RU2049693C1 - Method of determining train operation parameters - Google Patents

Abstract

FIELD: automatic traffic control systems. SUBSTANCE: method comes to determining train speed, change in speed, length of train and time of movement in check zone by number of clock pulses formed at fixed frequency. EFFECT: increased accuracy of checking train parameters. 3 dwg

Description

 The invention relates to measuring equipment in transport, in particular to methods for automatically controlling movement parameters, and can be used in automatic monitoring and control systems for the movement of vehicles.

 A known method of determining the parameters of the movement of the train, which consists in the fact that they record the moment the train enters the control zone of a fixed length and determines the speed of the train by the number of generated clock pulses.

 The objective of the invention is to increase the accuracy of determining the parameters of the movement of the train.

где l₁ длина первой зоны контроля;
l₂ длина второй зоны контроля;
f_o частота тактовых импульсов;
N₁ количество тактовых импульсов в интервале времени от момента начала въезда поезда в первую зону контроля до окончания его въезда в дополнительную зону контроля; при выезде из дополнительной зоны по формуле
V₂=

где N₂ количество тактовых импульсов между началом выезда поезда из первой зоны контроля и окончанием выезда из дополнительной зоны контроля; среднюю скорость определяют по формуле
V_cp=

время пpоследования поезда по зонам контроля определяют по формуле
t_n T_oN₃ где N₃ количество тактовых импульсов в интервале времени между началом въезда поезда в первую зону контроля и началом выезда из нее, при этом длину поезда определяют по формуле
l_n=

а изменение скорости движения определяют сравнением количества тактовых импульсов N₁ с количеством тактовых импульсов N₂ и при N₁ < N₂ фиксируют увеличение скорости, при N₁ N₂ движение с постоянной скоростью и при N₁ > N₂ уменьшение скорости.This is achieved by the fact that in the method for determining the parameters of the train’s movement, which means that the moment the train starts to enter the control zone of a fixed length is recorded and the speed of the train is determined by the number of generated clock pulses, the change in speed, the length of the train and the time of its follow-up are additionally determined for the control zone, determine the time interval by the number of clock pulses generated with a fixed frequency from the moment of entry into the control zone to the end of its entry in addition the fixed-length control zone located behind the first control zone is determined by the number of clock pulses the time interval from the start of the train entry into the first control zone before the start of the exit from the additional control zone, and the time interval by the number of clock pulses between the start of the train departure from the first control zone and the end of the exit from the additional zone so that they additionally determine the change in speed, the length of the train and the time it follows the control zone, determine the time interval by the number of clock pulses generated with a fixed frequency from the moment the train enters the control zone until it enters the additional fixed-length control zone located behind the first control zone, the time interval from the start of the train entrance to the first control zone is determined by the number of clock pulses exit from the additional control zone, and the time interval by the number of clock pulses between the beginning of the train departure from the first control zone and the end of the exit from the additional zone to ontrol, and the speed of movement at the entrance of the train to the first control zone is determined by the formula
V ₁ =

where l _{1 the} length of the first control zone;
l _{2 the} length of the second control zone;
f _o clock frequency;
N _{1 is the} number of clock pulses in the time interval from the moment the train enters the first control zone until it enters the additional control zone; when leaving the additional zone according to the formula
V ₂ =

where N _{2 is the} number of clock pulses between the beginning of the train exit from the first control zone and the end of the exit from the additional control zone; the average speed is determined by the formula
V _cp =

train follow time in control zones is determined by the formula
t _n T _o N ₃ where N _{3 is the} number of clock pulses in the time interval between the beginning of the train entry into the first control zone and the beginning of exit from it, while the length of the train is determined by the formula
l _n =

and the change in the speed of movement is determined by comparing the number of clock pulses N ₁ with the number of clock pulses N ₂ and for N ₁ <N _2, an increase in speed is recorded, for N ₁ N ₂ movement at a constant speed and for N ₁ > N _{2 a} decrease in speed.

 In FIG. 1 presents a functional diagram of a device that implements the proposed method; in FIG. 2 simplified timetable for the passage of a fixed control zone by train; in FIG. 3 time plots explaining the interaction of signals in time.

 The device contains a capacitive displacement sensor 1, a differential bridge 2 of an alternating current, a phase discriminator 3, an element 4, a trigger 5 with a counting input, key elements 6-8, a trigger 9 for fixing the direction of movement, a generator 10 pulses, counters 11-13 pulses; communication channel 14 and arithmetic unit 15.

