RU2475397C1 - Complex device for train safety control - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway equipment, namely, to railroad ACS and telemetry hardware and be used for traffic control. Proposed complex comprises the following components interconnected via internal CAN interface, i.e. modules of safety control system, two-channel central processing modules, and amplifiers connected to electrically driven air control valve. To external CAN interface connected are locomotive control microprocessor system, locomotive braking system complex, electrically driven air control valve and RS-485 interface. The latter is connected to system cabinet, electrically driven air control valve, audio data board, matching unit and point communication channel receiver unit. Extra ports of module gate-CAN are connected with external CAN interface and radio modem with its second port connected via duplex filter to radio antenna. Module of input discrete signals is connected to discrete signal source. Signal output module is connected to actuators. Transceiver modules TETRA and GSM/GSM-R are connected to external CAN interface. Note here that their ports are connected via duplexer to compatible integrated antenna.

EFFECT: expanded operating performances.

1 dwg

Description

The invention relates to the field of railway automation, telemechanics and communications, and can be used on electric locomotives of direct and alternating current, operated in passenger, high-speed, high-speed and freight trains, main and shunting diesel locomotives, electric trains, including those used for high-speed traffic, diesel -trains and motor-tracks (rail buses), as well as as part of multi-level interval regulation systems.

A control device for controlling train control and alertness of a driver is known, comprising a safety control unit connected through an amplifier to an input of an electro-pneumatic valve, inputs of a safety control unit are connected to the outputs of the central information processing modules, which are connected directly to each other by the first ports and connected to the intermodule interface by the second ports to which two modules for measuring motion parameters and two modules of continuous channels of external devices are connected, the inputs of which are connected to the receiver coil unit of automatic continuous locomotive signaling systems and automatic single locomotive continuous alarm systems, the inputs of the motion parameters measuring modules are connected to the path and speed sensor module, the route module and the radio channel module connected to the intermodule interface, which are respectively connected by their ports to the satellite navigation receiver port , to the input of which a satellite navigation antenna is connected, and with the port of the radio modem connected to the radio antenna, the unit calculating the location coordinates of the locomotive connected to the intermodule interface (RU 94943 U1, B61L 25/04, 10.06.10).

The disadvantages of this device are:

- insufficiency of signal indications for operational decision-making by the driver;

- lack of sufficient flexibility in choosing the optimal speed mode;

- outdated element base.

Closest to the claimed device is the selected as a prototype control device for controlling the locomotive and the vigilance of the driver, which is an open flexible real-time system with a modular architecture and containing interconnected circuit board cells of a safety control circuit, a two-channel central processing module, a two-channel parameter measurement module motion, a two-channel module of external devices, a route module and a radio channel module. The device modules interact with each other via the CAN system interface; digital radio communication and satellite navigation are used (RU 2262459 C2, B61L 25/04).

The disadvantage of this device are:

- the use of digital information matching devices for transmitting data from subsystems, which increases the processing time of information and reduces accuracy;

- lack of an additional digital interface for receiving data from external autonomous modules, which increases the time for processing information, and also reduces the accuracy of the received data;

- the absence of targeted braking, which allows an automatic stop of the train at a given point of targeted stop to eliminate additional connections of the locomotive to the traction source and, as a result, energy savings;

- the lack of the ability to process information from the track generators of the automatic train braking system (SAUT) to obtain information about the receiving and following route at the station, the speed of the route and its length, the coordinate of the targeted stop, the current restrictions on the speed and occupancy of the train to prevent travel prohibition signals;

- the use of data transmission over the air at a frequency of 160 MHz, which reduces the functionality of the device in the absence of station devices;

- the lack of the ability to exchange data with locomotive microprocessor devices, which leads to the lack of uniformity of information sources, to different values of the parameters used in the calculations, and the inability to implement algorithms by existing locomotive actuators;

- the lack of the ability to receive and process discrete signals, as well as the management of actuators.

The technical result of the invention consists in increasing the accuracy and speed of processing and transmitting information, expanding the functionality by processing information from travel generators of the automatic braking control system to obtain information about the route and reception at the station, calculating targeted braking to prevent the passage of inhibitory signals and use data synchronization using satellites of the global navigation system, increasing noise immunity complex, increasing the number of processed interfaces.

