RU2411153C1 - Onboard hardware of locomotive shunting automatic signallng system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway automatic, telemetry and communication systems to be used to increase traffic safety in shunting at destination stations. Proposed device comprises onboard controller connected with pulse transducer unit, locomotive pressure transducer, radio channel antenna and radio modem connected in series, satellite antenna, indication unit, control unit and switch unit connected to onboard control. Switch unit is connected with cabin switch, operator vigilance handle, and electropneumatic valve, and actuator circuitry unit. Onboard controller comprises module of speed computation, pressure transducer metre module, control module and safe voltage generator. First port of CAN bridge is connected via CAN outer interface with external devices, while second port is connected via CAN interface internal common bus with control module, with microcomputer, pressure transducer metre module and speed computation module. Additionally, onboard controller comprises coordinate correction module connected with CAN interface internal common bus.

EFFECT: higher reliability.

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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 a destination station.

A device of on-board equipment for automatic locomotive signaling (RU 2248899, B61L 25/04, 03/27/05) is known, comprising an on-board controller and associated block of pulse sensors, locomotive pressure sensors, a radio channel antenna and a radio modem connected in series, as well as a unified on-board controller a satellite dish, an indication unit, a control unit, a switch unit that is connected to the driver’s vigilance handle, a cab switch and an electro-pneumatic valve, the on-board counter Weller includes a velocity calculator, measuring pressure sensors for monitoring and control microprocessor navigation receiver module safe voltage generator and control circuit.

The disadvantage of this device is the low bandwidth of the inter-module communication interface and the lack of proper flexibility in changing the system configuration for any type of locomotive.

Closest to the claimed invention, in terms of essential features and functionality, is an on-board automatic locomotive signaling device device adopted as a prototype (RU 2341396, B61L 25/04, 12.20.08), comprising an on-board controller and an associated pulse sensor unit, locomotive pressure sensor, serially connected radio channel antenna and radio modem, as well as a satellite antenna connected to the on-board controller, display unit, control unit and switch unit, cat The first one is connected to the cab switch, the driver’s vigilance handle and the electro-pneumatic valve, and also contains an executive circuit block, the on-board controller comprising a speed calculator module, the input of which is connected to a locomotive pulse sensor, an IDD pressure sensor meter module, the input of which is connected to a locomotive pressure sensor , a navigation receiver module, the input of which is connected to a satellite dish, and the output - to the first port of the microcomputer, the second port of which is connected to by a radio modem, the third port is connected to the first input of the display unit, the second input of which is connected to the first output of the control and control module, the first input of which is connected to the output of the control unit, the second input to the output of the switch unit, and the second output through the control module and safe voltage driver connected to the first input of the switch block, the output of which is connected to the second input of the monitoring and control module, the first port of which is connected to the executive circuit block via the first bus of the external CAN interface the output of which is connected to the executive circuits of the locomotive, the CAN bridge through its second bus via the external CAN interface is connected to external devices, and the second port is connected via the internal common CAN interface bus to the monitoring and control module, with a microcomputer, a pressure sensor meter module, and motion speed calculator module.

In the known device for determining the distance traveled, the measurement of the number of pulses from the pulse sensors connected to the wheelsets is used, and the navigation receiver module connected to the satellite antenna is used to periodically measure the current coordinate. A certain coordinate value is used to link the location of the train to the electronic route map and to calculate the braking curve in front of places of speed limits.

The preference for measuring coordinates using the navigation receiver module is due to the fact that at a speed of more than 3 km / h the accuracy of this method is higher than the accuracy of determining the coordinates by measuring the distance traveled from pulse sensors connected to the wheelsets.

In measuring the distance traveled from impulse sensors connected to wheelsets, an error accumulates due to wear of the wheel pair brace and / or due to skidding and blocking of the wheels to which the sensors are connected. However, when driving at a speed of less than 3 km / h and in the absence of skidding and boxing, the error in measuring the coordinate using the navigation receiver module, which is ± 15 m, exceeds the error in determining the coordinate calculated from the distance traveled based on the number of pulses received from the pulse sensors. Therefore, when driving at a speed of less than 3 km / h, the known device uses the determination of the coordinate by calculating the distance traveled.

A disadvantage of the known device is the possibility of malfunctions when switching from one algorithm for determining the coordinate to another.

