RU2107393C1 - Communication line - Google Patents

Abstract

FIELD: communication between railroad or metro cars. SUBSTANCE: in at least one car, multiplexer multiplexes digital signals which represent state of different systems of car and converts them to first digital signal of train trunk. Receiver switches modulator which converts signal of train trunk into radio channel which is sent using antenna through gap between first and second cars. Second car switches antenna on for receiving radio signal and receiver for signal demodulation and conversion to second digital signal of train trunk. Then second digital signal of train trunk is converted by means of demultiplexer into formats which are used for reading by means of second car systems. Both first and second cars have multiplexers and demultiplexers, transmitters and receivers so that communication from first to second car and from second to first is possible. EFFECT: increased functional capabilities. 7 dwg

Description

 The invention relates to a new communication line for making connections between carriages of a multi-car vehicle, such as a railway train or a subway train. More specifically, the invention relates to a communication line, which includes a radio transmission through the free space between adjacent wagons of a railway train or a subway train.

 To meet changing system requirements for passenger and freight traffic, routes, maintenance, train crews or rolling stock, etc. railway wagons often interlock and disengage. Such changes in the configuration of the train make up a significant part of the entire process of its operation, in whatever terms (hourly operating time of rolling stock, work in man-hours, idle hours, etc.) this is not considered. Therefore, these operations should be simplified and automated as far as possible.

 Although it is known that trains are composed of different types of wagons and in some cases, separate groups of wagons are rarely disengaged, it is no less known that a large number of clutches and disengages are performed every day. An example of a modern system is discussed in US patent 5121410, in which the connections between cars (n-1, n and n + 1 cars) are made using twisted pairs of wires.

 This invention aims to solve the problem of ensuring the transmission of adequate information between cars, without prohibiting the clutch and uncoupling of train cars.

 This invention provides a solution that provides highly reliable transfer of large amounts of information between cars. The transmission of information between devices installed on various wagons in the form of electrical signals is a common feature on trains for many years. The electrical channel that transmits these signals is called the “train backbone”. It is made in the form of a wiring harness, each of which is connected to an electrically continuous line running along the entire length of the train.

 On-board devices that use the train line can interact with each other in many different ways. For example, a device on the carriage, such as a switch, can be used to control several similar devices, such as lamps, in each carriage of a train. Alternatively, a certain type of sensor can be installed on each carriage. When exceeding the norm of specific parameters on one car, the sensor must activate the alarm system installed in the cab of the head car. Many other configurations are possible.

 The changing requirements for the transmission of information on the train line, due to advances in electronic technology over the past two decades, have posed new challenges to the developers of train lines. In this case, two interrelated factors should be considered: the amount of information and information reliability.

 In the general case, the amount of information transmitted between railway wagons has increased over the period under review. This trend promises to continue for some time, as the train systems on board each wagon use more and more electronic equipment. This increased information flow can be addressed in two ways. It can be processed by increasing the number of wires, or, otherwise, each wire should transmit more information.

 Reliability of information transfer between cars has always been a significant factor in terms of safe and efficient operation of the train. For each car, reliability is ensured by the use of well-known, mechanically protected electrical connectors that rarely open. However, due to connections between neighboring cars, connecting elements on neighboring cars must automatically and often connect and disconnect, which renders the use of known electrical connectors inefficient.

The use of such connecting elements causes a lot of problems, leading to a large percentage of interruptions in the work of the subway. Some of these problems are as follows:
1. Failure of the electrical connection caused by oxidation of the contacts.

 2. Failure of the electrical connection caused by dust, oils and foreign particles that settle on the contacts when they are disconnected and therefore subject to impact.

 3. The impossibility of electrical connection when the contact prevents the spring from returning to its normal position due to dust, grease and foreign particles accumulated on the inner walls of the contact sleeve.

 4. The impossibility of electrical connection when the return springs fail due to loss of elasticity, which in turn is caused by softening of the spring steel, when an abnormally large electric current flows mainly through the spring, and not through the electrical connection.

 All of the above problems cause interruptions in operation and require extensive maintenance. Periodically, the contacts must be checked and cleaned to ensure normal functioning.

 Specialists are also aware of the use of optical devices to create communication lines between wagons within a group and between groups of wagons of a train, as shown in US Pat. No. 4,682,144, Ochiai et al., Of July 21, 1987 in FIG. 4.

 The problem of using optical systems in the external operating conditions of subway or railway trains is that these systems operate in a very dusty environment, so that the optical communication elements are quickly dusty. Due to the dust that will accumulate on the optical elements, optical transmission is impaired, and possibly completely eliminated. Accordingly, the system described in patent N 4682144, does not provide a practical solution to the problem of providing communication lines between the extreme cars in groups of train cars.

 US Pat. No. 3,994,459 to Miller et al., Dated November 30, 1976, uses a radio system to provide communication between a wagon that has gone off the rails and the rest of the train. However, this patent does not indicate any other communication options between train cars using radio signals.

 Another factor affecting reliability is the increase in information volume, as mentioned above. All things being equal, with an increase in the amount of information, reliability as a whole tends to decrease.