The technical result is achieved by the fact that in a complex device for monitoring the safety of train movement, which contains interconnected backplane modules of a safety control circuit, two-channel central processing modules connected to the internal CAN interface, amplifiers connected to an electro-pneumatic valve, with additional module inputs / outputs central processing connected to the inputs / outputs of the first and second modules of the security control circuit, respectively, the inputs / outputs of which are connected with amplifiers of the electro-pneumatic valve, according to the invention, a satellite navigation system module with an electronic map is inserted and connected to the internal CAN interface, the input of which is connected to a combined antenna, the computer module of the automatic braking control system, the second port of which is connected to the additional digital RS-485 interface through a filter designed to connect the device to communication lines, the controller module of the telemechanical wakefulness control system of the driver, the module w user - CAN, the additional ports of which are connected to an external CAN interface and a radio modem, the second port of which is connected via a duplex filter to a radio antenna, a discrete input signal module, whose input is connected to a discrete signal source through a filter, and a signal output module whose output is connected to actuators , the TETRA transceiver module and the GSM / GSM-R transceiver module are connected to the external CAN interface, and their ports are connected through a diplexer to a combined antenna.

The structural diagram of the proposed device includes:

- high-frequency equipment that provides two-way exchange of information and commands between a stationary (dispatch) station and rolling stock via a digital radio channel at frequencies of 160 MHz, Tetra, GSM and / or GSM-R, consists of:

- GSM / GSM-R transceiver module 2, which receives and transmits telemetry information via GSM standard communication channels, processes, stores data coming from the CAN line and radio channel;

- diplexer 3, ensuring the joint operation of the radio modules as a separator and adder of radio signals of various frequencies (various radio standards).

- TETRA transceiver module 4, which receives and transmits telemetric information via Tetra standard communication channels, processes, stores data coming from the CAN line and radio channel;

- a radio modem 5 160 MHz, which receives and transmits telemetry information through communication channels at a frequency of 160 MHz;

- duplex filter 6, which provides simultaneous operation of digital and train radio stations at a frequency of 160 MHz using one common antenna, both for reception and transmission without interference.

- control equipment, which includes:

- a two-channel module 9, 10 of the central information processing of the central heating system, which monitors operability based on data received from other modules via the internal, external CAN interfaces and an additional digital RS-485 interface, monitors their operability based on this data, as well as data stored in its non-volatile memory, and data from module 7, 8, the safety control circuit of the SB, forms the final values of the permissible and target speeds, about the operation mode of the device, about the need for In addition, periodic, one-time vigilance monitoring, taking into account the physiological state of the driver, generates data for controlling actuators 24, data for comparison by module 7.8 of the SB safety monitoring circuit, as well as data for transmission via internal, external CAN interfaces and optional digital RS-485 interface;

- modules 7, 8 of the safety control circuit of the SB, which perform hardware comparison of the data received from modules 9, 10 of the central information processing of the central heating via two channels, and if they match, gives a signal to the amplifiers 17, 18 of the EPA electro-pneumatic valve about the need to supply power from the electro-pneumatic valve 20 of the EPC, and in case of a mismatch, it generates a restart signal for the central processing information modules 9, 10 and the signal transmitted to the amplifiers 17. 18 EPC on the need to relieve voltage from the valve 2 0 EPA;

- a backup circuit containing modules 9, 10 of the central heating module, modules 7, 8 SB, 17, 18 of the UK performs the functions of the main circuit (central, SB, UK) in the event of a restart of the module 9, 10 central heating of the main circuit;

- module 1 of the satellite navigation system and electronic map EK-SNA, which receives and processes data using the Global Navigation Satellite System (GLONASS), together with the already used Global Positioning System (GPS) from the combined antenna 21 AL2 / 460/900 / N, on the basis of the obtained data on the current values of time, speed and geographical coordinates of the electronic map data stored in the non-volatile memory of module 1 of the EK-SNA, it calculates the railway coordinate of the locomotive and other motion parameters (additional stimulus and target speeds), type and name of the railway object lying in front of the train, the distance to it;

- Gateway-CAN module 14 is designed to coordinate interaction with microprocessor systems connected via an external CAN communication line, in terms of obtaining information about the status of connected devices, transmits train data and movement parameters to the station, receives commands to limit the speed of movement, enable service or emergency braking, permitting the passage of the inhibitory signal, decodes the received information and ensures its storage until the next communication session, as well as organizes the exchange of information in the inter cial regulation.

