RU2732636C1 - Intermittent train traffic control system at accelerated railway sections - Google Patents

Abstract

FIELD: rail vehicles.

SUBSTANCE: invention relates to means of interval control of train traffic on railway section reconstructed from damages. System includes a set of insulating joints connected on both sides, which separate ends of adjacent rail circuits, universal interval control modules, each of which contains in its composition of two track transformers, two control devices of through traffic lights of odd and even movement direction, device for setting modes, a control indication device, a device for communication with automatic crossing signalling, a communication device with a neighbouring station, a local serial interface and a device for changing direction of movement installed separately on a neighbouring station, master transmitter-receiver and driven receiver-transmitter of two-way telemonitoring and telecontrol channel with carrier frequency f = 125 Hz, central control device for components of universal interval control module, self-contained power supply device, which includes a storage battery, a battery control unit, an internal combustion engine, a generator, a fuel tank and a secondary power supply source.

EFFECT: possibility of realizing a temporary system for interval control of train traffic on accelerated railway sections.

1 cl, 2 dwg

Description

The invention relates to the field of railway automation, telemechanics and communications and can be used for accelerated temporary restoration of interval regulation of train traffic on railway tracks being restored from destruction with the provision of the necessary throughput.

When restoring sections of the railway track destroyed as a result of emergencies or hostilities, following the restoration of the subgrade and the superstructure of the track, for the delivery of building materials to the restored section and to reduce interruptions in train movement, and in the conduct of hostilities - for operational transport support of troops , it is necessary to organize the movement of trains in the fastest way and to provide the necessary throughput of the rehabilitated sections.

However, to organize the movement of trains, it is necessary to have a special system of interval regulation of the movement of trains on the tracks of the restored section of the railway track, designed so that there is a safe interval between the following trains along the way, the value of which should not be less than the value of the braking distance during emergency braking of a train traveling with a maximum the speed permissible on this section of the track in order to prevent a collision with a train that suddenly stops in front.

At the same time, the size of the interval between the following trains along the way should not reduce the throughput of the tracks and, consequently, the economic efficiency of rail transport. The main purpose of the systems of interval regulation and ensuring the safety of train traffic is to determine and control a safe and optimal interval between the following trains along the way, including automatically reducing the speed of the train when it comes close to the train in front.

The modern systems of interval regulation of the movement of trains on the tracks, which are currently used on public railways, provide high speeds and the required traffic intensity, at the same time, they are characterized by multi-modularity, multi-circuit, numerous duplications of equipment and functions, a significant number of cable or overhead communication lines and power supply [1 ]. Because of this, the recovery time of such systems is unacceptably long and their vulnerability to external destructive factors of a natural, man-made or military nature is unacceptably high.

Therefore, for the temporary organization of the movement of trains on the restored sections of railway tracks (while the restoration of the main technical means provided for by the project is underway), a morally and physically obsolete electric rail system for interval regulation of train traffic or semi-automatic blocking, in extreme cases, telephone and telegraph means of regulating train traffic [ 1]. All of these technical means are quickly installed, but they are able to provide only a minimum throughput (at the same time no more than one train per haul) at minimum speeds, which is completely insufficient to accelerate the reduction in the number of delayed trains, restore their traffic schedule and compensate for losses from forced breaks in the movement of trains.

In such cases, in order to organize the movement of trains on railway sections being restored from destruction, it is proposed to use a temporary system of interval regulation of train traffic on rapidly restored railway sections, characterized by an accelerated pace of equipping the restored railway sections, the absence of connecting cable and overhead communication lines and power supply, increased security from the effects of external destructive factors of a natural or man-made nature, high maintainability, providing a throughput that is not inferior to the throughput of modern systems of interval regulation of train traffic on the tracks used on railways.