 Thus, in modern train current communication systems, they try to increase reliability in two ways: contact connectors and cable connectors. Although the use of cable connectors between wagons provides high reliability, it makes the clutch and uncoupling of wagons a very time-consuming process. On the other hand, although the connectors provide a very easy disconnect operation, laborious maintenance is required to maintain the proper level of reliability. Contact sockets are sensitive to environmental parameters and other factors. Due to the problems associated with the connectors, a very high failure rate occurs, especially intermittent failures.

 Increasing the number of wires can solve the problem, but this path is limited due to a number of factors. Among the most important of them is the problem of a large number of electrical connections between cars, which leads to private clutches and trips. Such connections are at best a transaction between reliability and the level of automation: the more such connections, the lower the reliability and / or level of automation.

 The increase in the amount of information passing through each wire eliminates the need for a large number of electrical connections between cars. However, the large amount of information carried by each wire makes such connections vulnerable both from the point of view of data loss and an increase in the volume of service due to reliability problems associated with the current level of technology for passing large amounts of information flows through the connectors.

 Thus, the aim of the invention is the creation of a communication line for the exchange of information between train cars, which is free from the disadvantages of previous developments.

 More specifically, it is an object of the invention to provide a new communication line including radio communication through free space.

 An even more specific aim of the invention is to provide a new communication line that comprises a multiplexer and a demultiplexer on selected train cars.

In accordance with a specific embodiment of the invention, a communication line is provided for communicating between adjacent wagons of a multi-car vehicle, the communication line including:
- on at least one of the cars, the first means of multiplexing / demultiplexing for:
(A) (I) multiplexing the first digital signals representing the state or control signals of various systems on the first of the cars, for converting the first digital signals into a first digital signal of the train line;
(Ii) first means for converting a first digital train signal into a first radio signal;
(Iii) a first antenna mounted at one end of the first of the wagons for transmitting the first radio signal;
(IV) said first multiplexing / demultiplexing means converting the second radio signal into a second digital train signal to obtain second digital signals representing the state or control signals of various systems on the second of the cars;
(V) a first antenna receiving a second radio signal;
- the second of the cars, including a second multiplexer / demultiplexer for:
(B) (I) multiplexing the second digital signals and for converting the second digital signals into a second digital train signal;
(Ii) second means for converting the second digital train signal into a second radio signal;
(III) a second antenna mounted on the second of the cars at an end adjacent to the end of the first car on which the first antenna is mounted, the second antenna transmitting a second radio signal;
(IV) said second multiplexing / demultiplexing means converting the first radio signal into a first digital train signal to receive the first digital signals representing the state or control signals of various systems on the first of the cars;
(V) a second antenna receiving the first radio signals;
- whereby messages can be transmitted from the first of the cars to the second of the cars and from the second of the cars to the first of the cars through the first and second antennas by radio communication through free space;
- the first casing mounted on the first of the cars to accommodate the first antenna;
- a second casing mounted on the second of the cars to accommodate the second antenna;
- a first casing including a first shielding means around the first antenna;
- a second casing comprising a second shielding means around the second antenna;
- a first casing and a second casing having each open end;
- the first and second casings, mounted so that the open end of the first casing is directed to the open end of the second casing.

 In FIG. 1 is a diagram showing two adjacent wagons of a train, radio communication between wagons and devices connected by radio signals; in FIG. 2 shows the main part of the train trunk multiplexer (TMX); in FIG. 3 and 4 show two modulation methods for transmitters of a radio signal transceiver (PLT); in FIG. 5 shows a specific embodiment of an RLT receiver; in FIG. 6 shows a duplex device that is part of an RLT; in FIG. 7 shows the main part of the radio communication device between the ends of the cars.

 As shown in FIG. 1, a communication line through free space 15 communicates between cars 3 and 5. Each car has a multiplexer (TMX) 17 'and 17' 'and a radio transceiver (RLT) 19' and 19 ''.

 As can be seen from FIG. 2, the multiplexer 17 receives digital signals from various train systems, for example, a control system 21, a brake system 23, a traction system 25, a ventilation system 27, and an intercom system 29. These signals are arranged in a certain order to form a frame (cycle) that can, for example, have a length of 125 μs. As you can see, each frame at its beginning includes a frame clock.

 These signals are then sent to a transmitter, which transmits them through a communication line to another, usually neighboring, train car.

 At the receiving end, the demultiplexer provides digital signals to various train systems, such as the control system 21, the brake system 23, the traction system 25, the ventilation system 27, and the intercom system 29. Multiplexing and demultiplexing systems are well known to those skilled in the art, so their further description is not required.

 The output signal TMX, as can be seen from FIG. 3 and 4 enters the RLT modulation block. In FIG. 3 shows a direct modulation unit, and FIG. 4 - block reverse modulation. Each unit includes a linear interface (31 or 41) and a signal processor (33 or 43). These blocks process the signals in order to bring them to a form suitable for use in a modulator. So, if the signals have a long chain of zeros, then they must be modified to include ones and zeros, and such a modification occurs in blocks 31, 41 and 33, 43.

