RU2572278C1 - Train control system and train separation method implemented in it - Google Patents

Train control system and train separation method implemented in it Download PDF

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RU2572278C1
RU2572278C1 RU2014132604/11A RU2014132604A RU2572278C1 RU 2572278 C1 RU2572278 C1 RU 2572278C1 RU 2014132604/11 A RU2014132604/11 A RU 2014132604/11A RU 2014132604 A RU2014132604 A RU 2014132604A RU 2572278 C1 RU2572278 C1 RU 2572278C1
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signal
als
train
rail
control
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RU2014132604/11A
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Игорь Германович Тильк
Вадим Вадимович Ляной
Александр Владимирович Докучаев
Игорь Владимирович Чувилин
Василий Иванович Зорин
Константин Эдуардович Блачёв
Игорь Петрович Ковалёв
Сергей Васильевич Чернов
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Акционерное общество "Научно-производственный центр "ПРОМЭЛЕКТРОНИКА" (АО "НПЦ "ПРОМЭЛЕКТРОНИКА")
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Abstract

FIELD: electricity.
SUBSTANCE: system comprises electric centralized control and automatic locking using track circuits for detection of a train and control of its position and device of automatic cab signalling (ACS) in order to transfer traffic authorities onboard of the locomotive. There is additional clock synchronization module, clock generator, synchro port for ACS signal generators, ground-type receiver of ACS signals in the track circuit and network module for maintenance diagnostics and monitoring. The method consists in generation of coherent signal in the track circuit in result of overlapping of coded signal currents, in timely control of switching on/off and change in code combinations for ground-type ACS signal generators in case of usage of the system of audio-frequency track circuit in order to control position of a train in generation of track line status signal by coding the carrier audio-frequency of track control signal by method of angular (frequency or phase) manipulation.
EFFECT: improved reliability and safety of the train control system.
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Description

The group of inventions relates to the field of railway automation and telemechanics, in particular to a system for automated control of train traffic, designed for interval regulation and to ensure the safety of mainly train work on railway lines, including separate points (stations, etc.) and single and multi-track sections with one - and bilateral movement organization.
There is a method of interval regulation of the movement of trains on a stretch with self-locking and a device for its implementation. The method consists in transferring the power of movement to the locomotive when the auto-lock with rail chains is in good working using the ALS signal. At the electric centralization station, information about the location of trains on the stage is obtained from a centralized automatic lock. On board the locomotive, an ALS signal is received and monitored for reliability, a telegram with the current coordinate of the locomotive’s location and a sign of the train’s integrity is formed and transmitted to the stations electric centralization stations via an additional digital channel for digital communication. Upon detection of an ALS signal inaccuracy as a result of a falsely occupied state of the rail circuits, the station’s duty officers on the station transmit over the radio channel aboard the locomotive the traffic authority corresponding to the train situation. In the device for implementing the method, a transceiver of a radio communication channel is connected to each electric centralization station. The transceivers are interconnected by a wired communication line. On each locomotive, an ALS signal reliability control unit was introduced into the integrated safety device. Locomotive transceivers through a special digital radio channel are connected to transceivers of electric centralization posts (patent RU 2491198, IPC B61L 3/12, B61L 25/00, 08/27/2013).
The disadvantages of the known technical solutions are the limited scope, complexity and use of the source of insufficiently reliable and reliable data. So, the scope is limited to the section of the haul onto which locomotives equipped with a safety device with a satellite navigation receiver, with an additional radio channel for digital data transmission, and trains equipped with a train for monitoring the integrity of the train are allowed. The method of monitoring the reliability of the ALS signal on board the locomotive is not reliable enough to assess the causes of malfunctioning track devices, does not contribute to improving the quality of formation and undistorted reception of the ALS signal, offers a parry effect, and not detecting the cause of a possible failure of track devices. The device does not provide monitoring and diagnostics of the ALS signal generation and the state of the shunt at the electromechanical interface with the rolling stock.