With _l1 and C _{l2 are the} shoulder capacities of the differential bridge between its elements l ₁ and l ₂ and the ground;
U _i conditional voltages on the circuit elements of FIG. 1;
N ₁ , N ₃ and N _{2 the} number of pulses fixed by elements 11, 12 and 13.

The proposed method is implemented when the train is being tracked against a motionless motion sensor, the sensitive element of which is an differential alternating current bridge with two shoulders formed by the capacitance of two wires relative to the ground, sequentially changing their values when the train is being tracked. In this case, it is possible to determine the following parameters:
direction of train movement;
speed when the train leaves the sensor zone V ₁ ;
speed when the train leaves the sensor zone V ₂ ;
the time the train follows the sensor zone t _n ;
the length of the train, regardless of its speed l _n ;
average train speed when following the sensor zone V _cf ;
the nature of the movement of the train when following the sensor zone.

To determine the above parameters, it is necessary and sufficient to fix the moments of the beginning and end of the entrance and the beginning and end of the train leaving the sensor zone and from it, which is equivalent to its entry and exit to the section and exit from the fixed-length track section, and from the recorded moments form three time intervals : entry interval, track interval and train exit interval. It is assumed that the range of the displacement sensor is uniquely determined by the fixed length l _{o of} two wires l ₁ and l ₂ , the capacitances of which relative to the ground, C _l1 and C _l2, are two shoulders of the differential AC bridge. In this case, the state of the bridge is fixed discretely by the value of the phase of the output voltage (φ ₊ , φ _o , φ _- ). It is also assumed that l ₁ l ₂ and l ₁ + l ₁ l _o .

When moving, the train will successively follow the zones of the location of the elements l ₁ and l ₂ : the capacities of which C _l1 and C _l2 relative to the ground in the presence of the train will change their values. At the same time, when the train enters (enters) the location zone l ₁ and follows it, the capacitance C _l1 will increase, causing the unbalance of the bridge 2, which is fixed by phase discriminator 5 (see Fig. 3, diagrams U ₁ and U ₃ ), at the first exit whose voltage immediately discrete changes from zero to a normalized positive (moment t _{4 of} Fig. 2 and Fig. 3). The same voltage at the time t ₁ sets the trigger 9 in the position with a positive single output, which will be a sign of the train moving from left to right (relative to C _l1 and C _l2 ). In this state, the trigger will remain until it is reset, which can be carried out only at the third input from arithmetic device 15 (operation from the second output of discriminator 3 will be blocked). At the same time, the output signal of the driver 4, which is triggered by both positive (at the first input) and negative (at the second input) voltages of the phase discriminator 3, sets trigger 5 with a counting input into a single state, as a result of which at the first inputs of key circuits 6 and 7, enabling signals will appear for passing through them to the counters 11 and 12 of the signals from the counting pulse generator 10. Next, the signal of the trigger for fixing the direction of movement of the train 10 will be transmitted through the communication channel 14, and the counters 11 and 12 will simultaneously begin to register the counting pulses coming from the generator 10. When the train moves in zones l ₁ and l _{2, the} triggering of sensor 1, despite the initial change in capacity C _l2 , will occur only at the moment when the new balance of the bridge, when C _l1 will be equal to C _l2 , where C _l1 and C _l2 are the capacitance values due to the presence trains in areas of location l ₁ and l ₂ . The balance of the bridge will cause the signal from the first output of the discriminator to fail, actuation to close the key circuit 6, stop the counter 11 and transmit the code of the fixed number N ₁ through the communication channel 14 to the arithmetic device 15. The loss of the signal from the first output of the discriminator 3 will not cause a change in the state of trigger 5, therefore, the key circuit 7 will pass, and the counter 12 summarize the counting pulses received from the generator 10. Thus, when the train completely follows the sensor zone (i.e., for the entire time the train is simultaneously in the zones (l ₁ and l ₂ ), the counter 12 will summarize the counting pulses from the generator 10.

Further, at the time t the train starts to leave the zone l _1, a new imbalance of the bridge will occur (in phase of the opposite sign relative to its first unbalance, see Fig. 3, diagram U ₃ , time t ₃ ). In this case, the element 4 and trigger 5 will trigger, as a result of which the key element 7 will close and the counter 12 will record the number of pulses in N ₂ , corresponding to the time of the complete passage of the train of the sensor zone 1, and the key element 8 will begin to transmit the pulses of the generator 10 to the input of the counter 13. At the same time, the number N ₃ from the counter 12 through the communication channel will go to the arithmetic unit 15.

