RU2714962C1 - Method of controlling movement of trains using radio signals - Google Patents

Abstract

FIELD: railway automatics.

SUBSTANCE: invention relates to railway automation for controlling train movement. In the method, on the locomotives, a computer and two radio stations are installed, and at the stations – a computer and one radio station, which provide radio communication with the in-between and the back-to-back stations by means of locomotive and station radio stations and station computers, when locomotive enters locomotive, locomotive computer receives system number from computer-assisted inter-stationing station in front-end station and saves it while on haul, next station and next haul, and locomotive computer receives block-section state information, which are included into the station monitoring zone, and namely block sections of half the sections adjoining the station, as well as on the number of the receiving and sending route and the forecast time for receiving and sending, based on the received information and information recorded in the locomotive computer memory, on track development of locomotive entire locomotive, plan and track profile, locomotive computer determines number of free block sections ahead of train, configuration of route with marks of crossing crosses, speed of train movement over distances and stations and transmits information on speed to train control device, which controls position of locomotive controller and operator's cock, while maintaining optimum speed. At that, locomotive location coordinates of locomotive are transmitted from locomotive to CBI posts of in-situ and behind-lying stations to track its movement at station and dispatcher centralization station.

EFFECT: broader functional capabilities when controlling movement of trains.

1 cl, 4 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.

State of the art

A known method of regulating the movement of trains using tonal rail chains with a centralized placement of equipment [Typical materials for the design of 410306-TMP. Auto-lock with tonal rail chains and centralized placement of ABTC-03 equipment. Russian Railways, a branch of the Institute for the Design of Signaling, Centralization, Communications and Radio for Railway Transport GIPROTRANSSIGNALSVYAZ 2004]. Information on the state of the track sections is generated using rail chains and transmitted via linear wires to stations adjacent to the stage. On the rolling stock, information about the state of the forward-lying track sections is transmitted using outdoor traffic lights and the ALS system.

The disadvantages of the method are: the use of floor and locomotive traffic lights; a large number of cable strands on the stage; low accuracy of determining the coordinates of the tail of the train ahead; standard requirements for each of the block sections along their length in order to ensure a reduction in speed or a complete stop of the train; use of several carrier and modulating frequencies; as well as the availability of track devices; entrusting the driver with the obligation to determine the optimal and maximum permissible speed based on the experience of the train taking into account the plan and profile of the track, the parameters of the train and the shortcomings of the pneumatic brake system.

A known method of controlling the speed of trains, which is embodied in the CLUB device. The device is designed to increase safety in train and shunting operations by receiving ALS signals and displaying them at the driver, measuring and displaying the speed of the train, eliminating unauthorized starting of the locomotive, controlling the speed of traffic, controlling braking in front of a traffic light with a prohibiting signal, monitoring the driver’s wakefulness and alertness, forming signals to the automatic braking control system (SAUT).

The locomotive display unit displays the following information to the locomotive driver:

- traffic signals (green, yellow, red-yellow, white, white flashing and red);

- the number of free block sites - 5;

- locomotive speed - three-digit decimal number of green color;

- permissible speed for following the forward traffic light (controlled speed) - a three-digit decimal number in red;

- the permissible speed at a given point of the path is indicated instead of the permissible speed for following the forward traffic light (in the same familiarity) when moving to a traffic light with red light - a three-digit decimal number of red color;

- direction of movement on the turnout (directly or with a deviation) - point indicators, respectively, green and yellow;

- preliminary light signaling of wakefulness control or vigilance control of the driver - red indicator.

The disadvantages of the method where the CLUB and AB systems are used are: the use of floor and locomotive traffic lights; a large number of cable strands on the stage; low accuracy of determining the coordinates of the tail of the train ahead; standard requirements for each of the block sections along their length in order to ensure a reduction in speed or a complete stop of the train; use of several carrier and modulating frequencies; as well as the availability of track devices; entrusting the driver with the obligation to determine the optimal and maximum permissible speed based on the experience of the train taking into account the plan and profile of the track, the parameters of the train and the shortcomings of the pneumatic brake system.

This technical solution is selected as a prototype.

Disclosure of Invention

The technical result aimed at achieving this technical solution is to expand the functionality, increase the safety of train traffic, increase the reliability of automation and telemechanics devices, reduce the cost of construction and operation of station, distillation and locomotive train control devices, increase throughput, reduce costs electricity for train traction, improving the accuracy of the train schedule, reducing the wear of the rolling co Ava and track structure.

