RU2369509C1 - System of switching automatic cab signalling - Google Patents

Abstract

FIELD: physics.

SUBSTANCE: system consists of onboard equipment, station equipment and service equipment, meant for functional testing, diagnosing and identifying defects onboard equipment and station equipment. The station equipment includes a control computer system, which controls underground conditions based on data, received from electric centralised devices through a data collection controller, provides for interaction with the onboard equipment and service equipment over a digital radio channel, controls maintenance of wireless communication with locomotives and controls movement of mobile units. The onboard equipment includes an onboard controller, display unit, control unit, switch unit, pulse sensors and a radio terminal, which receives information on the processor module of the onboard controller and exchanges information with a radio terminal, which is part of the station equipment and a radio terminal, which is part of the service equipment, with two-tier architecture.

EFFECT: higher degree of automation and efficiency of switching operations on railway stations.

9 cl, 4 dwg

Description

The invention relates to automation and telemechanics in railway transport and is intended to automate the process of controlling shunting movements at railway stations.

A known planning system for a predetermined period of time using funds in a freight railway system, containing a base of withdrawal mechanism standards for strategically restricting the schedule for train movement, based on user-defined freight rail operating rules and optimizing the proposed schedules under relaxed restrictions, a base of withdrawal mechanism restrictions for development a detailed movement plan based on optimization within a predetermined tolerance atm traffic plan, the strategic limitation of graphics based on said database standards (US 5623413, 22.04.1997).

A known railway alarm system comprising a monitoring device for controlling the movement of railway vehicles on a railway track. The system includes a memory for storing data defining the physical characteristics of the railway track and vehicle locations, a first processor for processing data stored in memory to determine allowable vehicle movements, a first interface for transmitting vehicle movement data defining allowable vehicle movements, unit protection that at least one of the vehicles carries to call a vehicle moving under the control of the device control system, a second interface receiving traffic data relating to the vehicle, a second memory for storing geographic data defining the physical characteristics of the railway track, a second processor for processing traffic data depending on geographic data to determine the operating speed for the vehicle, and the unit of operation to control the movement of the vehicle at a certain operating speed (US 5437422, 08/01/1995).

From WO 2005/082696, 09.09.2005, a railway car tracking system is known comprising an on-board communication system, a positioning system and a transceiver. The communication system includes a processor responsive to the program being executed for the operational action of the transceiver. The processor memory includes a remotely addressable database of software available in accordance with an executable program for setting a message event in response to at least one of the selected time, a change in geographic location, extended time in geographic location, approach to a specified geographic location, grip / separation of the car with a specific locomotive and a command for communication. The wagon includes an AEI reader for reading AEI data on other vehicles and transmitting data indicating at least the location of other rail vehicles.

Known centralized dispatch system with distributed controlled points, containing distributed controlled points and a central control center with the workstation of the train dispatcher, connected by an external local network. The redundant central control unit of each distributed controlled control center consists of a main set, a backup set and a diagnostic module, which are interconnected. Each of these kits consists of a control module and a communication module. The control module comprises a single-chip electronic computer, memory devices, display devices, a reset device, a display device, an input / output buffer, an input device, a LAN matching device, a temperature sensor, a time counter, an interface conversion device, a control unit for said set and voltage converter (RU 2240245, 20.11.2004).

Known hiding program-setting device containing a printing unit, thrust and rolling speed meters connected to the corresponding inputs of the unit for determining the moment of separation, a shaper of parameters of routes and cuts, a unit for calculating the dissolution rate, a coding and indication unit connected in series. An radio speed sensor is connected to the input of the trip fact determination unit, and the trip accuracy control unit is connected to the output. The first output of the coding and indication unit is the output to the automatic slide centralization devices, and the second output is connected to the input of the switching unit. The output of the latter is the output of the device to the traffic light. The device is equipped with a block for modeling the sorting process, a block for setting the axis, a block for determining the current weight of the train, a block for setting the speed of dissolution, a block for remote control, and a block for determining the direction of movement (RU 2157773, 20.10.2000).