For example, if the real coordinate of the head of the train in front of the traffic light with the inhibitory signal and the coordinate 0 is (-10m), then the coordinate of the head of the train, determined from information from the pulse sensors, will be (due to the error of this method) -20 m. In case of an abrupt transition to another method of determining the coordinate (using the navigation receiver module), this coordinate will be +25 m (due to the error of this method, plus 1 m advance at a speed of 3 km / h of the train for the period between two frenzy) after a traffic light. This will be perceived by the system of targeted braking of the train, as the passage of a traffic light with a prohibiting signal without stopping, and will cause emergency braking of the train.

The technical result of the invention is to increase the reliability of the device by eliminating possible failures in its operation during the transition from one to another algorithm for determining the coordinates of the location of the train.

The technical result is achieved by the fact that in the device of the on-board equipment of an automatic locomotive signaling system comprising an on-board controller and an associated pulse sensor unit, a locomotive pressure sensor, a radio channel antenna and a radio modem connected in series with a satellite controller, an indication unit, a control unit, a unit switches, which is connected to the cab switch, the driver’s vigilance handle and the electro-pneumatic valve, and the executive circuit block, etc. whereby the on-board controller contains a speed calculator module, the input of which is connected to a pulse sensor unit, a pressure sensor meter module, whose input is connected to a locomotive pressure sensor, a navigation receiver module, whose input is connected to a satellite antenna, and the output - to the first port of the microcomputer, the second the port of which is connected to the radio modem, the third port is connected to the first input of the display unit, the second input of which is connected to the first output of the monitoring and control module, the first input of which connected to the output of the control unit, and the second output, through the control module and the safe voltage driver, is connected to the first input of the switch block, the output of which is connected to the second input of the control and control module, the first port of which is connected to the block of executive circuits through the first external interface CAN bus designed to connect to the executive circuits of the locomotive, the CAN bridge via its second port via the second bus of the external CAN interface is connected to external devices, and the second port is connected via the internal The lower common CAN interface bus with a monitoring and control module, with a microcomputer, a pressure sensor meter module and a speed calculator module, according to the invention, a coordinate correction module is introduced into the on-board controller, the port of which is connected to the internal common CAN interface bus and the input is connected to the output of the unit impulse sensors.

Figure 1 shows the structural diagram of the device on-board equipment of automatic locomotive signaling.

The device of the on-board equipment of the automatic locomotive signaling system includes an on-board controller 1 and a pulse sensor unit 2, a locomotive pressure sensor 3, a series-connected antenna 4 of the radio channel and a radio modem 5 connected to the on-board controller 1 a satellite antenna 6, an indication unit 7, a control unit 8 and a switch unit 9, which is connected to the cabin switch 10, the driver’s vigilance handle 11 and the electro-pneumatic valve 12, and the executive circuit unit 13, the on-board controller 1 with holds the module 14 of the speed calculator, the input of which is connected to the block 2 of the pulse sensors, the module 15 of the pressure sensor meter, the input of which is connected to the locomotive pressure sensor 3, the module 16 of the navigation receiver, the input of which is connected to the satellite antenna 6, and the output to the first port microcomputer 17, the second port of which is connected to the radio modem 5, the third port is connected to the first input of the display unit 7, the second input of which is connected to the first output of the control and control module 18, the first input of which is connected to the output the house of the control unit 8, and the second output through the control module 19 and the safe voltage driver 20 is connected to the first input of the switch unit 9, the output of which is connected to the second input of the control and control module 18, the first port of which is connected to the unit through the first external interface CAN bus 13 executive circuits intended for connecting to the executive circuits of the locomotive, the CAN bridge 21 is connected to external devices 22 through the second bus of the external CAN interface, and the second port is connected via the internal w total CAN bus interface unit 18 with the control and with the microcomputer 17, the meter unit 15 and the pressure sensor module 14 speed calculator. The coordinate correction module 23 introduced into the on-board controller 1 is connected by its port to the internal common CAN interface bus, and the input is connected to the output of the pulse sensor unit 2.

The device onboard equipment automatic locomotive alarm operates as follows.

The device modules communicate via the inter-module CAN interface. Each module cyclically issues information about its status and the results of its work to CAN. At the same time, each of the modules extracts from the messages of other modules the information necessary for it to work. The control and management module 18, which has two independent information processing channels for safety, solves the problems of locomotive control and, based on the results of monitoring the vigilance of the driver and fulfilling speed limits, gives control actions on the braking means of the train.

