RU138441U1 - COMPREHENSIVE SYSTEM OF INTERVAL REGULATION OF TRAIN TRAFFIC - Google Patents

Abstract

1. A complex system of interval regulation of train traffic, including a microprocessor-based system for centralizing arrows and signals, connected with a system of object controllers and with stationary technical means of a digital radio channel for transmitting data to on-board computers of locomotives, characterized in that it is equipped with reference sensors located along the sections in the form of balis, permanently located radio block center and centralized dispatch system with display of the location of trains in real time, while the microprocessor centralization system of arrows and signals, the radio block center and the centralized dispatch system are interconnected by the feedback principle, and the on-board computer of the locomotive is made in the form of an on-board security system, including a point-and-point data transmission system based on balis and a system control the integrity of the train, and is connected to the radio block center. 2. The system according to claim 1, characterized in that the radio block center is equipped with a terminal for monitoring the technical condition of the devices. The system according to claim 1, characterized in that the on-board security system is equipped with an integrated locomotive safety device including an automatic continuous locomotive alarm and an electronic locomotive speed meter. The system according to claim 1, characterized in that the centralized dispatch system is equipped with an automated workstation for signaling, centralization, and blocking electromechanics.

Description

The utility model relates to railway automation, telemechanics, and communications and can be used in railway sections in order to increase the throughput of a line using a radio channel and track the coordinates of the tail of a train ahead for further automatic construction of a braking curve by airborne safety devices.

A device for controlling the freedom of a railroad track is known, comprising a rail circuit composed of several segments overlapping each other at half its length, which contain transceiving devices in the middle and at the ends for supplying a transmitted signal and detecting a detection signal or for transmitting further detecting signals to the ends of the rail chain and removal there, and each middle and one end transceiver are common for overlapping segments (see patent for etenie RU №2433929, Cl. B61L 23/16, op. in 2011). In this technical solution, the rail circuit is divided into segments overlapping each other at half its length, and the transmitted signal is fed in the middle to the segment into which the train enters, the detection signals being removed at both ends of the segment or transmitted through the adjacent segments to the ends of the rail chain and starred there. Such a device is advisable to use in European conditions, short distances and short hauls. In Russia, this device can only be used in central areas, and over long distances it is practically not applicable. In Siberia, the Far East, in conditions of large hauls, the cost of such a device increases many times, and acts of vandalism to remove wires can generally reduce all traffic safety efforts to zero.

A known system of interval regulation of train traffic based on satellite navigation aids of a digital radio channel with a coordinate control method, containing electronics, indication, switching and data input units interconnected by a cable of the CAN-system interface located in the driver’s cab, the electronics unit is capable of determining the permissible speed mode and monitoring compliance with it by fixing feedback signals from the driver’s vigilance handle, internally background testing of each module, as well as two-channel information processing and includes two central information processing modules, a route module, a digital radio channel module, two modules for measuring motion parameters, two external device modules, a security monitoring system and an electro-pneumatic valve amplifier, an indication unit is made with the possibility of preparing the information necessary for the driver, its registration and indication, interaction with the driver through the safety handle and input buttons inform of operation, introduction and display of locomotive and train characteristics, current time, actual speed and their preservation when the power is turned off, and includes a registration module, a control module and an indication module, a switching unit is configured to turn on the power of the device, make its connections with peripheral equipment, as well as switching links when changing the locomotive control cabin and includes a node for generating data on the state of the locomotive control circuits, characterized in that a packet communication unit has been introduced, which is connected to the electronics unit and is designed to obtain the tail coordinate of the train ahead, and a stationary device consisting of a personal computer installed on an automated workstation connected to a radio modem, the second port of which is connected to a duplex filter connected to the antenna of the radio channel and the lightning arrester input, the output of the navigation receiver, the input of which is connected to the antenna, and the output of the interface device are connected to the personal computer AWP - with electric interlocking systems, centralized traffic control, supervisory control, automatic locking (see. Utility Model Patent RU No. 93766, Cl. B61L 25/04, op. in 2010). The system is aimed at preventing collisions of rolling stock during shunting and train movements by eliminating unauthorized passage of a station traffic light with a signal indicating that the traffic is prohibiting movement. It is not intended to regulate the movement of trains on hauls. It can be attributed to the semi-automatic type of regulation of train traffic, since the system provides a command from the driver "Alarm", which is the basis for the forced stop of the locomotive. The movement of the locomotive resumes after a dispatcher command.

