RU2614158C1 - System of integrity control - Google Patents

System of integrity control Download PDF

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Publication number
RU2614158C1
RU2614158C1 RU2015149293A RU2015149293A RU2614158C1 RU 2614158 C1 RU2614158 C1 RU 2614158C1 RU 2015149293 A RU2015149293 A RU 2015149293A RU 2015149293 A RU2015149293 A RU 2015149293A RU 2614158 C1 RU2614158 C1 RU 2614158C1
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Russia
Prior art keywords
train
microcontroller
path
transceiver module
control
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RU2015149293A
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Russian (ru)
Inventor
Сергей Юрьевич Гришаев
Владимир Сергеевич Миронов
Игорь Александрович Панферов
Ефим Наумович Розенберг
Сергей Владимирович Румянцев
Елена Евгеньевна Шухина
Original Assignee
Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте"
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Priority to RU2015149293A priority Critical patent/RU2614158C1/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/14Devices for indicating the passing of the end of the vehicle or vehicle train
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0054Train integrity supervision, e.g. end-of-train [EOT] devices
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/08Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
    • B61L23/14Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
    • B61L23/16Track circuits specially adapted for section blocking

Abstract

FIELD: machine building.
SUBSTANCE: invention relates to the field of railway automatic systems and telemechanics. The system contains the installed on the locomotive and the tail car kits, which include on-board equipment unit, a microcontroller with an integrated transceiver module, an onboard receiver coil and a receiver board. The station has traveling loops, each of them has a track generator, a microcontroller with an integrated transceiver module and wired interface. Wherein, all wired interfaces are associated with the central unit train traffic control station equipment via a wired link.
EFFECT: invention provides a simplification of equipment integrity control structure, improving its reliability and control of the reliability.
1 dwg