In the patent RU 2159716, November 27, 2000, a device for shunting automatic locomotive signaling is described, comprising an on-board message transmission monitoring device, transmitting devices, post devices designed to determine the route by the state of sensors of electric centralization devices and to generate signals for changing the permissible speed value. There are blocks of input data, monitoring the execution of the route, the formation and inclusion of an emergency order, monitoring the radio channel with timers and determining coordinates. The route execution control unit is connected by an input to the sensors of the electric centralization devices, and the outputs are connected to the emergency order enable unit and the input data unit.

The closest analogue is a shunting system for automatic locomotive signaling, containing station and airborne equipment. Station equipment consists of a polling controller, electrical centralization and contains a stationary shaper, matching devices, transceivers, two workstations on duty at the station, a communication adapter, printer, radio modem power supply, uninterruptible power supplies, service equipment, and a curvimeter. The on-board equipment includes: an on-board computer based on an industrial single-board computer, a keyboard, a switch block, an indication unit, pulse sensors, a transceiver device, antenna equipment, a power board (G. Filatov, A. Pavlov. “PC-510 single-board computer on-board equipment of the locomotive signaling system ", the journal" Modern Automation Technologies ", No. 4, 2000, p. 54-59).

The disadvantage of the above systems is the insufficient degree of automation of process control, the lack of accuracy in determining the location of moving objects, the lack of information for solving optimization problems.

The objective of the invention is to provide a shunting system for automatic locomotive signaling, providing increased traffic safety on the railway. stations, monitoring the location and movement of shunting locomotives at the station, creating an information platform to optimize station operation.

The technical result achieved by the implementation of this invention is to increase the degree of automation and shunting performance at railway stations by preventing the locomotive (train) from moving at a speed higher than the allowable one, by automatically stopping the locomotive (train) in front of the traffic light prohibiting signal, and shortening the interoperation intervals and route gaps of the locomotive due to precise control of its location and actual speed.

The specified technical result is achieved in a shunting system for automatic locomotive signaling, consisting of on-board equipment, a station device and service equipment, designed to test performance, diagnose and detect defects in the on-board equipment and station device. The station device includes a control computer complex, which provides control of the train situation on the basis of data received from electric centralization devices via a data acquisition controller, provides interaction with on-board equipment and service equipment via a digital radio channel, provides control of radio communication support with locomotives and monitors the movement of mobile units in addition, the station device includes a data acquisition controller that provides collection data on the state of the objects of control by cyclic polling, and the transmission of this information to service equipment, and the on-board equipment includes an on-board controller designed to implement all the functionality of the on-board equipment, an indication unit, a control unit, a switch unit, pulse sensors and a radio station receiving information to the processor module of the on-board controller and exchanging information with the radio station included in the station device and the radio station included it consists of service equipment having a two-tier architecture, on the top of which all the functionalities are realized during diagnostics of on-board and station equipment, and on the bottom are the control panel for on-board equipment and the control panel of the station device.

The upper level of service equipment is an industrial computer with a connected radio station, on which the radio channel is checked.

At the lower level of the service equipment is the on-board equipment control panel, which checks the on-board controller and on-board equipment speed meter and the control panel of the data acquisition controller and adapter, which checks the devices from the station equipment.

Service equipment operates in multiple cyclic applications.

The on-board equipment constantly monitors the state of movement of the locomotive, the state of the electric equipment of the locomotive, the data of the radio channel and the output of operational information to the monitor, while information about the state of the electric equipment of the locomotive is received through the switch block, and information about the actual speed of movement is received from the pulse sensors.

The control computer complex interacts with other station and locomotive systems and a satellite navigation system.

The stationary device and on-board equipment in operating conditions are interconnected via a digital radio communication channel.

The service equipment is connected to the station device and on-board equipment via a digital radio channel, and also has the ability to cable connection when conducting work to verify the operability of the system components.

The frequency range of digital radio channels is 150 MHz or 460 MHz.

The invention is illustrated by drawings, where figure 1 shows a structural diagram of the LITTLE; figure 2 is a structural diagram of a station device; figure 3 is a structural diagram of on-board equipment; figure 4 is a structural diagram of service equipment.

The system and its components are equipped with the following objects: posts of electric centralization (EC) of railway stations; control and measuring points (instrumentation) of signaling and communication distances; locomotives; locomotive depots.