There is a well-known electric railroad train control system on a stretch, in which a wand (a metal rod of a special shape with a corresponding inscription) is removed from the station apparatus of an electric railroad train control system by a person on duty at one of the stations adjacent to the section, and transferred to the train driver. In this case, the apparatus that issued the baton is blocked so as not to give the baton along the way to the next train. At the same time, an electrical signal is transmitted to another of the stations adjacent to the railway line via the inter-station communication line, informing about the seizure of the line and also blocking the issuance of the baton to the oncoming train. The person on duty at the station, to which the train arrives from the controlled section, receives a baton from the driver, visually confirms the arrival of the train in full force, and inserting the baton into the station apparatus of the electric train traffic control system unlocks the section for the movement of trains, allowing the removal of the baton from any apparatus of the given section ...

To equip an inter-station haul with the equipment of an electric-rail train control system, it is enough to install station devices at the stations adjacent to this haul and connect them with a two-wire overhead inter-station communication line, which is a positive quality of the system. Power supply is not required for the operation of the electric train control system [1, 2].

This system has the following disadvantages:

- the electric train control system for the movement of trains on the stretch ensures the movement of no more than one train on the stretch at a time, which is not enough to reduce the number of delayed trains, restore their traffic schedule and compensate for losses from forced interruptions in train traffic caused by the destruction of the railway track and the time of their restoration; transferring the baton to the train and receiving it from the train also causes significant losses of time, which reduces the carrying capacity of the haul;

- the presence of an overhead line for inter-station communication determines the vulnerability of the system to the effects of external destructive factors of a natural, man-made or military nature.

Known system of semi-automatic blocking [1, 2], the permission for the departure of the train for the haul in which is the permissive indication of the output traffic light, the opening of which is possible only with a free haul. Opening the output signal automatically closes the output traffic light for the oncoming train at the next station and fixes the track as busy until the train arrives at the neighboring station. The output of the station of departure closes after it has been followed by the dispatched train. The section is defined as free by visual observation of the arrival from the section to the receiving station of a full train with a specially marked tail carriage, which is fixed by manually pressing a special button.

To equip the inter-station haul with semi-auto-blocking equipment, it is enough to install station semi-auto-blocking apparatus at the stations adjacent to this haul and connect them with a two-wire overhead inter-station communication line, which is a positive quality of the system.

This system has the following disadvantages:

- semi-automatic blocking ensures the movement of no more than one train on the stretch at the same time, which is not enough to reduce the number of detained trains, restore their traffic schedule and compensate for losses from forced interruptions in train traffic caused by the destruction of the railway track and the time of their restoration;

- train traffic safety is ensured by visual control of the arrival of a train at a neighboring station in full force;

- the presence of an overhead line for inter-station communication determines the vulnerability of the system to the effects of external destructive factors of a natural, man-made or military nature.

Known systems of auto-blocking on the tracks [1, 2]. The most common on the railways of Russia is a coded auto-blocking, which can be three-digit or four-digit.

With a three-digit auto-blocking, the railway line is divided into block-sections, the length of each of which is equal to the longest stopping distance of trains circulating along this route, when braking at a rate of full service or emergency braking from a speed of 80 km / h for freight trains and 120 km / h for passenger trains , taking into account the longitudinal profile of the track. Along the way, the following trains are separated by at least two block sections. When using automatic blocking, it is possible to organize the simultaneous movement of two or more trains on the stretch, which increases its throughput, respectively, two or more times.

An occupied block area is fenced off with a traffic light with a red signal, the first free block area is surrounded by a traffic light with a yellow signal, and the second free block area is surrounded by a traffic light with a green signal.

To further increase the throughput of the hauls when moving multi-unit rolling stock with a shorter braking distance, a four-digit auto-blocking is used, in which the block sections are two times shorter than in a three-digit one, which makes it possible to reduce the passing interval and increase the haul throughput.