The technical result is achieved due to the method of regulating the movement of trains using radio signals that transmit information about the state of forward sections, moreover, computers and two radio stations are installed on locomotives, and computers and one radio station each provide radio communications with the station ahead and behind the station by means of locomotive and station radio stations and station computers, and when the locomotive enters the stage, the locomotive computer receives the system number from the EC post ahead station and saves it when following the stage, the next station and the next stage, in addition, the locomotive computer receives information about the status of the block sections that are in the control zone of the station, namely, the block sections of half of the sections adjacent to the station, and it also receives information about the number of the route of reception and departure and the estimated time of reception and departure, based on the information received and the information recorded in the memory of the locomotive computer on the development of the entire route of the locomotive, plan and profile paths, and the locomotive computer determines the number of free block sections in front of the train, the configuration of the route with marks of daggers, the speed of the train along the lines and stations and transmits speed information to the train control device, which adjusts the position of the locomotive controller and the driver’s crane, maintaining optimal speed, while from the locomotive to the EC posts of the forward-lying and behind the lying stations, the coordinate of the locomotive's location is transmitted to track its movement to the station and the dispatch centralization post.

General provisions for the implementation of the system for the implementation of the method of regulating the movement of trains.

The system contains devices and devices located on hauls, EC posts and locomotives. Short rail circuits 400-600 m long are provided on the stages. The state of the rail chains of half of the section adjacent to the station (the monitoring zone of the state of the track sections) is monitored with the participation of one track generator and one track receiver installed at the EC station. Track transformers installed at the rail lines are connected to the EC post by a low-voltage communication line (4-6 wires). The signals from the receiving ends of the rail circuits are transmitted to the EC post alternately with the time division of signals.

At EC posts and locomotives, station and locomotive computers (computers and computers) are installed. Communication between EC posts and locomotives is carried out over the air. One radio station (SEVM) is installed at the station, two radio stations (LRS1 and LRS2) on locomotives. The locomotives located at the station are connected by one communication channel to the station radio station, and the locomotives located on the stage are connected by another communication channel to the station radio stations located at the stations of EC stations that limit the station distillation (communication zone). The communication zone of a station radio station extends to a section from the border of one adjacent station to the border of another adjacent station.

Information on track development (taking into account marks of crossings of turnouts), plan and track profile, station radio station numbers (similar to cell phone numbers) of the entire locomotive section of the train is entered into the memory of the computer.

During the movement of the train on the stage from the station restricting the stage, information on the status of all block sections is received via the radio channel, and the satellite navigation system allows you to determine the location of the locomotive. This enables the computer to determine the number of free block sections before the train. From the receiving station by radio channel, the locomotive receives information about the established routes for receiving and departing, the arrival time (departure) of the train to the station. When a train is at the station, the locomotive receives information on the departure route, the status of the removal block sections (12 sections), and the time of departure of the train via radio channel. The listed information allows for the automatic automatic control of the movement of the train and the selection of the optimal speed with the participation of the computer and the device for controlling the movement of the train (УУДП).

A detailed description of the operation of the system to implement a method for regulating the movement of trains.

Brief Description of the Drawings

In FIG. 1 shows a plan of a site and a zone of interaction of station radio stations with locomotive, as well as control zones of distillation sections at adjacent stations; in FIG. 2 is a block diagram of a device for implementing the method; In FIG. 3 - a fragment of a locomotive console-board of the second train; In FIG. 4 is a time diagram of the exchange of information between locomotives and EC posts.

The implementation of the invention

In FIG. 1, 2, 3 and 4 the following notation is given:

1, 2, 3 - stations A, B, C;

4, 5 - stages AB, BV,

6, 7 - block sections adjacent to station 1 on the left and right;

8, 9 - block sections adjacent to station 2 on the left and right;

10, 11 - adjacent to the station 3 block sections on the left and right;

12 - communication zone of the radio station st. 1 with locomotive radio stations;

13 - communication zone of the radio station st. 2 with locomotive radio stations;

14 - communication zone of the radio station st. 3 with locomotive radio stations;

15 - adjacent to Art. 1 control zone of distillation rail chains;

16, 17 - adjacent to Art. 2 control zones of distillation rail chains;

18 - adjacent to art. 3 zone control distillation rail chains;

19 - the second locomotive numbered 2222 (Fig. 3);

20 - locomotive computer;

21 - the first locomotive radio station;

22 - second locomotive radio station;

23 - locomotive control panel;

24 - train control device;

25 - receiver of a satellite navigation system;

26 - the first internal locomotive link;

27 - the first internal locomotive link;

28 - second internal locomotive link;

29 - the third internal locomotive link;

30 - fourth internal locomotive link;

31 - the first locomotive input-output;

32 - second locomotive input-output;

33 - third locomotive input;

34 - external locomotive connection;

35 - locomotive depot;

36 - depot computer;

37-depot remote control panel;

38 - internal depot communication,

39 - EC post;

40 - station computer;

41 - microprocessor centralization;

42 - station radio station;

43 - station control panel;