The LITTLE system is built as an integrated human-machine system, functioning at the pace of the technological process (real-time), and includes operational technological and maintenance personnel and a set of software and hardware.

System-wide features:

1) control of short-term loss of communication and preservation of transmitted information;

2) change of locomotive operating modes on the orders of station devices;

3) the execution of the orders of the station duty officer (DSP) on the passage of the prohibition signal;

4) identification and determination of compliance of the route and locomotive;

5) assignment, extension, shortening and cancellation of the route assignment;

6) the creation of routes for the prohibition signal;

7) control of permissible speed when performing routing tasks, including at the places of work;

8) confirmation by the driver of the visibility of wagons on a busy track and places of work;

10) measuring the length of the composition;

11) determination of the distance to the places of work;

12) control of the movement of the train within the last occupied section of the route task relative to its “head” and “tail”;

13) the implementation of routes outside the station with the conclusion of the locomotive from the system;

14) disruption of EPA: in case of malfunctions of locomotive equipment or its shutdown; if the permissible speeds of the braking curve are not observed; when exceeding the permissible speed; at the entrance to the obstacle or place of work, if there is no confirmation from the driver about the free way; when trying to get a prohibition signal; when trying to get to the last junction when the type of route is “for signal”; by order of station devices or chipboard.

The LITTLE system includes the following subsystems (figure 1):

- station device shunting automatic locomotive signaling 1 (SU LITTLE), designed to implement the functions and tasks of the LITTLE system associated with improving traffic safety during shunting operations at railway stations, improving safety during work on tracks, as well as with the operation of electric centralization (relay-processor centralization of the Russian Orthodox Church, microprocessor centralization of the MPC, dispatch centralization of DC, DC), actions of station attendants, shunting dispatchers, electronic Signaling and communications engineers, maintenance personnel, and repair and other persons concerned;

- on-board equipment for shunting automatic locomotive signaling 2 (BA LITTLE), designed to receive and process data transmitted from the LITTLE LAYOUT via a radio channel to measure the speed and direction of movement of the locomotive, as well as display the necessary information for the driver on the monitor screen;

- service equipment for shunting automatic locomotive signaling 3 (SO LITTLE), designed to test performance, diagnose and detect defects in SU LITTLE and BA LITTLE.

SU LITTLE is designed to operate in a continuous round-the-clock mode and provides reception from EC devices (or from other systems) of information on the status of rail circuits, traffic lights and the position of arrows, transmission of information about the condition of EC devices and the location of locomotives, setting and removing speed limits in places work on any part of the station, registration of chipboard changes in the journal of the LITTLE system, recording in the journal of the LITTLE system of events that occurred at the station, interaction via a digital radio channel with the aircraft Roy.

BA LITTLE is designed to operate in a continuous round-the-clock mode and provides control of the position of the locomotive controller, rolling control, measuring the actual speed and direction of movement of the locomotive, interacting with station devices via a digital radio channel.

SB LITTLE is designed to operate in multiple cyclic applications and provides verification of a digital radio channel, a polling controller and an adapter from the SU LITTLE, on-board controller, BA LITTLE speed meter.

SU LITTLE (figure 2) consists of a control computer complex 8 (UVK), a data acquisition controller 4 (KSD), electrical centralization 5 (EC), an automated workstation for an electromechanic 12 (AWS SH) and an automated workstation for a duty officer at station 11 ( AWP chipboard).

UVK 8 provides reception, verification and interpretation of information coming from the lower level; control (according to the display on the monitor) of shunting and train routes specified with the help of EC devices 5, the state of free or busy tracks, switch sections, indications of traffic signals, the position of the arrows; the formation of telegrams for the moving objects of the system, taking into account the time restrictions introduced, if necessary, by the station duty officer; interaction with subsystems of BA LITTLE 2 and WITH LITTLE 3; monitoring of radio communication support with locomotives equipped with BA LITTLE 2; transmission of destination and cancellation commands for locomotives equipped with BA LITTLE 2 entered into LITTLE at this station; control of the movement of mobile units at the station; form and cancel teams for temporarily limiting the speed of locomotives when following work sites; interaction with other station and locomotive systems that are not part of the LITTLE, and a satellite navigation system 14. The UVK includes: two on-site controllers 9 (PC), two radio modems 10, two antennas 13.

