RU2739086C1 - Method of trains control and track sections condition monitoring device for implementation thereof - Google Patents

Abstract

FIELD: rail vehicles.

SUBSTANCE: technical solution relates to track sections condition control and train traffic control facilities. In the proposed solution, a uniaxial trailer trolley with equipment for mobile monitoring of rail threads integrity is connected to the train and free track sections behind the train tail, a generator for supplying devices, a GLONASS receiver and a radio station are installed on the bogie, and a radio station is also installed on the locomotive. Both radio stations provide communication with the nearest stations using retransmitters installed on all locomotives. Initialisation of connection and disconnection of locomotive radio stations and radio stations on trailer trolleys from station radio stations is carried out by signals from a GLONASS receiver on boundaries of stable radio communication zones, as well as during movement in unstable radio communication zone through mobile locomotive repeaters of trains going after or before train.

EFFECT: higher reliability of monitoring conditions of long-distance track sections.

2 cl, 6 dwg

Description

The technical field to which the invention relates

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

State of the art

A device for monitoring the states of track sections is known, which consists in the fact that a tone frequency signal is supplied to a rail line, the current signal value is compared with threshold values, the state of the track section is determined based on the comparison results, the threshold values are determined taking into account the current signal values, in rail lines in adjacent polling cycles are fed with different frequencies to control the integrity of the rail lines and the vacancy of the track sections, which allows the parallel oscillatory circuits located at the ends of the rail line to switch from the short circuit mode to the XX mode at each of the two frequencies, with a free and serviceable rail line, the current signal value is recorded (supply end current), which allows you to determine the threshold values of the currents of the control and shunt modes, the threshold value of the control mode is determined by multiplying the value of the current current by the coefficient Kk, which is less than one, and the threshold value of the shunt mode is determined by multiplying the current current value by the coefficient Ksh, which is greater than one, if the current value of the supply end current in the rail integrity monitoring mode is less than the threshold value, then the rail line is faulty, if the current value of the supply end current in the rail line vacancy monitoring mode is greater than the threshold value, then the rail line busy, the threshold values are stored in memory with a busy or faulty rail line, and with a free and serviceable rail line, they are gradually corrected taking into account the current value of the supply end, i.e. taking into account the value of the insulation resistance, with serviceable and free in front of the rail lines, a signal is transmitted to the locomotive via a digital radio channel, allowing movement at a speed corresponding to the number of free sections [Patent No. 2671605 RF, Method for monitoring the states of a track section with a dual-frequency rail circuit. Polevoy Yu.I., Gorelik A.V. Publ. 02.11.2018.Bul. No. 31, IPC B61L 23/16].

The disadvantage of this device is the use of floor-standing track circuit devices with multiple carrier and modulating frequencies.

