EP1975034B1 - Système de commande pour un train rapide - Google Patents

Système de commande pour un train rapide Download PDF

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Publication number
EP1975034B1
EP1975034B1 EP08102868A EP08102868A EP1975034B1 EP 1975034 B1 EP1975034 B1 EP 1975034B1 EP 08102868 A EP08102868 A EP 08102868A EP 08102868 A EP08102868 A EP 08102868A EP 1975034 B1 EP1975034 B1 EP 1975034B1
Authority
EP
European Patent Office
Prior art keywords
unit
braking
outputs
controller
inputs
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08102868A
Other languages
German (de)
English (en)
Other versions
EP1975034A3 (fr
EP1975034A2 (fr
Inventor
Valentin Aleksandrovich Gapanovich
Andreas Dr. Lipp
Hans-Jürgen Lutz
Aleksander Stanislavovich Nazarov
Efim Naumovich Rosenberg
Michael Surm
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Offene AG "Russische Eisenbahnen"
Original Assignee
Siemens AG
Offene AG "Russische Eisenbahnen"
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Offene AG "Russische Eisenbahnen" filed Critical Siemens AG
Publication of EP1975034A2 publication Critical patent/EP1975034A2/fr
Publication of EP1975034A3 publication Critical patent/EP1975034A3/fr
Application granted granted Critical
Publication of EP1975034B1 publication Critical patent/EP1975034B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems

Definitions

  • the invention relates to a control system for a fast train, belongs to the railway transport industry and is intended for the equipment of a locomotive, which can be used for passenger transport on highways with a track width of 1520 mm.
  • the GB 2 392 983 A discloses a system for monitoring trains and represents the closest prior art.
  • the control system of the express train is known and consists of a computer unit which has two interconnected central processors, one of which functions as a reserve processor.
  • the inputs / outputs of the DV unit are connected to an MVB bus, to which the guide control unit, auxiliary equipment, drive control unit and brake control unit are connected.
  • Auxiliary inputs / outputs of the drive control unit and brake control unit are connected to respective inputs / outputs of the motion parameter measuring system (see Electric Railways eb 11/2006 p. 524-529 and Glasers Annalen 124 (2000) No. 8 pp. 433-444 . No. 9 pp. 509-515 ).
  • the invention is based on the object, the function of the safety system of the express train on the whole route with different types of current, such as DC and AC, to facilitate.
  • control system for an express train
  • the control system is designed as a DV unit which is designed with two interconnected central processors, one of which works as a reserve processor, wherein inputs / outputs of the DV unit are connected to an MVB bus to which a guide control unit, auxiliary equipment, a drive control apparatus and a brake control apparatus are connected, wherein additional inputs / outputs of the drive control unit and the brake control unit are connected to respective inputs / outputs of a measuring system for movement parameters, a microprocessor unit, a driver station signal receiver, a memory unit, a satellite navigation device, a display and input unit, a digital radio channel, an anti-lock brake command output unit, a pneumatic brake control unit and a track and speed sensor, and a brake line pressure sender are also employed; wherein the driver station signal receiving device, the storage unit, the satellite navigation device, the digital broadcasting channel, the track and speed sensor and the brake line pressure transducer are connected to respective inputs / outputs of
  • the above-mentioned set of features facilitates for a vehicle operator the control system function of the express train on the whole route with different types of current. This is done using equipment used in the security system, which is informed of a location by a redundant satellite system for location detection, Glonass and GPS.
  • the single figure shows a schematic block diagram of a control system for an express train.
  • the control system consists of a computer unit 1, which is designed with a central processor 2 and a spare processor 3 connected thereto.
  • the inputs / outputs of the DV unit are connected to a MVB bus 4, to which a guide control unit 5, auxiliary equipment 6, a drive control unit 7 and a brake control unit 8 are connected. Additional inputs / outputs of the drive control unit 7 and the brake control unit 8 are connected to respective inputs / outputs of a measuring system 9 for movement parameters.
  • the system additionally includes a microprocessor unit 19, to the respective inputs of which a driver unit 10 receiver unit, an electronic card memory unit 11, a satellite navigation unit 12, a digital radio channel 13, a track and speed sensor 14 and a brake line pressure transducer are connected.
  • a display and input unit 15 and a command output unit 16 are connected for driving lock braking.
  • the last is connected to a first input to a pneumatic braking control unit 17 whose second input is connected to an output of the brake control unit 8.
  • the auxiliary inputs and outputs of the microprocessor unit 19 are connected to the MVB bus 4 through a gateway 18.
  • the display and input unit 15, which is connected to the microprocessor unit 19 and through the gateway 18 and the MVB bus 4 to the DV unit, provides the guide with the necessary information about the function of the main and auxiliary equipment.
  • the microprocessor unit 19 receives and processes the information from the driver station signal receiving apparatus 10, from the electronic map storage unit 11, from the satellite navigation apparatus 12 informed of a location by a location detecting redundant satellite system (Glonass and GPS), from the digital radio channel 13, as well as from the track and speed sensor 14 and the pressure transducer for the brake line.
  • the micro-processor unit 19 is connected to the pneumatic brake control unit 17 through the command-stop braking command output unit 16 whose output is directly connected to brake line controls.
  • the control system of the express train works as follows.
  • the express train is controlled by the central processor 2, which works as the main processor.
  • the spare processor 3 the same information is sent, which is sent to the main processor 2.
  • Both central processors 2, 3 process and analyze information received therein.
  • the reserve central processor 3 takes over its functions for a system control.
  • the main central processor 2 After a command has been received in the DV unit 1 from the guide control unit 5, the main central processor 2 forms a signal which passes via the MVB bus 4 to the drive control unit 7, which in turn turns on one of the traction positions.
  • the information about its motion parameters to the central processor 2 of the DV unit 1 is sent from the drive control unit 7, received in the signals from the measuring system 9 for movement parameters.
  • a traction-off command is input with the guide operation unit 5.
  • the central processor 2 forms a signal which comes via the MVB bus 4 to the drive control unit 7, which in turn switches off the traction.
  • a command is given to the DV unit 1 with the guide control unit 5.
  • the latter forms a signal which is transmitted via the MVB bus 4 to the brake control unit 8, from which in turn receives a brake operating signal (operation or driving lock braking) in the control unit 17 for pneumatic braking.
  • the DV unit 1 works in both manual and automatic mode. In the movement process, all information on movement parameters, traction and braking that are received in the DV unit 1, commands received from the guide control unit 5, as well as other information on the function of main and auxiliary equipment on the guide control unit 5 are displayed.
  • the information from the driver station signal receiver 10 passes into the microprocessor unit 19. Based on the processing and analysis of information from the cab position signal receiver 10, as well as train movement information from the train and speed sensor 14 and the brake line pressure sensor, information is provided the memory unit 11 with electronic map, from the satellite navigation device 12 and digital radio channel 13, the microprocessor unit 19 forms the size of the approved movement speed.
  • the microprocessor unit 19 constantly monitors the actual size of the Switzerlandtowns Anlagen. When the actual speed exceeds the permitted magnitude, it signals this to the command-line braking command issuing unit 16, which forms an anti-lock brake command. This command comes through the Control unit 17 for pneumatic braking directly to controls for brake line.
  • a telecommunications channel which is connected to the additional inputs and outputs of the microprocessor unit 19 through the gateway 18 and the MVB bus 4 with inputs and outputs of the DV unit, takes place during operation of the system, a data exchange between the main CPU 2 of the computer unit 1 and the microprocessor unit 19.
  • the satellite navigation device 12 is informed of a location by a redundant location tracking satellite system (Glonass and GPS).
  • a redundant location tracking satellite system GPS and GPS
  • This train position information is compared with the information present in the electronic card storage unit 11.
  • the emergency brake can be operated.
  • the command disabling brake command unit 16 forms an anti-lock brake command.
  • This command comes through the pneumatic brake control unit 17 directly to brake line controls.
  • the main switch closes again with the same mechanism without intervention of the engine driver.
  • the display and input unit 15 displays to the driver the information about the operation that has taken place.
  • the microprocessor unit 19 forms a command for opening the main switch and a lowering of the pantograph, then this operation is performed automatically without intervention of the train driver.
  • the lock inhibit command issuing unit 16 which forms a lock inhibit command starts. This command comes through the pneumatic brake control unit 17 directly to brake line controls.
  • the control system makes it possible to perform the anti-lock braking, if for any reason by the driver no command for an operation or driving lock braking is entered in time or due to malfunction of the central processor of him to the pneumatic brake control unit 17 receives no required command issued by the control unit 17 for pneumatic braking should come to controls for a brake line.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Claims (1)