A known method of interval regulation of train traffic and a device for its implementation. The method consists in the fact that the train, suitably equipped, is carried out at a low speed along a section with faulty track devices and, if it is successfully passed, subsequent trains are allowed to move at an increased speed. At the same time, the coordinates of the arrangement of trains on the stage are compared with information about the employment of the rail track circuits and the presence of traffic lights with a prohibiting signal indication. In case of detection of areas with false locking of the equipment, the lock is released. An auto-blocking device with rail circuits that implements the method comprises a control module with software modules for detecting the following violations in the operation of rail circuits connected to it: loss of shunt sensitivity; sequence of occupation and / or release; detection of logical "false employment" or "false freedom"; detect train approaching a distance less than the length of the rail chain. The device generates ALS signals and transmits them to the locomotive via rail circuits, duplicating them through the radio channel module. The control module when detecting disturbances in the operation of the rail circuits logically determines the permanent, due to failure, or temporary, due to interference, violations and informs the AWP of the DSP, which automatically or in cooperation with the dispatcher generates commands to unlock the equipment of the false busy track sections when they are blocked under exposure to random interference (patent RU 2491199, IPC B61L 23/00, B61L 27/00, 08.27.2013).
The disadvantages of the known technical solutions are the limited scope, complexity, the use of a source of insufficiently reliable and reliable data poses a security risk. So, the scope is limited to the section of the stage and the locomotive with the equipment of the radio communication network of data transmission, and a train equipped with a device for monitoring the integrity of the train. When a track device malfunction is detected, complex and insufficiently reliable algorithms for identifying the malfunction and searching for ways to bypass it, i.e. parry the investigation, not eliminate the cause. The device for detecting these violations uses a signal to monitor the status of the rail circuit, which is not a reliable source with the necessary level of reliability of information. The device does not provide monitoring and diagnostics of the ALS signal generation and the state of the shunt at the electromechanical interface with the rolling stock. The ability of AWP chipboard, a non-safety device, to automatically generate commands to unlock falsely occupied track sections poses a threat to the safety of train traffic.
A known method of interval regulation of train traffic, in which to detect the train, control its location using tonal rail circuits (SEC) with a signal KRL in the form of an amplitude-modulated signal with a carrier tone frequency and a frequency of amplitude manipulation of 8 or 12 Hz. The well-known technical solution provides protection for the track receivers of the shopping and entertainment center from the effects of harmonic and impulse noise of the traction current and currents of the centralized power supply of passenger train cars and from the interference of adjacent and neighboring shopping and entertainment centers and eliminates false alarms from the signals of rail circuits of adjacent tracks (BC Dmitriev, V.A. Minin. Self-locking systems with tonal frequency rail circuits (Moscow: Transport, 1992, p. 8, 9, 11).
The disadvantage of this method is that the amplitude keying of the KRL signal does not provide sufficient protection for the receiving devices from interference and interference of the SEC and has problems in the metrological assessment of the quality of the generated amplitude-manipulated signal for compliance with the normal of the SEC.
There is a method of interval regulation of train traffic, in which to generate an ALS signal in a rail circuit (RC), an ALS signal transmitter is connected to the rail circuit at the moment of detecting bypass of this RC by the advancing train locomotive. Connection of the ALS signal transmitter with a voltage level set in accordance with the norm of this RC is made to a pair of supply or relay conductors of the cable of the rail circuit. As the locomotive enters the next RC, the ALS signal transmitter is connected to it and at the same time the coding of the previous RC is stopped. Thus, the beginning of the ALS signal formation is determined by the entry of a locomotive to the RC, and the end is determined by the occupation of the next RC along the movement (N. Fedorov, “Modern self-locking systems with tone rail circuits”, Samara, SamGAPS, 2004, p. 84).
The known technical solution has an insufficient level of reliability of transmission of ALS code signals to a locomotive. The end time of the RC coding is not consistent with the moment of completion of the ALS signal code generation, which is a source of a systematic error stream of code reception by the locomotive's onboard equipment caused by the formation of distorted and incomplete code messages when crossing the border between two adjacent rail circuits. This may occur due to interruption in the reception of the last code packet from the previous rail circuit, or due to the start of reception of the first code packet from the subsequent rail circuit. Code signals of the ALS signal are generated in each rail circuit independently and inconsistently with the movement of the locomotive, which increases the likelihood of distortion of the code message, failure of the code at the reception and, as a result, the issuance of false information about the freedom of track sections and the readings of the locomotive traffic light. The situation is aggravated on short rail chains of protective sections and with increasing speed.
A known method of checking the signal transmission circuit of the ALS during maintenance of the automatic locking device by measuring directly from the station where the equipment is located. The integrity of the entire transmission path is checked by the passage of ALS signals. To do this, in the absence of a shunt of the shopping and entertainment center from the transmitting end, a standard voltage is supplied to the cable line and the current in the cable line of the receiving end is measured. Conformity of the current value to the established range of values is a criterion for ensuring the standard current of the ALS signal in the rails of the shopping center (B.C. Dmitriev, V.A. Minin "Auto-locking systems with rail circuits of tone frequency", Moscow, Transport, 1992, p. 50, 52).
