RU2326016C2 - System of controlling motion of electrically propelled vehicles - Google Patents

Abstract

FIELD: control systems.

SUBSTANCE: invention pertains to control systems and can be used for automatic control of motion and providing for safe movement of passenger electric trains, in particular the subway. The control system for movement of electric trains consists of speed track sensors placed in the front and tail end wagons, track correction sensors, coils for the inductor channel, an antenna with a radio communication unit, engine driver terminal unit, electro-pneumatic valve control unit, onboard computers, relay commutation units, serial interfaces, as well as wagon relay commutation unit, wagon controller units and wagon engines controllers.

EFFECT: provision of independent ways of transmitting information and commands; elimination of possibility of accumulation of failures and erroneous opening of doors; increased reliability of controlling and diagnosis of the circuitry of the system and equipment of the wagon; reduction of the effect of human factors; increased safety of passenger transportation.

7 dwg

Description

The invention relates to the field of control systems and can be used for automated traffic control and ensuring the safety of the movement of a passenger electric train, in particular the subway.

The development and creation of new control systems with a high degree of automation are aimed at reducing the costs of their maintenance, improving operational safety, as well as reducing the influence of the human factor. This is facilitated by the introduction of redundant systems with self-diagnosis functions and with the use of appropriate software and hardware.

Known on-board information and control complex of a high-speed train according to patent No. 2238208, which has high fault tolerance, including in the case of inoperability of some sources of navigation data and in the absence of sources of data on the location of the train located on the tracks (floor devices). The complex contains four information-control systems, each of which contains an antenna of a satellite navigation system, a satellite navigation system receiver, an on-board digital computer, a first long-term storage device, a three-axis accelerometer, an adapter for serial interfaces, an adapter for communication channels, an input-output unit, system interface highway, system health monitoring device, relay disconnecting the main channel of the information exchange on with a motion control system. The invention provides various modes of train control, including auto-driving, and train safety.

However, this complex has significant redundancy.

Known system for controlling the movement of an electric train according to patent No. 2213669, which is designed to automate the control of the movement of an electric train. The system comprises a path and speed sensor, a speed determining unit, a control panel, a computing unit, an indication unit, a memory unit, traction and braking mode control units, interface units, a control unit, and others. The device provides automated control of the movement of the electric train, including start-up and acceleration, with a choice of the mode of the train, depending on the signals requiring a decrease in speed (yellow, red-yellow, red).

The disadvantages of the known system are: control of the engines along the control circuits of the electric train, as well as an insufficient degree of ensuring the safety of the train.

A comprehensive locomotive safety device unified according to patent No. 2248899 and a control device for controlling the locomotive and vigilance of a driver according to patent No. 2262459 are known, which are open real-time systems with a modular architecture, the units of which are connected by a CAN system interface cable, the responsible units have two-channel execution.

The disadvantage of the above devices is the lack of safety in the subway. Metro train equipment should ensure that the train moves at a given speed on each section of the track, the train stops at the station with the necessary accuracy, especially on closed platforms, as well as the doors open and close at the station from the given side (right or left).

The closest in its technical essence analogue, taken as a prototype of the claimed invention, is a patent № 2,295,225, which contains two control loops - automatic and manual. The automatic circuit includes two on-board controllers, a first information display device, speed sensors, position sensors, serial interfaces, engine controllers. The manual circuit includes a control panel with control outputs, a serial interface and a second information display device. The system provides centralized high-precision graphic-interval regulation of train movement and increased safety of passenger transportation. The control signals to the traction drive via a serial interface are supplied to the engine controllers, which provides flexible and economical control of traction and braking.

The disadvantage of the invention is the inability to use the subway for electric trains, since there is insufficient degree of ensuring the safety of train movement in the subway conditions, there is no system to ensure the inadmissibility of a dangerous failure, in particular by exceeding the permissible speed and opening doors.

In accordance with the basic principle of safety of railway automation and telemechanics, a single failure should not lead to a dangerous failure of the system, that is, to an event consisting in a violation of the operability and protective state of the system.

Thus, in order to ensure operational safety, the system must continuously maintain a healthy, operable state, or, in the event of a dangerous failure, the system must transition to a protective state — an inoperative state of the system, in which the values of all parameters characterizing the ability to perform specified functions to ensure the safety of train movements correspond requirements of normative-technical and design documentation.

A dangerous failure of train equipment, in accordance with the "Rules for the Technical Operation of Metro of the Russian Federation", is considered a failure, as a result of which any of the following events may occur:

1) Uncontrolled excess of permissible speed - movement at a speed exceeding the permissible speed (including unauthorized movement at zero permissible speed or in the absence of coding in rail circuits).

2) Lack of effective braking - the possibility of exceeding the braking distance with inefficient electrical braking.

3) Unauthorized opening of doors - the ability to open train doors in the absence of at least one of the conditions permitting their opening.

a) a complete stop of the train.

b) the location of the train at the station in the stopping zone of the first car.

c) the permitted side of the door opening.

An object of the invention is to increase the level of safety of passenger transportation and expand the functionality: ensuring the issuance of commands to control systems of cars and the safe issuance of commands to open the doors of one or more cars; exception accumulation of failures; as well as providing control and diagnostics of actuators, which allows to increase the level of maintenance.

