RU133799U1 - DEVICE FOR CONTROL OF LOCOMOTIVE MANAGEMENT AND VIGILANCE OF THE MACHINERY - Google Patents

Abstract

A control device for controlling the locomotive and vigilance of the driver, containing an inter-module interface, an electro-pneumatic valve amplifier, the output of which is connected to the input of the electro-pneumatic valve, and the input - to the output of a safe control circuit, the inputs of which are connected to the outputs of two central information processing modules, which are interconnected and two m blasting continuous channels of external devices, the inputs of which are connected to the receiving coils of ALSN and ALS-EN, a route module connected to the first output of the satellite navigation receiver, a radio channel module, the first port of which is connected to the radio modem, a message encoding / decoding unit and a vigilance control unit, the second the output of the satellite navigation receiver is connected to the input of the message encoding / decoding unit, the first port of which is connected to the driver interface unit, and the second port is connected to the intermodule interface y, the vigilance control unit is connected to the vigilance handle, which is connected to the driver interface unit, characterized in that a digital video camera, a radar range and speed meter and a digital signal processing unit, the first and second ports of which are connected respectively to the ports of the digital video camera, are inserted into it a radar measuring range and speed, and its third port is connected to the intermodule interface.

Description

The utility model relates to the field of railway automation and telemechanics, namely to control devices for controlling a locomotive and vigilance of a driver.

The known control device for controlling the locomotive and vigilance of the driver, selected as a prototype, contains an intermodule interface, an electro-pneumatic valve amplifier, the output of which is connected to the input of the electro-pneumatic valve, and the input - to the output of a safe control circuit, the inputs of which are connected to the outputs of two central information processing modules which are interconnected and connected to the intermodule interface, to which two motion measurement measuring modules are connected, whose inputs are inen with track and speed sensors, two modules of continuous channels of external devices, the inputs of which are connected to the receiving coils ALSN and ALS-EN, a route module connected to the first output of the satellite navigation receiver connected to the satellite navigation antenna, a radio channel module, the first port of which is connected with a radio modem whose output is connected to the radio antenna, a message encoding / decoding unit, a driver interface unit and a vigilance control unit, the output of a satellite navigation receiver is connected to the input of the unit encoding / decoding messages, the first port of which is connected to the driver interface unit and the second port is connected to the intermodule interface, the vigilance control unit is connected to the intermodule interface and the vigilance handle, which is connected to the driver interface unit (RU 106206 B61L 25/04).

A disadvantage of the known technical solution is the lack of automatic monitoring of obstacles to the movement of the train, which are not detected by devices for monitoring the freedom of track sections from rolling stock. It can be objects caught in the way, as well as people and animals. For this reason, the device does not provide the necessary level of traffic safety.

The technical result consists in expanding the functionality of the device by detecting the presence of obstacles along the train. This in turn provides improved train safety.

The technical result is achieved by the fact that the control device for controlling the locomotive and the vigilance of the driver, containing an inter-module interface, an electro-pneumatic valve amplifier, the output of which is connected to the input of the electro-pneumatic valve, and the input - to the output of a safe control circuit, the inputs of which are connected to the outputs of two central processing modules information that are interconnected and connected to the intermodule interface, to which two modules for measuring motion parameters are connected, the inputs of which connected to path and speed sensors, two modules of continuous channels of external devices, the inputs of which are connected to the receiving coils ALSN and ALS-EN, a route module connected to the first output of the satellite navigation receiver, a radio channel module, the first port of which is connected to the radio modem, the coding unit / message decoding and vigilance control unit, the second output of the satellite navigation receiver is connected to the input of the message encoding / decoding unit, the first port of which is connected to the driver interface unit, and the second The swap port is connected to the intermodule interface, the vigilance control unit is connected to the vigilance handle, which is connected to the driver interface unit, according to the proposal, a digital video camera, a radar range and speed meter and a digital signal processing unit, the first and second ports of which are connected respectively to the digital ports a video camera and a radar range and speed meter, and its third port is connected to the intermodule interface.

The drawing shows a diagram of the proposed control device for controlling the locomotive and vigilance of the driver.