A known system for controlling the freedom from rolling stock of track sections on a railroad stage, comprising distillation electric rail circuits and apparatus for monitoring them, located at the electric centralization stations of stations limiting the stage, while track generators connected to the corresponding inductive loops are placed at the supply ends of the rail circuits communication, and on the locomotive the output of the signal receiver is connected to the input of the unit for determining the coordinates of the location of the generators, the output of which is connected n with the first input of the rail chain release signal generating unit, the port of which is connected to the locomotive transceiver port and the locomotive motion control unit port via an inter-module communication interface, the second, third and fourth inputs of the rail free circuit signal generating unit are connected to the electronic route map and satellite navigation, with a unit for measuring the distance traveled and the output of the device for monitoring the integrity of the train, while the locomotive transceiver in the middle through a digital radio channel, it is connected to stationary transceivers located at the electric centralization posts, which are interconnected by a wired communication line (see certificate of invention RU No. 2438905, Cl. B61L 23/16, op. in 2012). This technical solution is intended for use in areas equipped with automatic locking systems with electric rail circuits. This condition imposes a technical limitation on the use in Russia in conditions of long hauls, when there is no possibility of laying long cables along all the tracks.

A known system of interval regulation of train traffic, comprising a microprocessor-based information processing device connected to a real-time system, enclosed in a common unit located in the driver’s cab, connected to a complex locomotive safety device by a digital interface, enclosed in a common unit located on the last train carriage, receiver of satellite navigation signals, combined with a digital radio station UVK range, while the circuit microprocessor device The information processing properties are configured to influence emergency braking via the electro-pneumatic valve, to analyze data received from other modules and make a final decision on the speed of the train, as well as to monitor the integrity of the train (see certificate for utility model RU No. 78757, CL B61L 25/04, op. 2008). This system is aimed at determining the minimum permissible inter-train interval of movement, the maximum permissible speed regime of a locomotive, monitoring the integrity of trains, the ability of a locomotive driver to track the location of the front and next trains. However, all the information processed by the microprocessor device comes from moving objects, which increases the degree of error in calculating the movement of trains. The absence of passive sensors on long hauls significantly complicates the operation of such a system, because It does not make it possible to adjust the motion indicators obtained by calculation.

The closest technical solution is the system of interval control of train traffic, which contains blocks of devices for centralizing arrows and signals located at railway stations, blocks of stationary radio modems of a digital radio channel connected to stationary antenna blocks of a digital radio channel, and controller blocks connected by their first ports to blocks of stationary radio modems digital radio channel, as well as placed on each of the locomotives involved in this system in the interval control of train traffic, the on-board computer unit with the on-board radio modem block of the digital radio channel connected to the on-board antenna unit of the digital radio channel and the on-board receiver unit of the satellite navigation system connected to the antenna block of the satellite navigation system, while semi-automatic blocking units installed at neighboring railway stations, interconnected by a linear circuit, and linking blocks, through which the blocks automatic locking are connected to the blocks of devices for centralizing arrows and signals, which are connected to the second ports of the controller blocks, the third ports of which are connected to the semi-automatic locking blocks of the corresponding railway stations (see Utility Model Patent RU No. 123748, Cl. B61L 27/04, op. in 2013). This technical solution is aimed at the economic efficiency of its use on inactive sections of railways due to the simplification of the system and the refusal to use dispatch control facilities in the claimed utility model. Such a system can not be used in conditions of congestion of long hauls to ensure a safe increase in the throughput of the railway and reduce inter-train distances.

This utility model is aimed at solving the technical problem of improving the reliability and security of the interval control system for train traffic while increasing the throughput and carrying capacity of rail transport and reducing inter-train intervals, as well as reducing the number of complex and expensive floor infrastructure.

