RU2764478C1 - Tail apparatus for monitoring the integrity of a train - Google Patents

Abstract

FIELD: railways.

SUBSTANCE: invention relates to means of controlling the integrity of a train. The apparatus includes a transceiver of long-range radio signals, a transceiver of short-range radio signals, a receiver of signals of satellite navigation systems, a microprocessor information receiving and processing module, a temperature sensor, a pressure sensor, an accelerometer, a gyroscope, a magnetometer, a pressure relief valve, a real-time clock, a power controller, voltage converters, a power supply battery, an alternate current generator, connected by means of an information control bus and a power supply bus.

EFFECT: safety of movement is increased.

7 cl, 1 dwg

Description

The present invention relates to measuring and control technology used in railway transport, namely to devices for monitoring the integrity of the train.

The need to control the integrity of the train is due to the need to ensure the safety of railway traffic. In particular, control of the integrity of the train is necessary when organizing traffic using the technology of a "moving" or "floating" inter-train interval (hereinafter referred to as a block section). The length of such a block section is determined in real time depending on the location (coordinates) of the beginning (locomotive) and end (tail car) of the following trains along the way, their type and characteristics.

Traditional systems of interval regulation of train traffic are systems based on the principle of the existence of block sections of a fixed length, not tied to the coordinates of trains. Thus, devices for checking the integrity of rolling stock based on counting the number of axles of passing trains are known [Ustinskiy A.A., Stepenskiy B.M., Tsybulya N.A. Automation, telemechanics and communication in railway transport. - M.: Transport, 1985, p. 17-23, 139-140.]. Devices that implement the method of counting the axles of the rolling stock can be equipped with a primary sensor of various types. US. 18 describes the design of a rail self-adjusting subsidence pedal. US. 20 shows a transformer-compensating pedal of the TKP type (used at marshalling yards). US. 21 shows a magnetoelectronic sensor of the MED type and a non-contact magnetic pedal of the PBM-56 type.

The disadvantages of such devices include:

1) the need to place outdoor equipment, pull communication lines and power supply;

2) low noise immunity of the control system from false alarms as a result of the impact on the floor control sensors of objects dragging behind the rolling stock, vibrations of the rolling stock, etc.;

3) the formation of a train integrity signal is possible only at certain rigidly specified points on the way;

4) a sharp increase in the number of outdoor equipment with an increase in the number of points for checking the integrity of the rolling stock;

5) information from this device is not used by on-board equipment;

6) low information content of the devices used;

7) outdoor equipment may become an object of vandalism.

A device for monitoring the integrity of rolling stock is known, consisting of a passive sensor mounted on the tail of the formed train, and a floor active sensor mounted at the control point of the path [Ustinskiy A.A., Stepensky B.M., Tsybulya N.A. Automation, telemechanics and communication in railway transport. - M.: Transport, 1985, p. 17-23, 139-140.]. The device uses an active sensor type inductor.

The main disadvantages of rolling stock integrity monitoring devices, consisting of a passive sensor mounted on the tail of the formed train, and a floor active sensor mounted at the control point of the track, are the following:

1) an inductor made of metal has a significant mass, which makes it difficult to service trains;

2) low noise immunity of the control system from false alarms as a result of the impact on the floor control sensors of objects dragging behind the rolling stock;

3) lack of completeness control during train movement on route sections located between the points of control of the integrity of the rolling stock, due to the lack of information from the inductor in those places where there is no floor receiving equipment;

4) information from this sensor is not used by the onboard equipment, but is used only by the control room;

5) low information content of the devices used.

It is important to note that any approach based on the organization of block sections of a fixed length has limitations on the minimum interval for trains to run along a track section and does not allow flexible optimization of the throughput of sections while meeting the specified safety requirements.

The solution to this problem is the use of interval control systems based on the technology of "moving" or "floating" inter-train intervals. This approach implies a high-precision determination of the coordinates of the tail of the train in front and control of its condition. The use of this technology makes it possible to detect such dangerous situations as a train break (cars remain on the railway track and become an obstacle for the movement of passing trains), derailment of the tail car bogie from the rail (the track structure is destroyed, which, in turn, is also an obstacle for safe train traffic).