The control device for controlling the locomotive and the driver’s vigilance contains an intermodule interface 1, an electro-pneumatic valve amplifier 5, the output of which is connected to the input of the electro-pneumatic valve (EPC) 6, and the input - to the output of a safe control circuit 7, the inputs of which are connected to the outputs of two modules 8 and 9 Central information processing (ITSO), which are interconnected and connected to the intermodule interface 1, to which are connected two modules 10 and 11 for measuring motion parameters, the inputs of which are connected to sensors 1 2 paths and speeds, two modules 13 and 14 of continuous channels of external devices (VU), the inputs of which are connected to the receiving coils 15 of ALSN and ALS-EN, module 16 of the route connected to the first output of the receiver 17 satellite navigation module 18 of the radio channel, the first port which is connected to the radio modem 19, the message encoding / decoding unit 20 and the vigilance control unit 22, the second output of the satellite navigation receiver 17 is connected to the input of the message encoding / decoding unit 20, the first port of which is connected to the driver interface unit 21, and the second port is connected to the intermodule interface 1, the vigilance control unit 22 is connected to the vigilance handle 23, which is connected to the driver interface unit 21, the digital video camera 3 and the radar range and speed meter 4 are connected respectively to the first and second ports of the digital signal processing unit 2, the third whose port is connected to the intermodule interface 1.

The control device for controlling the locomotive and vigilance of the driver works as follows.

Before each trip, in the memory of module 16 of the route, the permissible train movement parameters for each coordinate of the route are entered, as well as photographs of the objects of the track infrastructure, their identification numbers, the recognition of which allows you to clarify the current coordinate and identify the location of obstacles that appeared along the train and the maximum line of sight limits rail track for the purpose of focusing the camcorder 3 when shooting and sensing the path of the radar meter 4 range and speed.

The signals ALSN and ALS-EH, through the receiving coils 15, enter the modules 13 and 14 of the continuous channels of external devices and are decrypted to display on the indicator of the driver unit 21 of the interface the state of the ahead sections of the track and the indications of the traffic lights, as well as to inform the driver of the permissible speed the train.

The permissible speed of movement is calculated in modules 8 and 9 of the central information processing associated with modules 13 and 14 of the continuous channels of external devices via the intermodule interface 1 (for example, CAN type). The signals from the sensors 12 of the path and speed associated with the wheels of the locomotive are supplied to the modules 10 and 11 measuring the parameters of the movement, which form the values of the actual speed and distance traveled. The signals from the satellite navigation receiver 17 through the route module 16 are fed to the motion parameters measurement modules 10 and 11, which, based on these signals and the data from the electronic route map stored in the route module 16, determine the location of the train and the distance to the places of speed limit or stopping places in front of an obstacle. According to these data, the modules 8 and 9 of the central information processing calculate the speed mode of the train, compare with the permissible speed and make, if necessary, decisions about the braking mode.

Information regarding train safety is duplicated for subsequent training in modules 8 and 9 of the central information processing to verify compliance with a safe control circuit 7. In case of violation of compliance, the safe control circuit 7 acts on the amplifier 5 of the electro-pneumatic valve 6 and, turning off the power of the electro-pneumatic valve 6, provides emergency braking of the train. If in modules 8 and 9 of the central information processing there is no information about obtaining permission to travel the border of a busy section of the track, then after crossing the border of a occupied section of the track they also act on the amplifier 5 of the electro-pneumatic valve 6 and turn off its power, causing emergency braking of the train.

During the movement of the train, the vigilance control unit 22 through the intermodule interface 1 and the message encoding / decoding unit 20 provides a signal to confirm the vigilance on the driver interface unit 21. The driver confirms his vigilance by pressing the vigilance knob 23, the signals from the outputs of which are sent to the input of the vigilance control unit 22 and to the driver interface unit 21, which transfers this information to the information processing modules 8 and 9 through the message encoding / decoding unit 20 and the intermodule interface 1 . In the absence of vigilance confirmation, a safe control circuit 7 acts on the amplifier 5 of the electro-pneumatic valve 6. When the power of the electro-pneumatic valve 6 is turned off, the train is braked urgently. In the process of controlling the train, the driver asks for the permission of the dispatcher to perform standard actions to control the movement of the train in the situations provided for in the instructions by pressing the corresponding keys of the functional keyboard that is part of the driver’s interface unit 21.

The radio signals through the radio modem 19 enter the radio channel module 18, which extracts encoded digital information from them transmitted from the traffic control center (not shown). In the opposite direction, the dispatch control center receives coded information related to the transmission of the parameters of the train’s movement and with requests to the dispatcher from the train center.