There is a known method of regulating the movement of trains by an automatic blocking system with a centralized placement of equipment, based on monitoring the states of rail lines, transmitting to the rolling stock information about the number of free rail lines lying in front and the parameters of the reception (pass) route, characterized in that the voltage of the signal frequency from the transport module is continuous is fed into the first linear circuit to supply power through matching devices to the paired rail lines at the time intervals allotted for monitoring these lines, to the other ends of which, also through matching devices, track receivers at the EC posts are connected by means of the second and third linear circuits, in the following time intervals are controlled by other pairs of rail lines, time intervals are set using clock generators with quartz stabilization, frequency dividers and clock counters, the synchronization of which is carried out by cyclic synchronization signals, which are are formed in the fourth linear circuit, as such signals are used short intervals between long intervals of power supply to linear installations, cyclic synchronization signals are formed in the transportable module in two directions at once, the signal frequency voltage is connected to the first line in the transportable module, and synchro-interval, the connection of matching elements to the first, second and third linear circuits is carried out in linear installations by means of electronic keys, which are controlled by counting circuits, which include clock generators, frequency dividers and counters, the inputs of which are connected to electronic keys so as to provide alternate control of states of all track circuits, analog signals are received at the inputs of track receivers at the EC posts, which are then transmitted to the computer of the EC post for processing according to the algorithm of the adaptive track circuit, the signal phase at the inputs of track receivers in adjacent pr The time intervals differ by 180 ° in order to reduce the effect of the inertia of the filters, this is also facilitated by the reduction in the duration of the strobe pulse transmitted from the computer to the track receiver [N.G. Egorenkov, V.A. Kononov. Telecontrol devices for dispatching centralization of the LUCH system. - M .: Transport, 1998, - 304 pp.], This improves the conditions for signal reception by track devices with incomplete synchronization of the operation of the counters at the EC post and linear installations, the information received about the state of the rail lines is processed by the computer program and together with information about the number of the reception (end-to-end or non-stop pass) is transmitted over the radio channel to the rolling stock located in the control area of the computer of the EC posts, the control area is the section from the middle of one stretch to the middle of another with its expansion in both directions by the braking distance, the distance corresponding to the signal reception time, preparation for braking, inertia of the action of brakes and other parameters of the train and track (with a track length of 0.5 km, this interval is approximately eight track circuits), information about the coordinate of the head of the rolling stock is received from the rolling stock to the EC posts of the nearest stations; composition, taking into account the received information on radio channels from the EC posts , as well as the information stored in the memory of the rolling stock about the parameters of the track, the track development of stations and the train, using a computer, the permissible and optimal speed of the train for each point of the track is determined and displayed on the screen of the locomotive navigator in the form of speed curves with marks of places of vigilance control, preparation for braking, the start of braking and the place of stopping the train, as well as the recommended positions of the control elements are displayed on the screen, which are set by mechanical devices for controlling the speed of the train, all information is written into a "black box" for subsequent analysis in case of a failure in regulating the speed of the train, as well as for the implementation of the self-learning function, while the train is moving, the driver controls the coincidence of the recommended and actual speeds. [Patent No. 2662313 RF, Method for regulating train traffic by an automatic blocking system with centralized placement of equipment, Polevoy Yu.I., Gorelik A.V. Publ. 25.07.2018.Bul. No. 21, IPC B61L 23/16].

The disadvantages of this method are the use of floor devices, track circuits, cable lines for the exchange of information between stations.

This technical solution was chosen as a prototype.

Disclosure of invention

The result to be achieved by this technical solution is the elimination of track devices and cable lines on the stretch, an increase in the reliability of monitoring the states of the ferry track sections, a decrease in capital and operating costs for the construction and operation of automation and telemechanics devices.

A method for regulating the movement of trains based on monitoring the states of track sections with the participation of locomotive and station radio stations installed at the receiving station, from locomotives located in the communication zone with the station radio station, information about the coordinate of the train head is transmitted to the EC posts, to the locomotives from the EC post information is transmitted about the state of the track sections ahead, the established routes at the stations ahead, locomotive computers, taking into account the received information and information stored in the memory of the train and track parameters, track development of the stations, determine the optimal train speed, as well as the recommended positions of the locomotive controller and crane driver, which are installed by an electromechanical device, characterized in that

the exchange of information between locomotives, tail carts and EC posts of the departure station and the receiving station is carried out when the train is at the station, as well as in the areas approaching or moving away from these stations, then communication with the stations is carried out through repeaters (cell towers) located on level crossings, locomotives of trains running along the track, or stationary repeaters (cell towers);

initialization of connection and disconnection of locomotive radio stations and radio stations on trailed bogies from station radio stations is carried out according to signals from the GLONASS receiver at the borders of the zones of stable radio communication, as well as when moving in the zone of unstable radio communication through mobile locomotive repeaters of trains following or in front of the train;

information about the location of the bogie and the state of the track sections behind the tail of the train is transmitted from the radio stations of the towed carts to the station radio stations;

interruption of the transmission of information does not cause dangerous consequences for the movement of trains, only trains are delayed;

the exchange of information between the posts of the EC of the departure station and the reception station about the state of the running track sections, about the change in the direction of movement on the stretch, as well as the transfer of information to the crossings about the approach of the train, the transfer of information from the crossings about its operation is carried out via a fiber-optic cable between stations and crossings.

