RU2394715C1 - Automatic locomotive signaling device - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway automatics and telemechanics and can be used in automatic locomotive signaling systems with automatic speed control, particularly in spacing regulation of train traffic on station limits. Proposed device comprises locomotive complex including locomotive safety device with its first input connected with locomotive receiving coils input. Device comprises also stationary set including generator of rail circuit state control signals, unit of receivers of rail circuit state control signals and unit to shape locomotive automatic signaling code signal. Locomotive set comprises additionally radio device with its output connected with second input of locomotive safety device. Stationary set additionally comprises actual speed shaping unit, unit measuring difference in time of recording occupancy of two rail circuits by train head end, block computer, radio channel unit and unit of logical control over consecutive occupancy and clearing of rail circuits allowing for location of tail end of advanced train and head end of next train.

EFFECT: higher device data safety.

1 dwg

Description

The invention relates to the field of railway automation and telemechanics and can be used in automatic locomotive signaling systems (ALS) with automatic speed control in railway transport, in particular, with interval control of train movements on the stages.

A device for automatic locomotive signaling TsAB-ALSO (centralized self-locking system, in which the ALS system is the main means of signaling), in which each of the rail circuits is allocated in a separate block section. Rail circuits collect information about the location of trains and transmit ALS code signals to locomotive train devices. The length of the block sections is calculated based on the braking distances of the full service braking of a unified freight train moving at the maximum speed and is a constant value for this section for different categories of trains (see the textbook Distillation Automation Systems, Moscow, Route, 2005 , p. 90 ÷ 92, 207 ÷ 219).

The disadvantages of the known device are:

- the inability to fully utilize the reserve capacity of the site for other trains with the best braking performance;

- the braking distance is calculated not relative to the tail of the train in front, but relative to the occupied block section;

- when moving short moving units, the line capacity reserves are not used.

A device for automatic locomotive signaling is known (Automatic locomotive signaling system with automatic speed control for metro lines - ALS-ARS system), which provides high line throughput while guaranteeing train safety, in which rail circuits collect information about the location of trains and transmit ALS code signals in locomotive devices of trains. The length of the block sections is calculated based on the braking distances of the full service braking of a train moving at the maximum speed and is a constant value in this section (see the book "High-Speed Automatic Locomotive Alarm for Metro", Moscow, "Transport", 1970, p. 18-19).

A disadvantage of the known device is the impossibility of its use in conditions of federal railway transport. Levels and frequency characteristics of ALS signals are determined in accordance with the technical characteristics of special rolling stock, and block sections on specific passenger lines are formed for the same speed mode for all trains.

The closest to the claimed invention in terms of essential features and functionality is the "Device for automatic locomotive signaling for a railway line" (automatic control system for the movement of trains AUDP), providing high throughput lines while guaranteeing the safety of trains, in which the length of the block sections are selected based on the established speed modes of movement.

The equipment of the known system includes stationary and airborne (locomotive) kits. Stationary sets include a block of generators of signals for monitoring the status of rail circuits, the outputs of which are connected to the inputs of the rail circuits, a block of receivers of signals for monitoring the status of rail circuits, the inputs of which are connected to the outputs of the rail circuits, and a block for generating a code signal for automatic locomotive signaling, the outputs of which are connected to the rail line (rail circuits and transceivers (AUDP) of signal frequencies of rail circuits and ALS). Each on-board kit includes locomotive receiving coils, a locomotive safety device and an automatic train control unit.

The locomotive safety device receives signal information about the permissible speed through the ALS channel used by the rail line. Then, it compares the permissible speed with the actual one, generates the AUDP signal indices corresponding to the permissible and actual speed, and together with the automatic train control unit ensures a safe high-speed mode of travel along the trains and a stop in front of the obstacle within the braking distance.

Rail circuits encoded by ALS signals are used in the process of locating a train on a train. The information content of the ALS signal is in the alarm index of the ATP corresponding to the allowable speed. Each of the signal indices is encoded by a signal frequency in the range from 10 to 36 Hz. After performing two-stage modulation using a frequency of 60 Hz traction alternating current, the code signal enters the rail line for transmission to the rolling stock. From the receiving coils, the signal enters the locomotive safety device (see the book "High-Speed Railways of Japan", Moscow, "Transport", 1984, pp. 129-148).

The disadvantages of the known device are:

- the impossibility of using the system on lines with other types of locomotive traction (for example, on the lines of Russian railways with autonomous traction, DC traction and AC traction frequency of 50 Hz) due to the use of traction alternating current frequency (60 Hz) when generating ALS code signals ) as a carrier;

- lack of information about the actual speed of trains from stationary devices of the system, which reduces information security in the train control system in the event of system or supporting infrastructure failures (for example, speed sensor failures on rolling stock, failures in the ALS channel).