Description

The invention relates to the field of railway automation and can be used as part of automated control systems and to ensure the safety of train traffic.
The main sections of roads are equipped with interval regulation systems that ensure the safety of trains on the stage using auto-lock. At the same time, there are inactive sections of roads on which, due to the low traffic intensity, the use of interval regulation systems based on the use of a large number of outdoor equipment is not practical. These sites are usually equipped with semi-automatic locking. Both with automatic locking and semi-automatic locking, an important function is to determine that the train has followed a certain section of the track in full force. In case of auto-blocking, this function is mainly realized with the help of rail chains, and in case of semi-automatic blocking, mainly, without rail chains, either by counting the axles in the train, or by means of point monitoring of the last carriage of the train past the checkpoint located in front of train receiving station. Violations in the correct operation of the distillation devices for determining the freedom of track sections due to interruptions from interference or violations of their correct adjustment or failures lead to dangerous situations and delays in the movement of trains.
To monitor the progress of the last carriage of a train, a passive sensor mounted on the tail of the formed train and an outdoor active sensor mounted at a control point of the track can be used. An inductor is used as a passive sensor (see the book. A. Ustinsky et al. Automation, telemechanics and communication in railway transport. - M.: Transport, 1985, pp. 17-23, 139-140). However, the inductor made of metal has a significant mass, which complicates the maintenance of trains.
It is also known to monitor the progress of the last carriage by reading the RFID identification tags installed on various structural elements of the carriage (RU 2191127, B61L 25/02, 20.10.02). However, for this it is required to equip a large number with such marks, since it is not known in advance which of the cars will be at the end of the train. In addition, there is a drawback associated with the reception of interfering radio signals reflected from train cars on adjacent tracks.
Also known is the control of the full train track by monitoring the tail equipment of the train installed directly on the train itself, using the tail car block, which is connected to the equipment in the driver’s cab for subsequent transmission of information about the integrity of the train over the air to the locomotive cab, and then to dispatch control station for train traffic (RU 2411147, B61C 17/12, 02/10/11). In passenger trains, integrity control is carried out through linear wires of the electro-pneumatic brake and along the brake line. In trucks - only by the presence of pressure in the brake line (pressure loss means a break) (see Smagin B.V. Automatic brakes and train safety. Training manual. - M .: RGOTUPS, 1997, p. 11). The main disadvantage of such systems is the need to install sophisticated equipment in the tail cars of the train and communication lines with it, which complicates and increases the cost of operation. Currently, trains, especially freight ones, are poorly equipped with autonomous devices for checking the integrity of the train.
Information about the breakdown of the train found on the train itself, by the pressure drop in the brake line is transmitted to the central traffic control station with a large delay due to the inertia of the pressure change in the brake line and delays in the operational radio communication of the central station with trains.
In parallel with the listed train tracking control systems in full force, devices for automatic braking control are currently widely used for other purposes (see Nikiforov B.D., Golovin V.I., Kutyev Yu.G. Automation of train brake control. _ M .: Transport, 1985, patent RU 2283786, B61L 8/172, 09/20/06). These devices are widely distributed on the railway. The close arrangement of the equipment of the automated braking control systems to the equipment of the train follow-up control systems in its entirety creates the preconditions for simplifying and increasing the reliability of the equipment of the control systems for the train follow-up in its entirety by duplicating and / or performing some of the functions of this equipment in the equipment of the automatic braking control system.
The closest technical solution, which is adopted as a prototype, is a system for monitoring the free movement from rolling stock of track sections on a railway section, containing distillation electric rail circuits and their monitoring equipment located at stations for electrical centralization of stations limiting the section, track generators connected to the corresponding loops of inductive coupling, and on the locomotive the output of the signal receiver is connected to the input of the unit for determining the coordinates of the location of the generator c, the output of which is connected to the first input of the rail chain release signal generation block, the port of which is connected via the intermodular communication interface to the locomotive transceiver port and the locomotive motion control unit port, the second, third and fourth inputs of the rail chain release signal generation block are connected to the electronic block maps of the route and satellite navigation, with a unit for measuring the distance traveled and the output of the device for monitoring the integrity of the train, while locomotive the transceiver is connected via a digital radio communication channel to stationary transceivers located at the electric centralization posts, which are interconnected by a wired communication line (RU 2438905, B61L 23/16, 01/10/2012).
A disadvantage of the known system is the relative complexity of the equipment, which consists in the need to use means for determining the coordinates of the location of the generators, generating a signal for releasing the rail circuit, measuring the distance traveled, satellite navigation and a device for monitoring the integrity of the train.
The technical result of the invention is to simplify the equipment of the system for monitoring the integrity of the composition, increasing the level of its reliability and reliability of control.
The technical result is achieved by the fact that in the integrity control system of the train containing the inductive communication paths, each of which is connected to the corresponding path signal generator, and on the locomotive to the input of the on-board control unit of the train, the output of the on-board signal receiver of the inductive communication channel, the input of which is connected with an onboard receiver coil, according to the invention, the first microcontroller with an integrated transceiver module is introduced on the locomotive and connected to the onboard receiver the carcass, and on the tail carriage of the train an additional onboard receiving coil is installed, connected to the input of the second microcontroller with an integrated transceiver module, each path signal generator is connected to a corresponding path microcontroller with an integrated transceiver module, and the path microcontroller is connected via a wired interface to a wired communication line connected with the communication port of the equipment block of the central station for controlling the movement of trains, to which it is connected through the aforementioned wire a track generator, the built-in transceiver modules of the first and second microcontrollers are connected via the radio channel of low-power radio communication with the built-in transceiver module of the corresponding track microcontroller in the time interval of finding the receiving coils mounted respectively on the locomotive and the tail car, above the track loop connected to the track signals to which this trip microcontroller is connected.
