RU2248899C1 - Complex unified locomotive safety device - Google Patents

Abstract

FIELD: railway transport; signaling and communication.

SUBSTANCE: electronic, display, switching and data input units arranged in driver's cab are included into open real time modular architecture system and are interconnected by system CAN-interface cable. Electronic unit is made for determining tolerable speed and monitoring speed by registration of feedback signals from driver's vigilance handle, inner background testing of each module and two-channel data processing and it includes two central processing modules, route module, digital radio channel module, two movement parameters measuring modules, two external devices modules, safety monitoring system and electropneumatic valve amplifier. Display unit is made to prepare information required by driver, recording and indication, interaction with driver by means of vigilance handle and data input buttons, putting in and displaying locomotive and train characteristics, current time, actual and preservation of all them in case of switching off of power supply. It includes registration module, control module and display module. Switching unit is made for switching on supply of device and communication with peripheral devices and changing over of connections in case of change of locomotive control cab and it includes unit to form data concerning condition of locomotive control circuits.

EFFECT: enlarged operating capabilities.

6 cl, 1 dwg

Description

The invention relates to the field of railway automation, telemechanics and communications and can be used on locomotives, motor carriages with the aim of increasing safety and regulating the movement of trains, including using a radio channel, in high-speed sections, as well as as part of a multi-level interval regulation system.

A train device for automatic locomotive signaling with speed control is known (see Russian patent No. 2120393, class B 61 L 25/06).

The disadvantages of this device are the outdated elemental base and the lack of signal indications for operational decision-making, the lack of proper flexibility in choosing the optimal speed mode.

A device for controlling the location of a locomotive is known (see Russian patent No. 2063349, class B 61 L 23/16, 25/04).

The disadvantages of this device are the mandatory presence of a station device, and the more locomotives at the station, the more complicated and larger this device. These shortcomings reduce the reliability of traffic control, complicate maintenance and increase its cost.

A device for combined radio communication and radio navigation for determining the parameters of the movement of the train (see Russian patent No. 2108252, CL 61 L 25/02). The objective of this device is to use the communication transceivers of the control room and the locomotive to transmit navigation signals through this channel, which allows the use of such a radio channel not only for message transmission, but also for measuring the locomotive's coordinate and speed.

The disadvantages of this device are the complexity of the algorithms for processing measurement signals and the lack of accuracy in determining the coordinates of the locomotive and its speed. This leads to a decrease in the reliability of control of interval regulation and the safety of train traffic on the railway.

Closest to the claimed invention in terms of essential features and functional capabilities is a system for registering train movement parameters (see Germany application No. 19513244, class B 61 L 23/02). The specified system allows you to determine the speed of the train and its location (coordinate).

The disadvantages of this system are:

- lack of reference to the terrain as such, the results of the system are displayed on the monitor only in the locomotive cab. In order to use this data to control the movement or braking of a train or to ensure traffic safety, additional devices are needed;

- the lack of an electronic map of the site indicating the coordinates of traffic lights and binding to picket kilometers, lack of information about which traffic light, exit, etc. there is a train;

- the system does not determine the distance to the obstacle (traffic light, level crossing, platform), does not determine the optimal speed mode on the basis of the received data and does not control its compliance;

- lack of confirmation by the driver of control of the created train situation (changing the traffic light to a more prohibitive one, approaching the actual speed to the maximum permissible value) with the help of the vigilance handle, otherwise an emergency braking signal is generated;

- not provided for the possibility of processing data from probable additional sources of information.

The essence of the claimed invention consists in determining the maximum permissible speed mode of the locomotive and monitoring its compliance, in determining the coordinates of the train without the participation of station devices, in determining the number of free block sections along the train, in displaying the necessary information for prompt decision making by the driver, as well as the ability to process data from probable additional sources of information, which provides increased traffic safety on the highway, extremely simplifies the hundred ionarnye complex equipment and reduces material costs.

Comparison of the claimed technical solution with the prototype made it possible to establish its compliance with the novelty criterion, since it is not known from the prior art.

The proposed device is industrially applicable and existing technical means meets the criterion of inventive step, because it does not explicitly follow from the prior art.