- the calculator module of the automatic braking control system 15 BC-SAUT is designed to calculate program speeds for targeted braking taking into account the profile, traction coefficient, determining the distance to the traffic light from the calculation of the lengths of 2 block sections, issuing commands to executive devices, to control the speed with taking into account current restrictions, it organizes and monitors the operability of devices via an additional digital RS-485 interface;

- module 11 of the controller of the telemechanical wakefulness control system of the driver TSKBM-K is designed to process information about the physiological parameters of the driver, generate information on the need for an additional check of the driver’s health, information about the driver’s health in the internal CAN interface;

- a filter 19 F, which performs the function of protecting the input discrete signals from the effects of overvoltage and impulse noise;

- a filter 16 F, which performs the functions of protecting the input interface circuits (CAN, RS-485, external digital communication lines) from the effects of overvoltage and impulse noise;

- module 12 of the input discrete signals of the GVA is designed to process discrete signals received at the inputs of the modules and transmit the status of the inputs via the CAN interface in the form of messages;

- the signal output module 13 is designed for switching output circuits according to commands received via the CAN interface, and has built-in current protection against short circuits of switched circuits.

The drawing shows a structural diagram of an integrated device for monitoring the safety of train movement.

The complex train traffic safety control device contains interconnected modules 7, 8 of the safety control circuit, two-channel central processing modules 9, 10 connected to the internal CAN interface, amplifiers 17, 18 connected to the electro-pneumatic valve 20, with additional module inputs / outputs 9, 10 of the central processing are connected to the inputs / outputs of the first and second safety monitoring modules 7, 8, the inputs / outputs of which are connected to the amplifiers of the electro-pneumatic valve 20, to the CAN interface is connected to the satellite navigation system module 1 with an electronic map, the input of which is connected to the combined antenna 21, the computer 15 module of the automatic braking control system, the second port of which is connected to the additional digital RS-485 interface through a filter designed to connect the device to communication lines , module 11 of the controller of the telemechanical wakefulness control system of the driver, module 14 gateway CAN, the additional ports of which are connected to an external CAN interface and a radio mode 5, the second port of which is connected via a duplex filter 6 to the radio antenna 22, a module 12 for input discrete signals, the input of which through a filter 19 is connected to a source 23 of discrete signals, a module 13 for outputting signals, the output of which is connected to actuators 24, to an external CAN interface the TETRA transceiver module 4 and the GSM / GSM-R transceiver module 2 are connected, and their ports are connected through a diplexer 3 to the combined antenna 21.

An integrated device for monitoring the safety of train movement works as follows.

The device starts working immediately after turning on the power. Modules 9, 10 of the central heating station conduct a survey of all modules connected to the internal CAN interface to make a decision on the health of the modules. If a decision is made about the failure of a module, it will be automatically restarted.

Information about the pressure values via the external CAN interface through the filter 16 is transmitted to the gateway-CAN module 14 for conversion, then it is transmitted to the modules 9, 10 of the central heating station and the VS-SAUT module 15 to implement the specified operating modes, namely:

- performing forced hitchhiking braking;

- performance of targeted service braking;

- protection against unauthorized shutdown of the EPK key.

Information about the indications of the locomotive traffic light, the values of the target, maximum permissible train speeds on this block section are received via the internal CAN interface through the filter 16 to the BC-SAUT module 15 and to the central heating modules 9, 10 for making a final decision on the permissible and target speeds on this block site.

Information about the state of the SAUT track generators (not shown in the drawing), the speed of the train, acceleration, and data on the distance traveled via the optional digital RS 485 interface through the filter 16 is supplied to the ACS module 15 for calculating the length of the block sections, the permissible speed for this block -section and calculation of data for targeted braking.