To solve the problem, a motion control system for electric rolling stock is proposed, comprising: speed sensors 1.1 ... 1.k and paths (k is the number of sensors located in the head / tail carriage), driver terminal block 3, 4.f controllers (f = 1 ... m, m is the number of motor cars consisting of) engines 5, two on-board computers 6, 7 and two serial interfaces 8, 9, characterized in that it is additionally introduced into it, coils 2.1 and 2.2 of the inductive channel, sensors 10.1 .. .10.j (j is the number of sensors located in the head / tail carriage) path corrections, ant 11, radio communication unit 12, two relay switching units 13, 14, electro-pneumatic valve control unit 15, communication unit 17, in addition, 18.i units are entered by the number of cars (i = 1 ... n, n is the number of cars in electrically rolling stock) relay switching of wagons and blocks 19.i wagon controllers, as well as additional communications, with sensors 1.1 ... 1.k of the path and speed, coils 2.1 and 2.2 of the inductive channel, sensors 10.1 ... 10.j of the path correction are connected to the communication unit 17, while the first serial interface 8 connects it, as well as the radio communication unit 12 and the terminal block 3 of the machine nista to the first inputs / outputs of the first and second on-board computers 6 and 7, the first groups of outputs both on-board computers are connected to the electric pneumatic valve control unit 15, the second group of outputs of the first on-board computer 6 is the first group of inputs of the second on-board computer 7, the second group of outputs of which the first group of inputs of the first on-board computer 6, the third group of outputs of the first on-board computer 6 is connected to the first group of inputs of the first relay switching unit 13, the second group of outputs of which о is connected to the second group of inputs of the second relay switching unit 14, the first group of outputs of which is connected to the second group of inputs of the second on-board computer 7 and to the third group of inputs of the first on-board computer 6, in turn, the first on-board computer 6 by the second group of inputs is connected to the first group of outputs the first block 13 of the relay switching and to the third group of inputs of the second on-board computer 7, the third group of outputs of which is connected to the first group of inputs of the second block 14 of the relay switching, the second group exits s which is connected to the wire 24 by the train, and to all second groups of inputs 18.i relay switching units all carriages, and a third output is connected through wire 25 of train to the output terminal driver unit 3 and to the second input of the circuit 20.1 door control circuits all cars; the second inputs / outputs of the first and second on-board computers 6 and 7 are connected, via the second serial interface 9, to the first inputs / outputs of all units 19.i of the car controllers, which are connected with their second inputs / outputs to the corresponding controllers 4.f of the engines connected to engines 5, and with its first group of outputs - with the first groups of inputs of the corresponding blocks 18.i relay switching wagons connected by the first groups of outputs to the first groups of inputs of the corresponding blocks 19.i of the car controllers, which, by their second groups of inputs, are connected to the first groups of outputs of the door control circuits 20.i circuits of the respective cars, and their third groups of inputs are connected to the first groups of outputs of the circuits 21.i control circuits of the respective cars, the second output groups of which are connected to the pneumatic brake control circuits 22 and blocking the car’s engines, the groups of inputs of the circuits 21.i of the control circuits of the cars are connected to the second groups of outputs of the blocks 18.i of the relay switching cars, the third groups of outputs of which are connected to the first the groups of inputs of the circuits 20.i of the door control circuits of the respective cars, the second groups of outputs of which are connected to the door air distributors 23, and the fourth entrance of the car controllers 19.i is connected to the group of 26 car wires.

The invention is illustrated by drawings:

figure 1 is a structural diagram of a control system for the movement of electric rolling stock (hereinafter the control system);

figure 2 is a structural diagram of an on-board computer and a first relay switching unit;

figure 3 is a structural diagram of a second block of relay switching;

figure 4 is a structural diagram of a block car controller;

5 is a structural diagram of a relay switching unit of a car;

6 is a structural diagram of a circuit of door control circuits;

7 is a structural diagram of a circuit diagram of the control cars.

In the drawings are indicated:

1.1 ... 1.k - speed and track sensors, where k is the number of sensors placed in the head (tail) car;

2.1, 2.2 - coils of the inductive channel;

3 - terminal block of the driver;

4.f - engine controller, where f = 1 ... m, m is the number of motor cars in the train;

5 - engines;

6 - the first on-board computer;

7 - second on-board computer;

8 - the first serial interface;

9 - second serial interface;

10.1 ... 10.j - track correction sensors, where j is the number of sensors placed in the head (tail) car;

11 - antenna digital radio channel;

12 - radio communication unit;

13 - the first block of relay switching;

14 - the second block of relay switching;

15 - control unit electro-pneumatic valve;

16 - electro-pneumatic valve (EPA);

17 - communication unit;

18.i - block of relay switching of a car, where i = 1 ... n, n is the number of cars in an electric rolling stock;

19.i is the block of the car controller, where i = 1 ... n, n is the number of cars in the electric rolling stock;

20.i is a diagram of the door control circuits, where i = 1 ... n, n is the number of cars in an electric rolling stock;

21.i is a diagram of the car’s control circuits, where i = 1 ... n, n is the number of cars in an electric rolling stock;

22 - control of air brakes and engine locks;

23 - control of door air distributors;

24 - a group of train wires;

25 - train wire;

26 - a group of car wires;

27 - processor unit on-board computer;

28 - the first exchange unit on-board computer;

29 - the second exchange unit on-board computer;

30 - input / output unit on-board computer;

31 - input unit;

32 - processor unit block carriage controller;

33 is a first block exchange unit carriage controller;

34 is a second block exchange unit carriage controller;

35 - input / output unit;

36 - input unit;

37 - address stub;

p1-p21 - relay;

K1-K21 - keys;

T1-T21 - connection points.