The technical result of the invention is to increase information security in an automatic locomotive signaling device by generating, using a stationary set of alarm indices, AUDP, corresponding to the actual speed, as well as generating alarm AODP indices, corresponding to a permissible speed, taking into account the length of the train, braking distance and the length of one rail circuit occupied the tail carriage of the train in front, and the transmission of these signal indices to the locomotive through a radio channel .

The technical result of the invention is achieved in that in an automatic locomotive alarm device containing a locomotive kit including a locomotive safety device, the first input of which is connected to the output of the receiving locomotive coils, the inputs of which are inductively coupled to the rail line, and a stationary kit, which includes a block of generators of signals for monitoring the status of the rail circuits, the outputs of which are connected to the inputs of the rail circuits, a block of receivers for the signals of monitoring the status rail circuit, the inputs of which are connected to the outputs of the rail circuits, and the automatic signal locomotive signaling code generating unit, the outputs of which are connected to the rail line, a radio device is inserted into the locomotive set, the output of which is connected to the second input of the locomotive safety device, and the formation unit is installed in the stationary set actual speed, unit for measuring the time difference of the fixation of the signal about occupation of two rail circuits by the head of the train, calculator of the block section, block radio channel and a logical control unit for sequentially occupying and releasing the rail chains by the train, taking into account the location of the tail of the train in front and the head of the next train, the input of which is connected to the output of the receiver block of the signals for monitoring the state of the rail circuits, one of the outputs is connected to the first input of the actual speed generating unit, the second is connected with the input of the unit for measuring the time difference of the fixation of the signal about the occupation of two rail circuits by the head of the train and the third with the input of the calculator of the block section, the output of which connected to the input of the automatic locomotive signaling code signal generating unit, the additional output of which is connected to the first input of the radio channel unit, the second input of which is connected to the output of the actual speed generating unit, and the output through the antenna is connected to the radio of the locomotive set, while the second input of the actual speed generating unit connected to the output of the unit for measuring the time difference of the fixation of the signal about the occupation of two rail circuits by the head of the train.

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

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

Thus, the proposed technical solution has an inventive step and meets the criteria of patentability.

The drawing shows a functional diagram of the device.

The device comprises a stationary set 1 and a locomotive set 2. Set 1 includes a block 3 of signal generators for monitoring the status of rail circuits, the outputs of which are connected to the inputs of the monitored rail circuits; block 4 receivers of signals for monitoring the status of rail circuits, the inputs of which are connected to the outputs of the rail circuits; a logical control unit 5 for sequentially occupying and releasing rail chains by the train, taking into account the location of the tail of the train in front and the head of the next train, the input of which is connected to the output of block 4; block 6 forming the actual speed, the first input of which is connected to one of the outputs of block 5; block 7 measuring the time difference of fixing the signal about the occupation of two rail circuits by the head of the train; a calculator 8 of the block section, the input of which is connected to the third of the outputs of block 5; block 9 of the formation of the code signal of an automatic locomotive alarm, the input of which is connected to the output of the transmitter 8, and the outputs are connected to the inputs of the rail circuits and to the first input of the block 10 of the radio channel.

The second of the outputs of block 5 is connected to the input of block 7 for measuring the time difference of the fixation of the signal about the occupation of two rail circuits by the head of the train.

The second input of block 6 is connected to the output of block 7.

The second input of block 10 is connected to the output of block 6.

Kit 2 includes receiving locomotive coils 11, a locomotive safety device 12, the first input of which is connected to the output of the coils 12, the inputs of which are inductively connected to the rail line, and a radio device 13, the output of which is connected to the second input of the locomotive safety device 12.

The input of the radio 13 is connected through an antenna to the output of block 10.

The devices of the stationary set 1 are located centrally and are made in the form of microprocessor modules. The devices of the locomotive kit 2 are also made in the form of microprocessor modules (not shown).

The parameters of the signals for monitoring the state of the rail line and the code signals of the automatic locomotive signaling based on the technical means ALS-EN are applicable for all types of traction.

The device operates as follows.

Included in the stationary set 1, the block 5 is a logical control of sequential occupation and release of rail chains by the train, taking into account the location of the tail of the front train and the head of the next train, collects data on the state of the rail circuits through the channel functioning rail circuits, which includes: block 3 generators of status monitoring signals rail chains, the rail line and the unit 4 receivers of signals for monitoring the status of rail chains. From the output of block 4, the input of block 5 receives information containing identifiers of free and occupied rail chains along the train.

Block 5 fixes the algorithm for sequential occupation and release of rail chains, taking into account the location of the tail of the front train and the head of the next train in real time.