The known technical solution provides an insufficient level of reliability of the ALS equipment, because It implies a planned maintenance method using special measuring instruments by the personnel, as a result of which the time for failure detection and recovery is increased and the operational readiness of the ALS equipment decreases.
The closest analogue to the claimed invention in terms of the device on the set of essential features and functionality is an interval control system for train movement, which is selected as a prototype. The known system consists of at least two sets of distillation automatic blocking equipment, designed for one track and installed on each of two neighboring stations, limiting the stage. Each complex contains a control module that implements the self-locking operation algorithm, which connects on one side a dual-bus system interface and a dedicated information and diagnostic interface to the complex signal generator KRL and ALS, the module for the track signal receiver KRL, the module for interconnection with electrical centralization, the module for interconnection with the corresponding automatic block complex neighboring station, modules for interfacing with traffic lights, level crossings and other devices for signaling the status of objects infra ructures. The autolocking control module also connects, on the other hand, with a two-bus intersystem interface and / or an external information interface, the autolocking control modules for other railroad tracks, the automated workstations of the station duty officer (AWP DSP) and the electrician (AWM SHN), the radio channel and real-time module, and the centralization dispatch module and / or supervisory control. Security-related self-locking modules are made in the form of two independent processing channels connected by a secure comparison circuit that puts the module in a protective state when one of the channels fails or malfunctions, where the first channels of the modules communicate on the first bus and the second channels on the second bus of the dual-bus system interface (patent RU 2521066, IPC B61L 23/16, B61L 27/04, 06.27.2014).
A disadvantage of the known system is that its scope is limited by the haulage routes, it has insufficient reliability and reliability of detection and control of the location of the train to ensure the safety of interval regulation of train movement, insufficient reliability of the transfer of power from the ALS signal generator to the board of the locomotive through the rail chain, insufficient depth diagnostics of floor devices and rail circuit elements and lack of operational diagnostic information about failures, failures and pre-failure conditions in the operation of elements of floor devices at the center for technical diagnostics and monitoring of ZhAT systems.
The closest analogue to the claimed invention in terms of the method for the totality of essential features is a known method of generating an ALS code signal in a tone rail circuit, in which the encoding enable unit generates ALSN signal cycles of a numerical code starting with a pause of 0.57-1.3 s ( patent RU 104136, IPC B61L 23/16, 05/10/2011).
The known method improves the reliability of reception of ALSN signals when the locomotive follows the boundaries of adjacent rail chains, because reduces the likelihood of distorted code messages due to overlapping reception of the first code message with an incomplete code message from the previous shopping center.
The known technical solution, however, does not sufficiently increase the reliability of reception of ALSN signals, because does not exclude the formation of distorted and incomplete code premises from the previous rail circuit. Also, this technical solution is focused on a specific time sequence of the cycle of generating the numerical code of the ALSN signal and has a scope limited only by the formation of the ALSN signal.
The problem to which the invention is directed, is to increase the reliability of floor devices and the safety of train traffic.
The technical result consists in the fact that the inventive system and method provide:
- improving the reliability of the transfer of authority to travel aboard a train locomotive by generating an ALS signal in a rail circuit, both on the haulage paths and station paths from two synchronized ALS signal generators;
- improving the reliability and reliability of the detection and control of the location of the train in the case of using the tonal rail circuit system through the use of noise-protected angular manipulation (frequency or phase) of the SEC signal;
- improving the reliability of the quality control of the shunt of the rolling stock, in particular with the admission to the circulation on the line of moving units with low axial load;
- deepening the diagnostics of floor elements of the rail circuit and ALS signal generators and the generation and transmission of operational diagnostic information about failures, failures and precautionary states of their operation to the archive and to the center for technical diagnostics and monitoring of ZhAT systems for organizing maintenance of floor devices according to their condition.
The technical result of the invention in terms of the system is achieved by the fact that an outdoor ALS signal receiver is added to the composition of the outdoor EC and AB devices according to the invention, which allows monitoring and diagnostics of the quality parameters of the ALS signal generated in the rail circuit by an appropriate generator, both in the presence of trains and in their absence. Also added are a clock synchronization module, a clock generator and synchronization ports of ALS signal generators, which allow synchronizing the operation of ALS generators distributed along the railway line.