Figure 1 presents:

1.1 ... 1.k - speed and track sensors; each sensor measures the actual speed and distance traveled, as well as determining the direction of train movement.

As speed sensors, induction reversible sensors are used, which are installed in the inspection hatches of the gearboxes of the wheel pairs of the head and tail cars of the train. Speed sensors form a sequence of pulses, the frequency of which is proportional to the speed of rotation of the wheelset, and accordingly the speed of the train. Each pulse indicates the passage of one tooth of the gear wheel through the sensor and corresponds to the passage of three centimeters of the train. The pulse sequence is fed to the galvanically isolated input of the controller of the communication unit. In addition to signals corresponding to the actual speed, a signal is generated that determines the direction of train movement. The actual speed and direction of the train allows you to have information about the distance traveled - the "coordinate" of the train.

2.1, 2.2 - two coils of the inductive channel, which are part of the carriage equipment of the head / tail cars, are designed to receive code signals from the rail line for automatic speed control of the APC corresponding to the permissible speeds. (Information about the permissible speed is encoded at the station and transmitted along the rail circuits with alternating current voltage of a certain frequency in the range from 75 to 275 Hz; km / h speed: - 80, 70, 60, 40 and 0. The reception of phase difference modulation signals can be arranged) .

3 - the terminal block of the driver, is designed to receive commands for controlling the movement of the train from the driver and transfer them to the first on-board computer 6 and the second on-board computer 7, as well as for visual monitoring of the parameters of movement and the technical condition of the system, which allows you to monitor and control the technical means of the train during all its operating modes. The terminal block of the driver includes a display unit (display) with a processor and keyboard. Permission to allow the driver to work is made by the magnetic access authorizer or by password (access code) entered from the keyboard of the terminal block of the driver.

4.f - engine controller, designed to generate control signals for engines 5 of the traction electric drive (in trailed cars, there are no 4.f engine controllers). Each traction drive controller is connected via a CAN interface to a block of the carriage controller 19.i, which issues control commands to it.

5 - engines, in the amount of four, are included in the kit of the asynchronous traction drive;

The electric equipment of the traction and auxiliary drives is installed in a container suspended under the frame of the body between the trolleys of each motor car. The container is equipped with traction equipment for four asynchronous motors and contains inverters for auxiliary drives. The container also has a battery charger.

6 - the first on-board computer (Fig. 2) is intended for receiving and processing information from sensors, a radio communication unit, a driver terminal block, engine controllers and control signals from train systems, implementing a functional program for an electric rolling stock motion control system to provide predetermined train driving modes ( traction and braking control), the formation of door control commands to the relay switching units and to the carriage controller blocks, as well as to the electric pneumatic valve control unit; He is the master of CAN communication on the first serial interface 8 and the second serial interface 9. The first on-board computer 6 is the leading computer when issuing control commands to the car controllers units 19.i.

7 - the second on-board computer performs the same functions as the first on-board computer 6 for receiving and processing information, as well as for implementing a functional program, but it does not issue control commands to the controllers of the 4 engines, performing the monitoring function. The second on-board computer 7 is a slave. A database containing all information about driving routes, line parameters, parking lots (stations, dead ends, depots), stages, taking into account: the profile of traffic areas, speed characteristics of traffic, locations of reflectors, etc., has been entered into the memory of both on-board computers. The database contains the calculated values of the thrust coefficients for calculating on-board shutdown speed and connecting thrust for each haul, taking into account the minimization of energy consumption. This information allows you to implement all modes of maintaining the composition, including auto. In addition, user identification information may be stored in the database, taking into account personal access rights.

8 - the first serial interface, provides in the CAN standard the reception of information from sensors 1.1 ... 1.k of speed and path, from coils 2.1 and 2.2 of the inductive channel and from sensors 10.1 ... 10.j of the path correction, through the communication unit 17 as well as the exchange of information with the radio communication unit 12 and the driver terminal unit 3. The first serial interface 8, as well as two-way communications with the driver terminal block 3, the radio communication block 12 and the communication block 17, can be reserved (as in the prototype) to provide indication of movement parameters on the backup indicator of the driver terminal block 3.

9 - the second serial interface, provides communication and exchange in the CAN standard of the first and second on-board computers 6 and 7 with the blocks 19 of the car controllers of all cars, starting from the first (head) to the n-th (tail) car.

10.1 ... 10.j - track correction sensors, designed to fix the signal from the reference mark with known coordinates, installed in the tunnel along the train route, generate signals that provide correction of the coordinates of the location of the train on the stage and specify the values of the diameter of the wheel pair bandage, associated with speed sensors. Since the value of the distance traveled based on the data of the sensors 1.1 ... 1.k of speed and the path depends on the diameter of the bandage of the wheelset associated with the sensors 1.1 ... 1.k of speed and the path, and the calculation error increases with increasing measurement time, in the system to improve the accuracy of aimed braking is the correction of the values of the distance traveled and the diameter of the bandage of the wheelset. Sensors 10.1 ... 10.j of the path correction are signal transceivers in the infrared (IR) frequency range and work in conjunction with passive reflectors of IR signals (reflectors - reflectors) mounted on stages in fixed places with known coordinates of two points with a fixed distance (e.g. measuring area 100 m). When a train passes a control point with a reflector installed, sensors 10.1 ... 10.j track correction by the presence of reflection, potential signals are formed that are fed to the galvanically isolated inputs of the head unit 17 of the communication unit. In the communication block 17, the coordinates of the installation of the first and second reflectors are determined, the values of which are received on-board computers 6 and 7. A request for measuring the bandage of the wheelset with its number can be entered from the head cabin and is made on measured runs regardless of the speed of the train.

