data on permissible speeds coming from ALSN, ALS-EN track devices and through the channel 11 digital radio communications from a stationary radio modem 12 of the post 13 of the supervisory control, the values of the permissible speed Vd and the target speed Vc of movement are determined. Allowable speed is maximum and exceeding it causes emergency braking.

When using an electronic map, as the locomotive approaches an obstacle that has a speed limit, the speed Vd gradually decreases in accordance with a given braking curve to a value of Vc. The train driver, in this case, must maintain the value of the actual speed Vf <Vd. In this mode of movement, the average speed of the train is determined by the obstacle on the train’s path, setting the most stringent speed limit. The average train speed using electronic map data due to the possibility of optimal movement is higher compared to the average speed without using electronic map data.

Module 6 of the electronic route map provides:

- recording and storing data of an electronic map of the train route,

- calculation of the linear railway coordinate of the locomotive, according to the module 7 measuring the distance traveled,

- selection of targets on the train path (on a 5000 m long section) and tracking of their progress with the head or tail of the train,

- support for tracking goals to the end of the route when leaving the electronic map or outside the area entered in the electronic map.

When the subsystem 5 of traffic safety control with an electronic route map is displayed (not shown in the drawing), the letters EK (electronic map) are displayed in the driver’s cab if an actual (valid for a given period of time) speed limit is formed from the electronic map of the route . After entering the track number, the track coordinate and the distance to the obstacle are also displayed on the display in the driver’s cab.

The device 14 for electrical centralization of arrows and signals and control of rail circuits generates and transmits to the block 17 control sequences of occupation and release of rail circuits along train routes data on occupation and release of rail circuits by trains located in the traffic control zone of the control tower 13. Block 17 checks the correctness of the results of logical control of the release of block sections along train routes and prepares messages for tracing the boundaries of rail chains for trains moving along the corresponding routes for transmitting via digital radio communication channel 11. Messages contain the number of the train to which they are addressed, the number of its route, the numbers of occupied and vacated rail chains and the global time stamp of these events from the satellite navigation system. Messages with a minimum delay are transmitted by the stationary radio modem 12 of the dispatch control station 13 via the digital radio communication channel 11 to the on-board radio modems 10 of the corresponding trains.

When a message is received, the on-board radio modem 10 sends it via the CAN interface 2 to the current coordinate correction module 15, which in turn transmits data for comparison by coordinates via the CAN interface 2 to the route electronic map module 6. This data includes:

- the current coordinate X of the location of the front of the train, which is continuously calculated by the module 6 of the electronic map of the route according to the module 7 measuring the distance traveled,

- the current coordinate Hsn, determined (every second) by the receiver 8 of the satellite navigation system,

- the coordinate of the boundary of the next rail circuit Хрц, transmitted through the channel 11 of the digital radio communication,

- the coordinate of the border of the same rail circuit from the internal database of module 6 of the electronic route map.

Module 15 through the sixth port reads from the database (memory block 16) the increments of the lengths and coordinates of the approximating path segments of the mathematical model of the train route, the increments of coordinates dXi recorded in it.

The database contains a mathematical model of the train route in the form of a table in which the current train route is divided into segments, each of which corresponds to a record including the value of index i, the value of the increment of the coordinate of the location dXi and the value of the corresponding increment of the length of the route dLi. The length of the segments was chosen equal to 1 m, from a compromise condition for achieving the necessary accuracy, with a reasonable consumption of electronic memory resource and processing power. This table in a different form duplicates the information recorded in the internal database of module 6 of the electronic route map.

Comparison of data from independent sources and the results of calculations performed by different algorithms provides an increase in the level of reliability of control and, therefore, the safety of train traffic.

If the data from the digital radio communication channel 11 arrives with a delay with respect to the global time mark T contained therein, then the module 15 compares with them the coordinates of the train location related to the time point T indicated in the time stamp. Module 15 uses the difference between the current and calculated coordinates (at time T) to adjust the current coordinate at a given time. If the delay does not exceed 10 seconds, then this interpolation does not introduce a significant error. If the delay is more than 10 seconds, then the data is outdated and not taken into account by module 15.

Module 15 by summing the increments of the coordinates dXi, starting from i = 0, finds the first index i = j for which ∑ (dXi)> = Хрц. After that, if a certain discrepancy between the current coordinate X on the electronic map of the route and Khrc1 is detected, module 15 performs the first correction, setting X = Khrc1.

Next, module 15, by summing the increments of lengths dLi, from the database of approximating segments, starting from i = j, finds the first index i = k for which ∑ (dLi)> = L trains. Module L receives the train parameter L through the fourth port and CAN interface 2 from module 9 of the train length memory. The length of the train is entered into the train length memory module 9 during system configuration before each new trip.

Then, by summing Khrts and increments of coordinates dXi, from the database of approximating segments, starting from i = j to i = k, calculates the predicted coordinate Khrts2 = Khrts1 + ∑ (dXi) of the position of the beginning of the train at the moment of receiving the signal to trace the boundary of the rail chain by the tail of the train.

Next, the module 15 awaits a message about the tracing of the boundary of this rail chain by the end of the train. Block 17 sends this message when it receives data about the release of the previous rail circuit.

During the movement of the train along this rail chain, the module 15, if necessary, once again corrects the current coordinate X, continuously calculated by the module 6 of the electronic route map, by performing the equalization X = Khrc2.

If module 15 detects an abnormally large discrepancy of all four data Xsn, X, Khts1, Khts2, then the output of module 15 generates a command to turn off module 6 of the electronic route map through the control port. In this case, a temporary transition to the operation of the system occurs without using the mode of tracking the location of the train on the electronic route map. The traffic safety control subsystem 5 switches to the train movement mode only by the signals ALS-EN and / or ALSN until the normal operation of the corresponding modules of the system is restored.

The proposed train motion control system increases the reliability and accuracy in determining the current coordinate of the train location and provides more reliable operation of the equipment in the optimal train control mode.

Claims (1)

A train control system containing in the train control cabin an automatic driving subsystem, an automatic service braking control subsystem and a traffic safety control subsystem consisting of an electronic route map module, a distance measurement module, a satellite navigation receiver, a module connected to the CAN interface memory of the length of the train and the on-board radio modem connected via a digital radio channel to the stationary radio modem of the dispatcher station o control, equipped with a device for electrical centralization of arrows and signals and control of rail circuits, characterized in that a module for correcting the current coordinate is introduced into the traffic safety control subsystem, which is connected via the CAN interface with its first, second, third, fourth and fifth ports to the module ports electronic route map, distance measurement module, satellite navigation system receiver, train length memory module and on-board radio modem, sixth port of t correction module of the current coordinate is connected to a memory block containing a database of increments of the lengths and coordinates of approximating path segments of the mathematical model of the train route, the output of the current coordinate correction module is connected to the control port of the electronic route map module, and the device for electrical centralization of arrows and signals and rail circuit control is connected to the stationary radio modem port of the dispatch control post through the control unit for the sequences of occupation and release of rail circuits along the route m trains.

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