In all types of automatic blocking used on the railways of Russia, the location of the train on the tracks, as well as at the stations, is determined using track circuits. The use of track circuits is justified by the fact that they also control the integrity of the track lines. Cracks and kinks in the rails can disrupt the integrity of the rail circuit, which will lead to a violation of the signal current path, this rail circuit will be detected by auto-blocking as busy, and a traffic prohibiting signal (red) will turn on at the traffic light that surrounds this block section. In rail lines there are areas that are not monitored in this way (for example, joint areas bridged with butt connectors), however, the function of monitoring the integrity of rail lines continues to be mandatory for auto-block rail circuits. The control of the employment of track circuits (control of the location of trains, as well as control of the integrity of rail lines) is carried out using amplitude-manipulated currents with a numerical code at frequencies of 25, 50 or 75 Hz. The numerical code, the transmitted information in which is determined by the number of pulses in the cycle, allows three active signals to be transmitted to the rail circuit: the "green" signal, the "yellow" signal and the "red-yellow" signal.

In accordance with these signals, signals of passing traffic lights are switched on. The same signals are received by the onboard receivers of the automatic locomotive signaling.

In the code automatic blocking, the rail circuits have lengths equal to the lengths of the block sections; insulating joints are required between the block sections on the rail lines. The code auto-blocking equipment is located in the relay cabinets on the railway tracks, the relay cabinets are powered from the high-voltage auto-lock line.

This system has the following disadvantages:

- the most vulnerable part of the code automatic blocking are high-voltage power supply lines, which are usually made in the form of overhead lines, and are easily damaged by external influences;

- relay cabinets with coded auto-blocking equipment on railway tracks are not protected from vandalism and terrorism.

Known systems of automatic blocking with tonal track circuits on the tracks and centralized placement of equipment at the stations adjacent to these tracks [1]. Their distinctive feature is that electrical signals with frequencies of the tonal range (325, 375, 425, 475 Hz, etc.) are used to control the vacancy / occupation of the rail circuit, the values of which are determined between the harmonic frequencies of the power frequency 50 Hz (100, 150, 200, 250, 300 Hz, etc.). In adjacent track circuits, the frequencies of these signals alternate sequentially, which makes it possible to organize track circuits without insulating joints, but their length is less than the length of the block section. There can be several track circuits in a block section.

The signals of the automatic locomotive signaling are transmitted to the locomotive with the same signals and at the same frequencies as in the code automatic blocking. The equipment of such automatic blocking is located at the stations adjacent to this section, which increases its reliability and maintainability.

These systems have the following disadvantages:

- the station automatic blocking equipment located at the stations with tonal track circuits on the tracks and the centralized placement of equipment at the stations adjacent to these tracks is connected to the track circuits on the track and through traffic lights by a significant amount of signal-blocking cable, the network of which is extremely vulnerable to external destructive factors and is characterized by high laboriousness of restoration;

- when transmitting electrical signals to the track circuits on the stretch (distance from 0.5 to 10 kilometers or more), there is a significant loss of power.

The closest in terms of technical solution is the system of interval regulation of train traffic on the stretch [3], containing two half sets of equipment installed on the counting areas of stations that limit the track, and each half set of equipment contains rail sensors installed on the control track section of the corresponding counting area, which through the former signals are connected to the input of the receiver unit, the output of which through the interface unit with axle counters is connected to the local communication line, to which the interface unit with electrical interlocking, the control unit and the interface unit with the radio channel of long-distance digital radio communication are connected, to which the radio modem with the antenna is connected, while on each of the intermediate sections of the railway haul, a counting point is located, including a stationary transceiver unit for short-range digital radio communication, the control port of which is connected to the first port of the microcontroller, the second port of which is through the interface is connected to the wheel passage sensor, while the power inputs of the stationary transceiver unit and the microcontroller are connected to an autonomous power source, and on each locomotive of the rolling stock there is a transceiver device for long-range and short-range digital radio communication, which is connected via a local highway to the central on-board motion control device of the mobile train, according to the invention, a unit for measuring the pressure and level of acoustic noise in the main units of the pneumatic brake system of the train, an electronic route map unit, a unit for calculating the current coordinates of the beginning and end of a train set, a unit for measuring train acceleration, a unit are installed and connected to the local highway on each locomotive. intelligent assessment of the risk of violation of the integrity of the train and the unit for displaying information to the driver, while the transceiver of long-range and short-range digital radio communication of the rolling stock locomotive through the channel The long-distance digital radio communication systems are connected with the long-range and short-range digital radio communication transceivers of another locomotive of the immediately following rolling stock and the traffic dispatch control center.