11 - the antenna of the digital radio channel, is an antenna-feeder device located on the roof of the train in the head / tail carriage. Together with the radio communication unit 12, it provides on-air communication with stationary equipment at the stations.

12 - a radio communication unit located in the head / tail carriage is intended for exchange between the station and the train; provides an independent additional channel for obtaining information about the permissible speed (increased security) and permission to open doors to ensure the auto-driving mode. The information from the station includes: station identifier, turnover station identifier, permissible speed, position code of the train, work mode resolution from station equipment, graphic route number, train number, track number, departure time, Moscow time, travel time. The information from the train includes: train identifier, message number, train diagnostics, train length in wagons, train head position, haul number, actual train speed, personnel number of the driver, code of the actual operating mode of the electric rolling stock motion control system, number of the graphic route.

13 - the first relay switching unit (figure 2) associated with the first and second on-board computers 6 and 7, as well as with the second relay switching unit 14; designed to issue door control commands received from the first on-board computer 6.

14 - the second relay switching unit (Fig. 3), connected with the first and second on-board computers 6 and 7, as well as with the first relay switching unit 13 and train wires 24, connected to the relay switching units 18 of all the cars; designed to issue door control commands received from the second on-board computer 6 to the train wires 24.

15 - control unit electro-pneumatic valve, which is designed to control the electro-pneumatic valve 16 emergency braking; the circuitry implementation of the control unit 15 is based on the "safe" principle, which means that for any violation of the signals generated by the first and second on-board computers 6 and 7, the circuit goes into a "safe" (off) state, which puts the output amplifier off state - the power is removed from the electro-pneumatic valve 16 of the train and the train is put into braking mode. In the electric pneumatic valve control unit 15, the signal is converted into a constant voltage signal and supplied to the electric pneumatic valve 16.

16 - electro-pneumatic valve (EPC) is designed for emergency braking and is the main means of safety, is installed in the head / tail cars of the train.

17 - communication unit, designed to receive, process and transmit information on the actual speed and location of the train from sensors 1.1 ... 1.k of speed and track to the first and second on-board computers 6 and 7, and from sensors 10.1 ... 10 .j track corrections, information on the permissible train speed coming from IPC receiving coils, their galvanic isolation, filtering, decryption and digitalization. All information is formed into packets and transmitted via CAN ports via the first serial interface 8 to the first and second on-board computers 6 and 7.

The communication unit 17 also provides a signal, upon command from the host on-board computer 6, to turn on the infrared radiation of the path correction sensors 10.1 ... 10.j.

18.i - wagon relay switching unit (Fig. 5), designed to issue commands received from the wagon controller unit 19.i to the door control circuit 20.i and the wagon control circuits 21.i, as well as to transmit signals reverse control in block 19.i of the car controller.

19.i - block carriage controller (figure 4), is designed to receive from the host on-board computer 6 commands to control engines, doors and pneumatic devices, process them and issue them to block 18.i of relay switching of the carriage and issue commands to controller 4.f engines (motor cars), as well as receiving from the 4.f controller engines of diagnostic and service information. In addition, block 19.i of the car controller transmits to the on-board computers 6 and 7 information about the state of the car equipment, actuators and the necessary diagnostic information.

20.i is a diagram of the door control circuits (Fig.6), is not included in the motion control system of the electric rolling stock. Reflects the organization of the monitoring and diagnostic system.

21.i is a diagram of the wagon control circuits (Fig. 7), is not included in the motion control system of the electric rolling stock. Reflects the organization of the monitoring and diagnostic system.

22 - control of air brakes and engine locks.

23 - control of door air distributors.

24 - a group of train wires.

25 - train wire.

26 - a group of car wires associated with the equipment of the electric train.

Sensors 1.1 ... 1.k of the path and speed, inductance channel coils 2.1 and 2.2, path correction sensors 10.1 ... 10.j, driver terminal block 3, first on-board computer 6, second on-board computer 7, radio communication unit 12, block 17 communications connected by the first serial interface 8, the antenna 11, the electric pneumatic valve control unit 15, as well as the first relay switching unit 13, the second relay switching unit 14, the car relay switching unit 18.i, the car controller block 19.i, the controller 4.f engines are located both in the head carriage (shown in figure 1), and in skeleton, and are connected through the second serial interface 9 with the corresponding blocks of the tail and intermediate cars. In this case, the cars are head or tail, depending on the direction of the train.

Figure 2 presents the structural diagram of the first on-board computer 6 and the first block 13 of the relay switching. The first on-board computer 6 includes a processor unit 27 with two exchange units 28 and 29 (CAN ports), through which it is connected to the first serial interface 8 and to the second serial interface 9. The processor unit 27 is connected to the two-way inputs / outputs to I / O unit 30, which is connected to the ECC control unit 15 by the first group of outputs (two signals), and the second group of outputs is connected to the first group of inputs of the second on-board computer 7. To the first group of inputs of the first on-board computer 6 (directly tween to block 30, I / O) connected to the second group of outputs of the second board computer 7, and a third group of outputs of the first on-board computer 6 through the I / O unit 30, is connected to the first group of inputs of the first relay switching unit 13. The third group of inputs of the first on-board computer 6 receives signals from the first group of outputs of the second block 14 of the relay switching. The third group of outputs of the first on-board computer 6 includes four signals supplied to the first group of inputs of the relay switching unit 13 - to the relay: p1, p2, p3 and p4. The keys are closed (commands are issued by switching the battery voltage +24 V) the following commands are formed:

K1 - command supply on-board voltage +24 V from the battery;

K2 - left door opening command (ODL);

k3 - command to open the right doors (ODP);

K4 - team closing doors (ZD).