Moreover, from the latter, no transformations were identified, characterized by significant features distinguishing from the prototype, in order to achieve the specified technical result.

Thus, the proposed technical solution meets the established conditions of patentability of the invention.

The technical result is achieved by the fact that the integrated locomotive safety device unified (CLUB-U) is an open real-time system with a modular architecture. The modules communicate with each other via the CAN system interface. Each module cyclically provides information on its status and the results of its work to the system interface. At the same time, each module extracts from the messages of other modules the information it needs to process the data.

All modules are designed using modern components.

Structurally, the device is made in the form of blocks and contains electronics, indication, switching and registration blocks interconnected by a cable of the system interface, data input unit located in the locomotive cab, as well as external devices in the form of track and speed sensors, brake line pressure sensors, receiving coils ALSN and ALS-EN, antennas of a digital radio channel (radio antenna) with a radio modem, antennas of a satellite navigation system, an electro-pneumatic valve and a driver’s alertness handle.

The locomotive electronics unit BEL is designed to receive signals from the receiving coils ALSN and ALS-EN, the digital radio channel antenna and satellite navigation antennas SNA, DPS track and speed sensors, locomotive control circuits, pressure sensors, the vigilance handle of the driver of Belarus and the buttons of the data entry unit by the driver BVL, as well as for processing received information and issuing it to the locomotive BIL indication unit and the brake valve control circuit.

The BEL block includes:

- two modules of the central processing of information of the ICC, which determine the configuration of the device, by comparing information from two-channel modules draw conclusions about the reliability of this information, based on data from other modules determine the maximum permissible speed mode, monitor the vigilance of the driver, according to the results of the vigilance control and in case of non-compliance high-speed mode decide on emergency braking. The ICC modules exchange information with each other and issue it to a secure control circuit of the security control module, which, when the data are mismatched on the two data processing channels, restart the device;

- MM route module, which determines the coordinate of the train according to the data from the satellite receiver of the joint venture, which is located in this module, generates motion parameters using data from the electronic map recorded in the flash memory of the MM route module using the electronic map generation device;

- the radio channel module of the Republic of Kazakhstan, which transmits train data and motion parameters to the station, receives commands from the station to limit the speed of movement, decodes the received information and ensures its storage until the next communication session, and also organizes the exchange of information in the interval regulation mode, in the notification mode working on the tracks, in the mode when the railway stations are equipped with electrical centralization;

- modules for measuring the motion parameters of the IPD, which determine the fatal speed of the train according to the data from the wheel sensors of the track and speed of the traffic police and from the satellite receiver of the joint venture and have the ability to connect to them in the future other measuring sensors;

- modules of external VU devices that receive and decode signals from the receiving coils of the ALSN and ALS-EN devices from the rail circuit and determine the permissible speed of the train, track the follow-up of the boundaries of the block sections, form the target and permissible speeds;

- amplifier of the electro-pneumatic valve.

The locomotive BIL indication unit is designed to prepare the information necessary for the driver, and to indicate it, interact with the driver through the vigilance knob of the Republic of Belarus and the buttons of the information input device, to enter and display locomotive and train characteristics, current time, actual speed and save them when the power is turned off .

The BIL unit includes directly the MR registration module, which records the parameters of train movement, the control module, and the indication module on the registration cassette. The display module is interfaced with the control module through an inter-module interface.

The BKR switching and registration unit is connected to the electronics unit of the locomotive BEL and is designed to carry out all communications of the device with peripheral devices, to turn on the power of the device, and also to switch them when changing the control panel of the locomotive.

The BKR block contains a logic module for generating data on the state of the locomotive control circuits.

Locomotive BVL data input unit is designed to enter the necessary data about the train and the driver, as well as to enter motion parameters in the absence of an electronic map.

In addition, the device includes products that are external: the antenna of the satellite navigation system SNA, the antenna of the radio channel, radio modem, DPS path and speed sensors, locomotive receiving coils ALSN and ALS-EN, pressure sensors of the brake line, the vigilance handle of the Republic of Belarus and the electro-pneumatic valve EPK .

The vigilance handle of the Republic of Belarus is intended to confirm by the driver that he is monitoring the train situation that has arisen (changing the traffic light to a more prohibitive one, approaching the value of the actual speed to the maximum permissible). If confirmation does not occur, an emergency brake signal is generated.