Module 16 of the navigation receiver, via satellite antenna 6, receives signals from satellites of the GLONASS and GPS radio navigation systems. The accuracy of the autonomous determination of speed (with a probability of 95%) is 0.1 m / s, and the root-mean-square horizontal error of the autonomous determination of position is up to 25 m (see the journal “World Railways”, No. 7, 2003, st. V.I. Zorin and other. "Microprocessor locomotive systems for ensuring the safety of movement of trains of a new generation"). The on-board controller modules 1 connected to the pulse sensor unit 2 (speed calculator module 14 and coordinate correction module 23) continuously receive pulses from which they calculate the values of the actual locomotive speed and the distance traveled.

The speed calculator module 14 calculates the pulses arriving per unit time from the pulse sensor unit 2 and determines the speed of the locomotive V. The measured speed values are transmitted via the CAN inter-module interface, in particular, to the coordinate correction module 23.

The coordinate correction module 23 compares the current values of the locomotive speed V with a predetermined limit Vmin (for example 3 km / h), upon reaching which the algorithms for determining and using coordinates are switched.

Upon reaching Vmin, the coordinate correction module 23 makes a smooth transition between the operation algorithms of the navigation receiver module 16, the microcomputer 17 and the VDS speed calculator module 14.

When V> Vmin, the microcomputer 17 determines on the electronic map of the route the location of the train according to the coordinate obtained using the module 16 of the navigation receiver. When V <Vmin, the microcomputer 17 determines on the electronic map of the route the location of the train according to the coordinate obtained using the coordinate correction module 23, which calculates the coordinate according to information from the block 2 of the pulse sensors.

A smooth transition from one algorithm to another is provided by the coordinate correction module 23, which includes a special algorithm in the microcomputer 17 that provides the introduction of a time correction that allows the coordinates calculation results, using information from the pulse sensor unit 2, to be gradually brought closer to the coordinate determination results using the navigation module 16 receiver. Upon reaching the permitted difference in the results of the two methods for determining the coordinate (for example, 2 m), the microcomputer 17 switches the calculation algorithms without causing malfunctions in the operation of the braking control system.

The train motion parameters are continuously displayed on the screen of the display unit 7.

Algorithms for switching the operating modes of the device, depending on the operation of the coordinate correction module 23, the health of the satellite navigation channel and the conditions for use or boxing of the locomotive wheels, are shown in FIG. 2 - FIG. 7.

Figure 2 shows the algorithm for switching operating modes for cases when the module 16 of the navigation receiver is working properly.

Here, first, the microcomputer 17 calculates the distance to the place of speed limitation from a previously determined coordinate and electronic route map. Then, the module 14 calculator speed calculates the speed of the frequency of the pulses from the block 2 of the pulse sensors. Next, the microcomputer 17 analyzes the information from the coordinate correction module 23 at the current speed.

If V> Vmin, then the microcomputer 17 calculates the coordinate according to the data from the navigation receiver module 16, and if V <Vmin, then the microcomputer 17 receives the coordinate value from the coordinate correction module 23, which calculates it by adding the distance traveled to the previous coordinate value. Next, the coordinate adjustment module 23 checks the presence of a skid or blocking of the wheels of the locomotive. If there is no use or blocking of the locomotive wheels, then the coordinate correction module 23 implements the algorithm shown in Fig. 8, and the cycle repeats again. The transition algorithm ensures that there are no large jumps in the estimation of the train coordinate when switching the coordinate determination algorithms, preventing device malfunctions.

When fixing the skid or boxing, the coordinate correction module 23 (by abruptly decreasing or increasing the frequency of the pulses received from the pulse sensor block 2) performs a transition to the corresponding processing algorithms.

For V <Vmin and the presence of a user, the operation of the microcomputer 17 and the module 14 of the speed calculator occurs in accordance with Fig. 3, and for V <Vmin and the presence of boxing, the operation of these devices occurs in accordance with Fig. 4.

Figure 3 shows that during use, the module 14 with V <Vmin saves as the last measured speed value, determined by him before the occurrence of the use mode. This decision is due to the fact that when you use the speed does not increase (even on slopes).

Figure 4 shows that during boxing, module 14 with V <Vmin considers that the speed can increase, and, during each calculation cycle, adds to the previously determined value of V the value dVmax of the maximum possible speed increment during boxing.