Simultaneously with issuing commands to the relay switching unit 13, these commands are sent to the first group of inputs of the second on-board computer 7 for monitoring.

The outputs of the keys k2, k3 and k4 form a second group of outputs of the block 13 relay switching associated with the second group of inputs of the second block 14 of the relay switching (figure 3).

In order to be able to check the status of the keys (detecting a false circuit) and check their operation, after each key, connections for reverse control (control points t1, t2, t3 and t4) are introduced, representing the first group of outputs of the first relay switching unit 13, which is connected to the second group the inputs of the first on-board computer 6 and to the third group of inputs of the second on-board computer 7. These inputs are connected to the input unit 31, which is connected to the input / output unit 30 by a group of outputs. The first and second on-board computers 6 and 7 have the same structure, design and similar communications.

Figure 3 presents the structural diagram of the second relay switching unit 14, the first group of inputs of which from the third group of outputs of the second on-board computer 7 receives three commands to the relay: p5 - ODL, p6 - ODP and p7 - ZD, in turn, from the second the output group of the first relay switching unit 13 receives signals to the second group of inputs of the relay switching unit 14, which, by connecting power to the keys k5, k6 and k7, allow the passage of commands submitted to the relay switching unit 14 from the second on-board computer 7 and form the second group have outputs connected to wires 24 by the train, and the second group of inputs 18.i relay switching units all carriages. The third output is connected to the output of block 3 of the terminal of the driver and to the second inputs of the circuits 20.i of the door control circuits of all cars by train wire 25. As well as in the first block 13 of the relay switching, for the possibility of checking the state of the keys (detecting a false circuit) and checking their operation, after each key k5, k6, k7, connections for reverse control are introduced (control points t5, t6 and t7), representing the first group of outputs of the second relay switching unit 14, which is connected to the second group of inputs of the second on-board computer Tera 7 and to the third group of inputs of the first on-board computer 6.

Figure 4 presents the structural diagram of one of the blocks 19.i of the car controller (motor car), which includes a processor unit 32 with two exchange units 33 and 34, through which it is connected to the second serial interface 9 and to the controller 4. f engines (in motor cars), respectively. The processor unit 32 is connected through two-way inputs / outputs to the input / output unit 35, which is connected by the first group of outputs to the first group of inputs of the car relay relay unit 18.i.

This group of outputs is used to transmit the following commands:

1 - “opening the left door” (ODL);

2 - “opening the doors of the right” (ODP);

3 - “closing doors” (ZD);

4 - command enable electro-pneumatic valve B1;

5 - command enable electro-pneumatic valve B2;

6 - shutdown command BLJ traction drive (disconnects the entire container);

7 - command blocking BLK traction drive (only the drive is disabled).

The first, second, third and fourth groups of inputs of the units 19.i of the car controllers are connected via the input unit 36 to the groups of input signals of the reverse control (Fig. 5, Fig. 6, Fig. 7):

1 - from blocks 18.i relay switching of the car;

2 - from the circuit 20.i of the door control circuits of the circuit;

3 - from the circuit 21.i of the car control circuits.

In addition, the following signals are received from the group of car wires 26 connected with the equipment of the electric train to the fourth group of inputs of the input unit 36:

SDE - pressure signaling device in the EPK system (only in the head carriage);

AUT - automatic brake switch, when the state is on, braking is canceled in the car from which it came;

АВУ - automatic control switch (only in the head carriage), if there is a signal, the suspension of the running mode in all cars is canceled;

COT - brake release signal (brake pad status monitoring);

KD - a signal to control the closing of doors.

These signals indicate the execution of control commands, reflect the state of the executive devices and are taken into account by the first and second on-board computers 6, 7 in functional programs.

For identification by car number and orientation (direction of engine thrust), an address plug 37 of block 19.i of the car controller is connected to the input of input unit 36.

Figure 5 presents the structural diagram of the block 18.i relay switching of the car, the first group of inputs of which from the first group of outputs of the block 19.i of the car controller receives seven signals (relay p8-p14) representing control commands:

p8 - ODL;

p9 - ODP;

p10 - ZD;

p11 is B1;

p12 - B2;

p13 is BLJ;

p14 - BLK.

The second group of inputs of the car relay relay block 18.i, connected by train wires 24 to the second group of outputs of the relay switching block 14, receives two signals to keys k8 and k9, which represent the control commands for ODL and ODP. The first group of outputs of the carriage relay switching unit 18.i, which arrives at the first group of inputs of the carriage controller block 19.i, is a reverse control signal for the ability to check the state of the keys (detect a false circuit) and verify their operation. The second group of outputs is connected to the car control circuit 21.i, and the third group is connected to the door control circuit 20.i.

Figure 6 presents the structural diagram 20.i of the door control circuits. The door control commands are sent to the first group of inputs, on the relay, from the third group of outputs of the 18.i relay switching unit of the car:

p15 - ODL;

p16 - ODP;

p17 - ZD.

After the operation of one of the actuating relays p15-p17 and closing the key k15, k 16 or k 17, the command (second group of outputs) is sent to control the door air distributors 23.