The present invention also allows to expand the functionality of a known subsystem such as an automated braking control system due to efficient integration within the general train control system with the applied interval control systems for train movements on sections adjacent to stations where there is equipment for an automatic braking control system, in particular semi-automatic self-locking systems. Effective integration here means integration, which is accompanied by a synergistic effect when combining the subsystems, which is expressed in improving the ratio of quantity and quality of functions implemented by the general train control system and the total hardware and operating costs compared with the known solutions. The proposed technical solution uses existing loops of an automated braking control system and connecting wires from outdoor devices of an automated braking control system to a control center to transmit new information generated by the new system about a train in full force, and it also uses small-sized and low-cost production and operation tail-car equipment for freight trains and even cheaper equipment for electric trains c, the front and rear control cabins of which already have coils of the automatic braking control system. In this regard, small additional hardware and operating costs make it possible to simplify the distillation interval control systems and increase the reliability of their operation by redundant in them the functions of monitoring the progress of the train in its entirety.
The drawing shows a diagram of a system for monitoring the integrity of the composition.
The integrity control system of the train contains inductive communication paths 1, each of which is connected to the corresponding path signal generator 2, and on the locomotive 3 to the input of the on-board control unit 4 of the train is connected the output of the on-board receiver 5 of the signals of the inductive communication channel, the input of which is connected to the on-board reception coil 6, on the locomotive 3, the first microcontroller 7 with integrated transceiver module 8 is connected to the on-board receiving coil 6, an additional boron is installed on the tail carriage 9 of the train a new receiving coil 10 connected to the input of the second microcontroller 11 with an integrated transceiver module 12, each path signal generator 2 is connected to a corresponding path microcontroller 13 with an integrated transceiver module 14, and the path microcontroller 13 is connected via a wire interface 15 to a wire communication line 16 connected with the communication port of the unit 17 of the equipment of the central station for controlling the movement of trains, to which the traveling generator 2 is connected via the aforementioned wire line 16, The power transceiver modules 8, 12, the first and second microcontrollers 7, 11 are connected via a low-power radio channel to the integrated transceiver module 14 of the corresponding track microcontroller 13 in the time interval for the receiving coils 6, 10 mounted respectively on the locomotive 3 and the tail car 9, above the track by a loop 1 connected to a path signal generator 2 to which this path microcontroller is connected 13. A feature of the system is the use of the same microcontrollers as for locomotives x, and for the travel devices.
The system operates as follows.
At the station's entrance to the locomotive 3, a code signal about the number of the reception route is transmitted through the inductance loop 1. In the proposed system, the code signal arriving at the line loop 1 is supplemented by a unique address for radio communication with the corresponding line microcontroller 13 with an integrated transceiver module 14. This signal is sent to the line generator 2 from the unit 17 of the equipment of the central train control station. The track generator 2 at the station input generates a modulated frequency code signal with carrier frequencies of about 20 kHz based on information from this code signal. This frequency signal during the passage of the on-board receiving coil 6 over each inductive coupling path 1 through the resulting temporary inductive communication channel enters the on-board receiver 5 of the inductive communication channels signals on the locomotive 3. From it, the demodulated signal is sent to the on-board control unit 4 of the locomotive 3. Having received a signal from the on-board receiver 5 signals of inductive communication channels, the unit 4 of the on-board equipment for controlling the locomotive 3 extracts from it information about the number of the current path loop 1 and the number of the reception route and from these numbers it extracts from its memory block the data on the path parameters of the established reception route and the address for radio communication with the path microcontroller 13 with an integrated transceiver module 14 related to the current path loop 1. Similarly, the path generator 2 at the station exit transmits its information to locomotive 3. In this case, the unit 4 of the on-board equipment for controlling the locomotive 3 obtains the number of the haul and then from its memory extracts data on the travel parameters to build speed curves for each block of the haul. The address for radio communication received from the path loop 1 with the corresponding path microcontroller 13 with an integrated transceiver module 14 is used by the first microcontroller 7 with an integrated transceiver module 8 of the locomotive 3 to transmit low-power radio communication to this path microcontroller 7 with an integrated radio transceiver 8. The feedback radio signal contains a digital data packet with the train number and the number of its tail carriage 9 and / or the number of the rear control cabin in the case of the composition of the electric train. Also, this data packet contains the address of the second microcontroller 11 with an integrated transceiver module 12 at the end of the train for a subsequent communication session with it of this track microcontroller 13 with an integrated transceiver module 14. In order to expand the functionality of the motion control system, this package may also contain other information from locomotive 3, useful for the process of supervisory control of train traffic. The radio signal with the feedback data packet is broadcast through the onboard low-power radio antenna in the ISM radio frequency band, or the like, and is received via the radio channel located at the current short distance (approximately within the length of the loop 1) of the low-power radio antenna of the traveling