In the process of performing this algorithm, the following is formed:

- information containing the identifiers of two occupied alternately in the direction of the head of the train rail circuits, which from one of the outputs of block 5 is fed to the first input of block 6 of the formation of the actual speed;

- information about the time of the head occupation of the next train of the rail circuit, which from the second of the outputs of block 5 is fed to the input of the unit 7 for measuring the time difference of the fixation of the signal about the occupation of two rail chains by the head of the next train;

- information containing identifiers of free rail chains between the tail of the train in front and the head of the next train, as well as information containing identifiers of occupied rail chains by the next train (between its head and tail), which from the third of the outputs of block 5 goes to the input of the computer 8 block section.

In block 6, for each pair of identifiers of the train chains occupied by the head of the train, the basic information about the length of the rail line between the control points (points of the moment of occupation of the RC), fixed when the head of the train enters them, is contained.

After comparing the information about the time the head of the train occupied the previous and current rail chains, block 7 determines the time difference between the fixation of the signal about the head occupied by the train of the current pair of rail circuits and transmits a control signal of this difference to the second input of block 6.

Based on information signals from one of the outputs of block 5 about the distance traveled by the head of the train, and about the time taken from the output of block 7 to the inputs of block 6, the latter generates a code signal corresponding to the signal index of the ATPA of the actual speed of the train, and transmits it to the second input of block 10 of the radio channel.

In the calculator 8, based on the identifiers of the free rail chains between the tail of the train in front and the head of the next train, based on the basic information programmatically embedded in the calculator 8, the current distance is determined by the possible distance between the trains.

In the calculator 8, along the identifiers of the occupied rail circuits along the next train, based on the basic information programmatically embedded in the calculator 8, the braking distance of trains of different categories is determined by the required braking distance.

The calculator 8 after comparing the current distance between the next train along the stopping distance of the train following the train in front, determines the permissible speed of the latter and transmits a control signal about this speed to the input of the automatic locomotive signaling code generation block 9.

Block 9 generates code signals for automatic locomotive signaling corresponding to the alarm indexes of the AACS of permissible speed, which are transmitted to the outputs associated with the rail line for transmission to receiving locomotive coils 11, as well as to an additional output connected to another input of the block 10 of the radio channel.

Based on the code signals corresponding to the signal indices of the AAPP of the actual and permissible speed coming from the outputs of blocks 6 and 9 to the inputs of block 10, the latter generates a code radio signal and transmits it through an antenna to radio device 13 of locomotive set 2. From the output of radio device 13, the code radio signal is transmitted to input of locomotive safety device 12.

The function of the locomotive safety device 12 included in the locomotive kit 2 is the execution of the traditional program of automatic speed control:

- Comparison of permissible speed with actual; indication of alarm indices of the ATP corresponding to the permissible and actual speed;

- providing, together with the automatic train control unit (not shown), a safe high-speed mode of train movement along the train tracks and a stop in front of an obstacle within the braking distance.

To ensure this function, the signaling information of the AACD enters it through two channels:

- from locomotive receiving coils 11;

- from the radio 13.

The information received from the coils 11 contains the alarm indices of the AUDP corresponding to the permissible speed of movement, and the information received from the radio device 13 contains the signal indices of the AUDP corresponding to the actual and permissible speed of movement.

Thus, the interaction of the functional blocks of the proposed device provides the transmission of alarm indices ATP corresponding to the allowable and actual speed, to the train on the basis of the radio channel, i.e. without the use of a rail line, which increases information security in the device, thereby increasing the safety of train traffic.

Claims (1)

An automatic locomotive signaling device, comprising a locomotive kit including a locomotive safety device, the first input of which is connected to the output of the receiving locomotive coils, the inputs of which are inductively coupled to the rail line, and a stationary kit, which includes a block of generators of signals for monitoring the status of the rail circuits, outputs which is connected to the inputs of the rail circuits, the block of receivers of signals for monitoring the status of the rail circuits, the inputs of which are connected to the outputs of the rail circuits her, and a block for generating a code signal for an automatic locomotive alarm, the outputs of which are connected to a rail line, characterized in that a radio device is inserted in the locomotive kit, the output of which is connected to the second input of the locomotive safety device, and in a stationary set, a unit for generating the actual speed, a difference measurement unit in time of fixing the signal about the occupation of two rail circuits by the head of the train, the calculator of the block section, the block of the radio channel and the block of logical control of the serial taking and releasing rail chains by the train, taking into account the location of the tail of the front train and the head of the next train, the input of which is connected to the output of the receiver block of signals for monitoring the state of the rail chains, one of the outputs is connected to the first input of the actual speed formation unit, and the second is connected to the input of the difference measurement unit in time of fixing the signal about the occupation of two rail circuits by the head of the train and the third one with the input of the calculator of the block section, the output of which is connected to the input of the block forming the code system of the automatic locomotive signaling alarm, the additional output of which is connected to the first input of the radio channel unit, the second input of which is connected to the output of the actual speed generating unit, and the output through the antenna is connected to the radio of the locomotive set, while the second input of the actual speed forming unit is connected to the output of the difference measuring unit in time of fixing the signal about the occupation of two rail chains by the head of the train.