AWP ШН 12 is intended for providing the signaling and control system centralization (alarm, centralization, blocking) to the electro-mechanic about the status of the ETs 5 relay and the dynamics of their operation, self-diagnostics, for storing the information base of the LITTLE if necessary and allows you to reproduce the station’s work on the monitor screen for the selected period in the required scale time.

AWP DSP 11 is designed to provide the station duty officer with information about the status of the executive devices of EC 5, the location of the moving objects at the station and makes it possible to enter information on the station duty officer.

The data acquisition controller 4 (KSD) provides data collection on the state of the objects of control (EC 5 actuators) by means of a cyclic survey, it includes: two distributed survey matrices 6 (RMO), two controllers 7. Data is input using the front and rear relay contacts through galvanic isolation devices, taking into account the following requirements:

1) to enter data, relay contacts of the first class are used, not occupied in other circuits;

2) data entry is carried out through a galvanic isolation device with full-featured control of the data acquisition and input circuits;

3) when assessing the state of an object, data are accumulated and processed to ensure their required reliability under the influence of electromagnetic interference and contact “bounce”;

4) the signal processing time from the moment of changing the state of contacts to the formation of information about the state of the object does not exceed 0.5 s.

The software of UVK, KSD, AWP SHN and AWP DSP works in the operating systems Widows XP service pack 2 and InTime 2.22 3 and is based on the use of object-oriented construction approaches. The software is executed in the source language C ++.

BA LITTLE (Fig. 3) consists of an on-board controller 18 (BC) with built-in software (software) designed to implement all the functionality of the on-board equipment, an indication unit 17 (BI), designed to display the operator’s working screen and display visual information when the operation of the BA LITTLE, control unit 19 (BU), designed to enter information by the driver from the keyboard, the block of switches 16 (BP), designed to connect the BA LITTLE to the electrical equipment of the locomotive, pulse sensors 15 (DI), values for converting the angle of rotation of the wheel into two sequences of pulses of direct current, the radio station 20, exchanging information with the processor module BK and exchanging information on a digital radio channel with a radio station that is part of the SU LITTLE, antenna 21.

ON BA LITTLE works in real time. The program constantly monitors the state of movement of the locomotive, the condition of the electric equipment of the locomotive, radio channel data and the output of operational information to the monitor. In critical situations, the program affects the control of the locomotive's power plant and produces emergency braking.

WITH LITTLE 3 has a two-tier architecture. The upper level represents the industrial computer (system unit 26 and the monitor, keyboard, mouse, printer, indicated by 27) with the connected radio station 30, power supply 25 and antenna 31 that implements all the functionalities of the LITTLE CO for diagnosing the on-board and station equipment of LITTLE LITTLE; At the lower level are: the control panel 28 (PC BA LITTLE) with a power source BP-110M 29, designed to test on-board equipment LITTLE; control panel 24 (PK KO), checking station equipment LITTLE; adapter 12KO 22, designed to receive information from the KSD about the current state of the objects of control and transmit the received information to the upper level for further processing; polling controller 23 (QoS). The controller of data collection KSD is designed to collect information from objects of control.

An industrial computer is designed to implement all the functionalities of the LITTLE 3 when diagnosing the on-board and station equipment of the LITTLE.

A radio station is designed to exchange information on a radio channel with a radio station that is part of the SU LITTLE 1, and a radio station that is part of the BA LITTLE 2.

SO LITTLE 3 software runs on the Windows 2000 operating system and is based on the use of object-oriented construction approaches, which makes the system flexible, manageable, and capable of organically adapting to operational requirements. The software is executed in the source language C ++.

SO LITTLE SOFTWARE is intended for checking the digital radio channel of the subsystems of SU LITTLE 1 and BA LITTLE 2, as well as collecting data from the lower level, analyzing and processing them.

The system uses the following basic means of communication: digital radio channel; local area network LAN based on 10-Mbit Ethernet technology; physical lines.

The combination of communication methods and means provides both horizontal and vertical exchange of information between the individual components of the system.