The solution of the stated technical problem is achieved by the fact that the complex system of interval control of train traffic, including a microprocessor-based system for centralizing arrows and signals, connected to a system of object controllers and stationary technical means of a digital radio channel for transmitting data to on-board computers of locomotives, is equipped with reference sensors located along the hauls, made in the form of balis, stationary located by the radio block center and centralized dispatch system with by the location of trains in real time, while the microprocessor-based system for centralizing arrows and signals, the radio block center and the centralized dispatch system are interconnected by the feedback principle, and the on-board computer of the locomotive is made in the form of an on-board security system including a point-based data transmission system based on Balis and the integrity control system of the train, and is connected to the radio block center. The radio block center is equipped with a terminal for monitoring the technical condition of the devices. The on-board security system is equipped with a comprehensive locomotive safety device, including an automatic continuous locomotive alarm and an electronic locomotive speed meter. The centralized dispatch system is equipped with an automated workstation for signaling, centralization, and lockout electromechanics.

The utility model is illustrated by drawings. In FIG. 1 schematically shows a block diagram of an integrated system of interval regulation of train traffic. In FIG. 2 is the same structural diagram of a section equipped with an integrated system of interval regulation of train traffic. In FIG. 3 is a block diagram of a block center radio. In FIG. 4 is a diagram of the interaction of the balise and the on-board security system and the transmission of information to the radio block center.

The complex system of interval control of train traffic contains a microprocessor-based system for centralizing arrows and signals - MPC 1, connected through a system of object controllers 2 with traffic lights 3, arrow drives 4, relay interface 5, as well as with stationary technical means of a digital radio channel for transmitting data to an onboard computer, made in the form of an on-board safety system 6 of locomotives 7. The integrated system is equipped with reference sensors located along the stages, made in the form of balis 8, constituting a point-to-point data transmission system, as well as a permanently located radio block-center 9, connected to the MPC 1 and to the centralization dispatch system 10, on the monitors of which the location of trains in real time is displayed. The microprocessor-based system for centralizing arrows and signals - MPC 1, the radio block center 9 and the centralized dispatch system 10 are interconnected by feedback, and the on-board safety system 6 is connected to the radio block center 9, the point-to-point data transmission system based on balise 8 and system 11 control the integrity of the train. Radio block center 9 is a stationary computer-based device that performs the tasks of safely controlling the movement of trains based on processing information received from the on-board safety system 6 of locomotives 7 about their location and outdoor signaling, centralization, and locking devices about their condition. The radio block center 9 is equipped with a terminal 12 for monitoring the technical condition of the devices of the radio block center 9.

The on-board safety system 6 is equipped with an integrated locomotive safety device, including an automatic continuous locomotive alarm and an electronic locomotive speed meter. On-board technical means placed in the bodies of locomotives 7 include an on-board safety system 6 and a train composition integrity monitoring system 11. The system 11 for monitoring the integrity of the train includes tail and locomotive half-kits used on freight trains circulating on hauls without rail chains. The automatic locomotive signaling 13, shown on the right in Fig. 1, is an independent means of signaling, in which the movement of trains on the stage is carried out by the signals of locomotive traffic lights 3, and the transmission of information about the parameters of the movement of the train from the centralized traffic control system 10 to the on-board safety system 6 and vice versa over the air. At the same time, the following trains are demarcated along the block — the stretch of the path from the tail of the train in front to the head of the train in progress, equal to the braking distance of the train following the train when it is braked by the devices of the on-board safety system 6 at the speed allowed at the location of this train.

The centralization dispatch system 10 is equipped with an automated workstation 14 for signaling, centralization, blocking electromechanics, and MPC 1 is equipped with an automated workstation 15 for an electrician and an automated workstation 16 for a station duty officer. Moreover, all these devices are interconnected by the principle of feedback (see Fig. 1). These devices are part of the system 17 shown in FIG. 1 on the left, where a block diagram is shown, including existing or newly built devices for controlling the movement of trains at stations and stages.

