RU2652319C1 - Method of regulation of train movement on running line - Google Patents

Abstract

FIELD: systems for regulating the movement of rail vehicles.

SUBSTANCE: method is based on monitoring the states of track sections through rail chains and transferring information to the rolling stock, the current of the signal frequency from the track generator is passed from the receiving station through the first cable line alternately to all the rail circuits, by means of the second cable line, also a track receiver is connected alternately to all the rail circuits, from the output of which the station computer in the post of electrical centralization alternately receives the information on the state of all the block-sections. Moreover, by means of a station computer, information on the number of free block-sections is generated and transmitted on the digital radio channel to locomotives, as well as information on the number of the approach track to the train locomotives that approach the receiving station, due to which information appears on the locomotive navigators, in the memory of the locomotive computer, information was entered on the plan and profile of the track, the station's layout, the weight and length of the train, the locomotive parameters, by means of which the automatic speed of the train is maintained in automatic or manual mode.

EFFECT: safer train movement.

1 cl, 3 dwg

Description

FIELD OF THE INVENTION

The invention relates to the field of railway automation and can be used to regulate the movement of trains on the stage.

State of the art

There is a method of regulating the movement of trains on a stretch (numerical code autolocking of alternating current), which consists in the fact that by means of rail circuits (RC) the state of block sections (bu) in front of running trains is monitored. Information on the number of free and operational forward-lying bu is transmitted to the rolling stock using optical and inductive communication channels (ALS) [Telemechanics and communication automation devices. Chaliagin D.V., Tsybulia N.A., Kosenko S.S., Volkov A.A. et al. - M.: Route, 2006] (p. 291 - 295).

The disadvantages of this method is that on the stage at each signal point in the cabinets relay equipment is installed, floor traffic lights, insulating joints and choke transformers are installed, some of the relays operate in a pulse (code) mode, the main and backup lines of longitudinal power supply are built, and the control system control.

There is a method of regulating the movement of trains on a stretch (auto-lock with centralized placement of TsAB equipment), which consists in the fact that the state of block sections in front of running trains is also controlled by rail chains. Information on the number of free and operational forward-lying bu is transmitted to the rolling stock using ALS (ibid., Pp. 302-311). In contrast to the numeric code blocking, there are no relay cabinets with equipment, floor traffic lights, insulating joints and choke transformers, with the exception of choke transformers, which balance the asymmetry of the traction current, the main and backup longitudinal power supply lines, and supervisory control systems.

The disadvantages of this method is that it requires a large number of cable cores, a device for monitoring the health of the insulation of cable cores, the organization of protective sections to ensure the safety of trains when passing a prohibit signal.

This technical solution is selected as a prototype.

Disclosure of invention

The technical result is to increase the safety of train traffic, the reliability of the system of interval control of train traffic (IRDP), increase the throughput of the stage by reducing the length of block sections to 500 m, and reduce the cost of construction and operation.

The technical result is achieved by the fact that the proposed method of regulating the movement of trains on the stage, based on monitoring the state of the track sections by means of rail circuits and transmitting information to the rolling stock, according to which the signal frequency from the track generator from the receiving station is passed through the first cable line in turn to all rail circuits, through the second cable line also alternately to all rail circuits connect the track receiver, from the output of which information about the status of all the block of sections in turn arrives at the station computer at the electric centralization station, through which then information on the number of free block sections, as well as information on the number of the reception path to the train locomotives that are suitable for the reception station, is formed and transmitted via a digital radio channel to the locomotives, so that for locomotive navigators, information appears if information on the plan and profile of the track, the track development of the station, the weight and length of the train, the parameters of the locomotive, is entered into the memory of the locomotive computer which it is carried out automatically or manually to maintain the optimum train speed.

"Brief Description of the Drawings"

In FIG. 1 is a fragment of a timing diagram for transmitting cyclic synchronization (CA) signals. These signals are transmitted along the wires of the PX and OX cable lines, they are also used to power low-current circuits in linear installations (counters, keys, and other elements on diode and transistor circuits). In FIG. 2 shows diagrams of linear installations and a post of an EC of a receiving station. In FIG. Figure 3 shows guard and locomotive devices for controlling the movement of trains.

"Implementation of the invention"

In FIG. 1 the following notation is given: 1 - AC sinusoids, the transmission duration of which, together with the cyclic synchronization interval (CS), corresponds to the cycle time of the state monitoring survey of all block sections; they are also used to power the devices of linear units (LU); 2 - DS signals, which are used as the intervals between packages of alternating current.