In particular, when a request is made from the driver to the DC for permission to travel the border of a busy track section to the first input of a message encoding / decoding unit 20 containing time-coordinate information, a command is received from the driver interface unit 21. By a command at the second input of the message encoding / decoding unit 20, the coordinate and current time corresponding to the moment of pressing the function keyboard key are read from the output of the satellite navigation receiver 17. They are used by the message encoding / decoding unit 20 as part of the encoded request, which the message encoding / decoding unit 20 generates and through the intermodule interface 1, the radio channel module 18, the radio modem 19 transmits to the control center. When decoding a message in the equipment of the dispatch center, this part of the information is compared with the information about the location of the train at the current time received from the outdoor devices of the DC (rail chains, axle counters, car number readers, etc.). This provides additional control over the correctness of the information coming from the locomotive. When transmitting a command allowing the tracing of the border of a busy block - section, the coordinate and the current time from the request serves as the key for encoding the message. Simultaneously with the permission for the locomotive, information is received on the length of the period of time during which the permission is valid. In this case, the time is counted from the time of transmission of the original request from the train. On a locomotive, a message encoding / decoding unit 20 containing time-coordinate information receives a message from the DC and uses time-coordinate information from the original request as a key for decoding the response from the dispatcher.

The radar meter 4 range and speed continuously probes the space in front of the train within the size of the unacceptable proximity to the train to detect the presence of obstacles along the route, such as, for example, the train in front, foreign objects, people, animals, etc.

Digital video camera 3 produces with a frequency of about 10-20 frames per second, shooting in the visible and infrared ranges and digitally processing the frames of the situation before the train. In the absence of obstacles fixed by the range and speed radar meter 4, the digital video camera 3 constantly automatically focuses on typical infrastructure objects located in front of the train at known coordinates taken from the electronic map stored in route module 16 to clarify the current location and speed of the train , and / or on RFID tags and / or corner reflectors attached to these characteristic objects (for example, contact network pylons and traffic lights), for their more reliable identification. When fixing obstacles and measuring the distance to them with a radar meter 4 range and speed, the digital video camera 3 focuses on these obstacles to recognize the danger of a collision with them by the dynamics of changing their position from frame to frame. Block 2 of digital signal processing by processing a sequence of video frames of a digital video camera 3, a time shift between the probing and received pulses of a range and speed radar meter 4 and received through the intermodule interface 1 from the modules 10 and 11 measuring the motion parameters of the signals determines the speed of approach to the obstacle, the type and behavior of the obstacle to transfer this data, through the intermodular interface 1, to the modules 8 and 9 of the central information processing and to the driver interface unit 21. Depending on the chosen algorithms, this data is used to inform the driver, to check his vigilance, for example, by pressing the vigilance knob 23 and / or to give warning beeps and speech and light signals (or, for example, special signals to scare away large animals), and / or activation of collision avoidance means (airbags, retractable bumpers, etc.), and / or automatic emergency braking of the train.

The captured frames are stored in the memory of digital signal processing unit 2 for the possibility of subsequent incident analysis.

Using reliable a priori information about the type and coordinates of infrastructure objects, using block 2 of digital signal processing of filtering algorithms based on the Kalman filter and the like, improves the reliability of recognition of obstacles.

The algorithms involved in the operation of the high-performance information processing processor in block 2 of digital signal processing provide information processing and decision making in real time.

The use of the proposed device with enhanced functionality reduces the likelihood of a collision of trains with obstacles along the way and generally improves traffic safety.

Claims (1)

A control device for controlling the locomotive and the vigilance of the driver, containing an inter-module interface, an electro-pneumatic valve amplifier, the output of which is connected to the input of the electro-pneumatic valve, and the input - to the output of a safe control circuit, the inputs of which are connected to the outputs of two central information processing modules, which are interconnected and connected to the intermodule interface, to which two modules for measuring motion parameters are connected, the inputs of which are connected to track and speed sensors, two m blasting continuous channels of external devices, the inputs of which are connected to the receiving coils of ALSN and ALS-EN, a route module connected to the first output of the satellite navigation receiver, a radio channel module, the first port of which is connected to the radio modem, a message encoding / decoding unit and a vigilance control unit, the second the output of the satellite navigation receiver is connected to the input of the message encoding / decoding unit, the first port of which is connected to the driver interface unit, and the second port is connected to the intermodule interface y, the vigilance control unit is connected to the vigilance handle, which is connected to the driver interface unit, characterized in that a digital video camera, a radar range and speed meter and a digital signal processing unit, the first and second ports of which are connected respectively to the ports of the digital video camera, are inserted into it a radar measuring range and speed, and its third port is connected to the intermodule interface.

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