A device for monitoring the state of track sections for regulating the movement of trains with the exchange of information between locomotive and station radio stations, based on the supply of a tone frequency signal to the rail line, comparing the current signal value with a threshold value, which is defined as the product of the control mode coefficient Kk <1 by the average value the current current measured 5 s before the detection of damage to the rail line, the threshold value is stored in memory when the rail line is busy or faulty, and with a free and serviceable rail line, it is continuously corrected taking into account the current value of the supply end, when the signal threshold value exceeds the current one, it is fixed damage to the rail thread;

a single-axle bogie TL with an EG power generator, a control unit KB, the first and second receiving coils PK1 and PK2 are attached to the tail car;

the design bureau contains: a VP rectifier with an Accumulator battery, a GLONASS PGL receiver, an electronic computer of an EVMT bogie, a PCT bogie radio station, a PRTs mobile rail circuit receiver, a GRC mobile rail circuit generator, which are connected to each other and to the P block terminals of the KB by intrablock connections ;

The design bureau is designed to control the integrity of rail lines by means of the GRTs and PRTs on the mobile control and track section of the KPU, which is located between the wheelset of the bogie and the last wheelset of the tail car, determining and fixing the place of damage to the rail lines with the participation of PGL and computer, transmitting information about the coordinates damage and control-bypass shunt KOSH (simulator of damage to a rail thread) to the posts of the EC of the receiving and sending station via the radio station of the PCT trolley;

nodes and terminals P KB are interconnected as follows: terminals P1 and P2 are connected to terminals 1 and 2 of the rectifier VP, respectively; terminals P3 and P4 - with terminals 1 and 2 of the GRC; terminals P5, P6 and P7 - with terminals 3, 4 and 5 of the PRTs; terminals P8 and P9 - with outputs 1 PGL and PCT; pins 3 and 4 VP - with pins Acc, which are poles P and M; output 2 PGL - with output 1 computer; conclusions 2 of the computer and the PCT - between themselves; conclusions 1 and 2 of the PRTs - with conclusions 3 and 4 of the computer, respectively;

terminals П КБ are connected to external nodes as follows: terminals П1 and П2 are connected by connectors to the outputs of the EG power generator; terminals P3 and P4 - with fragments of the automatic coupler of the bogie and tail car, respectively; terminals P5, P6 and P7 - with PC2 output, PC1 and PC2 outputs 2, PC1 output 1, respectively; terminals P8 and P9 - with the antenna of the GLONASS PGL AP receiver and with the antenna of the RST AR radio station, respectively;

pins 1 and 2 of the input of the PRTs receiver are connected to pins 3 and 4 of the computer, pin 1 of PC1 - with pin 1 of the FP1 bandpass filter, pin 2 of PK1 - with pin 2 of FP1 and pin 1 of the bandpass filter FP2; pin 1 of PC2 - with pin 2 of FP2, pin 2 of PC2 - with pin 1 of FP2 and pin 2 of FP1; pins 3 and 4 of FP1 are connected to pins 1 and 2 of amplifier U1, pins 3 and 4 of which are connected to pins 1 and 2 of rectifier B1, pins 3 and 4 of which are to pins 1 and 2 of the analog-to-digital converter ADC1, pin 3 of which is to pin 3 of the computer; pins 3 and 4 of FP2 are connected to pins 1 and 2 of amplifier U2, pins 3 and 4 of which are to pins 1 and 2 of rectifier B2, pins 3 and 4 of which are to pins 1 and 2 of analog-to-digital converter ADC2, pin 3 of which is from pin 4 of the computer;

receiving coils PK1 and PK2 are installed in the immediate vicinity of the rail heads along the track of the wheels, they have an L-shaped core and a protective plate against accidental contact of the coils with the rail head;

the current from the GRC flows along the rails under the PK1 and PK2 coils and induces an EMF in them, then the current from the induced EMF in the PRC is filtered by the FP, amplified by Y, rectified by V and converted by the ADC into a digital signal;

when PK1 moves over the control-bypass shunt KOSH, the computer detects damage to the rail line due to the fact that the current in the rail decreases due to the outflow of a part of the current along the KOSH, while the PCT transmits a radio signal to one of the railways adjacent to the section. stations where the EVMS checks the obtained coordinate with the coordinate of the KOSH installation, which is stored in the memory of the EVMS, in case of coincidence of coordinates, the correct operation of mobile devices for monitoring the integrity of rail lines and the freedom of track sections behind the tail of the train is recorded;

control of the vacancy of track sections behind the tail of the train is carried out by comparing the length of the train, information about which is stored in the computer memory of the stations adjacent to the track, and the length of the train, which is calculated taking into account the obtained coordinates of the head and tail of the train.