In FIG. 2 designations are given: 3 - a power supply (IP) for LU; 4 and 5 direct (ПХ) and return wires (ОХ) for power supply LU; 6 - track generator (GP) for powering the RC; 7 and 8 line wires for powering the RC; 9 - track receiver for monitoring the status of rail lines (RL); 10 and 11 line wires for monitoring the state of the radar; 12 - computers at the receiving station; 13 - the first LU; 14 - voltage converter (PN) in the first LU (converts 220 V AC to 5 V DC), 15 and 16 PN outputs with voltages “+5” and “-5” volts; 17 - clock generator (G); 18 - block signal generation CA (BFCC); 19 - counter clock pulses (ST), the duration of which corresponds to the time of exchange of information of the post EC with one LU; 20 - logical element OR; 21 - output (Q) of the logical element OR; 22 - key (CL) for connecting the linear wires to the input of the track transformer (PT) of the relay end of the RC; 23 - control key input; 24 - track transformer of the relay end of the RC; 25 and 26 rails of a railway track; 27 - second LU; 28 - Mon second LU; 29 and 30 outputs PN second LU; 31 - generator G of the second LU; 32 - BFCC second LU; 33 - ST second LU; 34 - element OR of the second LU; 35 - output element OR of the second SU; 36 - KL of the second LU; 37 - input KL of the second LU; 38 - PT supply end of the RC.

In FIG. 3 designations are given: 39 and 40 - the first and N-th radio stations (PC1 and PCN) at the post of EC of the receiving station; 41 and 42 - the first and Nth locomotives; 43 and 44 - the first and Nth mobile radio stations (PCM 1 and PCMN) on locomotives; 45 and 46 - the first and N-th mobile computers on locomotives.

The action of the method is as follows. At the post of the EC of the receiving station (Fig. 2), IP 3 is connected, connected by wires ПХ 4 and ОХ 5 with ПН 14 and 28 ЛУ 13 and 27. Also at the post of the ЭЦ there is GP 6 connected to the supply end of the rail circuit through wires 7 and 8, КЛ 36 and PT 38, as well as with the feeding ends of other rail chains. PP 9 is connected to the supply end of the rail circuit through wires 10 and 11, KL 22 and PT 24. Other rail chains have a similar structure. Rail circuits of adjacent rail lines are powered from the PT (38) of all LUs. Information from the PP 9 is fed to the computer 12.

Power supply from IP 3 is supplied to the monitors (14, 28, ...) of all LUs (13, 27, ...), the outputs of which are to the power inputs of all microcircuits, and pole 15 is connected to the BFCC input for generating clock signals. The clock signals of the DS are intervals 2 (Fig. 1) separating the current packages 1. The signals of the DS from the output of the BFSC (Fig. 2) are fed to the input R of all STs (19, 33, ...) and reset them. After the end of the CA signal, the ST counters (19, 33, ...) again perceive the pulses from the outputs G (17, 31 ...) and switch the outputs. The potential of a logical unit (ЛЕ) is present at only one output of CT (20, 34, ...), therefore, the potential of a logical unit appears at the output Q of the logical element 20 during 2 and 3 cycles, and at the output Q of the logical element 34 during 3 and 4 cycles . Thus, KL 22 is open at step 2 for receiving a signal through Fri 24 from GP 6, which is connected to rails 25 and 26 to the left of Fri 24, and at Step 3 - from GP 6, which at that moment is connected to the right of Fri 24, t .e. through PT 38. At the same time, at the outputs 3 CT 19 and CT 33 there is a potential ЛЕ, due to which the keys 22 and 36 are open.

After the computer 12 receives information about the status of all used, it will be known about the location of all trains on the stage. In addition, the information obtained with the participation of GLONASS about the location of the locomotives of all trains (Fig. 3) 41, ... 42 will be updated on the mobile computers of these locomotives (COMPUMS1, ... 3BMMN) 45, ... 46, and through mobile radios (PCM1, ... PCMN) 43, ... 44 and stationary radio stations (PCM1, ... PCMN) 39, ... 40 will go to computer 12. Based on the received data, as well as information from electrical centralization devices (not shown in Fig. 3) about setting the route to the path or route of the through (non-stop pass) computer 12 will form orders and transmit to the locomo willow information by the same digital radio channels, the number of available sites vperedilezhaschih to train and the number of the receive path, which will be presented to the locomotive navigator. This will allow you to automatically or manually select the optimal train speed. At the same time, the parameters of the track and train must be entered into the locomotive computer.

Claims (1)

A method of regulating the movement of trains on a stretch, based on monitoring the state of track sections by means of rail circuits and transmitting information to rolling stock, characterized in that the signal frequency current from the track generator from the receiving station is passed through the first cable line in turn to all rail chains, by means of a second cable the lines also alternately connect a track receiver to all rail circuits, from the output of which information on the state of all block sections alternately arrives at the station computer n the electric centralization station, by means of which information on the number of free block sections, as well as information on the number of the reception path to trains locomotives that are suitable for the reception station, is then generated and transmitted via digital radio channel to locomotives, so that information appears on locomotive navigators if information on the plan and profile of the track, the track development of the station, the weight and length of the train, the parameters of the locomotive, by which it is carried out automatically or manually, is entered into the memory of the locomotive computer Ohm mode maintaining optimal train speed.

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