Horizontal exchange ensures the transfer of information between components of one level, and vertical exchange - between components of different levels.

The subsystems SU LITTLE 1 and BA LITTLE 2 in operating conditions are interconnected only via a digital radio channel.

The subsystem SO LITTLE 3 is connected to the subsystems of the SU LITTLE 1 and BA LITTLE 2 via a digital radio channel, and also has the ability to cable during work to verify the health of the components of the system.

The frequency range of digital radio channels should be 150 MHz or 460 MHz, depending on the region of delivery of the system.

The control of the transmitted information over a digital radio channel between the subsystems of SU LITTLE 1, BA LITTLE 2 and WITH LITTLE 3 is carried out according to the CRC32 protocol.

External interfaces of the subsystem SU LITTLE 1:

1) information exchange between the radio station and UVK 8 is made via the RS-232 / RS-422 interface;

2) information exchange between the UVK 8 sets and between the UVK 8 - AWS SHN 12 is carried out via the Ethernet local network;

3) information exchange between UVK 8, AWS SHN 12 and KSD 4 is carried out via the Ethernet local network;

4) the relay circuits connected to the KSD 4 must be galvanically isolated;

5) for interaction with other station and locomotive systems, hardware and software must be provided that provide the required reliability of data transmission.

External interfaces of the subsystem BA LITTLE 2:

1) information exchange between the on-board controller 18 (BC) and the radio station is performed via the RS-232 interface;

2) all signals coming from the locomotive and impulse sensors must be galvanically isolated.

External interfaces of the subsystem SO LITTLE 3:

1) the information exchange between the radio station and the system unit WITH LITTLE is performed via the RS-232 / RS-422 interface;

2) information exchange between the system unit СО LITTLE and adapter 22 is performed via the RS-422/485 interface;

3) information exchange between the adapter 22 and the polling controller 23 is performed via the IRPS 20 mA interface;

4) the remote control of the PC KO 24 when checking KO 23 or adapter 22 simulates the issuance of signals of the relay EC 5;

5) the control panel of the PC BA LITTLE 28 when checking the BA LITTLE 2 simulates the signals of the electric equipment of the locomotive.

6) when checking the speed meter, the system unit СО LITTLE 3 is connected to БК 18, which is part of the БА LITTLE 2, through the RS-485 interface.

The technology of the LITTLE system provides for three operating modes: manual, autonomous and telecontrol.

Manual - the system operates in the information display mode without information exchange via a digital radio channel.

Subsystem SU LITTLE 1 in manual mode provides:

1) receiving information from the EC 5 devices (or other systems) about the status of rail chains, traffic lights and the position of the arrows;

2) display on the UVK monitor 8 of the track development of the station and adjacent hauls (tracks, isolated sections, arrows, traffic lights, etc.);

3) display of the state of the objects of control (the state of the rail chains, the position of the arrows, the indications of traffic lights, given routes around the station, etc.);

4) registration of chipboard shifts in the journal of the LITTLE system;

5) entry in the journal of the LITTLE system of events that occurred at the station (with the exception of events related to BA LITTLE);

Subsystem BA LITTLE 2 in manual mode provides:

1) control the position of the controller of the locomotive;

2) control of rolling locomotive;

3) measurement of the actual speed and direction of movement of the locomotive;

4) display of the working screen of the driver on the display unit BA LITTLE;

5) disruption of the EPA during malfunctions of the BA LITTLE equipment or its shutdown.

Autonomous - the system operates in the mode of information exchange between the SU LITTLE and BA LITTLE over a digital radio channel without specifying routes.

The subsystem SU LITTLE 1 offline provides:

1) performing the functions of the manual mode of operation;

2) display on the UVK monitor of 8 locations of locomotives on the station plan, values of their actual speeds and the presence of communication with them over the air;

3) sending a command via a digital radio channel to a locomotive to disrupt EPK by order of a chipboard;

Subsystem BA LITTLE 2 offline provides:

1) performing the functions of the manual mode of operation;

2) the disruption of EPA by order of station devices or chipboard.

Telecontrol - the operation of the system with the implementation of all the inherent functions.