The technical result of the invention in terms of the method is achieved in that according to the invention, in order to increase the reliability of the transfer of power to the board of a locomotive, the ALS signal in the rail circuit under the receiving coils of the train head is formed as a result of superposition of signals from two ALS generators connected to two consecutive rail chains located in front of the advancing train, and in order to increase the reliability of monitoring the condition of the rail line and the reliability of monitoring the location of trains yes, if the tone rail system is used, the carrier frequency of the KRL signal is encoded to increase the noise immunity by the method of angular (frequency or phase) manipulation. Also, in order to increase reliability, control the ALS signal parameters in the rail circuit before the train head enters and to control the quality of the electromechanical wheel-rail interaction interface between outdoor equipment and rolling stock under regulated operating conditions in the rail chain behind the tail of the outgoing train (shunt quality ) Also, in order to deepen the diagnostics, they organize continuous cyclic testing of the ALS signal generator and the elements of the ALS signal rail circuit during operation of the system in the absence of a train, form and transmit their diagnostics to the archive and to the center of the system of technical diagnostics and monitoring of ZhAT devices for operational planning of maintenance of floor devices using the “as-is” service method.
The claimed invention can be implemented in modern train control systems and, in particular, is implemented in a self-locking system with tone rail circuits and centralized placement of ABTC-I type equipment.
The essence of the group of inventions and its advantages will be better understood from the following description, presented solely as an example with reference to the accompanying drawings.
In FIG. 1 shows the structure of an automated control system for the movement of trains on a railway line, and FIG. 2 shows the structure of a half-block auto-lock device. The system consists of an electric centralization device 1 (EC) of a railway station and a distillation self-locking device 2 (AB), which use rail circuits to detect a train, control its location and transfer authority to the board of a train locomotive connected by an intersystem first two-bus interface 3 and an intersystem diagnostic interface 4 with workstations on duty at station 5 and electrician 6 (AWP DSP and AWP SHN, respectively), radio channel and real-time module 7 (MR and PB), a system module for technical diagnostics and monitoring 8 (MTDM), a clock synchronization module 9 (MTS) with a single clock generator (TG) 10 and through a communication gateway 11 and data transmission system 12 (SPD) connected to the technological network, as with other similar systems, and with centralized dispatch and other control systems, monitoring and diagnostics of the upper level (not shown), where the device of electrical centralization 1 is connected to the devices of the distillation battery 2, with traffic lights, arrows and other station control objects monitoring and control, where the distillation battery device, connected via cable lines with traffic lights, with rail lines (RL) of the lines, with crossing lines and other signaling devices for the status of the stage infrastructure objects, consists of at least two sets of automatic blocking equipment 2, each of which (cm. FIG. 2) is connected to another complex by an inter-office communication line, one port with an intersystem first two-bus interface 3, another port with a second two-bus interface 13, to which are also connected an automatic blocking control module 14 (MU-AB), an inter-office communication module 15, an inter-system gateway 16 with electrical centralization device 1, transceiver (TR) modules 17 and which are connected through a diagnostic port, an intra-system diagnostic interface and a corresponding gateway 18 with an inter-system diagnostic interface 4. Transceiver module 17 EPA includes transceivers signal LEC and ALS signal transceivers connected via a matching device (filters and other elements), the two-wire cable line transformer and track unit (not shown) with a rail line connecting points. The TR transceiver module can be implemented on the basis of signal processors for digital signal processing. Transceivers for batteries with centralized equipment are located at stations that limit the stage. The generation of signals from the RRL and ALS with the necessary amplification and matching is permissible by the generator of the complex signal RRL and ALS or by independent generators. For the case of using a SEC (without isolating joints), the KRL signal generator through the supply end connection point can generate a signal simultaneously in two adjacent SECs, and the KRL signal receiver through the relay end connection point can receive signals from two adjacent SECs simultaneously. The ALS generator and floor signal receiver are usually used in pairs, using such points of connection to the rail line that allow the monitoring and diagnostic functions to be implemented under the operating conditions of the system.
To achieve a technical result, the essential elements are:
- module 7 of the radio channel and real time;
- module 9 service clock synchronization with a single clock generator 10;
- module 14 control MU-AB;
- transceiver module 17;
- port synchronization signal generator ALS transceivers 17;
- the interface between the synchronization port of the ALS signal generators of the transceivers of the EC and AB devices and the TG 10 single clock generator;
- ports for diagnosing system modules;
- module 8 of technical diagnostics and monitoring (MTDM);
- interface 4 intersystem diagnostic.