The structural composition of the automatic locomotive alarm 13 (Fig. 2) is divided into stationary technical means and on-board technical means. Stationary technical means include a set of technical means of control and safety of train traffic on the basis of the radio block center 9, located in the dispatch center 18 for controlling the movement of trains, and stationary technical means of a digital radio channel for transmitting data from the radio block center 9 to the on-board system 6 of locomotives 7, as well as devices for interfacing with a digital radio communication channel located at the control room 18 of the control center and at stations or stages within the control room antenna-feeder devices 19. Data transmission from the train control center (radio block center 9) to the on-board safety system 6 of locomotives 7 and vice versa is performed via a digital radio channel of technological radio communication GSM-R or TETRA (depending on the availability of permission to use radio frequencies at JSC Russian Railways). Stationary technical equipment located at stations (managed and controlled by an integrated system) included in the system coverage area 13 and designed to interface with controlled and controlled objects of control, and technical means for determining the location of trains equipped with on-board safety system 6, sensors - balise 8, placed on the stages within the control section, are also included in the scope of the system 13. The system 11 for monitoring the integrity of the train is used in sections of railway of roads without rail chains and systems for controlling the freedom of track sections using the axle counting method.

The technical means of the dispatch center 18 for controlling the movement of trains (Fig. 3) includes a radio block center 9, which consists of two secure computer systems, each of which has a two-channel hardware structure (computer A and computer B). Applications that do not meet the security requirements are executed by a third computer (computer C), the automated workstation of the train dispatcher (AWS DNTs), consisting of two sets (primary and backup). Center 18 includes a technical condition monitoring terminal 12, which consists of two sets (primary and backup), if necessary, additional automated workstations (operator, locomotive dispatcher, collective display, etc.), interface facilities with a digital GSM radio channel -R or TETRA (depending on the permission of Russian Railways to use radio frequencies), as well as hardware and software for interfaces to existing or under construction microprocessor display systems centralization and infrastructure monitoring systems, informing passengers at railway stations and passenger platforms, and notifying those working on railway tracks about the approach of trains.

The radio block center 9 is intended for collecting, storing, and logically processing information from interfaces with controlled objects and based on information received from on-board safety systems 6 about the location of trains, the integrity of their trains, and transmitting on-board safety systems 6 information about the distance to the point of targeted braking permissible speed, including temporary and permanent speed limits on the state of the track and man-made structures, and other information necessary for organizing safety waist movement on the stretch, and the stations. Radio block center 9, in addition, supports the exchange of information with related traffic control systems.

The main functions of the radio center 9 control the database of registered trains, administer and control the exchange of data between trains, calculate and transmit train motion parameters in accordance with the data from MPTs 1, transmit emergency braking signals to trains, control the database of temporary speed limits, entered by the operator, storage of temporary speed limits, transfer of temporary speed limits to trains and their cancellation in accordance with data from the database, providing the operator with info information on the location of mobile vehicles, the condition and parameters of trains, providing the operator with information about the activation of the system and stored data on time limits on speed after a system reboot, sending messages to the operator in special cases, executing control commands, such as setting and canceling time limits on speed, as well as independent determination of the position of trains in the area of the system 13, control of the transmission of data of safe and unsafe messages, storage of all received and sent data messages from MOC 1, station and train attendants, automatic switching to a module included in the hot standby in the event of a main failure.

The on-board safety system 6 includes: an on-board processor device, which consists of two sets of processors (main and backup), providing continuous control of the speed of the train depending on the train situation, two tachometers (speed sensors) located on different axes (this allows you to identify a defective tachometer in case of failure), the driver’s display, a device for interfacing with a digital radio communication channel, communication equipment for working with balances 8, which are used to determine the exact coordinates of rail, integrated locomotive device, system 11 control the integrity of the train.

The train composition integrity monitoring system 11 is used in sections without rail chains and consists of two semi-sets: a locomotive set on a locomotive 7 and a tail set on the tail of the last train car. System 11 provides control of the integrity of the train (brake train) in the conditions of its movement and in the parking lot.