44 - the first internal station communication;

45 - the second internal station communication;

46 - third intercom station communication;

47 - the first locomotive;

48 - tenth locomotive;

49 - number of the second train - 2222 is displayed on the locomotive panel-board of this train;

50 - the time of reception (departure) of the second train 2222 (system number 2 in Fig. 4) is displayed on the locomotive panel-board of this train;

51 - the number of the receiving route - 3 (departure) of the second train 2222 is displayed on the locomotive panel-board of this train;

52 - the number of free block sections - 12 before the second train;

53 - coordinates of the second train transmitted at the station of reception and departure;

54 - system number of the second train - 2 assigned to the computer st. reception;

55 - arrival time - 15 = 20 of the second train at st. reception;

56 - number of the reception path - 2 of the second train at the reception station;

57 - coordinates of the first train transmitted to the station. reception and departure;

58 - system number of the second train - 2 assigned to the computer st. reception;

59 - arrival time - 15 = 10 of the first train at the reception;

60 - number of the reception path - 1 of the first train at the reception station;

61 - the state of the block sections at the receiving station;

62 - system number of the tenth train - 10 assigned to the computer st. reception (previous radio signal transmission cycle);

63 - coordinates of the second train transmitted to the station of reception and departure;

64 - system number of the second train - 2 assigned to the computer st. Departure

65 - no;

66 - no;

67 - coordinates of the first train transmitted to the station. reception and departure;

68 - system number of the second train - 2 assigned to the computer st. Departure

69 - no;

70 - no;

71 - the state of the block sections at the departure station;

72 - system number of the tenth train - 10 assigned to the computer st. Departures (previous radio transmission cycle).

In FIG. 1 shows a plan of the site with stations 1, 2 and 3; stage 4 and 5; block sections adjacent to stations 6, 7, 8, 9, 10 and 11; two-way communication zones 1-12, Art. 2-13 and Art. 3-14; control zones adjacent to the stations of the parts of the sections (half of the section on each side of the station) at the station 1-15; at art. 2-16 and 17; at art. 3-18 and a train with a locomotive 19.

In FIG. 2 is a structural diagram of a device for implementing the method, which shows: a locomotive 19 with a locomotive computer (LEW) 20, the first and second radios LRS1 21, LRS2 22, a locomotive console 23, a control unit for the movement of the train 24, satellite navigation system (CCH) ( receiver) 25 and links 26, 27, 28, 29, 30, 31, 32, 33 and 34; depot equipment 35: depot computer (DEVM) 36, depot remote control panel (DPT) 37, communication 38; EC 39 station with equipment: station computer (SEVM) 40, microprocessor centralization (MPC) 41, station radio station (СРС) 42, station control panel SPT 43 and communications 44, 45, 46, as well as the already mentioned connection 13, which links EC station with all locomotives 47, 48 and the previously mentioned locomotive 19, and the previously mentioned connection 14, which connects the same locomotives with the EC station (not shown in Fig. 2) of an adjacent station.

Locomotives (one of them 19) before leaving the depot receive information from the Depot Computers (DEVM) 36 with the participation of the DPT depot panel 37 on the route development, plan and track profile, radio station numbers of all railway stations (if it is not stored in the memory of the computer 30), as well as additional information about the coordinates and speed of the dangerous places (in Fig. 2 this is not reflected). Information is transmitted with the participation of links 34 and 38. In addition, the first and second locomotive radios LRS1 21 and LRS2 22 through inputs 31 and 32 receive information on links 13 and 14, respectively, from EC posts (Fig. 2 shows the equipment of only one EC station 39) adjacent stations or only from one EC station if the train is at the station itself. Through input 33, the satellite navigation system (receiver) 25 receives information about the location of the locomotive 19, and the locomotive computer (LAN) (20) determines the optimal speed of the train at each point on the track. Information about this speed is transmitted to the train control device (УУД) 24, which switches the positions of the locomotive controller and the driver’s crane (these controls are not shown in Fig. 2). To control the movement of the train and control when an emergency occurs, a locomotive control panel (LPT) is provided (23). Connections 26, 27, 28, 29, 30 are provided between locomotive devices. Devices of the EC 39 post: station control panel 43, microprocessor centralization devices (MPC) 41, station computers (SEVM) 40 and station radio stations (SRS) 42 carry out and transmit information on the status of block sections, arrows and track station sections on a locomotive. In addition, the station computer (SEVM) 40 and the station radio station (SRS) 42 receive the radio signal from the train when it approaches the station or enters the stage. The signal from the locomotive is initiated by the system (CCH) 25, when the train occupies sections 7, 9, 11 (Fig. 1), a signal corresponding to the number of the station radio station of the forward-lying railway station is transmitted from the locomotive and radio communication is established between them (movement from left to right). When the train frees up sections 6, 8 and 10, the connection between the locomotive and behind the lying station is terminated. When establishing a connection, a station computer (SEV) 40 assigns the locomotive a system number (1, 2, ... 10) (in Fig. 4), positions 54 and 58, which correspond to the time intervals allocated for communication with forward-lying railway stations, positions 64, 68 - time interval allocated for communication with behind lying railway stations.