In the next cycle, when the condition V> Vmin is fulfilled, the operation of the microcomputer 17 returns to the mode of FIG. 2 with determining the speed by changing the coordinate.

Figure 5 illustrates the case when the module 16 of the navigation receiver allows for malfunctions, for example due to the loss of signals from the satellites of the radio navigation systems GLONASS and GPS.

Here, first, the microcomputer 17 calculates the distance to the place of speed limitation from the coordinate and the electronic map of the route. Next, the module 14 calculator speed calculates the speed according to the data from block 2 of the pulse sensors. Then, the microcomputer 17 checks the restoration of operability of the navigation receiver module 16, and if the result is positive, the operation of the device returns to the mode of FIG. 2.

If the module 16 of the navigation receiver has not restored its functionality, then using the module 23 of the coordinate correction, the presence of a skid or blocking of the wheels of the locomotive is checked. If there is no skidding or blocking of the locomotive wheels, the cycle repeats again. The occurrence of homing or boxing module 23 corrects the coordinates respectively according to the abrupt decrease or increase in the frequency of pulses received from block 2 of the pulse sensors.

In the presence of a user, the operation of the microcomputer 17 and the module 14 of the speed calculator occurs in accordance with Fig.6, and in the presence of boxing, the operation of the microcomputer 17 and the module 14 occurs in accordance with Fig.7.

Figure 6 shows that during the user module 14 saves as measured the last speed value determined by him before the user mode occurs. This decision is due to the fact that when you use the speed does not increase (even on slopes).

7 shows that during boxing, module 14 considers that the speed can increase, and during each calculation cycle adds to the previously determined value of V the value dVmax of the maximum possible speed increment during boxing.

Thus, in case of malfunctions of the module 16 of the navigation receiver for all speeds, the measurement of the motion parameters is carried out only by the pulses from the block 2 of the pulse sensors. However, the block 2 of the pulse sensors accurately calibrated at the immediately preceding stages of the movement of the train with proper operation of the module 16 of the navigation receiver.

In the transition algorithm shown in Fig. 8, with each new measurement of the coordinate according to the data of the navigation receiver module 16, the coordinate calculated according to the data from the pulse sensor unit 2 receives a correction in the algorithm, for example, by 1 m, in the direction of decreasing the difference D. Here in the above formula, the letter D denotes the absolute value of the difference between the coordinate X1, calculated by the number of pulses from block 2 of the pulse sensors, and the coordinate X2, measured on the basis of data from module 16 of the navigation receiver.

The coordinate correction module 23 permits the transition in FIG. 2 from one algorithm to another after passing through the boundary speed Vmin and only if D does not exceed some selected norm, for example, 2 m.

Thus, by eliminating possible malfunctions in the normal operation of the device when switching algorithms for determining the coordinates of the location of the train, the reliability of the device is improved.

Claims (1)

An on-board apparatus for automatic locomotive signaling, comprising an on-board controller and an associated pulse sensor unit, a locomotive pressure sensor, a radio channel antenna and a radio modem connected in series with a satellite controller, an indication unit, a control unit, a switch unit that is connected to the cabin switch , the vigilance handle of the driver and the electro-pneumatic valve, and the block of executive circuits, and the on-board controller contains a subtract module a motion speed transmitter, the input of which is connected to a pulse sensor unit, a pressure sensor meter module, the input of which is connected to a locomotive pressure sensor, a navigation receiver module, the input of which is connected to a satellite antenna, and the output to the first port of the microcomputer, the second port of which is connected to the radio modem , the third port is connected to the first input of the display unit, the second input of which is connected to the first output of the control and management module, the first input of which is connected to the output of the control unit, and the second output - through the control module and the safety voltage driver is connected to the first input of the switch block, the output of which is connected to the second input of the control and control module, the first port of which is connected through the first bus of the external CAN interface to the block of executive circuits intended for connection to the executive circuits of the locomotive, CAN bridge with its first port through the second bus of the external CAN interface is connected to external devices, and the second port is connected via the internal common CAN interface bus with the control module For control and management, with a microcomputer, a pressure sensor meter module and a speed calculator module, characterized in that a coordinate correction module is introduced into the on-board controller, providing a smooth transition between the algorithms of the navigation receiver module, the microcomputer and the speed calculator module, the coordinate correction module port connected to the internal common CAN interface bus, and the input connected to the output of the pulse sensor block.

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