The initial information for the subsystem SU LITTLE 1 are:

1) data on the state of the EC 5 stations (track, switch-track, signal, closing relays and relay control the position of the arrows), read KSD 4;

2) data on the lengths of each element of the track development of the station and the permissible speed of movement on them (the length of the receiving and sending tracks, turnout sections of the track is measured between insulating joints that limit the paths on both sides);

3) the availability of places of work and temporary restrictions on the speed of movement at each station site established by the chipboard;

4) the location of locomotives on the station plan;

5) the functional state of locomotives equipped with LITTLE equipment (transmitted by each locomotive via a digital radio communication channel).

The initial information for the subsystem BA LITTLE 2 are:

1) type of locomotive (diesel locomotives type TEM 2 and CME 3);

2) type of equipment;

3) locomotive number;

4) the diameters of the wheels of the locomotive (introduced after each turning of the wheelsets by the employees responsible for servicing the BA LITTLE);

5) the condition of the electric equipment of the locomotive (position of the controller, reverser, etc.);

6) the number of pulses per wheel revolution (actual speed);

7) route task (this information is transmitted by the station equipment via a digital radio communication channel).

Initial information for the subsystem of the LITTLE 3 subsystem is data on the technical condition of the components of the subsystems of the SU LITTLE 1 and BA LITTLE 2.

Graphical user interface (GUI) of the subsystem SU LITTLE 1.

After turning on the UVK 8 and downloading the UVK SU LITTLE software, the main window appears on the monitor screen with a single-line plan of the station and the status of the system’s monitoring objects (EC 5, locomotives).

The user (station attendant), when working with the ISU SU LITTLE GUI, has the opportunity to: register an interruption on duty on chipboard shifts; to control (according to the display on the monitor) shunting and train routes set with the help of EC 5 devices, the state of vacancy or busyness of tracks, switch sections, indications of traffic signals, position of arrows; make input (positioning) and output from LITTLE locomotives equipped with BA LITTLE 2; monitor the support of radio communications with locomotives equipped with BA LITTLE 2; transmit assignment and cancellation commands for routes to locomotives equipped with BA LITTLE 2 entered into LITTLE at this station; track the movement of locomotives (railcars, trains); form and cancel teams for temporarily limiting the speed of locomotives when following work sites; View the electronic journal of events that occurred as a result of shunting at the station.

Graphical user interface of the subsystem BA LITTLE 2.

After turning on the BA LITTLE and downloading the BA LITTLE on the monitor screen, the main window appears with the image of the operating screen of the driver.

The following information for the driver is displayed on the working screen: locomotive movement area in both directions; permissible speeds in both directions; actual speed of movement; operating mode of BA LITTLE; locomotive controller position; serviceability and functioning of the equipment LITTLE; comments.

On the driver’s home screen, the following information fields can be highlighted:

- actual speed - the speed measured by the impulse sensors 15 installed on the 2nd and 5th axes of the locomotive;

- permissible speed - the maximum permitted speed of the locomotive, determined from the nature of the route, the location of the moving unit on the route and the position of the locomotive. The value of the permissible speed is determined by the rules of technical operation of railways and technical and administrative acts of the station and time restrictions (when moving forward and when moving backward);

- indicators of the direction of movement of the locomotive indicate the current direction of movement of the locomotive (when moving forward and when moving backward);

- the length of the route to the stopping point (when moving forward and when moving backward);

- the number of free block sections (when moving forward and when moving backward);

- set speed - is set in telecontrol mode by commands from the post, in the "LOCAL JOB" mode is set by the driver in the range of permissible speeds;

- the position of the controller of the KM driver (during movement and during braking);

- name of the signal to which the locomotive is allowed (when moving forward and when moving backward);

- locomotive operation mode: “P” - manual; "A" - auto mode.

Graphical user interface of the subsystem WITH LITTLE.

After turning on the industrial computer, the main window with the image of the Windows desktop appears on the monitor screen. To check the digital radio communication channel, the user of SO LITTLE must start the MALSRADIO program from the Windows desktop. At the same time, the window "Checking the radio channel LITTLE" should open on the monitor screen.

To check the digital radio channel BA LITTLE, the user WITH LITTLE must select the inscription "Board Check".