Brief Description of Drawings

FIG. 1 shows the track development of the railway section. with trains and fragments of structural diagrams of connections of devices of the EC post, crossing, locomotive and trailer bogie, in Fig. 2 - block diagram of the connections of devices and units of the trailed trolley; in fig. 3 is a block diagram of the connections of devices and nodes of the control unit of the trailer trolley; in fig. 4 - appearance of the receiving coil; in fig. 5 is a block diagram of the connections of the nodes of the mobile receiver of the track circuit; in fig. 6 - track section with control bypass shunts.

Description of the invention

FIG. 1-6 shows the following conventions:

1 - track development of the PRU section;

2 and 3 - posts of EC station A and B;

4 - moving PER;

5, 6, 7 and 8 - trains;

9 and 10 - zones of stable radio communication;

11 - unstable radio communication zone;

12 - trailed trolley TL;

13, 14 and 15 - RTS repeater of the EC post, crossing of the RTP and the RTL locomotive, respectively;

16, 17, 18 and 19 - radio stations of the EC RCC post, RTP crossing, RTL locomotive and RLL bogie, respectively;

20, 21, 22 and 23 - the computer of the EC EVMS post, the EVMP crossing, the EVML locomotive and the EVMT bogie, respectively;

24, 25, 26, 27, 28, 29 and 30 - connections between EVMS and RTS, EVMS and RCC of EC post, connections between EVMP and RTP, EVMP and RSP crossing, EVML and RTL locomotive, EVML and RSL, EVMT and RST bogies respectively;

31 and 32 - the first and second rails;

33 - tail car XB;

34 and 35 - wheel sets XB;

36 - a fragment of the XB automatic coupler;

37 - insulator in the TL automatic coupler fragment;

38 - fragments of the TL automatic coupler;

39 and 40 - the first and second receiving coils PK1 and PK2, respectively;

41 - KB control unit;

42 and 43 - antennas of the GLONASS AP receiver and the AR radio station, respectively;

44 - wheelset TL;

45 - TL power generator;

46 and 47 - connections between design bureau and fragments of automatic couplings XV and TL;

48, 49 and 50 - connections between KB and PC1, PC2;

51 and 52 - connections between KB and AP, KB and AR, respectively;

53 and 54 - connections between KB and EG;

55 - VP rectifier;

56 - Accumulator battery;

57 - GLONASS PGL receiver;

58 - PRTs track circuit receiver;

59 - generator of the GRTs rail circuit;

60 - positive pole of the power supply P;

61 - negative pole of the power source M;

62, 63, 64 - connections between KB nodes;

65 - take-up coil core;

66 - protective plate;

67 and 68 - the first and second bandpass filters FP1 and FP2;

69 and 70 - the first and second amplifiers U1 and U2;

71 and 72 - the first and second rectifiers B1 and B2;

73 and 74 - the first and second analog-to-digital converters ADC1 and ADC2.

75, 76 and 77 - the first, second and third control-bypass shunts KOSH1, KOSH2 and KOSH3, respectively.

The description text contains the following abbreviations:

I1 and I2 - current of the first and second rails; ADC - analog-to-digital converter; B - rectifier, KOSH - control bypass shunt; KPU - control and track section; P1, P2, P3, P4, P5, P6, P7, P8 and P9 - KB block terminals; PC - radio station, RT - repeater; U - amplifier; FP - band pass filter; Computer - electronic computing machine.