FIG. 3 illustrates a method for generating a coherent ALS signal by the example of self-locking with a shopping and entertainment center. Here, the direction of movement at a speed V of the head of the rolling stock (RS) with the receiving coils of the PC signal of the ALS signal of the on-board equipment of the locomotive and with the shunt resistance of the wheel pair R w (shunt), a two-thread plan of an inextricable section of the rail line of the haul path (without insulating joints), ends tonal rail circuits (TRC) with connection points for floor equipment (t.0, t.1, t.2 and t.3), transceivers TR0, TR1, TR2 and TR3, longitudinal diagrams of signal currents generated by ALS signal generators of transceivers TR1 and TR2 in adjacent malls for leduyuschego static state: signal currents Ι 1 and I 2 in the advancing direction of the head of the rolling stock, I 10, I 20 in the opposite direction; signal current Ι 0 at the point of connection t.0 of the ALS signal receiver, containing fragments of the ALS signal from under the tail of the train; ALS signal generators of transceivers TR0 and TR3 are turned off; floor receivers of transceivers TR0 and TR1 are included. It is shown here that the effective value of the signal current I 1 of the ALS signal of the transceiver TR1 decreases from t.1 in the direction of the RS head due to the shunt action of the distributed resistance of the track ballast and decreases to zero after the shunt R w : Ι 0 = 0. The effective value of the signal current I 2 of the ALS signal generator of the transceiver TR2 decreases from t.2 to t.1 in the direction of the RS head due to the counterflow I 10 and the shunting action of the distributed resistance of the track ballast and decreases stepwise by 1 Δ I 2 per due to the shunt action of the internal resistance of the transceiver generator TR1. For t.1 in the shopping center 1 in the direction of the RS head, the remainder of the signal current I 2 is superimposed on the signal current Ι 1 . Thus, the ALS code signal passing under the receiving coils of the on-board equipment RS and closed by the shunt R w represents the interference of the ALS signal currents generated by the ALS signal generators of the transceivers TR1 and TR2. When using ALS signal generators of transceivers TR1 and TR2, which generate coherent ALS signals that are coordinated and synchronized in time, the superposition of signals in the shunt R w represents constructive interference of currents I 1 and I 2 , the result of which is an increase in the amplitude and power of the ALS signal. As RS approaches t 1, the shunting effect of R w increases, which leads to an increase in signal currents I 1 and I 2 , a change in the slope of the current plots I 1 and I 2 and a decrease in the jump Δ I 2 , the values of which are determined by the current superposition calculation algorithm electrical circuit of a particular shopping center. In Vol. 1, the signal current I 1 is completely shunted by the RS pair, but the receiving coils of the RS on-board equipment continue to be affected by the in-phase signal I 2 with the I 1 signal, which allows receiving the previous ALS signal code transmission until the end of its formation in the line with almost no distortion .
The described method is also applicable to adjacent rail circuits separated by an IS insulating junction (for example, in a reception route to a station), without superimposing signal currents of ALS signal generators, but maintaining synchronism when generating ALS signals by generators separated by an insulating junction (neglect the distance between the insulating junction and the point of connection of outdoor equipment to the radar). The technical effect is to reduce the likelihood of distortion of the ALS signal at the points of connection of floor equipment and to reduce the number of system failures in the reception of code parcels by the onboard ALS signal receiver, which improves the reliability of the transfer of traffic authority on board the locomotive and improves the safety of trains, especially in areas without traffic lights, where the ALS system is used as an independent means of signaling and communication.
The intersystem dual-bus interface 3 (Fig. 1) allows the AWS DSP and AWS SH to interact with AB devices, with EC devices and through gateways and the SPD data transmission system with upper-level control systems (DC, DC, STDM, ACS, etc.) for organization of train traffic control, diagnostics, maintenance and repair of railway transmission system devices.
The intra-system interface 13 (Fig. 2) provides separation of the flows carrying critical messages of control and management of train traffic and information-diagnostic messages. The network architecture of the intra-system interface is determined by the type of messages being transmitted. For critical data, a two- or multi-bus secure architecture is used. A high-performance information network is used to transmit a stream of diagnostic information messages. Separation of flows reduces the traffic of the intra-system and intersystem dual-bus interfaces, on the one hand, and allows you to expand and deepen the diagnosis of system devices by increasing the traffic of diagnostic information.