Balisa 8 is a technical means of wireless transmission (inductively) to the on-board security system 6 of the locomotive 7 of a fixed data packet (telegram), which contains the following basic data: unique group number of balis 8, number of balis 8 in the group, information that determines the direction of train movement, unique the number of the country or region of installation of Balise 8, information about the radio network in which the train can be registered, information about the parameters of connection to the radio block center 9. Balisa 8 is non-volatile construction, installed on the path between the rails mounted on the sleepers. Balis 8 exchange with the on-board safety systems 6 of the locomotive 7 information previously recorded in non-volatile memory. The power supply of the balis 8 is carried out from a pump signal with a frequency of 27 MHz coming from the transceiver antenna of the on-board safety system 6 while following the locomotive 7 above them. Information from the Balise 8 to the on-board safety systems 6 is transmitted in the form of packets with a length of 341 bits (short packet) or 1023 bits in length (long packet) via a frequency-modulated signal using frequencies of 3.95 and 4.52 MHz, the transmission speed is 564 kBit /from. The permissible speed for the train Balis 8 to transmit long packets is 300 km / h, and transmitting short packets is 500 km / h. Balises 8 are used to determine the current location of the train. They are also used to designate the boundaries of the system 13 coverage area when a train is being followed from a railway section equipped with other interval control systems for train movement. The use of balis 8 allows trains with an on-board safety system 6 to reliably determine their location. The group of balises 8 usually consists of two balises 8.

A comprehensive system of interval regulation of train traffic ensures the safety of train traffic and prevents emergency and pre-emergency situations in their movement by forced braking or stopping the train and operates in accordance with the principles of eliminating dangerous failures in the implementation of the basic functions in relation to trains, 7 of which are equipped with on-board safety systems 6 :

- calculation of safe train intervals;

- transmission to the locomotive 7 and reception on the locomotive 7 of signals from station devices;

- measuring the speed of locomotives 7;

- determination of the permissible speed of locomotives 7 and the implementation of their braking not canceled or stopping the train when it is exceeded;

- transmission to the locomotive 7 and reception on the locomotive of 7 control commands from the centralization control system 10;

- monitoring the status of the on-board safety system 6 on the monitors of the system 10 of the centralized dispatch and workplace monitors 14, 15 and 16;

- control of the vigilance of the driver.

The system 13 with a radio block center 9 provides the ability to regulate the movement along the stages without the use of passing traffic lights 3 and block sections of a fixed length using any means of controlling their freedom, for example, rail chains, operating on the principle of ensuring safe intervals for trains, i.e. . using mobile block sections, and the calculation of safe intervals for trains follows on the basis of information about their location coming from devices for monitoring the freeness of sections of the track by the method of counting axes, sensors for determining the location of trains - balis 8 installed inside the railway track. At the same time, information about the location of trains at stations comes from devices for controlling the freeness of sections of the track by the method of counting axes, on stages - from balis 8.

An integrated system eliminates the possibility of:

- opening the exit traffic light 3 for a resolution indication after the opening of the output traffic light 3 by a neighboring station to send the train to the same section in the opposite direction;

- the opening of the exit traffic light 3 for a permission indication for the stage occupied by the train of the oncoming direction;

- the opening of the exit traffic light 3 for a resolution indication in the absence of the necessary safe interval for the passage of trains;

- the beginning of movement of a train with a locomotive 7 equipped with an on-board safety system 6, and stopped using emergency braking on command from the radio block center 9, without the corresponding authorizing command of the centralization dispatch system 10;

- travel by train with a locomotive 7, equipped with an on-board security system 6, a traffic light 3 with a prohibiting signal indication, without a command from the centralization dispatching system 10, allowing the passage of such a traffic light 3;

- travel by train with a locomotive 7, equipped with an on-board safety system 6, the end point of the traffic permit;

- unauthorized driver to start a train with a locomotive 7 equipped with an on-board safety system 6;

- Departure of a train with a locomotive 7 equipped with an on-board safety system 6 to a stage without rail chains occupied by a train with a locomotive without an on-board safety system 6 or from a faulty on-board safety system 6;

- departure of a train with a locomotive without an on-board safety system 6 or from a faulty on-board safety system 6 to a stage without rail circuits occupied by a train with a locomotive from an on-board safety system 6.

When following a train between groups of balis 8, the location of the train is determined using an odometer. The location information is cyclically transmitted from the on-board security systems to the radio block center, which generates commands for performing interval regulation based on the movement parameters received from the trains. The location of the train is determined by the passage of the locomotive antenna over the balise 8 installed in the rut. From balise 8 comes pre-recorded information containing the geographical point of its location on the way. Information about the tracing of this geographical point by a train registered in the system via a radio channel is transmitted to the radio block center 9, where the location of the train is recorded.

