RU116445U1 - SYSTEM FOR AUTOMATIC REGULATION OF TRAIN TRAFFIC - Google Patents

Abstract

A system for automatic control of train movement, containing a stationary set consisting of a control unit and a stationary radio device connected to the CAN interface, to which track components for monitoring the location of the train are connected, locomotive sets, each of which consists of an on-board computer and an on-board radio transceiver device, characterized in that a unit for calculating the number of free track circuits behind the tail section of the next train in front and a unit for switching on and off the function of changing the length of the protective section are inserted into the stationary set and connected to the CAN interface.

Description

The utility model relates to the field of railway automation and telemechanics and can be used in systems for regulating the movement of trains and ensuring the safety of their movement on lines where trains of various categories turn.

A microprocessor self-locking device is known that contains microprocessor transceivers for monitoring the condition of the rail line and automatic locomotive signaling associated with the rail line, with traffic lights, with electrical centralization circuits and between each other, as well as with the automatic workstation of an electrician who receives and displays diagnostic information about the technical condition of the equipment of signal points and information about the train position on the stage, equipped with an automatic station workstation duty station, CAN interfaces, station and stage transceivers of automatic crossing signaling control signals, radio channel transceiver and control transceiver of system components interaction signals, one input-output of which via one CAN interface is connected to the input-output of the automatic duty station workstation at the station, and the other input-output through another CAN interface is connected to one input-output of the station transceiver an automatic crossing signaling, with an input-output of a radio channel transceiver, with an input-output of an automatic workplace of an electrician and with inputs and outputs of the aforementioned transceivers of rail line status monitoring signals and an automatic locomotive signaling, and the other input-output of a station transceiver of signals of an automatic crossing signal is connected to an input - output of the distillation transceiver of signals of automatic crossing signaling, the output of which is connected with the equipment the move (RU 2354574, B61L 23/16, B61L 27/04, 2009)

A disadvantage of the known device is the presence of a start point of braking located at a distance of a fixed track section from the inhibit signal, which reflects the level of pass-through capacity insufficient according to modern requirements.

Closest to the utility model is a system for automatically controlling the movement of trains, selected as a prototype, containing a stationary set consisting of a control unit and a stationary radio device connected to a CAN interface, to which track components for controlling the location of the train, locomotive kits, each of which are connected consists of an on-board computer and an on-board radio transceiver (US 7089093, B61L 23/34, 2004). The disadvantages of the known device are:

- the use of unpromising "balises" to determine the location of the train, the health of which is monitored only when the train is being tracked. Their damage can lead to the loss of information about the state of sections and the termination of data exchange with trains located on them, which reduces the level of security;

- the differentiation of trains is carried out by means of hard-set block sections, which reflects a reduced level of the reserve for the transfer capacity in case of treatment of trains of different categories on the line.

The technical result of the utility model is to increase the reserve capacity of the haul equipped with a self-locking system with protective sections, which is ensured by changing the length of the protective section during the movement of the train.

The technical result is achieved by the fact that in a system for automatically controlling the movement of trains, comprising a stationary set consisting of a control unit and a stationary radio device connected to a CAN interface, to which the track components for controlling the location of the train, locomotive sets, each of which consists of an on-board unit, are connected a computer and an on-board radio transceiver, according to a utility model, a calculation unit has been introduced and connected to the CAN interface in its stationary set the number of free circuits for the rear rail portion of the next block ahead of the train and turn on and off changing the length of the protective portion.

The drawing shows a functional diagram of a system for automatically controlling the movement of trains.

The system for automatically controlling the movement of trains contains a stationary set 1, consisting of a control unit 2 and a stationary radio device 3 connected to a CAN interface 4, to which track components 5 for controlling the location of the train, locomotive sets 6, each of which consists of an on-board computer 7, are connected and an airborne transceiver device 8 radio. Block 9 for calculating the number of free rail chains behind the tail of the next train in front and block 10 for switching on and off the function for changing the length of the protective section are introduced into the stationary set 1 and connected to the CAN interface 4.

The devices of kit 1 are made in the form of microprocessor modules (not shown in the drawing).

Set 6 is based on standard microprocessor units of the KLUB-U integrated locomotive safety device used on Russian railways.

The track components 5 are connected to the CAN interface 4 and are based on standard equipment for the interaction of the microprocessor self-locking system with a centralized location of the equipment and tonal rail circuits (ABTC-M) - matching track transformers, elements of the transceiver equipment of the rail circuits (RC), transmitting equipment ALSN or ALS-EN.