The method for regulating the movement of trains is based on monitoring the states of track sections with the participation of locomotive and station radio stations installed at the receiving and departure stations. From the locomotives located in the communication zone with the station radio station, information about the coordinates of the train head is transmitted to the EC posts, information about the state of the track sections ahead, the established routes at the stations ahead is transmitted to the locomotives from the EC posts. Locomotive computers, taking into account the received information and information stored in the memory about the parameters of the train and track, the track development of stations, determine the optimal speed of the train, as well as the recommended positions of the locomotive controller and the crane driver, which are installed by an electromechanical device.

From the trailed bogies to the EC posts, information is transmitted about the location of the bogies and the condition of the track sections behind the tail of the train.

The exchange of information between the locomotive, the trailed bogie and the EC posts of the departure station and the reception station is carried out when the locomotive is at one of the stations, as well as in the areas approaching or moving away from these stations (zones of stable radio communication), then communication with the stations is carried out through repeaters ( cell towers) located at level crossings, locomotives of trains following the haul (in the area of unstable radio communication), or specially installed stationary repeaters (cell towers, not shown in the figures).

Initialization of connections and disconnections of the locomotive radio station from the station radio stations is carried out according to signals from the GLONASS receiver at the borders of the zones of stable radio communication, as well as when moving in the zone of unstable radio communication through mobile locomotive repeaters of trains following or in front of the train, as well as through mobile locomotive repeaters of trains going along the path of the opposite direction.

When there is an interruption (interruption) in the transmission of information, there are no dangerous consequences for the movement of trains (information about the stop of the rolling stock appears), only trains are delayed.

The exchange of information between the posts of the EC of the departure station and the reception station about the state of the ferry sections, about changing the direction of movement on the stretch, as well as the transfer of information to the crossings about the approach of trains and the transfer of information from the crossings about its work is carried out via a fiber-optic cable laid between the stations.

FIG. 1 shows the route plan of the section 1 between stations A 2 and B 3, the crossing of PR 4, trains 5, 6, 7 and 8, zones of stable radio communication 9 and 10 and an area of unstable radio communication 11. The zones of stable radio communication are stations, areas of approach and distance from stations and crossings, as well as the vicinity of cell towers (repeaters, in Fig. 1 are not shown). The rest of the sections are zones of unstable communication. On lines with heavy traffic, as well as on double-track and multi-track sections, mobile repeaters installed on locomotives in the opposite direction of traffic can be used as repeaters.

FIG. 1 shows fragments of the structural diagrams of the connections of the devices of the ETS 2 post, the PR 4 crossing, the L 5 locomotive and the TL 12 trailed bogie. , EVMS 20, EVMP 21, EVML 22 and EVMT, which are connected by links 25, 27, 29 and 30, in addition, RTS 13, RTP 14 and RTL 15 are located at the posts of EC 2, PR 4 and L 5, which are connected to the computer by links 24, 26 and 28. RT are repeaters to ensure communication between RSL 18 with RCC 16. Radio stations exchange information between post EC 2, PR 4, L 5 and TL 12. Thanks to PC from L 5, information about the location is transmitted to post EC 2 the locomotive, the tail car of the train, the condition of the track sections behind the tail of the train; from the EC 2 post to the L, information about the state of the track sections of the stretches and stations, established routes is transmitted.

A mobile device for monitoring the state of track sections for regulating the movement of trains with the exchange of information between locomotive and station radio stations, based on the supply of a tone frequency signal to the rail line, comparing the current signal value with a threshold value, which is defined as the product of the control mode coefficient Kk <1 by the average the value of the current measured 5 s before the detection of damage to the rail. The threshold value is stored in memory with a busy or faulty rail line, and with a free and serviceable rail line, it is continuously corrected taking into account the current value of the supply end. When the threshold value of the signal exceeds the current value, the damage to the rail thread is recorded.