When the train leaves the sensor zone completely at time t _4, bridge 2 will go discretely from the unbalance state to zero, i.e. initial state. In this case, the key circuit 8 will be closed, and the counter 13 will record the number of counting pulses N ₃ , the code of which, similar to the previous ones, will be transmitted to the arithmetic device 15. After receiving the code N ₃ from the arithmetic block 15 to the trigger 19 and the counters 11, 12 and 13 will receive a reset signal, as a result of which the device will again be ready for operation. To calculate the parameters of the train’s movement, in addition to the numbers N ₁ , N ₂ and N ₃ , the values l _o (l _o l ₁ + l ₂ length of the sensor wires) and Т _о (Т _о 1 / f _o where f _o pulse repetition rate) are recorded in an arithmetic device generator 10).

где N₁ зафиксированное количество тактовых импульсов счетчиком 11;
l₁ и l₂ длина первой и второй зон контроля, соответственно;
f_o частота тактовых импульсов генератора 10;
вычисляют время t_n проследования поездом зоны датчика
t_n N₂ ˙T_o, где N₂ количество тактовых импульсов, зафиксированных счетчиком 12;
вычисляют скорость V₂ выезда поезда из зоны датчика
V₂=

где N₃ количество тактовых импульсов, зафиксированное счетчиком 13;
вычисляют среднюю скорость V_ср поезда
V_cp=

вычисляют длину l_n поезда
l_n=

изменение скорости движения определяют сравнением количества тактовых импульсов N₁ с количеством тактовых импульсов N₃ и при N₁ < N₂ фиксируют увеличение скорости; при N₁ N₃ движение поезда с постоянной скоростью и при N₁ > N₃ уменьшение скорости;
направление движения фиксируют по минусовому или плюсовому выходным сигналам триггера 9 перед вычислением перечисленных параметров.The arithmetic device implements the following operations to determine motion parameters:
calculate the speed V _{1 of the} train at the entrance to the sensor zone according to the formula
V ₁ =

where N _{1 the} fixed number of clock pulses by the counter 11;
l ₁ and l _{2 the} length of the first and second control zones, respectively;
f _{o the} frequency of the clock pulses of the generator 10;
compute the train follow time t _n the sensor zone
t _n N ₂ ˙T _o , where N _{2 is the} number of clock pulses fixed by the counter 12;
calculate the speed V _{2 the} train leaves the sensor zone
V ₂ =

where N _{3 the} number of clock pulses recorded by the counter 13;
calculate the average speed V _{cf the} train
V _cp =

calculate the length l _{n of the} train
l _n =

the change in speed is determined by comparing the number of clock pulses N ₁ with the number of clock pulses N ₃ and when N ₁ <N ₂ record the increase in speed; when N ₁ N _{3 the} movement of the train with constant speed and when N ₁ > N _{3 the} decrease in speed;
the direction of movement is fixed by the minus or plus output signals of the trigger 9 before calculating the listed parameters.

Claims (1)

METHOD FOR DETERMINING TRAIN MOVEMENT PARAMETERS, which consists in recording the moment the train begins to enter the fixed-length control zone and determining the speed of the train by the number of generated clock pulses, characterized in that it additionally determines the change in speed, the length of the train and the time it follows the zone control, determine the time interval by the number of clock pulses generated with a fixed frequency from the moment the train enters the control zone until its entry into a fixed-length monitoring zone located behind the first control zone is determined by the number of clock pulses the time interval from the start of the train entry into the first control zone to the start of leaving the additional control zone and the time interval by the number of clock pulses between the start of the train exit from the first control zone and the end of the exit from the additional control zone, and the speed v _{1 of} movement when the train enters the first control zone is determined by the formula

where l _{1 the} length of the first control zone;
l _{2 the} length of the second control zone;
f _o clock frequency;
N _{1 is the} number of clock pulses in the time interval from the moment the train enters the first control zone until it enters the additional control zone;
speed v ₂ when leaving the additional zone according to the formula

where N _{2 is the} number of clock pulses between the beginning of the train exit from the first control zone and the end of the exit from the additional control zone;
the average speed v _{with p} is determined by the formula

the time t _{p the} train's progress through the control zones is determined by the formula
t _p N ₃ / f _about ,
where N _{3 the} number of clock pulses in the time interval between the beginning of the train entry into the first control zone and the beginning of exit from it,
the length l _{p of the} train is determined by the formula

and the change in speed is determined by comparing the number of clock pulses N ₁ with the number of clock pulses N ₂ and for N ₁ <N _2, an increase in speed is recorded for N ₁ N ₂ movement at a constant speed and for N ₁ > N _{3 a} decrease in speed.

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