RU2341396C1 - Vehicle-borne equipment of automatic locomotive signalling - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: vehicle-borne equipment of automatic locomotive signalling contains vehicle-borne controller and connected to it locomotive impulse sensors, pressure gauges, series-connected satellite antenna, radio channel antenna and radio modification, display unit, control unit, gang switch connected with vigilance lever, cab switch, and electro-pneumatic valve. Vehicle-borne controller includes speed indicator, pressure gauges indicator, microcomputer control, navigation receiver module, safe voltage conditioner, and monitoring circuit. Vehicle-borne equipment additionally contains execution circuits' unit input of which via first outer Controller Area Network (CAN) is connected to microcomputer control, and output is connected to locomotive power circuits. Vehicle-borne controller is additionally equipped with microcomputer with one of inputs connected via navigation receiver module to satellite antenna, and other input connected via radio modification to radio channel antenna, and third - to display unit. Speed indicator, pressure gauges indicator, microcomputer control, and microcomputer are connected by inner CAN bus isolated from second outer CAN bus by CAN bridge.

EFFECT: shunting locomotives safety increase during shunting operations.

1 dwg

Description

The invention relates to the field of railway automation, telemechanics and communications and can be used to control a locomotive during shunting operations and to improve the safety of shunting locomotives (trains) when performing shunting operations at destination stations.

A device for combined radio communication and radio navigation for determining the parameters of the movement of the train (patent RU No. 2108252, the bulletin "Inventions" 1998, No. 10). 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 sending messages, but also for determining the coordinates of the locomotive and its 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 functionality is a comprehensive locomotive safety device unified (patent RU No. 2248899, the bulletin "Inventions. Utility models" 2005, No. 9). The objective of this device is to determine the maximum permissible speed mode of the locomotive and monitor its compliance with determining the coordinates of the train without the participation of station devices.

The disadvantages of this device are the complex modular structure, low bandwidth of the CAN interface due to the common CAN bus for all external and internal devices. There is no high-speed internal CAN system bus, resulting in reduced system reliability. There is no automatic locomotive control mode. Insufficient information content of the testimony. Lack of proper flexibility in changing the system configuration for any type of locomotive.

The technical result of the claimed invention is to more accurately determine the location of the locomotive and its speed, expand the functionality: control the speed mode together with the navigation receiver and control the locomotive in automatic mode, increase the speed and accuracy of information transfer via the internal CAN bus, increase information content due to issuing information about the operation of the locomotive on the liquid crystal screen of the information block.

The technical result is achieved by the fact that the on-board equipment of the automatic locomotive signaling 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.

Structurally, the on-board equipment for automatic locomotive signaling consists of an on-board controller of a unified BKU (main computing device), and locomotive DIL pulse sensors connected to it, DD pressure sensors, satellite navigation system antennas, radio channel antennas via the RM radio modem via the RS232 interface, BI indication unit via the interface VGA, control unit for control unit, switch unit for power supply unit and switch for cab cab connected to it, vigilance handles RB and electro-pneumatic valve and EPK, and the block of executive circuits of the BIC via the CAN interface.

The unified BKU on-board controller contains programmable modules that are programmed for any type of locomotive.

On-board controller unified BKU includes:

- control and management module MKU. MKU solves the problems of locomotive control, as well as monitors the operation of all devices and monitors the vigilance of the driver. Based on the results of vigilance control and in case of non-compliance with the speed limit, the MCU makes a decision on emergency braking. MKU has two independent channels of information processing, this is necessary for safe control of the locomotive. Each channel provides control signals to a control circuit that generates a specific frequency for the voltage generator of the electro-pneumatic valve. Thus, when the control signals do not coincide, voltage is not formed and emergency braking occurs;

- СРС microcomputer, which solves the problem of locating the coordinates of the locomotive according to the data from the navigation receiver module of the MNP, generates motion parameters according to the route task received from the central station via radio, displays information about the locomotive's operation on the screen of the BI display unit;

- MNP navigation receiver module, which processes signals from satellites of the GLONASS and GPS radio navigation systems;

- a module for calculating the speed of the IRR movement, which determines the actual speed of the locomotive according to the data from the wheel sensors and has the ability to connect other measuring sensors to it in the future;

- IDD pressure sensor meter module, which determines the pressure in the brake line, in the brake cylinder according to data from pressure sensors and is necessary for controlling braking;

- bridge-CAN module, which is necessary to expand the system, i.e. for connecting external WU devices that have a CAN interface;

- FBN safety voltage driver for an electro-pneumatic valve;

- a control circuit that processes control signals from the MCU.

The BI display unit is designed to display 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 block of executive circuits of the BIC is connected to the on-board controller of the BKU and is designed to switch the power circuits of the locomotive, as well as to generate data on the status of the control circuits of the locomotive.

The control unit BU is designed to enter using the keyboard the necessary data about the train and the driver, as well as to enter motion parameters.

The module of the RM radio modem, which transmits train data and motion parameters to the station, receives commands from the station to limit the speed of movement, and also organizes the exchange of information in the interval regulation mode.

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 appropriate signal is not received at the MCU within a certain period of time), an emergency braking signal is generated in the MCU through the control circuit K, the safety voltage generator FBN and the block of switches to the EPA electro-pneumatic valve.

The BP switch block is designed to turn on-board equipment, and to switch when changing the control cab of a locomotive, as well as switch the system to the appropriate operating mode, manual or automatic).

The drawing shows a structural diagram of the on-board equipment of automatic locomotive signaling, comprising: a unified on-board controller BKU 1, which is the main computing device, a pulse sensor locomotive DIL 2, a pressure sensor DD 3, an antenna of a radio channel 4, a radio modem PM 5, an antenna of a satellite navigation system 6, a unit Indications BI 7, control unit BU 8, switch unit BP 9, which is connected to the cab switch KAB 10, vigilance handle RB 11, electro-pneumatic valve EPK 12 and the unit will execute chain circuits BIC 13.