In accordance with the project, the feeding and receiving ends of the tonal rail circuits of the EC and AB devices form by connecting the generators and receivers of the KRL signal of the complex of automatic blocking equipment of one station to t.1 - i.e. the rail line of their part of the section (half section) and connecting the generators and receivers of the KRL signal a set of equipment for the automatic blocking of another station to the connection points of the rest of the stage, placed at stations that limit the stage.
The MTS 9 clock synchronization service module, using the time stamps of the MRK and PB 7 modules (based on the receiver of satellite navigation signals) or the signals of the clock synchronization system of digital communication systems, provides the system with accurate time stamps for archiving diagnostic data, for collection, generation and transmission diagnostics to the center of the system of technical diagnostics and monitoring of ZhAT devices. The MTS modules of the systems complexes distributed along the railway line coordinate the work, periodically interacting through the SPD network 12. The MTS module correlates the operation of the TG 10 clocks of two AB complexes located at the stations limiting the stage. The use of the clock signal of the clock generator TG allows the two generators of the ALS signal to synchronize with each other the moment the beginning of the formation of the ALS signal. The use of SG signals by the device of the EC 1 station allows you to organize end-to-end “seamless” generation of the ALS signal not only on the haul lines and stations, but also on sections of the path where it is necessary to use isolated IP junctions.
AB devices independently control the operation of floor equipment of the corresponding rail lines RL1 and RL2 of half-rail tracks when interacting with a station connected via an inter-station communication module MCC 15. AB devices through the intersystem dual-bus interface 3 interact with each other when detecting events related to traffic safety, for example, with a risk of misalignment on adjacent haul paths by crossing signaling equipment and other signaling devices (landslide, bridge, tunnel, rolling stock departure control devices, etc. .).
The system and method work as follows.
After configuring the system modules in accordance with the project for the technical equipment of the station and the railway line span and the diagnostics of the operability of the EC and AB devices and their constituent elements, the location of the rolling stock on the stage and station paths is determined.
The system, in accordance with the interval control algorithm, begins the transfer of traffic authority to the board of the train locomotive by generating ALS signals in the rail circuit of the upcoming RS. For this, the ALS signal generators of the EC and AB devices synchronized through the synchronization port with a single ТГ 10 are connected to two adjacent ТРЦ1 and ТРЦ2 (Fig. 3) located in front of the head of the advancing RS, which form a coherent sum in the rail circuit under the receiving coils of the on-board equipment of the locomotive signal currents Ι 1 and I 2 . The outdoor receiver of the ALS signal of the transceiver TR1 receives and observes the change in the signal current jump ΔI 2 of the ALS signal generator of the transceiver TR2 at the point of connection t.1 up to the moment of its shunting R Ш of the upcoming RS, which allows diagnosing the operation of the ALS signal generator of the transceiver TR2 directly during movement . Upon detection of the mall of the shopping and entertainment center 2, the MU-AB module turns off the signal current generator Ι 1 of the TR1 transceiver. At the same time, the signal current I 2 acts on the receiving coils of the on-board equipment of the locomotive. Upon completion of the formation of the current code message by the TR2 transceiver ALS signal generator, the MU-AB module sets the code for the next ALS signal code sending and includes ALS signal generators in adjacent SECs 2 and SECs 3 with the required configuration parameters in accordance with the normals. At the same time, the delay in switching the ALS signal code in the case of changing their code from the moment the locomotive crosses the next connection point does not exceed the maximum duration of the ALSN signal code generation (no more than 1.86 s) and does not exceed the delay in the traditional ALS signal generation method. The set code for generating the ALS signal code sending is determined by the MU-AB 14 module based on the mall’s affiliation to a specific block site in accordance with the project of signaling the stage and station and with the current train situation.
This reduces the likelihood of distortion of the ALS signal code transmission when crossing the border between adjacent rail circuits. However, as the RS moves, the current level in the radar under the receiving coils of the locomotive can change 10-20 times depending on the length of the rail line, therefore, to prevent distortion of the received ALS signals, automatic gain control of the locomotive ALS signal receiver is used (Railway automation and telemechanics systems: Training for universities / Edited by Yu.A. Kravtsov, Moscow: Transport, 1996.p. 149, 151). When the locomotive is at the output supply end of the rail circuit, the sensitivity of the locomotive receiver of the ALS signal is minimal, because the signal current in the rail circuit is maximum. With the onset of the locomotive to the next input relay end of the rail circuit, the level of the received signal of the ALS decreases abruptly. The recovery time of the sensitivity of the amplifier of a locomotive receiver during the transition from the maximum to the standard signal level characterizes the effectiveness of the automatic gain control and creates an additional source of distortion of the ALS code signal transmission.