In FIG. Figure 3 shows a fragment of the locomotive console, where the train number is indicated at position 49, the time of arrival of the train to the upstream station is indicated at position 50, the number of the reception (departure) route is indicated at position 51, the number of free block sections in front of the train is indicated at position 52 which is determined using a locomotive computer

(LAN)

In FIG. Figure 4 presents fragments of time diagrams of two-way radio communication of a locomotive with a post of EC, stations of reception and departure. Trains located on the stage (train 19) are connected via radio channels simultaneously with two stations of the EC station. 2 and 3 (Fig. 1). The radio communication zone of the locomotive 19 with the post of EC station 2 corresponds to line 13, and with the post of EC Article. 3 corresponds to line 14. Information on the status of the block sections located in the control zone of these stations is transmitted to the locomotive, i.e. from the block sections in the control zones 15 and the previous (in Fig. 1 is not indicated) from Art. 1, from block sections 16 and 17 from Art. 2, from block sections in control zones 16 and 17 from Art. 2, and from the block sections 18 and the next block section (not shown in Fig. 1) from Art. 3. Radio channel 13 between locomotive 19 and the post of EC station Art. 2 is established from the moment the train enters block section 7, and the operation of this radio channel stops when the train enters block section 10. The train entry into the block sections is determined using the locomotive receiver of the satellite navigation system 25 (Fig. 2).

When the train 2222 (position 49 in Fig. 3) enters the block-section 9 (Fig. 1) of the station computer (COMPU) 40 of the forward-lying station 2, the train is assigned system number 2 (position 54 in Fig. 4), and when the forward train enters on the same block section, it is assigned a system number 1 (position 58 in FIG. 4). The received information is stored in the memory of the station computer (COMPUTER) 40 (Fig. 2) and in the memory of the locomotive computer (LAN) 20. In addition, information about the time of arrival of the train to the forward station 15 = 20 position 55 is transmitted to the locomotive with system number 2222 ( Fig. 4), and the reception path number 2 is position 56. Similar information is transmitted at positions 58, 59, 60 to the forward train. With further train movements, information about the state of the block sections of the control zone 18 from art. 3. The listed information, as well as information from the previous station, is transmitted to all locomotives that are located in the communication zone (positions 13 and 14), but locomotive computers (LANs) 20 use information related to these locomotives. So a locomotive computer (LAN) with the system number of train 2 uses the information specified in paragraphs 54, 55, 56 and 61. Information on the location of the locomotive, which is indicated in paragraphs 53 and 57, is transmitted from the locomotives to the receiving and departure station. This information is transmitted to a moment in time related to its locomotive (for a train with system number 2, this time corresponds to paragraphs 54, 55 and 56). Between the time information is transmitted to locomotives with adjacent system numbers, interval 1 is set up, and between orders - interval 2. Then a new cycle of transmission of orders begins, which relates to a train with system number 10 (paragraphs 62 and 72). Similarly, orders from the forward station (paragraphs 53-62) transmit signals from behind the station. This is done for the uniformity of orders that are transmitted towards the train and along the train. In fact, orders along the train are needed only to control the block of plots and the location of locomotives (63, 67, 71). Paragraphs 65, 66, 69 and 70 remain unused.

Claims (1)

A method of regulating the movement of trains using radio signals that transmit information about the state of forward sections, characterized in that computers and two radio stations are installed on locomotives, and computers and one radio station at each station, which provide radio communication with forward and back-and-forth stations by means of locomotive and station radio stations and station computers, and when the locomotive enters the stage, the locomotive computer receives the system number from the EC post of the forward-lying station and saves it when following the stage, the next station and the next stage, in addition, the locomotive computer receives information about the status of the block sections that are in the control zone of the station, namely the block sections of half of the sections adjacent to the station, and also receives information about the track number receiving and sending and the estimated time of receiving and sending, on the basis of the information received and information recorded in the memory of the locomotive computer, on the development of the entire route of the locomotive, the plan and path profile of the locomotive computer it shows the number of free block sections in front of the train, the configuration of the route with marks of daggers, the speed of the train along the lines and stations, and transmits speed information to the train control device, which adjusts the position of the locomotive controller and the driver’s crane, while maintaining optimal speed, while locomotive to the EC posts of the forward-lying and the back-lying stations transmit the coordinate of the location of the locomotive to track its movement at the station and the centralization control post .

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