The main disadvantage of this technical solution is that when conducting hostilities in relative proximity to the section of the railway on which restoration work is being carried out, a potential enemy can use electronic warfare, which will make it impossible to use technical means of transmitting information over the radio channel and receivers of satellite navigation systems ... In this case, the system of interval regulation of train traffic will be rendered inoperable, and control of train traffic will be impossible.

The disadvantage is that the components of the system are interconnected by a significant number of cable communication lines, which are vulnerable to external influences, the restoration of which takes a long time and has a high labor intensity.

The objective of the invention is to temporarily organize the movement of trains with ensuring safe intervals between the following trains along the way, ensuring bi-directional traffic and the necessary throughput on railway tracks that are being rapidly restored from destruction, without using air and cable communication lines and power supply, until the operability of previously used technical means is restored interval regulation of train traffic in order to minimize interruptions in train traffic and, thereby, reduce economic losses and accelerate recovery processes, and in the conduct of hostilities - for timely transport support of troops.

The task is solved by the fact that upon completion of the restoration of the track superstructure, universal interval control modules with autonomous power supply devices are delivered on a vehicle along the track to be restored from destruction, which, in accordance with the existing project, are installed at the boundaries of the track circuits and are connected from both sides to the insulating joints separating adjacent track circuits. The set of universal modules of interval regulation forms a temporary system of interval regulation of the movement of trains on rapidly restored railway sections, which has two channels for transmitting information signals along rail lines, the first of which is an automatic blocking channel and automatic locomotive signaling, operating at frequencies f = 25, 50 or 75 Hz , transmits towards the train amplitude-modulated electrical signals, encoded by a numerical code, to control the passage traffic lights of the stretch and transmit information about the indication of the forward passage traffic light to the locomotive, and the second channel is a bidirectional telecontrol and telecontrol channel, transmitting at a frequency f = 125 Hz using the frequency manipulation and a special binary code, three code signals that control the freedom of the haul and, in the presence of the freedom of the haul, provide a change in the direction of transmission of electrical signals in the first information channel, and also switching the direction of displaying readings of through traffic lights to change the direction of movement of trains on the stretch. The temporary system of interval regulation of the movement of trains on an acceleratedly restored railway track formed in this way, in terms of its functions and throughput capacity, is completely authentic to a single-track two-way code automatic blocking, differing from it in that it has no cable and air lines of communication and power supply on the track, which is significantly speeds up the process of its installation and dismantling, as well as increases its maintainability and reduces vulnerability to natural or man-made impacts.

The temporary system of interval regulation of the movement of trains on rapidly restored railway lines includes a set of insulating joints connected on both sides separating the ends of adjacent track circuits, universal modules of interval regulation, each of which contains two track transformers, to the secondary winding of one of a master transmitter-receiver is connected to the secondary winding of another slave receiver-transmitter of a two-way channel of telecontrol and telecontrol with a carrier frequency f = 125 Hz, to the secondary winding of each track transformer through the contacts of a relay for changing the direction of train movement on the stretch, one transmitter and one receiver of the channel of automatic blocking and automatic locomotive signaling with carrier frequencies f = 25, 50 or 75 Hz, a central control unit for the components of the universal module of interval regulation, two control units for checkpoints odd and even traffic lights, mode setting device, control display device, communication device with automatic crossing signaling, communication device with a neighboring station, local serial interface, autonomous power supply device, including a battery, battery control unit, internal combustion engine , a generator, a fuel tank, a secondary power supply and a direction change device installed separately at a neighboring station.

The technical result is the creation of a temporary system of interval regulation of the movement of trains on rapidly restored railway lines.

The essence of the invention is illustrated by diagrams, where Fig. 1 shows a diagram of a temporary system of interval regulation of train traffic on railway tracks being rapidly restored from destruction; in fig. 2 shows a diagram of a universal module of interval control.