The first group of outputs (t15, t16 and t17) is the reverse control signals received at the second group of inputs of the block 19.i of the car controller. To the second input of the door control circuit 20.i circuit connected to the actuator relay p17 of all the wagons, the ZD command can be issued from the driver terminal unit 3, which is transmitted by train wire 25 (ZD). The p17 relays are controlled by the ZD team from each 18.i relay switching unit of the car. Through the contacts of the actuator relay p17, direct control of the closure of the car doors occurs. The combination of the command ZD, coming from the block 18.i relay switching of the car and from the block 14 of the relay switching transmitted by train wire 25, occurs on the "mounting OR" in the scheme of equipment of the car. (It should be noted that the scheme 20.i of the door control circuits, the scheme 21.i of the car and EPK control circuits are not directly included in the control system of the movement of electric rolling stock and are part of the control scheme of the car and train equipment, but are presented to illustrate the connections introduced for the purpose of diagnostics and allowing to control the state of train circuits and the impact of the control system on them).

Figure 7 presents the structural diagram 21.i of the control circuits of the car, which is not included in the motion control system of the electric rolling stock, is an accessory of the car equipment. The first group of inputs, on the relay p18-p21, from the second group of outputs of the block 18.i relay switching of the car receives commands to control air brakes and engine locks:

p18 - B1;

p19 - B2;

p20 is BLJ;

p21 - BLK.

After one of the actuating relays is activated and the key is closed, K18, K19, K20 or K21, the command (second group of outputs) is sent directly to 22 — control B1 or B2, or to the engine control container. The first group of outputs is the reverse control signals supplied to the second group of inputs of the block 19.i of the car controller.

The system begins with an initial test of train equipment. After installing the key in one of the driver terminal blocks (authorized access to the system), the information on the results of the initial installation of the system is displayed on the display of the corresponding terminal block of the driver, while testing the equipment and checking the completeness of the main devices. Prior to receiving commands from the on-board computer 6, all units 19.i of the car controllers install peripheral circuit boards and form a zero value for all one-time output commands.

At the request of the driver, commands for controlling doors and pneumatic equipment are worked out, and a choice of a further operating mode can also be carried out. From the point of view of the functional program, the head car is the car in which the key of the main control is installed and from which the system is transferred to the operating mode:

- the video frame "line output" is formed on the display;

- a team is formed to close the doors;

- a command is formed to turn on the electro-pneumatic valve B1.

When controlling a train on a line, the electric rolling stock motion control system operates in the following modes:

AB - auto-driving mode, - the main mode of operation, in which the train is controlled by a system with the possibility of control by the driver;

KS - speed control mode;

OS - speed limit mode.

In AB mode, the following functions are provided:

a) when controlling the train when approaching and stopping at the station:

- aimed braking;

- fixing the arrival of the train to the station;

- the formation of a team opening doors;

- indication to the terminal block of the driver of the current parameters in the parking lot.

b) when controlling a train at a station:

- countdown and indication of the planned train stop time at the station;

- formation of a command to disable the electric brake;

- formation of the buzzer enable command (send permission signal);

- the formation of a team closing doors and control the closing of doors;

- the formation of a command to disable the replacement valve B1;

- the formation of teams on and off traction;

- fixing the departure of the train from the station, setting and displaying signs defining the control mode of the movement of the train on the stage.

c) when controlling speed and braking control of a train on a stretch:

- the formation of braking commands when the difference between the allowable received on the rail channel, and the actual speed of the train within 2-4 km / h and turning off the braking after exceeding the specified difference;

- the formation of braking commands at an acceptable speed (V _D ) = 0 to a complete stop;

- the formation of braking commands for V _D = "LF" (no frequency);

- permission to move under the vigilance pedal;

- the formation of braking commands on the basis of PA malfunction until the train stops completely;

- the formation of a ban on traction before braking;

- control of the operation of pneumatic brakes B1, B2;

- monitoring the effectiveness of braking and in its absence, the inclusion of EPA;

- the abolition of the prohibition of traction mode after reducing speed;

- the exception of rolling the train more than one turn of the wheel.

In the КС mode, the train is controlled by the driver under the control of the safety subsystem of the train control system for the electric rolling stock of the train with a speed limit of the allowable speed V _D. In this mode, automated control of traction, targeted braking and opening / closing of doors is excluded. Other functions of the electric rolling stock control system of the train coincide with the AB mode.

The OS mode coincides with the CS mode with a speed limit of up to 20 km / h (at V _D ≤40 km / h) or up to 35 km / h (at V _D > 40 km / h) under the pressed vigilance pedal. In addition, it is possible to control the train by the driver in manual mode, while ensuring the performance of the functions of the CS and OS modes.

To control the movement of the train, operational information is used from speed sensors and paths about the location of the train, its actual speed, acceleration and about the permissible speed obtained as a result of decoding signals of rail circuits from two inductors, as well as database data. At the same time, using track correction sensors, the calculation errors of the train location are calculated.

The control system continuously measures the actual speed of the train and compares it with the permissible. If the actual speed does not exceed the permissible, then the train devices do not affect the train control process. When the actual speed is less than the permissible and serviceable control system, movement is allowed in the mode determined by the train driver. If the permissible speed is exceeded, a braking command is issued with a preliminary shutdown of the traction motors 5 and an alarm about their automatic shutdown and braking on.