A single-axle bogie TL 12 (Fig. 2) with an EG 45 power generator, a KB 41 control unit, the first and second receiving coils PK1 39 and PK2 40 is attached to the tail car. The KB 41 contains: a VP 55 rectifier (Fig. 3) with a battery Akk 56, GLONASS PGL 57 receiver, electronic computer of the EVMT 23 bogie, the PCT 19 bogie radio station, the PRTs 58 mobile track chain receiver, the GRTs 59 mobile track circuit generator; which are connected to each other and to the terminals P of the KB block by intra-block connections 30, 60, 61, 62, 63, 64. KB 41 is designed to control the integrity of the rail lines by means of GRTs 59 and PRTs 58 on the control-track section of the KPU, which is located between the wheelset bogie 44 and the last wheelset of the tail car 35, determination and fixation of the damage location of the rail lines by means of PGL 57 (Fig. 2) and ECMT 23, transmission of information about damage, coordinates of the damage location and control-bypass shunt KOSH 75 (76, 77) ( Fig. 6) (KOSH - simulator of damage to the rail thread) at the post EC 2 (Fig. 1) of the receiving station or post EC 3 of the departure station by means of PCT 19. The nodes and terminals P KB 41 (Fig. 3) are interconnected as follows: terminals Ш and П2 are connected by connectors 53 and 54 with terminals 1 and 2 of the rectifier VP 55, respectively; terminals P3 and P4 - connectors 46 and 47 with outputs 1 and 2 of the GRC; terminals P5, P6 and P7 - connectors 49, 50 and 48 with leads 3, 4 and 5 of the PRTs; terminals P8 and P9 - connectors 51 and 52 with outputs 1 PGL and PCT; conclusions 3 and 4 VP - connectors 60 and 61 with the leads Akk 56, which are poles P and M; output 2 PGL - connector 62 with output 1 computer; terminals 2 of the computer and PCT - between themselves by a connector 30; pins 1 and 2 of the PRTs - connectors 63 and 64 with pins 3 and 4 of the computer, respectively. Terminals P KB are connected to external nodes as follows: terminals P1 and P2 are connected by connectors 53 and 54 (Figs. 2 and 3) with the outputs of the EG 45 power generator; terminals P3 and P4 - connectors 46 and 47 with fragments of automatic coupler of bogie 38 and tail car 36, respectively; terminals P5, P6 and P7 - connectors 49, 50 and 48 with output 1 PK2 40, outputs 2 PK1 39 and PK2 40, output 1 PK1 39, respectively; terminals P8 and P9 - connectors 51 and 52 with the antenna of the GLONASS PGL AP 42 receiver and with the antenna of the PCT AR 43 radio station. Conclusions 5, 4 and 3 of the input of the PRTs 58 receiver (Figs. 3, 4 and 5) are connected to the outputs of PK1 39 and PK2 40 connectors 48, 50 and 49, and pins 1 and 2 of the outputs - with pins 3 and 4 of the computer with connectors 63 and 64; pin 1 of PK1 39 is connected to pin 1 of the bandpass filter FP1 67, pin 2 of PK1 is connected to pin 2 of FP1 67 and pin 1 of the bandpass filter FP2 68; pin 1 of PK2 40 - with pin 2 of FP2 68, pin 2 of PK2 40 - with pin 1 of FP2 68 and pin 2 of FP1 67; pins 3 and 4 of FP1 67 are connected to pins 1 and 2 of amplifier U1 69, pins 3 and 4 of which are with pins 1 and 2 of rectifier B1 71, pins 3 and 4 of which are connected to pins 1 and 2 of analog-to-digital converter ADC1 73, pin 3 which - with pin 3 of the computer 23; pins 3 and 4 of FP2 68 - with pins 1 and 2 of amplifier U2, pins 3 and 4 of which - with pins 1 and 2 of rectifier B2 72, pins 3 and 4 of which - with pins 1 and 74 2 of the analog-to-digital converter ADC2, pin 3 which - with pin 4 of the computer 23.