The temporary system of interval regulation of the movement of trains on rapidly restored railway lines includes a set of insulating joints connected on both sides separating the ends of adjacent track circuits, universal modules of interval regulation 1, each of which contains two track transformers 2, to the secondary winding one of them is connected to the master transmitter-receiver 3, to the secondary winding of the other, the slave receiver-transmitter 4 of the two-way telecontrol and telecontrol channel with a carrier frequency f = 125 Hz, to the secondary winding of each track transformer 1 through the contacts of the train direction change relay on the track 5 also one transmitter 6 and one receiver 7 of the channel of auto-blocking and automatic locomotive signaling with carrier frequencies f = 25, 50 or 75 Hz, a central control unit for 8 components of the universal module of interval control 1, two devices at control of traffic lights 9 of odd and even directions of movement, device for setting modes 10, control indication device 11, communication device with automatic crossing signaling 12, communication device with a neighboring station 13, local serial interface 14, autonomous power supply device 15, including a battery 16, a battery control unit 17, an internal combustion engine 18, a generator 19, a fuel tank 20, a secondary power supply 21 and a direction change device 22 installed separately at a neighboring station.

For the temporary organization of the interval regulation of the movement of trains on the vehicle along the section being restored from destruction, after the restoration of the track superstructure is completed, universal modules of interval regulation 1 are delivered, which, in accordance with the existing project, are installed at the boundaries of the track circuits and are connected from both sides to the insulating joints separating adjacent track circuits.

The set of universal modules of interval regulation forms a temporary system of interval regulation of the movement of trains on rapidly restored railway sections, with two channels for transmitting information signals along rail lines, one of which is an automatic blocking and automatic locomotive signaling channel operating at frequencies f = 25, 50 or 75 Hz , transmits towards the train amplitude-modulated electrical signals, encoded by a numerical code, to control the passage traffic lights of the haul and transfer along the track circuits to the locomotive, in order to inform the driver about the indication of the forward passage traffic light and control the speed of the train, and the other channel is a bi-directional telecontrol channel and telecontrol system, transmitting at a carrier frequency f = 125 Hz using frequency shift keying and a special binary code, three code signals:

- signal No. 1 - telecontrol signal, which is generated alternately in both directions; initially it is formed by the transmitter-receiver-master 3 of the universal module of interval regulation 1, located at the first pass traffic light of the stretch from the side of the departure station; if the rail circuit is not bridged by the rolling stock, then this signal is received by the slave transceiver 4 of the rail signals of the telecontrol and telecontrol channel of the next universal interval control module 1; the fact of receiving the signal includes the transmission of the telecontrol and telecontrol signal by the transmitter-receiver-master 3 to the next track circuit, as well as the transmission by the transceiver-slave 4 of the response signal to the same track circuit. With a free haul, signal No. 1 is broadcast through all the haul rail circuits and universal interval control modules 1 to the receiving station, signaling that all the haul rail circuits are free; at both stations on the change direction devices 22, the indicators of the freedom of the haul will turn on, but only at the receiving station the station attendant can, by pressing the button on the changeover device 22, turn on the mode of changing the direction of movement along the haul, thereby transferring his station to the mode of the departure station.

If the station of departure needs to establish station A, then by pressing the button on the device for changing the direction of movement 22 in the direction of station B, signal No. 2 is transmitted. At the same time, the centralization of station A, upon completion of the change of direction on the stretch, will allow the output traffic light to be switched on from the station to this section, and the centralization of station B will exclude this action.

If the station of departure needs to set station B, then, when the haul is free, signal No. 3 is transmitted from it by pressing a button on the device for changing the direction of movement 22 towards station A. Changing the direction of movement on the stretch is similar.

In the event that one or several track circuits of the haul are occupied by rolling stock, the indicators of the free haul on the devices for changing the direction of movement 22 of both stations will not be turned on and it will be impossible to change the direction of movement on the stretch.