Each train car has electro-pneumatic valves B1 and B2. The system manages them in accordance with the inherent algorithms for solving problems. Turning on valve B1 can also be done by the driver by submitting a request to the system to turn on valve B1 by pressing the button “B1” on block 3 of the terminal of the driver. The signals for turning on and off B1 and B2 in each car are formed by the blocks 19.i of the car controllers according to the commands received from the first on-board computer 6 via the second serial interface 9. The signals are fed to the executive relays p18, p19, which switch the battery voltage +24 V on B1 or B2 (Fig.7).

When forming a command to activate the pneumatic brake B1, the appearance of the COT signal from the group of 26 car wires is controlled. If the signal does not appear within a period of time up to 2.5 s, then a command is formed to activate the B2 air brake. The inclusion of B2 is carried out with insufficient electric braking. The removal of the teams "B1" and "B2" is performed when forming the running teams. At the same time, the value of the COT signal from the group of 26 car wires is also controlled.

Signals for monitoring the state of the brake pads of the COT are received at the input of the unit 19.i of the car controller in each car. In addition, in case of exceeding a certain level of pressure in the brake cylinders, signals from the AVU and AVT from the group of 26 car wires are received, signaling the need to cancel the traction mode or electric braking (Fig. 4).

EPKs are installed in the head / tail cars. They are controlled by blocks 15 of the EPA control. Control signals are transmitted via a two-wire line isolated from the car body. If there is pressure in the EPA line, an SDE signal is received at the input of the unit 19.i of the car controller in the head cars. Initially, electric braking is activated with the monitoring of its effectiveness. If the action of electric braking is not confirmed after a set time, pneumatic brakes and their control system are activated. In the case of emergency braking on command from the first (leading) on-board controller 6, by removing one of the signals output to the EPA control unit 15, EPA 16 can be activated, which can also be activated if there is a danger of a dangerous failure from the second on-board controller 7, which operates in as a "monitor" on the first serial interface 8, taking all the information, executing a functional program and monitoring the issuance of commands by the first on-board computer 6 to the second serial interface 9 in blocks 19.i wagon controllers. Each unit 19.i of the car controller is a “master” in communication with the container and every 25 ms communicates with the MASTER-board of the container. The data packet received from the container, block 19.i of the car controller transmits via CAN-interface 9 for reception by the first and second on-board computers 6 and 7.

Motor control 5 is possible in the following modes: running mode, coasting mode, electric braking mode, service diagnostic mode. If there is no communication on the CAN channel of the 4.f engine controller with the car controller unit 19.i of the car controller, it puts the engines in the “coast” state.

On command from the first on-board computer with 6 units 19.i of the car controllers, BLK or BLJ commands can be issued to any of the 4.f engine controllers.

The door control commands are sent to each of the train cars by train wires: ЗД - train wire 25; ODL, ODP - a group of train wires 24. Commands for opening doors are generated by the system automatically (in AV mode) or at the request of the driver (pressing the buttons to open the doors on the terminal block of the driver) under the control of the system. The command to close the doors is generated both by the system and directly by the driver (the signal to close the doors from the toggle switch ZD on the terminal of the driver enters the train wire 25). Door control commands are generated by both the first on-board computer 6 for transmission to the first relay switching unit 13 and the second on-board computer 7, for transmission to the second relay switching unit 14. When forming the responsible commands for controlling the doors of ODL and ODP, the system provides protection against "false alarms". To pass these commands, it is necessary that two series-connected relay switches k2 and k5, or k3 and k6, respectively, work (the logic circuit "I" is implemented) with the power turned on k1, as well as the closure of another series-connected key in each block 18.i relay switching. The passage of the commands ODL, ODP is possible only if there is no blocking command ZD from block 3 of the terminal of the driver. In the automatic driving mode, door opening commands must be confirmed by signals received from the station using the radio communication unit 12. Thus, the opening of doors occurs only in the presence of signals received "in different ways". At the same time, the door closing command is transmitted to the actuators if it is generated by at least one of the following blocks: either the driver terminal block 3, or the second relay switching unit 14 by means of the train wire 25, or the car relay relay block 18.i.

To eliminate a dangerous failure that could result in unauthorized door opening, the possibility of receiving the door opening command from the on-board computer, which is implemented together with the first and second relay switching blocks 13, 14 and block 18, was introduced into the car controller block 19.i. i relay switching of the car, as a result of which the “door opening” circuit was organized according to “I”.

Thanks to the feedbacks introduced into the 19.i car controller blocks, key control points became available, which eliminates the accumulation of failures. In addition, it became possible to receive information from the control circuits of each car. In the process of regular work, in the background, the paths of issuing the ZD command for the presence of a “short circuit” or “open circuit” are checked at control points. As well as when monitoring the paths of the passage of the door opening signals, for extended control of all keys involved in issuing the ZD command, periodic power supply is removed from the keys of the first relay switching units 13 using the commands supplied to p1.

A similar scheme is used to monitor and diagnose the paths for issuing the remaining discrete commands issued by the carriage control units 19.i to the carriage relay 18.i relay blocks (B1, B2, BLK, BLJ). The driver receives information on the status of the CD, COT, B1, B2 signals.

In order to exclude the possible accumulation of failures when working on the line, a test verification of the execution of these commands is provided, which is performed at each station when performing the standard procedure for opening doors. A test check at each station is also carried out by EPK control commands.