 Turning now to FIG. 3, where the output of the processor 33 is supplied to a modulator 37 having a second input that receives a signal from a radio frequency (RF) generator 35. The output of the modulator is fed to a band-pass filter 39, and the output of the filter is fed to the antenna switch circuit shown in FIG. . 6.

 Turning to FIG. 4, where the output of the processor 43 is again supplied to the modulator 47. However, in this case, the second input of the modulator 47 is powered by an IF (intermediate frequency) source 45. The output of the modulator 47 again passes through the bandpass filter 49, and the output of the filter 49 is supplied to the mixer 53. The second input of the mixer 53 is powered by a generator 51, and the output of the mixer 53 is supplied to the bandpass filter 55. The output signal of the bandpass filter 55 is again fed to the antenna switch circuit.

 In FIG. 5 shows an embodiment of a receiver unit in RLT. The output signal of the antenna switch circuit is supplied to a band-pass filter 57, whose output is supplied to the mixer 59. The received signal is then mixed with the RF signal from an RF generator 61 connected to the second input 59. The output of the mixer is connected to a band-pass filter 63, whose output signal is supplied to the demodulator 65. The synchronization signal is supplied from the demodulator 65 to the symbol and bit synchronization recovery circuit, and the output signals of blocks 65 and 67 are supplied to the signal processor 69. The output signal of block 69 is supplied to the linear interface with 71, whose output signal then goes to the TMX.

 FIG. 6, which shows an antenna switch 77, a transmitter 73, and a receiver 75, is self-explanatory.

 Turning now to FIG. 7, where the electromagnetic communication line through the free space 15 between the car 7 'and the car 7 "is carried out using RF antennas 83' and 83", respectively. In a specific embodiment, the antennas are mounted in housings 79 ′ and 79 ″, respectively, whose housings are made of a dielectric material, such as polycarbonate. Each casing contains a sealing shell that protects the antenna from moisture and water.

 Around the housings 79 'and 79' 'are the metal screens 81' and 81 ''. As you can see, the screens do not cross the front of the housings 79 'and 79' '(that is, those parts of the housings that are facing each other), but surround the antennas so as to prevent false scattering of RF signals from antennas 83' and 83 '' in any direction from the car to another car and prevent the antennas from picking up any false electromagnetic signals, except those generated by the other extreme car.

 The screens also include conductive elements 85 'and 85' 'to prevent backward transmission and reception. Connecting cables 87 'and 87' 'connect the antennas to the RLT units of the respective cars.

 Communication elements are mounted outside the wagon and, when the wagons are coupled to each other, are physically close to each other. They are isolated from water and humidity and protected from flying stones by covers 79 'and 79' 'and screens 81' and 81 ''.

 Although shrouds are necessary for a specific type of antenna, if the antennas are small enough, they may not be protected by such a shroud. In fact, in some cases, antennas can also be mounted inside the car. Accordingly, the casing is used according to the situation.

 The device of the present invention is not subject to physical defects inherent in devices with contacts and springs, which are ineffective due to the fact that they work in a dusty environment.

 Although a specific embodiment has been described herein, this was done for the purpose of illustrating, but not limiting, the invention. Various modifications are within the scope of the invention defined in the attached claims.

Claims (1)

 A communication line for providing communication between adjacent wagons of a multi-wagon vehicle, in which the first of the wagons includes reception means and the second of the wagons includes transmission means, characterized in that it comprises on the first of said wagons the first multiplexing-demultiplexing means for multiplexing the first digital signals representing parameters associated with various systems on the first of the mentioned cars, and for processing the first digital signals into a first digital signal train line, the first converting means for converting the first digital signal of the train line to the first high-frequency signal, the first antenna mounted on one end of the first of the mentioned cars for transmitting the first high-frequency signal, on the second adjacent of the mentioned cars, the second multiplexing-demultiplexing means for multiplexing second digital signals representing parameters associated with different systems on the second of the mentioned cars, and for processing the second digital x signals into a second digital train line signal, second converting means for converting said second digital train line signal into a second high frequency signal, a second antenna mounted at the end of the second of said cars adjacent to one end of the first of said cars to transmit the second high frequency signal ; moreover, the second antenna is configured to receive the first high-frequency signal, and the second multiplexing-demultiplexing means is configured to convert the first high-frequency signal into a third digital signal of the train line, which is equivalent to the first digital signal of the train line, while the first antenna is configured to receive the second high-frequency signal and the first multiplexing-demultiplexing means is arranged to convert the second high frequency signal to the fourth digital signal of the train line, which is equivalent to the second digital signal of the train line, the first casing mounted on the first of the cars, including the first shielding means for surrounding and shielding the first antenna, the second casing installed on the second of the mentioned cars, including includes second shielding means for surrounding and shielding the second antenna, and each of said first casing and said second casing comprises an open end and each is mounted so that the indoor end of the first casing looks at the open end of the second casing, and messages can be sent from the first of the mentioned cars to the second of the mentioned cars and from the second of the said cars to the first of the mentioned cars through the first and second antennas via high-frequency communication through free space.

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