microcontroller 13 with an integrated transceiver module 14. The radio signal received by this path microcontroller 13 outputs its transceiver module 14 from the standby mode and is decoded. The data from the package is stored in the RAM of the trip microcontroller 13. The trip microcontroller 13 adds to this information a unique identification number of the corresponding inductance path loop 1 and transmits information about the head or tail of the train over this path through the output of the wire interface 15 and the wire line 16 a loop 1 of inductive coupling to the corresponding unit 17 of the equipment of the central station for controlling the movement of trains. If information was received from locomotive 3 of a given train that the train follows the cars forward, then the transmitted information is supplemented by a special sign that locomotive 3 is in this case the last element in the train. Unit 17 of the equipment of the central station for controlling the movement of trains registers this information for fixing the trace of the locomotive 3 of this train over this track loop 1 of the inductive coupling. Industry-programmable microcontrollers with integrated transceiver modules (for example, Texas Instruments modules based on CC2520 chips http://www.ti.com/lit/ds/symlink/cc2520.pdf), or similar, for the general industrial frequency range ISM consume small current, they work on batteries with a voltage of 2-3.6 V, are cheap, small-sized and have their own microprocessor with a serial interface for wired communication. They also have a standby mode with micro current consumption and consume energy of less than 10 mW during radio communication at a distance of several meters with a radio exchange time of less than 0.01 sec. This ensures that the modules have a long service life of the built-in batteries without replacing them and also creates the prerequisites for using only the signal energy received by the additional receiving coil 10 from the loops 1 when feeding the modules in the tail cars 9.
The frequency code signal received by the additional receiving coil 10 in the tail carriage 9, when the last car of the train passes over the same loop 1, acts on the input by waking from the standby mode the second microcontroller 11 with the built-in transceiver module 12 of the tail car 9. The second microcontroller 11 with the built-in transceiver module 12 is also in standby mode with micro current consumption before a signal arrives from the additional receiving coil 10. When the second microcontroller 11 is awakened, it activates its transceiver module 12 to send it a broadcast request to establish radio communication of the path microcontrollers 13. In this message, it indicates its unique address and therefore only one path microcontroller 13, which relates specifically to this loop 1 and stores the time of the radio exchange with the locomotive 3 of the same train in its RAM the same address responds to this request of the trip microcontroller 13 and receives a packet of information from the second mic Controller 11 transceiver module 12 in the end of the train passing train. This information package contains information about the unique identification numbers of this train and its tail carriage 9 or the last section in the case of an electric train. This information for a freight train is entered by train compilers into the non-volatile memory of the second microcontroller 11 in the kit for each tail car 9 when the train composition is formed, and on locomotive 3 of the freight train or electric train it enters the non-volatile memory of the first microcontroller 7 from unit 4 of the on-board control equipment of the locomotive 3 into appropriate control cabin.
The information package may also contain additional information about the composition of the train, useful in general for the train control system.
The trip microcontroller 13 after decoding the information received via the radio channel, again adds to it a unique identification number of the corresponding inductive communication path 1, and then through the output of the wire interface 15 and the wire communication line 16 transmits information about the train tail now following this path 1 inductive coupling to the corresponding unit 17 of the equipment of the central station for controlling the movement of trains. Unit 17 of the equipment of the central post for controlling the movement of trains registers this information and fixes the whole train following the control point of the track corresponding to the coordinates of the location of this track loop 1 inductive coupling. This information in the unit 17 of the equipment of the central station for controlling the movement of trains is then used for various purposes of supervisory control of the movement of trains. In particular, it can be used by distillation interval control systems to control the release of the entire stretch during semi-automatic blocking, or to control the release of the last block of the stretch section during self-locking, or to control the release of the station track when the train enters the section. This information can also be used to pinpoint the coordinates of the current location of the end and beginning of the train.
The use of new features provided by the proposed system can improve safety and reliability, and / or allows you to simplify the equipment of the distillation systems of interval regulation of movement. Thus, in case of semi-automatic blocking, inductors having a significant mass or additional floor modules for axle counting, which serve to increase reliability in systems using axle counting, can be excluded from use. When auto-locking can be simplified unlocking schemes falsely occupied rail chains at the end of hauls. Duplicate information about the parameters of passing trains can also be transferred to the systems for identifying trains and checking schedules for executed traffic. Within the framework of the general control system, this provides a synergistic effect of a significant improvement in the parameters of the general train control system in relation to the relatively small additional operational and capital costs.
The system provides technical diagnostics. On the corresponding wireline 16, the unit 17 of the equipment of the central station for controlling the movement of trains from the track generator 2 and the track microcontroller 13, after the trains have passed over the cable 1, sends self-diagnosis information packets of the health of the units of the devices involved in determining the full train sequence. This information is displayed on the displays of the operating personnel.
Simplified system options are also possible. The simplest option is the option of using only the second microcontroller 11 in the tail carriage 9 on a train, supplying it only with the signal energy received by the additional on-board coil 10 from the loops 1. In this case, the protection from receiving a false signal by the transmitter-receiver module 14 of the track microcontroller 13 can be based on the fact that the signal level from the microcontrollers of another train will be significantly less due to the large distance. Basically, this condition can be fulfilled on single-track railways, when the tail of one train is far from the tail of the oncoming train.