To implement the blocks of the system, a modern element base and devices manufactured by the industry can be used:

as speed and path sensors, induction reversible sensors can be used, for example, IOFS.013.00.000 FLARS LLC, Republic of Belarus;

Inductive channel coils, MPK 5061-00-00 TU32C Metro 1-75, are part of the carriage equipment of the head / tail cars;

As a drive, an asynchronous traction drive of the Czech company Skoda can be used, which includes an engine controller and four engines. The drive container is equipped with traction equipment for four induction motors and contains inverters for auxiliary drives. The container also has a battery charger;

each of the on-board computers and car controller units has a processor unit, for example, CPU 686E - СРС 10501 from Fastwel; CAN ports, which can be used KIB 985-01 channel adapter cards. Fastwel firms; an input / output block, for which, for example, a Fastwel discrete input / output board UNIO96-5 can be used, connected to an input block, for example, a TBI-24/0 discrete input channel galvanic isolation board, from Fastwel, can be used;

a radio communication unit can be implemented on the basis of a radio modem, for example, from SATEL, and a controller, for example, CPU 188-5 from Fastwel with CAN ports, for example, CAN-200 MP from Elkus;

to implement the communication unit, the eZdsp TMS320F2812 signal processor and the A82C250 transceiver can be used;

Fastwel TBR8 relay board can be used as relay switching blocks and wagon relay switching blocks.

The proposed motion control system for electric rolling stock allows for the safe operation of electric rolling stock:

1 continuous monitoring of compliance with the permissible speed and automatic braking when the train exceeds this speed;

2 automatic braking of the train until it stops completely in front of the occupied section of the track, as well as in front of the section of the track on which the integrity of the rail chain is violated;

3 monitoring the effectiveness of braking, and in case of inefficiency, issuing a command for emergency braking by turning off the electro-pneumatic valve (the power is removed from the EPC);

4 the impossibility of the train moving at a speed of more than 20 km / h with the safety pedal (BOP) depressed when receiving a command prohibiting movement, or in the absence of a signal in the rail circuit (when the radio channel is idle);

5 the impossibility of rolling the train after it stops;

6 issuing to the driver information on the permissible speed and forecast of its change;

7 indication to the driver of the actual speed;

8 restriction of the settling path at closed stations;

9 keeping the doors closed until the conditions for their opening are met;

10 ban on the opening of train doors in the absence of permission from the station (radio) and "non-zero" actual train speed;

11 a ban on opening train doors from the side opposite the platform, and unauthorized opening of doors outside the designated train stop zone.

The claimed invention allows:

1. Improve operational safety:

- ensure the independence of the paths of information and teams, increasing their reliability;

- exclude the possibility of false opening of doors;

- eliminate the accumulation of failures.

2. Implement additional features:

- wagon door opening;

- the possibility of wagon-based monitoring and diagnostics of power keys of the system and executive relays of the car;

- the possibility of car-wise control of the execution of the command to close the doors.

3. Improve manufacturability, facilitate maintenance by automating and expanding diagnostic capabilities, improve the quality of control and reduce the impact of the human factor.

Claims (1)

An electric rolling stock motion control system comprising speed and track sensors, a driver terminal block, engine controllers, two on-board computers and two serial interfaces, characterized in that inductive channel coils, path correction sensors, an antenna with a radio communication unit, two relay blocks are introduced into it switching unit, control unit for electro-pneumatic valve, communication unit, the number of wagons introduced blocks of relay switching wagons and blocks of car controllers, while the inductive channel coils, sensors pu and both speeds, path correction sensors are connected to the communication unit, the communication unit, the radio communication unit and the driver terminal unit are connected to the first inputs / outputs of the first and second on-board computers through the first serial interface, the first groups of on-board computer outputs are connected to the electric pneumatic valve control unit, the second group the outputs of the first on-board computer is connected to the first group of inputs of the second on-board computer, the second group of outputs of the second on-board computer is connected to the first group of inputs of the first on-board computer computer, the third group of outputs of the first on-board computer is connected to the first group of inputs of the first relay switching unit, the second group of outputs of which is connected to the second group of inputs of the second relay switching unit, the first group of outputs of which is connected to the second group of inputs of the second on-board computer and the third group of inputs the first on-board computer, the second group of inputs of which is connected with the first group of outputs of the first relay switching unit and with the third group of inputs of the second on-board computer, the third output group of which is connected to the first group of inputs of the second relay switching unit, the second group of outputs of which is connected to the group of train wires and to the second groups of inputs of the relay switching blocks of all cars, and the third output is connected via train wire to the output of the driver terminal block and to the second inputs door control circuits of all cars, the second inputs / outputs of the first and second on-board computers are connected via the second serial interface to the first inputs / outputs of the blocks wagon controllers of all wagons, which, with their second inputs / outputs, are connected to the controllers of the engines of the respective wagons, and their first group of outputs are connected to the first groups of inputs of the relay switching units of the respective wagons, connected by the first groups of outputs to the first groups of inputs of the blocks of wagon controllers of the respective wagons, which the second groups of inputs are connected to the first groups of outputs of the circuits of the door control circuits of the corresponding cars, and their third groups of inputs are connected to the first groups of outputs of the control circuits of the corresponding cars, the second groups of outputs that are connected to the control circuits of air brakes and engine locks of the respective cars, the groups of inputs of the circuits of the control circuits of the cars are connected to the second groups of outputs of the relay switching blocks of the cars, the third groups of outputs of which are connected to the first groups the inputs of the circuits of the door control circuits of the corresponding cars, the second groups of outputs of which are connected with the door air distributors, and the fourth input q car controllers connected to a group of car wires.

Images