A device for monitoring the integrity of the rolling stock is known, containing a locomotive pneumoelectric sensor, a node for displaying the state of the rolling stock and an actuating node. The pneumoelectric sensor is a housing divided into two cavities by means of a membrane partition, equipped with a membrane position control unit in the form of a microswitch and a coil. One cavity of the sensor communicates with the channel for additional discharge of the main part of the air distributor, the other - with the channel of the brake cylinder. The node for displaying the state of the rolling stock is a signal lamp, and the actuating node is the relay contacts [З. Inozemtsev V.G. Brakes of railway rolling stock. - M.: Transport, 1979, p. 242-243].

The disadvantages of this rolling stock integrity monitoring device are:

1) low information capacity;

2) lack of additional diagnostic functions;

3) monitoring the integrity of the train only from one end of the brake line does not ensure traffic safety, since situations are possible in which a break in the brake line when uncoupling the tail car does not automatically brake the train.

The latter is typical for long trains, which are most prone to tail breaks [3. Inozemtsev V.G. Brakes of railway rolling stock. - M.: Transport, 1979, p. 242-243]. Taking into account the depreciation of the fleet of cars, situations are also possible when two unfavorable events occur in one trip: blockage or clogging of the brake line and the subsequent breakage of a car or a group of cars located farther than the place of the first malfunction, in the direction from the head to the tail of the train.

In the prior art, a device for monitoring the integrity of the rolling stock, containing a locomotive pneumoelectric sensor, a node for displaying the state of the rolling stock and an actuating node [3. Inozemtsev V.G. Brakes of railway rolling stock. - M.: Transport, 1979, p. 242-243].

Also known from the prior art is a rolling stock integrity monitoring device containing a locomotive pneumoelectric sensor, a rolling stock status display unit and an actuating unit [RF patent RU2240243]. The device also contains a tail pneumoelectric sensor connected to a transmitter, which is connected by means of a signal receiver of the tail pneumoelectric sensor to the sensor information processing unit, to the other input of which the output of the locomotive pneumoelectric sensor is connected. The output of the sensor information processing unit is connected to the input of the rolling stock state display unit, the input of the external communication unit and the actuating unit. As a result, the reliability of monitoring the integrity of the rolling stock is increased. However, this solution has some disadvantages:

1) The train integrity control is carried out according to a single parameter - the pressure of compressed air in the brake line of the train, measured in the tail car and the pressure in the locomotive (the head of the train). This can lead to false alarms of the device, or vice versa, to skipping the fact of a train break in various train situations, for example, in the case when the pneumatic brakes of the train are regularly controlled (when the pressures in the locomotive and the last car of the train will have different values);

2) Inability to perform their functions in short trains, during shunting work, when the train is not connected to the brake line of the locomotive;

3) The inability to determine the exact coordinates of the tail of the detached part of the train, which can lead to a potential situation of collision between the following train and the detached part of the train.

Also known from the prior art is the tail car block 034, TU 3184-134-05756760-2012, OAO MTZTransmash (hereinafter referred to as BHV) [http://catalog-mtz.ru/#/prodnct/blok-livostovogo-vagona]. BHV is designed to control the pressure in the brake line of the train on commands from the locomotive safety and control system, or another compatible system. Scope of BHV: freight rolling stock of railways. BHV consists of:

- an indicator board designed to ensure the operability and output a message about the information state of the BHV;

- battery designed for autonomous operation of BHV;

- parts of the pneumatic, designed to ensure the discharge of the brake line (TM) at a service or emergency pace;

- a connecting head designed to connect the BHV to the brake line of the car;

- BHV antenna designed for receiving and transmitting information.

BKhV is installed on the structural elements of the automatic coupler of a freight car. The BHV block has a display on which the following data is displayed:

- availability of communication on the main and backup channels;

- percentage of remaining capacity and battery voltage;

- pressure in the brake line;

- channel number on which BHV works

In addition to the disadvantages similar to the disadvantages of the solution described in [RF patent RU2240243], it should be noted that this solution is intended solely for controlling the pressure in the brake line of the train from the tail of the train and does not directly control the integrity of the train.