BKU 1 contains: a module for calculating the speed of the VVD 14, the input of which is connected to a pulse sensor by a locomotive DIL 2; IDD 15 pressure meter module, the input of which is connected to the DD 3 pressure sensor; MNP 16 navigation receiver module, the input of which is connected to the satellite antenna 6, and the output to the СРС 17 microcomputer, which is also connected to the PM 5 radio modem and BI 7 indication unit; the control and management module MKU 18, which is connected to the control unit BU 8, the switch unit BP 9, and also through the control module K 19 with the shaper of safe voltage FBN 20. MKU 18 is also connected to the block of executive circuits BIC 13, the output of which is directed to the locomotive chains. The CAN bridge 21 communicates with external devices of the VU 22 and is connected via a common bus with the MKU 18, the microcomputer СРС 17, the pressure meter module 15, and the VSD speed calculator module 14.

The device operates as follows.

The on-board equipment of the automatic locomotive alarm starts working immediately after turning on the power switch toggle switch 9. The MKU 18 module tests all the devices and transmits the test results via the internal CAN bus to the CPC 17 microcomputer, after which the CPC 17 microcomputer displays the test results via the VGA interface on the display unit screen BI 7. The engineer, analyzing the test results, sets the operating mode using the appropriate switch on the switch unit BP 9. MKU 18 reading si signals from the PSU 9, transmits these signals via the internal CAN bus to the microcomputer CPC 17, which, analyzing these signals, switches to the specified operating mode.

The signals from the radio antenna 4 through the radio modem 5 enter the microcomputer СРС 17, where a route task is generated from them, which is displayed on the screen of the BI 7 display unit via the VGA interface. In automatic mode, the driver confirms the route task by pressing the corresponding button on the control unit BU 8, the signal confirmation from the BU 8 through the MCU 18 is received via the internal CAN bus to the CPC 17 microcomputer. After confirmation, the CPC 17 microcomputer proceeds with the route task, i.e. sends control commands via the internal CAN bus to the MCU 18 module, which, analyzing the control command, generates a switching command, which is sent via the first external CAN bus to the block of executive circuits of CIC 13. CIC 12 receives the switching command and switches the corresponding locomotive circuits, then reads the status of the locomotive circuits and sends this information via the first external CAN bus to the MKU 18 module, which, analyzing this information, verifies the correct switching of the locomotive circuits. If the circuits of the locomotive are incorrectly switched, the MKU 18 includes service braking, forming the appropriate command coming through the control circuit K 19, the safety voltage generator FBN 20 and the block of switches 9 to the EPA 12 electro-pneumatic valve.

The signals from the impulse sensors of locomotive DIL 2 enter the module of the speed calculator of the VVD 14 of the unit BKU 1, where they form the values of the actual speed of the locomotive and the distance traveled. These data are transmitted to the MKU 18 module and the CPC 17 microcomputer for comparison with the permissible speed and decision on service braking, the data are displayed on the screen of the BI 7 indication unit.

The signals from the pressure sensors DD 3 enter the pressure meter module IDD 15 block BKU 1, where pressure values are formed from them. These data are transmitted to the MKU 18 module and the CPC 17 microcomputer to make a decision on braking on / off, and the data is displayed on the screen of the BI 7 indication unit.

The signals from the antenna of the satellite navigation system 6 through the module of the navigation receiver MNP 16 block BKU 1 enter the microcomputer CPC 17, where on the basis of these signals and data the location of the locomotive and the distance to the obstacle are determined. These data are displayed on the BI 7 screen.

The CAN 21 bridge module isolates the internal CAN bus from the second external CAN bus, is designed to expand the functionality of the system, and serves as a link between the external devices of the VU 22 and the devices of the on-board controller BKU 1.

To increase the safety of traffic control by increasing the reliability of the information received, the MCU 18 contains two information processing channels, each channel sends control signals to the control circuit K 19, which checks the correctness of these signals and generates a control frequency that is supplied to the safe voltage driver FBN 20. FBN 20 in the presence of a control frequency through the block of switches 9 includes an electro-pneumatic valve EPK 12. In emergency situations (when the program freezes), the MKU module 18 n sends control signals to the control circuit 19 consequently K is not formed on the PBN frequency control 20 and voltage is not supplied to EPA 12 thereby triggers emergency braking. This eliminates the emergency situation in which the locomotive may be in an uncontrolled state.

The power supply of the on-board equipment of the automatic locomotive signaling is based on 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 (1)

On-board equipment for automatic locomotive signaling, comprising an on-board controller and locomotive impulse sensors, pressure sensors, serially connected satellite antenna, radio channel antenna and radio modem, an indication unit, a control unit, a switch unit that is connected to the driver’s vigilance handle, a cabin switch and an electro-pneumatic valve, while the on-board controller includes a speed calculator, a pressure gauge meter, a microprocessor control For navigation and control, a navigation receiver module, a safe voltage driver and a control circuit, characterized in that it contains an executive circuit block, the input of which is connected to the microprocessor of control and control via the first external CAN bus, and the output is connected to the power circuits of the locomotive, while in the on-board the controller is additionally introduced a microcomputer, one of the inputs of which is connected through the module of the navigation receiver to the satellite antenna, the other through the radio modem with the antenna of the radio channel, and the third with the display unit and, at the same time, the speed calculator, the pressure sensor meter, the control and control microprocessor and the microcomputer are connected by a common internal CAN bus, which is isolated from the second external CAN bus by a CAN bridge.