Based on the received data from the Global Navigation Satellite System (GLONASS) and Global Positioning System (GPS) through the combined antenna 21, and the data of the electronic map recorded in the EC-SNA module 1, the location of the train, the distance to the front of the lying object and the speed limit this object.

The signals from the antenna 22 through the duplex filter 6 and the radio modem 5 are sent to the gateway-CAN module 14, where they form data on traffic restrictions on the current section of the path, which are transmitted to the central heating units 9, 10 for further processing.

From the gateway-CAN module 14, data on the parameters of the train’s movement (track number, train number, number of cars, train coordinate, permissible, target and actual speeds) are received by radio channel to the base station.

The transceiver module 4 TETRA and the transceiver module 2 of the GSM radio channel, depending on the availability of broadcasting in these ranges through diplexer 3 and a combined 21 antenna, provide duplex data transmission for additional technological applications (ACS, diagnostics, etc.), information about the number, length , location, train speed, as well as information about the health of the complex and the total mileage of the locomotive.

Central heating modules 9, 10 on the basis of the received data on the values of permissible and target speeds on the current block section and form the final decision on the values of these speeds, as well as on the basis of the data stored in their non-volatile memory, central heating modules 9, 10 form a curve speeds for various categories of trains (high-speed, passenger, freight) when approaching a prohibition signal of a traffic light, when approaching a railway object (platform, station, arrow, level crossing, etc.), depending on the train situation, Andu emergency or service brake in cases overspeed.

Modules 9, 10 of the central heating station make a decision on permitting the passage of the prohibitory traffic signal at the command received by the gateway-CAN module 14 from the radio modem 5.

Modules 9, 10 of the central office form for the transceiver modules 4 TETRA and 2 GSM data for additional technological applications (ACS, diagnostics, etc.), information about the number, length, location, speed of the train, as well as information about the health of the complex and about total mileage of the locomotive.

Modules 9, 10 of the central heating system during unauthorized shutdown of the key of the electro-pneumatic valve 20 form a command for the BC-SAUT module 15 to control the actuator 24.

Module 15 BC-SAUT calculates and monitors targeted braking based on the data received, decides on the application of targeted braking, and generates a command for traction analysis.

The signal output module 13 includes actuators 24 upon command from the BC-SAUT module 15.

Upon receipt of a command for forced braking from the base station over the air, the central heating modules 9, 10 generate a command to perform forced braking and transmit it to the BC-SAUT module 15, which generates data for the signal output module 13, which acts on the actuators 24 .

The GVA module 12, through the 19th filter, receives discrete signals about the status of the connected equipment, performs primary digital processing and transmits them via the internal CAN interface for further processing to the central heating modules 9, 10.

The gateway-CAN module 14 digitally processes the data received through the filter 16 from the external CAN interface and transmits them via the internal CAN interface to the central control modules 9, 10.

Module 11 TSKBM-K, on the basis of data on the physiological state of the driver, obtained via the internal CAN interface, generates data for modules 9, 10 of the central office for additional checks of vigilance of the driver.

Claims (1)

A comprehensive train movement safety control device containing safety control circuit modules interconnected by a backplane, two-channel central processing modules connected to the internal CAN interface, amplifiers connected to an electro-pneumatic valve, while the additional inputs / outputs of the central processing modules are connected to the inputs / outputs respectively, the first and second modules of the safety control circuit, the inputs / outputs of which are connected to amplifiers of electro-pneumatic a valve, characterized in that a satellite navigation module with an electronic map is inserted into the device and connected to the internal CAN interface, the input of which is connected to a combined antenna, an automatic braking control computer calculator module, the second port of which is connected to an additional digital RS-485 interface through a filter , designed to connect the device to communication lines, the controller module of the telemechanical wakefulness control system of the driver, the gateway module - CAN, additional cat ports They are connected to an external CAN interface and a radio modem, the second port of which is connected via a duplex filter to the radio antenna, a discrete input signal module, the input of which is connected to a discrete signal source through a filter, and the signal output module, whose output is connected to actuators, are connected to an external CAN interface TETRA transceiver module and GSM / GSM-R transceiver module, and their ports are connected through a diplexer to a combined antenna.