The universal module of interval control 1 consists of two track transformers 2, which are connected with primary windings on both sides of the insulating joints to the ends of adjacent track circuits, transmitters 6 and receivers 7 are connected to the secondary windings of each track transformer 2 through the contacts of the train direction change relay on the track 5 channel of automatic blocking and automatic locomotive signaling, operating at frequencies f = 25, 50 or 75 Hz, so that on one side of the insulating joint there is transmitter 6, and on the other - receiver 7, when setting a different direction of movement - vice versa. To the secondary windings of each track transformer 2 are also connected transceivers-slaves 4 from the side of station A and transmitters-receivers-master 3 from the side of station B of the telecontrol and telecontrol channel operating at the carrier frequency f = 125 Hz). Management of the operation and modes of devices of channels for generating, transmitting and receiving signals along rail circuits, as well as controlling devices for controlling traffic lights 9, a communication device with automatic crossing signaling 12, (if there is an automatic crossing signaling on the stretch), a communication device with a device for changing the direction of travel 22 by the adjacent station, the operating mode control device 10 of the universal interval control module 1 and the display device 11 through the internal local information network 14 is carried out by the central control device 8, implemented, like the other devices listed above, on a microprocessor element base. At the stations adjacent to the track, a device for changing the direction of movement 22 is installed, which includes a button for changing the direction of movement and an indicator of the freedom of the track.

The power supply of the components of the mobile universal interval control module 1 is provided from an autonomous power supply device 15, which includes a battery 16, a battery control unit 17, which continuously monitors the charge level of the battery 16 and, when it drops critically, automatically turns on the internal combustion engine 18, which with the help of the generator 19 charges the storage battery 16 to the required level, upon reaching which it turns off the internal combustion engine 18, the fuel to which is in the fuel tank 20. The secondary power supply 21 connected to the storage battery 16 generates from its voltage the required voltages for powering all components parts of the universal interval control module 1.

Simultaneously with the installation of universal interval control modules 1 on the stretch, autonomous power supply devices 15 are switched on on them, with the help of operating mode control devices 10 and indication devices 11, the operating modes of the rail circuits are set and the direction of movement is preset. When moving along the railway track, the track circuits are sequentially shunted, in accordance with which the readings of the through traffic lights change, providing interval regulation of train movement on the track, as well as control of automatic crossing signaling, if available on the track. If necessary and the freedom of the haul, by pressing the button for changing the direction of movement on the device for changing the direction of movement 22 and with the help of the corresponding actuation of the relay for changing the direction of movement 5, the direction of signal transmission in the channel of automatic blocking and automatic locomotive signaling and the direction of displaying signals at passing traffic lights are changed, thereby realizing change of direction of movement on the stretch.

Sources of information

1. Systems of automation and telemechanics on the world's railways. Ed. G. Teega, S. Vlasenko. M .: OOO "Intekst", 2010 - 496 p.

2. Kokurin I.M., Kondratenko L.F. Operational fundamentals of railway automation and telemechanics devices. M .: "Transport". 1989 - 184 p.

3. Patent for invention RU No. 2503564 C1 dated 06/26/2012 B61L 23/16 "System of interval regulation of train traffic on the stretch". Authors: Markov A.V., Murin S.A., Rosenberg E.N., Shukhina E.E. Published: bul. No. 1 dated 01/10/2014

Claims (1)

Temporary system of interval regulation of train traffic on rapidly restored railway lines, which includes a set of insulating joints connected on both sides separating the ends of adjacent track circuits, universal interval regulation modules, each of which contains two track transformers, two control devices odd and even traffic lights, mode setting device, control display device, communication device with automatic crossing signaling, communication device with a neighboring station, local serial interface, autonomous power supply device, including a battery, battery control unit, internal combustion engine , a generator, a fuel tank, a secondary power supply and a device for changing the direction of travel installed separately at a neighboring station, characterized in that there is a universal an interval control module, a master transmitter-receiver and a slave receiver-transmitter of a two-way telecontrol and telecontrol channel with a carrier frequency of f = 125 Hz, a central control unit for the components of the universal interval control module, a mode setting device, a control indication device, an autonomous power supply device, including battery, battery control unit, internal combustion engine, generator, fuel tank, secondary power supply.

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