Receiving coils PK1 39 (Fig. 4) and PK2 40 are installed in close proximity to the heads of rails 31 and 32 along the track of the wheels, have an L-shaped core 65 and a protective plate 66 from accidental contact of the coil 39 with the head of the rail 31. Currents from the GRC 59 I1 and I2 (Fig. 2) flow along rails 31 and 32 under the coils PK1 39 and PK2 40 (Figs. 4 and 5) and induce an EMF in them. The currents from the induced EMF in the PRTs 58 are filtered out by FP1 67 and FP2 68, amplified by U1 69 and U2 70, rectified by B1 71 and B2 72, and by analog-to-digital converters ADC1 73 and ADC2 74 is converted into a digital signal, which is also converted through connections 63 and 64 acts on the computer 23. When PK1 moves over the control bypass shunt KOSH 75 (76, 77) (Fig. 6), the computer 23 (Fig. 5) fixes damage to the rail thread due to the fact that the current in the rail decreases due to the outflow of a part of the current according to KOSH 75, while the PCT transmits a radio signal to one of the stations adjacent to the railway line, where the EVMS verifies the received coordinate with the coordinate of the KOSH installation, which is stored in the memory of the EVMS. In case of coincidence of coordinates, the serviceable operation of mobile devices for monitoring the integrity of the rail lines, the serviceability of the rails and the vacancy of the track sections behind the tail of the train are recorded. The control of the vacancy of track sections behind the tail of the train is carried out by comparing the information about the length of the train, which is stored in the memory of the computer and information about the length of the train, which is calculated using the coordinates of the head and tail of the train, which arrive at the stations adjacent to the section.

Claims (2)