The drawing shows a structural diagram of the proposed device, comprising: Locomotive BEL electronics unit (1), Locomotive BIL indication unit (2), BKR switching and registration unit (3), BVD data input unit (4).

The BEL unit (1) contains an amplifier for the EPA electro-pneumatic valve (5), the output of which is connected to the input of the EPA electro-pneumatic valve (20), a GE safety control circuit (6), central processing units of the MEC (7) and (8), and a satellite receiver of the joint venture ( 9), the input of which is connected to the satellite antenna (21), the route module MM (10), the radio channel module of the Republic of Kazakhstan (11), one of the inputs of which is connected to the radio modem (23), the IPD motion parameters measurement modules (12) and (13) the inputs of which are connected to the sensors of the path and speed of traffic police (24), and the modules of the external devices of the VU (14) and (15), rows are connected to the receiver coils ALSN and ALS-ene (25).

The BIL unit (2) contains an MP registration module (16), a MU control module (17), one of the inputs of which is connected to the vigilance handle of the RB (27), and an MI indication module (18).

The BKR block (3) contains a data module on the control status of the UFIR locomotive (19), the input of which is connected to the pressure sensors of the brake line (26).

The radio modem (23) is connected by an input to the radio antenna (22) and the RK module (11) of the BEL unit (1).

The device operates as follows.

The CLUB-U device starts working immediately after turning on the power. For the correct operation of the device, a registration cassette must be inserted in the cassette receiver of the BIL unit (2). Before the trip, the driver must enter the values of some parameters: driver’s number, train number, train length and mass, direction of travel. The BVL block (4) is intended for data input. The signals from the buttons of the BVL unit (4) through the system interface are sent to the control unit MU (17) of the BIL unit (2), where the data for indication are generated from them (they are transmitted to the indication module MI (18) of the BIL unit (2) via the inter-module interface) , as well as the constant parameters that are stored in the route module MM (10) of the BEL unit (1) and, if necessary, are transmitted to the radio channel module of the Republic of Kazakhstan (11) of the BEL unit (1), where these data are prepared for transmission via the radio channel to the station.

The signals from the pressure sensors of the brake line (26) enter the data module about the control status of the UFIR locomotive (19) of the BKR unit (3), where they form the data about the state of the control circuits of the locomotive, which are transmitted to the control unit MU (17), and then to the MI indication module (18) of the BIL block (2) for indication and to the MP registration module (16) of the BIL block (2) for recording on the registration cassette.

The signals ALSN and ALS-EN from the rail circuit through the receiving coils (25) enter the modules of the external devices of the control unit (14 and 15) of the BEL unit (1), where these signals are decrypted, the readings of the locomotive traffic light are generated, and the number of free block sections in front is determined in the direction of the train, the target speed (the speed at which the locomotive should follow the border of the current block section), the maximum permissible speed of the train in this block section. From the modules of the external VU devices (14 and 15), the data are transmitted to the MU control module (17), and then to the MI indication module (18) of the BIL unit (2) for indication, to the MP registration module (16) of the BIL unit (2) for recording on the registration cassette and in the central processing units of the ICU (7 and 8) of the BEL unit (1) to make a final decision on the permissible speed in this block section.

The signals from the sensors of the path and speed of the traffic police (24) are sent to the modules for measuring the motion parameters of the IPD (12 and 13) of the BEL unit (1), where the values of the actual speed of the train and the distance traveled are formed from them. These data are transmitted to the MU control module (17), and then to the MI indication module (18) of the BIL unit (2) for indication and to the central processing modules of the MTC (7 and 8) of the BEL unit (1) for comparison with the permissible speed and acceptance emergency braking decisions.

The signals from the satellite receiver SP (9) of the BEL unit (1) are sent to the IPD motion parameters measurement modules (12 and 13), where based on these signals and data from the electronic map located in the route module MM (10), the location of the train is determined and distance to the obstacle. These data are transmitted to the MU control module (17), and then to the MI indication module (18) of the BIL unit (2) for indication and to the central processing modules of the MEC (7 and 8) of the BEL unit (1) for calculating the braking curves.