Improving the reliability and reducing the likelihood of distortion of the reception of the ALS signal code signal on board the locomotive is achieved by adaptive control of the signal current value I 1 of the ALS signal generator of the TR1 transceiver. As RS approaches t.1, the ALS signal receiver of transceiver TR1 observes a decrease in Δ I 2 and its zeroing at the time of t.1 shunting. In this case, MU-AB 14 monitors this decrease and adjusts the gain of the ALS signal generator of the transceiver TR1 so as to reduce the signal current I 1 and thereby reduce the jump in the sum of the currents I 1 and I 2 at the time of shunting by t.1 with a locomotive. The technical effect of implementing adaptive regulation of the signal current value is to further reduce the likelihood of distortion of the code messages at the reception, the number of failures in the operation of the ALS system and, ultimately, to increase reliability.
The MU-AB 14 module controls the connection of the outdoor ALS signal receiver to the nearest connection point behind the tail of the outgoing train. As the RS moves, the transfer of power to the board of the locomotive by generating ALS signals in the rail circuit of the upcoming RS is carried out if a part of the rail circuit between the ALS signal generator and the locomotive is free from rolling stock. Then the signal current closes mainly through the wheelsets of this train and the ALS signal is not transmitted to the next train. This achieves the transfer of traffic authority to one train, regardless of the number of trains on the rail chain (AM Bryleev et al. Automatic locomotive signaling and auto-adjustment. M .: Transport, 1981. p. 18). However, under certain circumstances, the ALS signal may pass under the wheelsets of the first train and be erroneously received by the next one, which poses a threat to the safety of train traffic. In order to increase safety, the MU-AB module, along with controlling the quality of the shunt by the KRL signal, carries out additional quality control of the electromechanical wheel-rail interaction interface between the floor equipment of the system and the rolling stock in regulated operating conditions by evaluating the parameters of fragments of the ALS signal (signal current Ι 0 in Fig. 3) “from under the wheels” of the outgoing train received by the ALS floor-mounted signal receiver connected to the rail circuit shunted by the wheel pairs of the outgoing RS behind the tail of the train. The MU-AB module uses this estimate in the problem of interval regulation of train traffic, in particular, to increase the length of the protective section behind the tail of the rolling stock with a low quality shunt. When the rail circuit is released by the outgoing train, for continuous monitoring of the quality of the shunt, the ALS floor signal receiver is connected, connected to the connection point of the next rail circuit. The outdoor receivers of the ALS signal are controlled in the process of train movement so that the ALS signal parameters are monitored and diagnosed both from the head of the approaching train and from the tail of the outgoing train.
The MU-AB 14 module controls the configuration parameters of the receiving and generating devices of the TR transceiver equipment, controls the switching of generators and floor receivers of the ALS signal, and by the KRL signals it constantly monitors the state of both a separate rail circuit and the driving distance as a whole and diagnoses the quality of the equipment. In order to improve the reliability of monitoring the condition of the rail line and the reliability of monitoring the location of the train in the case of the equipment of the railway line provided by the project with the SEC devices, the carrier frequency of the SEC signal is encoded by the method of angular (frequency or phase) manipulation to increase the noise immunity of the SEC.
If there is no train movement during the operation of the system, the MU-AB 14 module controls the connection of the ALS signal generator and evaluates the quality parameters of the signal received by the corresponding outdoor ALS signal receiver in order to organize continuous cyclic testing of the ALS signal generator and elements of the ALS signal rail transmission circuit to maintain their readiness transfer of authority aboard the locomotive. This allows you to deepen the diagnostics of floor equipment, to collect and transfer to the archive and center of a system for technical diagnostics and monitoring of ZhAT devices the necessary amount of diagnostic information for operational planning of maintenance of floor devices as they are, to reduce the recovery time of the system and increase reliability.