The closest analogue of the claimed invention is the tail subsystem TIMS, Bombardier Transportation [http://daikenautomacao.com.br/home/automacao_uft_en.php]. This device is designed to ensure the safety of train traffic in train and shunting work on sections of railways with autonomous and electric traction of direct and alternating current, equipped with devices for interval control of train traffic based on a digital radio channel.

TIMS works with the onboard locomotive control and safety system and provides a function to determine the position of the tail car and confirm the integrity of the train. TIMS is installed on the last car and is mounted on the automatic coupler lever and provides information exchange with the onboard locomotive control and safety system.

However, this device has a number of significant drawbacks when used to determine the integrity of the rolling stock (train), as well as to determine the inter-train interval in the technology of moving ("floating") block sections. These disadvantages include the following:

1) the TIMS tail unit is informationally connected only with the locomotive control system, and, for communication with the locomotive control system, it uses a single radio communication channel - a long-range radio channel, communication over which often has long-term failures due to interference, disruption of communication with stationary repeaters due to for the terrain, the lack of a stable radio communication zone or the movement of a train in tunnels;

2) To determine its exact position, the TIMS tail unit uses the coordinates received from the satellite navigation system (SNS) with the correction of this coordinate according to the data from the accelerometer. However, stable reception of information from a satellite navigation system is difficult when the train is moving in tunnels, on difficult terrain;

3) the TIMS tail unit does not allow for an autonomous self-assessment of the received and measured parameters in order to detect dangerous train situations (such as, for example, a train break), but only sends the data received from its own sensors to the locomotive control system, where these parameters are evaluated ;

4) the TIMS tail unit does not have its own devices to prevent detected dangerous train situations;

5) in the TIMS tail block, there is no functionality for receiving control commands and receiving actual data about the train parameters, the current train movement mode;

6) the TIMS tail block lacks a mechanism for transmitting the data it collects and the evaluation of this data to remote dispatch centers;

7) in the tail block of TIMS there is no mechanism for recording and storing the collected data, as well as the results of their analysis.

Thus, the technical result of the claimed invention is to increase the safety of train traffic and train traffic, as well as to increase the capacity of railway lines.

The technical result provides a device for monitoring the integrity of the rolling stock, including a receiver-transmitter of long-range radio signals, a receiver-transmitter of short-range radio signals, a receiver of signals from satellite navigation systems, a microprocessor module for receiving and processing information, a temperature sensor, a pressure sensor, an accelerometer, a gyroscope , magnetometer, pressure relief valve, real time clock, power controller, voltage converters, power battery, alternator, information control bus, power bus. At the same time, the temperature sensor is connected to the microprocessor module for receiving and processing information, the pressure sensor is connected to the microprocessor module for receiving and processing information, the accelerometer is connected to the microprocessor module for receiving and processing information, the gyroscope is connected to the microprocessor module for receiving and processing information, the magnetometer is connected to the microprocessor module for receiving and processing information. and information processing, the pressure relief valve is connected to the microprocessor module for receiving and processing information, the real-time clock is connected to the microprocessor module for receiving and processing information, the receiver-transmitter of the far-field radio signals is connected to the receiver-transmitter of the near-field radio signals through the information control bus, the receiver-transmitter of radio signals of the far field of action is connected to the receiver of signals of satellite navigation systems via the information control bus, the receiver-transmitter of radio signals of the far field of action is connected connected with a microprocessor module for receiving and processing information via an information control bus, a far-field radio signal receiver-transmitter is connected to the power controller via an information control bus, a near-field radio signal receiver-transmitter is connected to a satellite navigation system signal receiver via an information control bus, the receiver- the transmitter of the near-field radio signals is connected to the microprocessor module for receiving and processing information via the information control bus, the receiver-transmitter of the far-field radio signals is connected to the power controller via the information control bus, the signal receiver of satellite navigation systems is connected to the microprocessor module for receiving and processing information via the information control bus. bus, the signal receiver of satellite navigation systems is connected to the power controller via an information control bus, micro the processor module for receiving and processing information is connected to the power controller via an information control bus, the receiver-transmitter of far-field radio signals is connected to the microprocessor module for receiving and processing information via the power bus, the receiver-transmitter of far-field radio signals is connected to voltage converters via the power bus, the receiver - the transmitter of the near-field radio signals is connected to the microprocessor module for receiving and processing information via the power bus, the receiver-transmitter of the near-field radio signals is connected to voltage converters via the power bus, the signal receiver of satellite navigation systems is connected to the microprocessor module for receiving and processing information via the power bus, the signal receiver of satellite navigation systems is connected to voltage converters via the power bus, the microprocessor module for receiving and processing information is connected to voltage converters through the power bus, the power controller is connected to the power battery, the power battery is connected to voltage converters, the alternator is connected to the power controller.