The signals from the radio antenna (22) through the radio modem (23) enter the module of the radio channel of the Republic of Kazakhstan (11), where they form data on traffic restrictions on the current section of the path, which are transmitted to the central processing units of the MEC (7 and 8) of the BEL unit (1) to make a final decision on the permissible speed of movement in this block area.

To increase the reliability of the device and in accordance with safety requirements, CLUB-U uses hardware redundancy, namely: the central processing units of the central processing center (7 and 8), the modules for measuring the motion parameters of the IPD (12 and 13) and the modules of external devices VU (14 and 15) of the BEL unit (1) are made in duplicate. Each of the two-channel modules processes the data independently from each other and transmits them to the central processing units of the ICC (7 and 8). Each of the channels of the central processing center modules (7 and 8) independently of the other channel processes the data and decides on the high-speed mode. Then, the ICC modules (7 and 8) exchange the obtained results with each other via the inter-module interface and each ICC module outputs the result to the safety control circuit of the security system (6) of the BEL unit (1). If the data from the two channels is inconsistent, the SB safety control circuit (6) initiates a general restart of the CLUB-U device. The SB circuit (6) through the amplifier of the EPA electro-pneumatic valve (5) of the BEL unit (1) supplies power to the EPA electro-pneumatic valve (20); if emergency braking is necessary, the power supply voltage is automatically removed from the EPA electro-pneumatic valve (20).

The power supply of the CLUB-U device is constructed according to the following principle: the power supply from the on-board network is supplied to secondary power sources, which convert the voltage level of the on-board network to the voltage level required by each module.

Claims (6)

1. A comprehensive locomotive safety device, unified, containing electronics, indication, switching and data input units located in the driver’s cab included in the open real-time system with a modular architecture and interconnected by a cable of the system CAN – interface, the electronics unit is capable of determining the permissible speed mode and exercising control over its observance by fixing feedback signals from the driver’s vigilance knob, internal background testing of each module, as well as two-channel information processing and includes two central modules connected to the CAN system interface information processing, route module associated with a satellite receiver equipped with a satellite navigation antenna, digital radio channel module, communication an antenna with a radio modem equipped with a radio antenna, two modules for measuring motion parameters associated with wheel track and speed sensors, two modules of external devices associated with receiving coils ALSN and ALS-EN, a system safety controls and an electro-pneumatic valve amplifier associated with an electro-pneumatic valve, the display unit is configured to prepare the information necessary for the driver, register and display it, interact with the driver through the safety knob and buttons for entering information, enter and display locomotive and train characteristics, current time, actual speed and save them when the power is turned off and includes the registration module, the control module associated with the vigilance handle, and the display module, the switching unit is configured to turn on the power of the devices and, the implementation of its links with peripheral equipment, as well as switching links when changing the control cab of a locomotive, and includes a node for generating data on the status of the control circuits of the locomotive, associated with pressure sensors of the brake line. 2. The device according to claim 1, in which the route module of the electronics unit is configured to determine the coordinates of the train from the data from the satellite receiver and generate motion parameters from the data from the electronic map recorded in flash memory using electronic map generation tools. 3. The device according to claim 1, in which the digital radio channel module of the electronics unit is configured to transmit train data and motion parameters to the station, receive commands from the station to limit the speed of the train, decode the received information and ensure its storage until the next communication session, and also organizing the exchange of information with the station in the integral regulation mode, in the notification mode of those working on the tracks and in the mode with electrical centralization. 4. The device according to claim 1, in which the modules for measuring the motion parameters of the electronics unit are configured to determine the actual speed of movement by signals from the wheel sensors of the path and speed and through the route module from the satellite receiver. 5. The device according to claim 1, in which the external devices of the electronics unit are capable of receiving and decoding signals from the receiving coils ALSN and ALS-EN from the rail circuit, determining the permissible speed of the train, tracking the progress of the boundaries of block sections, forming the target and acceptable speeds. 6. The device according to claim 1, in which the modules for central processing of information of the electronics unit are configured to determine the configuration of the device and the maximum allowable speed mode, monitor vigilance of the driver, decide on emergency braking when the speed mode is not respected, exchange information with each other and issue it to the security control system to restart the device when data is mismatched on two channels.