To check the digital radio channel SU LITTLE, the user WITH LITTLE must select the inscription "Post Check".

To check the speed meter, the user of the LITTLE must start the MALSKDI program from the Windows desktop.

To check the KSD and the 12 KO adapter, the user WITH LITTLE must start the MALSKO program from the Windows desktop.

System operation

SU LITTLE 1 sends an invitation to enter the system via a digital radio communication channel, indicating its name and type of system in which the station operates. After receiving the invitation, the locomotive equipped with BA LITTLE 2 is requested in the system, transmitting in the telegram its type (locomotive), number and actual speed, direction of movement, location in the train.

Information about the location of the locomotive in the composition is entered by the locomotive driver using the functional keyboard of the BU 19. After this operation, the locomotive automatically becomes an object of the system. Information on the locomotive number and its actual speed appears on the UVK 8 monitor (SU LITTLE). After establishing a connection with the locomotive and occupying it with the first isolated section, SU LITTLE 1 determines its orientation at the station, i.e. the position of his "head" in relation to the necks of the station.

SU LITTLE 1, continuously receiving information from the station 5 EC, monitors the appearance of shunting and train routes of the type: “to signal”, “per signal”, “on a busy way”, “outside the station”. Deadlock routes run as busy routes.

To transmit a route assignment to a locomotive via a digital radio channel, the station duty officer assigns the route to the locomotive - a system object that is located in front of the open route signal. The values of permissible speeds transmitted in the route task are adjusted by the system taking into account the location of the locomotive in the train (reserve, in the “head”, in the “tail”), and when performing the route task, the location of the locomotive on isolated sections is always taken into account, because permissible speed on isolated sections may be different. For example, the “head” of the train can occupy an isolated section with an allowable speed of 60 km / h, and the “tail” can be on an isolated section with an allowable speed of 25 km / h. In this case, the permissible speed of 25 km / h will be shown on the BI 17 locomotive monitor.

The route task is received by the radio station from the BA LITTLE 2, transmitted to the BC 18 and displayed on the monitor of the BI unit 17, and SU LITTLE 1 receives confirmation of receipt of the transmitted telegram and sets the sign of the destination of the route to the locomotive.

After receiving the route task, the locomotive can proceed to its implementation. The route task is carried out under the continuous automatic control of SU LITTLE 1. In response to each telegram from SU LITTLE 1, the locomotive responds with a receipt. In the event of a temporary loss of communication in subsequent telegrams, all non-transmitted information is transmitted taking into account the events that have occurred.

During the execution of each route task BA LITTLE 2 calculates the length of the composition. The calculated length of the composition is transmitted over the air to SU LITTLE 1.

Extension, extension or shortening of the route is automatically adjusted by the system and transmitted to the locomotive. When the locomotive approaches the closed signal, the BA LITTLE 2 reduces the permissible speed according to the braking curve, forcing the locomotive to go to braking. SU LITTLE 1 controls the reduction of the actual speed by the locomotive, being an additional means of controlling the passage of the closed signal. In the absence of braking, an emergency stop command is transmitted to the locomotive via the radio channel.

When performing the route task, the system continuously monitors and displays on the UVK 8 (SU LITTLE) screen the location of the locomotive on the station plan. This function of the system does not allow to assign “alien” routes to the locomotive. If for some reason the locomotive has not received information from SU LITTLE 1, then in the next telegram SU LITTLE 1 transmit a new telegram taking into account new events. If the locomotive does not receive telegrams from SU LITTLE 1 during several communication sessions, it stops before the first signal in the route or before the first arrow. After the locomotive stops, if the connection is not restored, the driver should continue to work as usual.

The place of work is set by the station duty officer on any element of the station’s track development using the “mouse” or keyboard. All set routes through the marked places of work will be transmitted to locomotives with their description.

In the absence of a route task in the “Telecontrol” mode, the locomotive can only move within the last isolated section of the last completed route. When you try to drive one of the joints of an isolated section, the EPC breaks down.

At the zero position of the controller, the on-board devices of the LITTLE control the absence of rolling of the locomotive. When the locomotive moves, the presence of two impulse sensors allows you to correctly determine the value of the actual speed during skidding and boxing, as well as during acceleration and braking.