Claims (4)

1. A train control system consisting of an electric centralization device for a railway station and a distillation lock device that use rail circuits to detect a train, control its location and transfer power to a locomotive, connected by an intersystem first two-bus interface and a diagnostic interface with workstations station attendant and electrician, radio channel and real-time module, through a communication gateway and transmission system data connected to the network, both among themselves and with centralized control systems and other top-level control systems, where the electric centralization device is connected by distillation autolock devices with traffic lights, arrows and other station control and monitoring facilities, where the distillation autolock device is connected via cable lines with traffic lights , with rail lines of lines, with crossing and other devices for signaling the state of infrastructure facilities, consists of at least two rooms auto-blocking equipment plexes, each of which is connected to another complex by an inter-station communication line and contains an autoblock signal control module, an inter-station communication module, an inter-system gateway for interfacing with an electric centralization device, generators of a complex signal for monitoring the status of a rail line (RRL) and an automatic locomotive signaling system (ALS), an outdoor receiver of signal КРЛ connected with rail lines of a railway line through the corresponding e connection points, and all of them are connected through the diagnostic port via an intra-system diagnostic interface, which is connected through an appropriate gateway to an intersystem diagnostic interface, characterized in that it additionally includes an outdoor receiver of ALS signals in a rail circuit, a clock synchronization module, a clock generator, a signal generator synchronization port ALS and network module for technical diagnostics and monitoring, where the clock synchronization module associated with the first two-bus intersystem interface and Through the appropriate gateway and data transmission system with a network of similar remote modules, the output of which is connected to the input of the clock clock, which is simultaneously fed to the synchronization port of the ALS signal generators of the transceivers that are part of the electrical centralization and directional auto-blocking devices, where the outdoor ALS signal receiver is included in composition of the transceiver of electrical centralization devices and track automatic blocking for automation of ALS signal control functions, electronic quality control mechanical interface of the wheel-rail interaction between the floor equipment of the system and rolling stock, deepening the diagnostics of the floor elements of the rail circuit and ALS signal generators, generating and transmitting diagnostic information to the archive, where the technical diagnostics and monitoring module is connected to the diagnostic bus on one side for collecting and with the first two-bus intersystem interface on the other hand for transmitting diagnostic information to the center of the system of technical diagnostics and monitoring at railway automation and telemechanics (ZHAT) through an appropriate gateway and data transmission system.
2. The method of interval regulation of train movement, which consists in transferring the authority to move on board the train locomotive and in controlling the location of trains on the line by generating KRL and ALS signals in the rail circuit, characterized in that in order to increase the reliability of the transfer of authority on the board of the locomotive through rail path chains and stations ALS signal in the rail circuit under the receiving coils of the train head is formed as a result of superposition (superposition) of the signals of two generators connected to the two last to the existing rail circuits located in front of the advancing train, where the generators generate synchronized ALS signals so that as a result of their superposition under the receiving coils of the train head, a total positive coherent signal is generated, and when the train passes the connection point of the outdoor equipment to the rail line and bypasses the circuits of the first generator its immediate shutdown, and the moment of turning on the next third ALS signal generator is delayed until the second generation is completed the torus of the current package with the previous code combination in order to eliminate its distortion and the start of the second and third generators generating synchronized signals of the next package with the specified parameters and the required logic of the interval control problem with the same or another code combination, as well as with the aim of increasing the reliability of monitoring the state of the rail line and the reliability of control of the location of the train in the case of using a tonal rail circuit, the carrier frequency of the KRL signal to increase the noise immunity to Audit by the method of angular (frequency or phase) manipulation.
3. The method according to p. 2, characterized in that in order to improve safety, they monitor the quality of the electromechanical wheel-rail interaction interface between the floor equipment of the system and the rolling stock in regulated operating conditions by evaluating the parameters of the ALS signal fragments from under the wheels »The outgoing train (quality of the shunt) received by the outdoor ALS signal receiver connected to the rail circuit shunted by the wheel pairs of the rolling stock behind the tail of the train, and use this estimate in the task of interval regulation of train movement, in particular, to increase the length of the protective section behind the tail of the rolling stock with a low quality of the shunt, where when the rail is released by the outgoing train for continuous monitoring of the quality of the shunt, a floor ALS signal receiver is connected to the connection point of the next rail circuit.
4. The method according to p. 2, characterized in that in order to deepen the diagnostics, they organize continuous cyclic testing of the ALS signal generator and elements of the ALS signal transmission rail circuit during operation of the system in the absence of a train by test switching on the generator and evaluating the ALS signal quality parameters adopted by the corresponding floor receiver, where for the purpose of operational planning of maintenance, the status of floor devices generates and transmits diagnostic information about failures, failures, etc. fail-safe conditions of their work in the archive and in the center of the system of technical diagnostics and monitoring of ZhAT devices.
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RU2714965C1 (en) * 2019-05-16 2020-02-21 Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ), РУТ (МИИТ) Train control method
RU2746629C1 (en) * 2020-09-07 2021-04-19 Акционерное общество "Научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи на железнодорожном транспорте" System for interval regulation of train traffic

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