The parameters of the control signals of the rail line and the code signals of the automatic locomotive signaling are applicable for all types of traction.

The input-output of the control unit 2 is connected to the outputs-inputs of the track components 5, radio 3, blocks 9 and 10 through the interface 4 of the CAN network.

A system for automatically controlling the movement of trains operates as follows.

The system receives the following data from each train:

train number;

path number;

train coordinate;

CLUB-U software version.

If the above conditions are met and the obtained coordinate of the head of the train, taking into account the error of the satellite positioning system (30 meters), corresponds to the occupied rail circuit, then the function for changing the length of the protective section is turned on. After the specified function is turned on, the length of the protective section in front of the train changes from the three rail chains behind the tail of the next train in front to one rail chain.

The system provides the transmission of signals ALSN or ALS-EN with a modified amount of free front rail circuits in accordance with the changed length of the protective section. The ALS-EN signal is given only to the train for which the function of changing the length of the protective section is enabled. When the strands of the red light lamp of the input traffic light burn out when it is forbidden to read, the number of unencrypted rail chains (protective section) for a train for which the function for changing the length of the protective section is enabled is reduced to one unencrypted rail chain.

If in the system there was a violation of the radio channel during 3 cycles of communication with the train, for which the function of changing the length of the protective section was previously enabled, then for this train the function is turned off as follows. The system, if the train devices form an ALS-EN signal with the number of free rail chains of two or more by the track devices, turns off the ALS-EN signal and increases the length of the protective section from one rail circuit to three. The system, if the train devices generate a signal with a number of rail circuits of less than two, turns off the ALS-EH signal and simultaneously stores the red-yellow signal (QOL code) of the ALSN system only on this rail circuit until the protective section increases to three rail circuits (leaving the next ahead of the train) or the opening of the entrance traffic light. Further work of the system is carried out in a regular manner.

The system turns off the function of changing the length of the protective section automatically when the train enters the last distillation rail circuit in the set direction of travel.

After the exit of the traffic light is opened, the control unit 2 of the stationary set 1 generates a request signal according to the data on the train — train number, track number, train coordinate. This signal comes from the output of block 2 to the input of the stationary radio 3 and via the radio network to the on-board radio transceiver 6 and then from its input-output it goes to the input-output of the on-board computer 7 of the next train behind. Based on the request signal, taking into account the determination of the coordinate of the head of the train by the satellite positioning system, the on-board computer 7 of the locomotive set 6 generates an information signal according to the train data. This information signal is transmitted from the train through the on-board transceiver 8 of the radio and stationary radio 3 in the control unit 2.

When moving the train along the rail circuits of the haul, the coordinate of the head of the train constantly adopted by the control unit 2, taking into account the error of the satellite positioning system (30 meters), is checked for compliance with the occupied rail circuit by means of rail line control signals received at the input of this unit from the track components 5 of the train location control.

If the train coordinate obtained via the radio network corresponds to a busy rail circuit, then the control unit 2 generates a signal to activate the block 6 on and off the function of changing the length of the protective section, which determines the distance to the first train by the number of rail chains.

Block 10 changes the length of the protective section from three rail chains behind the tail of the next train in front to one rail chain. It determines the location of the rail chain as a protective section based on the data on the monitoring of busy and free rail chains received from the control unit 2. Block 2 transmits to the block 9 the calculation of the number of free rail chains behind the tail of the next train in front. Block 10 determines the number and identifiers of free rail circuits in front and transmits them to the control unit 2. The control unit 2 provides the transmission of signals ALSN or ALS-EN in accordance with the changed length of the protective section. The signals ALSN or ALS-EN are given to the second train, for which the function of changing the length of the protective section is turned on.

When the train enters the last rail track in front of the station's traffic light in the set direction of movement, the control unit 2 generates a shutdown signal for unit 10.

The effectiveness of the proposed system is to increase the capacity of the haul, which is ensured by changing the length of the protective section during the movement of the train.

Claims (1)

A system for automatically controlling the movement of trains, comprising a stationary set consisting of a control unit and a stationary radio device connected to a CAN interface, to which track components for controlling the location of the train, locomotive sets, each of which consists of an on-board computer and an on-board radio transceiver, are connected, characterized in that a block for calculating the number of free rail circuits behind the tail is introduced into the stationary set and connected to the CAN interface part of the train ahead in front and the unit for switching on and off the function of changing the length of the protective section.