1. A method for regulating the movement of trains, based on monitoring the states of track sections with the participation of locomotive and station radio stations installed at the receiving station, from locomotives located in the communication zone with the station radio station, information about the coordinate of the train head is transmitted to the EC posts, to locomotives with of the EC post, information is transmitted about the state of the track sections ahead, the established routes at the stations ahead, locomotive computers, taking into account the received information and information stored in the memory about the parameters of the train and track, the track development of the stations, determine the optimal speed of the train, as well as the recommended positions of the locomotive controller and driver's crane, which are installed by an electromechanical device, characterized in that the exchange of information between locomotives, tail carts and EC posts of the departure station and the reception station is carried out when the train is at the station, as well as in the approach areas or and moving away from these stations, then communication with the stations is carried out through repeaters located at level crossings, locomotives of trains running along the track, or stationary repeaters; initialization of connection and disconnection of locomotive radio stations and radio stations on trailed bogies from station radio stations is carried out according to signals from the GLONASS receiver at the boundaries of the zones of stable radio communication, as well as when moving in the zone of unstable radio communication through mobile locomotive repeaters of trains following or in front of the train; information about the location of the bogie and the condition of the track sections behind the tail of the train is transmitted from the radio stations of the trailed bogies to the station radio stations; interruption of the transmission of information does not cause dangerous consequences for the movement of trains, only trains are delayed; the exchange of information between the posts of the EC of the departure station and the reception station about the state of the running track sections, about changing the direction of movement on the stretch, as well as transferring information to crossings about the approach of a train, transferring information from crossings about its operation via fiber-optic cable between stations and crossings. 2. A device for monitoring the state of track sections for regulating the movement of trains with the exchange of information between locomotive and station radio stations, based on the supply of a tone frequency signal to the rail line, comparing the current signal value with a threshold value, which is defined as the product of the control mode coefficient Kk <1 by the average value of the current current, measured 5 s before the detection of damage to the rail line, the threshold value is stored in memory when the rail line is busy or faulty, and with a free and serviceable rail line, it is continuously corrected taking into account the current value of the supply end, when the signal threshold value exceeds the current value is recorded damage to the rail thread; a single-axle bogie TL (12) with an EG power generator (45), a KB control unit (41), the first and second receiving coils PK1 (39) and PK2 (40) are attached to the tail car; in the KB (41) there are: a VP rectifier (55) with an Akk battery (56), a GLONASS PGL receiver (57), an electronic computer for an EVMT bogie (23), a radio station for a PCT bogie (19), a mobile receiver for a PRTs rail circuit 58), a mobile generator of the GRTs rail circuit (59), which are connected to each other and to the P terminals of the KB block (41) by intra-block connections; KB (41) is designed to control the integrity of rail lines by means of the GRTs (59) and PRTs (58) on the mobile control and track section of the KPU, which is located between the wheelset of the bogie and the last wheelset of the tail car, determining and fixing the place of damage to the rail lines with the participation PGL (57) and EVMT (23), transmitting information about the coordinates of the place of damage and the control-bypass shunt KOSH (75), (76) and (77) to the posts of EC (2) of the receiving and sending station via the radio station of the PCT trolley (19) ; nodes and terminals П КБ (41) are interconnected as follows: terminals Ш and П2 are connected to terminals 1 and 2 of the rectifier VP (55), respectively; terminals P3 and P4 - with terminals 1 and 2 of the GRC; terminals P5, P6 and P7 - with terminals 3, 4 and 5 PRTs (59); terminals P8 and P9 - with outputs 1 PGL (57) and PCT (19); conclusions 3 and 4 VP (55) - with the conclusions of the Acc (56), which are poles P and M; output 2 PGL (57) - with output 1 computer (23); conclusions 2 of the computer (23) and PCT (19) - among themselves; conclusions 1 and 2 of the PRTs (58) - with conclusions 3 and 4 of the ECMT (23), respectively; terminals P (KB 41) are connected to external nodes as follows: terminals P1 and P2 are connected by connectors to the terminals of the EG power generator (45); terminals P3 and P4 - with fragments of the automatic coupler of the bogie and tail car, respectively; terminals P5, P6 and P7 - with output PK2 (40), outputs 2 PK1 (39) and PK2 (40), output 1 PK1 (39), respectively; terminals P8 and P9 - with the antenna of the GLONASS PGL AP receiver (42) and with the antenna of the RST AR radio station (43), respectively; pins 1 and 2 of the input of the PRTs receiver (58) are connected to pins 3 and 4 of the computer (23), pin 1 of PC1 (39) - with pin 1 of the FP1 bandpass filter (67), pin 2 of PK1 (39) - with pin 2 of FP1 ( 67) and pin 1 of the bandpass filter FP2 (68); pin 1 of PC2 - with pin 2 of FP2, pin 2 of PC2 - with pin 1 of FP2 and pin 2 of FP (67); pins 3 and 4 of FP1 (67) are connected to pins 1 and 2 of amplifier U1 (69), pins 3 and 4 of which are connected to pins 1 and 2 of rectifier B1 (71), pins 3 and 4 of which are to pins 1 and 2 of analog digital converter ADC1 (73), pin 3 of which - with pin 3 of the computer (23); pins 3 and 4 of FP2 (68) are connected to pins 1 and 2 of amplifier U2 (70), pins 3 and 4 of which are connected to pins 1 and 2 of rectifier B2 (72), pins 3 and 4 of which are to pins 1 and 2 of analog digital converter ADC2 (74), pin 3 of which - with pin 4 of the computer (23); receiving coils PK1 (39) and PK2 (40) are installed in close proximity to the rail heads along the track of the wheels, they have an L-shaped core and a protective plate against accidental contact of the coils with the rail head; the current from the GRC (59) flows along the rails under the coils PK1 (39) and PK2 (40) and induces an EMF in them, then the current from the induced EMF in the PRTs (58) is filtered by the FP, amplified by Y, rectified by V and converted by the ADC into a digital signal ; when PK1 (39) moves over the control-bypass shunt KOSH (75), (76) and (77), the ECMT (23) fixes damage to the rail line due to the fact that the current in the rail decreases due to the outflow of a part of the current along the KOSH (75 ), (76) and (77), while the PCT (19) transmits a radio signal to one of the adjacent railways. stations, where the EVMS (20) compares the obtained coordinate with the coordinate of the installation KOSH (75), (76) and (77), which is stored in the memory of the EVMS (20), in the case of coincidence of coordinates, the serviceable operation of mobile devices for monitoring the integrity of rail lines and freedom is recorded track sections behind the tail of the train; control of the vacancy of track sections behind the tail of the train is carried out by comparing the length of the train, information about which is stored in the memory of the EMC (20) stations adjacent to the haul, and the length of the train, which is calculated taking into account the obtained coordinates of the head and tail of the train.

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