The on-board safety system 6 performs the following functions:

- control of the actual speed, current allowable speed based on information received from outdoor equipment and movement parameters;

- target speed control, i.e. speed limits in front of the train. This control is carried out taking into account the characteristics of service and emergency braking, the profile and characteristics of the track, as well as the time delays from receiving a command to the implementation of full effective braking;

- protection against tracing the end point of the issued traffic permit, i.e. emergency braking if this point is followed;

- warning the driver through the display when the actual speed is higher than the permissible threshold value;

- issuing commands for service braking and disabling traction in case of exceeding the permissible speed;

- issuing emergency braking commands in the event that full service braking is not enough;

- brake release, when necessary, and informing the driver about it;

- reception and distribution of telegrams from balis 8;

- control of the duplex connection with the radio block center 9 while the train is in the coverage area of this radio block center 9;

- receiving data about the state of the path;

- performance of self-diagnosis;

- storage of events;

- Restore and load saved events.

The on-board safety system 6 interacts with the driver through a graphic display. This allows the driver to provide various visual variations of text and graphic information.

The concept of mobile block sections means that interval regulation is carried out by dynamically changing the distance between the following trains along the way, taking into account the actual train situation and the parameters of train movements.

The concept of moving block sections uses the basic term “permissible motion parameters” (PD) - the maximum allowed distance that a train can follow. A moving block-section is a section of a track from a point located behind the tail of the train in front at a safe distance taken during design depending on the track profile, speed and nature of train movement, equal to the length of the stopping distance of the next train after braking using the on-board system 6 safety from the speed of movement of this train at the time of the start of braking. The length of the moving block section is a variable and depends on the actual speed of the train following it.

The maximum permissible motion parameters include the maximum permissible speed, a static velocity profile to the border of the maximum permitted distance of movement. Based on this information, the mobile devices calculate the braking curves in accordance with the dynamic velocity profile. In the event that there is an obstacle, permissible motion parameters are set up to this obstacle.

The advantage of this complex system is that if a train moving at a higher speed behind a slow train, it allows you to reduce speed and follow a slower train without stopping and waiting for a distance sufficient to determine the acceptable parameters of movement. In case of breaks in movement (or if necessary), trains can stop, while approaching a minimum distance.

In addition to increasing throughput, an integrated system with the concept of movable block sections reduces energy consumption, as well as track and rolling stock wear, and minimizes the time to recover movement after breaks. The convergence of trains at minimum distances while reducing speeds also allows you to significantly increase the throughput of single-track and double-track lines.

Thus, the system allows you to set routes no longer than required to avoid blocking sections of the track, and use them to regulate the movement of other trains.

The integrated system and related devices ensure the safety of train traffic and prevent emergency and pre-emergency situations in traffic by forcibly braking or stopping the train and operates in accordance with the principles of eliminating dangerous failures in the implementation of the basic functions in relation to trains, while significantly increasing the throughput of railway tracks and each train’s travel time is reduced.

Thus, the technical result achieved using the claimed utility model is to increase the reliability and safety of the interval control system for train traffic while increasing the throughput and carrying capacity of railway transport and reducing inter-train intervals, as well as reducing the number of complex and expensive floor infrastructure.

Claims (4)

1. A complex system of interval regulation of train traffic, including a microprocessor-based system for centralizing arrows and signals, connected with a system of object controllers and with stationary technical means of a digital radio channel for transmitting data to on-board computers of locomotives, characterized in that it is equipped with reference sensors located along the sections in the form of balis, permanently located radio block center and centralized dispatch system with display of the location of trains in real time, while the microprocessor system for centralizing arrows and signals, the radio block center and the centralized dispatch system are interconnected by the feedback principle, and the on-board computer of the locomotive is made in the form of an on-board security system, including a point-and-point data transmission system based on balis and a system control the integrity of the train, and is connected to the radio block center. 2. The system according to claim 1, characterized in that the radio block center is equipped with a terminal for monitoring the technical condition of the devices. 3. The system according to p. 1, characterized in that the on-board security system is equipped with a comprehensive locomotive safety device, including automatic continuous locomotive alarm and electronic locomotive speed meter. 4. The system according to claim 1, characterized in that the centralized dispatch system is equipped with an automated workstation for signaling, centralization, and blocking electromechanics.

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