An event log is kept in the control computer complex of UVK 8. All events occurring at the station, the actions of the station attendant and the locomotive brigade, as well as the functional state of the locomotives are recorded in the journal. In addition to the functional state of locomotive equipment, this journal also records information on the reasons for the disruption of the EPC, the inclusion of vigilance checks, etc. Information in magazines is stored for one week.

The LITTLE system can interact with the following systems:

1) Relay and microprocessor centralization (ROC and MOC);

2) Dispatch control systems (DC), dispatch centralization (DC);

3) Automated system for maintaining a database of technical regulatory acts (AC TPA);

4) Locomotive devices CLUB, CEN, etc .;

5) Other stationary and airborne systems and devices.

To organize interaction with systems, the following main means of communication are used:

1) physical lines (RS-232, RS-422/485, IRPS, etc.);

2) a local area network LAN based on 10/100-Mbit Ethernet technology;

3) digital radio channel.

The combination of communication methods and means provides both horizontal and vertical information exchange between the individual components of interacting systems.

Horizontal exchange ensures the transfer of information between system components located at the same hierarchical level, and vertical exchange - between components of different levels.

The LITTLE system today is a non-alternative means of ensuring traffic safety during shunting operations and during the transport of dangerous goods, with high reliability eliminating speeding, passage of prohibiting signals, explosion of arrows. LITTLE automatically monitors compliance with the speed limit, the distance to the place of work at the station or places with limited speed. The use of this system eliminates the collision of wagons and locomotives at the stations and prevents the occurrence of accidents occurring on a number of railways due to errors of staff. The digital radio channel of the LITTLE system in conjunction with a production computer provides the efficiency of locomotive control and tracking of their location, not achievable by other means.

Claims (9)

1. A shunting system for automatic locomotive signaling, consisting of on-board equipment, a station device and service equipment designed to test the health, diagnostics and detection of defects in on-board equipment and a station device, characterized in that the station device includes a control computer complex that provides control of the train situations based on data received from electrical centralization devices through a data acquisition controller about It provides interaction with on-board equipment and service equipment via a digital radio channel, provides monitoring of radio communication support with locomotives and monitors the movement of moving units, in addition, the station device includes a data collection controller that collects data on the state of monitoring objects by cyclic polling and transfers this information for service equipment, while the on-board equipment includes an on-board controller designed to implement all the functional capabilities of the on-board equipment, display unit, control unit, switch unit, pulse sensors and a radio station that receives information on the processor module of the on-board controller and exchanges information with the radio station that is part of the station device and the radio station that is part of the service equipment having a two-level architecture, on the top of which all the functionalities are realized during diagnostics of on-board and station equipment, and on the bottom are a pool t-board control apparatus and the remote control station apparatus. 2. The system according to claim 1, characterized in that the upper level of the service equipment is an industrial computer with a connected radio station, on which the radio channel is checked. 3. The system according to claim 2, characterized in that on the lower level of the service equipment there is an on-board equipment control panel that checks the on-board controller and on-board equipment speed meter and a control panel for the data acquisition controller and adapter, which checks devices from the station equipment. 4. The system according to any one of claims 1 to 3, characterized in that the service equipment operates in a multiple cyclic application mode. 5. The system according to claim 4, characterized in that the on-board equipment constantly monitors the state of motion of the locomotive, the condition of the electric equipment of the locomotive, the data of the radio channel and displays operational information on the monitor, while information about the state of the electric equipment of the locomotive is received through the switch block, and information about the actual the speed of the movement comes from the impulse sensors. 6. The system according to claim 5, characterized in that the control computing system interacts with other station and locomotive systems and a satellite navigation system. 7. The system according to claim 6, characterized in that the stationary device and the on-board equipment in operating conditions are interconnected via a digital radio communication channel. 8. The system according to claim 7, characterized in that the service equipment is connected to the station device and on-board equipment via a digital radio channel, and also has the possibility of cable connection when performing work to verify the operability of the system’s components. 9. The system of claim 8, characterized in that the frequency range of the radio stations of the digital radio channel is 150 MHz or 460 MHz.

Images