  1. Système de commande pour un train rapide,
    dans lequel le système de commande est constitué sous la forme d'une unité ( 1 ) informatique et est réalisé en ayant deux processeurs ( 2, 3 ) centraux reliés entre eux, dont l'un travaille en tant que processeur de réserve,
    dans lequel des entrées/sorties de l'unité ( 1 ) informatique sont reliées à un bus ( 4 ) MVB auquel sont raccordés une unité ( 5 ) de conducteur un équipement ( 6 ) supplémentaire, un appareil ( 7 ) de commande de l'entraînement et un appareil ( 8 ) de commande du frein,
    dans lequel les entrées/sorties supplémentaires de l'appareil ( 7 ) de commande de l'entraînement et/ de l'appareil ( 8 ) de commande du frein sont reliées à des entrées/sorties respectives d'une installation ( 9 ) de mesure de paramètres de déplacements,
    dans lequel en outre une unité ( 19 ) de microprocesseur, un appareil ( 10 ) de réception de signaux de la cabine de conduite, une unité ( 11 ) de mémoire, un appareil de navigation par satellite, une unité ( 15 ) d'affichage et d'entrée, un canal ( 13 ) radio numérique, une unité ( 16 ) d'émission d'instruction pour un freinage d'arrêt automatique, un appareil ( 17 ) de commande pour un freinage pneumatique et un indicateur ( 14 ) de voie et de vitesse, ainsi qu'un indicateur de pression pour une ligne de frein sont utilisés,
    l'appareil ( 10 ) de réception de signaux de cabine de conduite, l'unité ( 11 ) de mémoire, l'appareil ( 12 ) de navigation par satellite, le canal ( 13 ) radio numérique, l'indicateur ( 14 ) de voie et de vitesse et l'indicateur de pression pour la ligne de frein étant relié aux entrées/sorties respectives de l'unité ( 19 ) de microprocesseur, aux sorties de laquelle sont raccordées l'unité ( 15 ) d'affichage et d'entrée et l'unité ( 16 ) d'émission d'instruction pour le freinage d'arrêt automatique,
    dans lequel ce dernier est relié à une première entrée sur l'appareil ( 17 ) de commande pour un freinage pneumatique, dont la deuxième entrée est raccordée à la sortie de l'appareil ( 8 ) de commande de frein, l'appareil ( 17 ) de commande pour un freinage pneumatique étant constitué d'éléments de commande pour la ligne de frein et les entrées et sorties supplémentaires de l'unité ( 19 ) de microprocesseur étant raccordées au bus ( 4 ) MVB par une passerelle ( 18 ).
EP08102868A 2007-03-30 2008-03-25 Système de commande pour un train rapide Not-in-force EP1975034B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
RU2007111665/22U RU65848U1 (ru) 2007-03-30 2007-03-30 Система управления скоростным пассажирским электропоездом

Publications (3)

Publication Number Publication Date
EP1975034A2 EP1975034A2 (fr) 2008-10-01
EP1975034A3 EP1975034A3 (fr) 2009-04-01
EP1975034B1 true EP1975034B1 (fr) 2010-06-09

Family

ID=38597378

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08102868A Not-in-force EP1975034B1 (fr) 2007-03-30 2008-03-25 Système de commande pour un train rapide

Country Status (3)

Country Link
EP (1) EP1975034B1 (fr)
AT (1) ATE470613T1 (fr)
RU (1) RU65848U1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102602253A (zh) * 2011-12-22 2012-07-25 中国北车集团大连机车研究所有限公司 电力机车司机显示单元
CN103676934B (zh) * 2013-11-29 2016-08-17 中国北车集团大连机车研究所有限公司 用于电力机车司机显示单元的数据在线分析仪
CN104869053A (zh) * 2014-10-08 2015-08-26 北汽福田汽车股份有限公司 车载局域网的可切换式网关、监测方法和车载局域网系统
CN107745728A (zh) * 2017-11-17 2018-03-02 中车戚墅堰机车有限公司 城轨车辆车灯控制器

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2392983A (en) * 2002-09-13 2004-03-17 Bombardier Transp Gmbh Remote system condition monitoring

Also Published As

Publication number Publication date
EP1975034A3 (fr) 2009-04-01
RU65848U1 (ru) 2007-08-27
EP1975034A2 (fr) 2008-10-01
ATE470613T1 (de) 2010-06-15

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