Claims (1)

  1. The integrity control system of the train, containing the inductive communication paths, each of which is connected to the corresponding path signal generator, and the output of the inboard communication signal receiver, the input of which is connected to the on-board receiving coil, is connected to the input of the on-board control unit of the train on the locomotive that the first microcontroller with an integrated transceiver module was introduced on the locomotive and connected to the on-board receiving coil, and installed on the tail car of the train There is an additional on-board receiving coil connected to the input of the second microcontroller with an integrated transceiver module, each path signal generator is connected to a corresponding path microcontroller with an integrated transceiver module, and the path microcontroller is connected via a wired interface to a wired communication line connected to the communication port of the central unit equipment unit control of the movement of trains, to which a path generator is connected through the aforementioned wire communication line, while the built-in transceiver modules of the first and second microcontrollers are connected via a low-power radio channel with the built-in transceiver module of the corresponding track microcontroller in the time interval of finding the receiving coils mounted respectively on the locomotive and the tail car above the track loop connected to the track signal generator to which the track controller is connected to this microcontroller .
RU2015149293A 2015-11-18 2015-11-18 System of integrity control RU2614158C1 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2702370C1 (en) * 2019-02-13 2019-10-08 Акционерное общество "Научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи на железнодорожном транспорте" Train full-length passing control device
RU2717279C1 (en) * 2019-03-12 2020-03-19 Юрий Иосифович Полевой Method and device for transmitting information to locomotive using loop

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2283786C1 (en) * 2005-03-01 2006-09-20 Общество с ограниченной ответственностью "Научно-производственное объединение САУТ" Train braking automatic control device
RU2390453C1 (en) * 2008-12-05 2010-05-27 Открытое акционерное общество "Российские железные дороги" (ОАО "РЖД") System of interval railway traffic control on station limit
RU2438905C1 (en) * 2010-07-08 2012-01-10 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" System for control of railway station limit non-occupancy
RU2556263C2 (en) * 2010-02-03 2015-07-10 Сименс Акциенгезелльшафт Method and apparatus for monitoring train integrity

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2283786C1 (en) * 2005-03-01 2006-09-20 Общество с ограниченной ответственностью "Научно-производственное объединение САУТ" Train braking automatic control device
RU2390453C1 (en) * 2008-12-05 2010-05-27 Открытое акционерное общество "Российские железные дороги" (ОАО "РЖД") System of interval railway traffic control on station limit
RU2556263C2 (en) * 2010-02-03 2015-07-10 Сименс Акциенгезелльшафт Method and apparatus for monitoring train integrity
RU2438905C1 (en) * 2010-07-08 2012-01-10 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" System for control of railway station limit non-occupancy

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2702370C1 (en) * 2019-02-13 2019-10-08 Акционерное общество "Научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи на железнодорожном транспорте" Train full-length passing control device
RU2717279C1 (en) * 2019-03-12 2020-03-19 Юрий Иосифович Полевой Method and device for transmitting information to locomotive using loop

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