Alternatively, the claimed invention may further include a smart key reader terminal. In this case, the smart key reading terminal is connected to the near field radio modem via the information control bus, the smart key reading terminal is connected to the far field radio modem via the information control bus, the smart key reading terminal is connected to the satellite navigation system signal receiver via the information control bus , the smart key reading terminal is connected to the microprocessor module for receiving and processing information via the information control bus, the smart key reading terminal is connected to the power controller via the information control bus, the smart key reading terminal is connected to the microprocessor module for receiving and processing information via the power bus, the smart key reading terminal is connected to the voltage converters via the power rail.

As an accelerometer in the composition of the claimed invention, a three-axis accelerometer, for example, an ADIS16488A inertial measuring element using iMEMS technology, or any other accelerometer with similar characteristics, can be used.

As an alternating current generator in the composition of the claimed invention, a pneumatic generator can be used.

As a gyroscope in the composition of the claimed invention, a three-degree gyroscope can be used, for example, an inertial measuring element ADIS16488A using iMEMS technology or any other accelerometer with similar characteristics.

As a temperature sensor in the composition of the claimed invention, for example, a digital temperature and humidity sensor MTH02 or any other temperature sensor with similar characteristics can be used.

As a real time clock in the claimed invention, for example, the M41T64Q6F chip or any other real time clock with similar characteristics can be used.

As a magnetometer in the composition of the claimed invention, for example, an inertial measuring element ADIS16488A using iMEMS technology or any other magnetometer with similar characteristics can be used.

As a pressure sensor in the composition of the claimed invention, for example, a Trafag 8293.78.23.17 pressure sensor or any other pressure sensor with similar characteristics can be used.

As a pressure relief valve in the composition of the claimed invention, for example, Camozzi CFB15P-R1 electro-pneumatic valve or any other pressure relief valve with similar characteristics can be used.

As a near field transceiver in the claimed invention, for example, a transceiver of the LPWAN, WPAN type or any other near field transceiver with similar characteristics can be used.

As a far-field transceiver in the claimed invention, for example, a TETRA, GSM, GSM-R transceiver or any other transceiver with similar characteristics can be used.

As a voltage converter in the composition of the claimed invention, for example, a DC/DC 24-3.3 (5) voltage converter or any other voltage converter with similar characteristics can be used.

As a power controller in the claimed invention, for example, the L6924 chip or any other power controller with similar characteristics can be used.

The information control bus is a digital wired interface for receiving and transmitting information with the ability to connect a variety of devices - receivers and transmitters of information. The information received on the information control bus becomes available to all devices connected to the information control bus. Thus, the information and control bus provides a high degree of synchronization of information exchange between devices as part of the claimed invention. Alternatively, as part of the claimed invention, the bus of the serial interface Ethernet, CAN, RS485, MVB or any other with similar characteristics can be used as an information and control bus.

The claimed invention is installed on the automatic coupler of the tail car of the train, connected to the brake line with a standard sleeve and provides:

1) Identification of a violation of the integrity of the train and the occupancy of the block section due to:

- estimates of the length of the train by the position of the tail car relative to the locomotive;

- determination of the current exact location of the train on the section of movement;

- estimates of the change in the speed and coordinates of the tail of the train in relation to the same change in the head of the train;

- pressure control in the brake line of the tail car;

- control of acceleration vectors and dynamics of changes in the intensity of magnetic fields received from the inertial measuring subsystem;

- control of the current geographical coordinates and speed of movement using a satellite navigation system;

- information exchange using a wireless connection of increased reliability due to the implementation of the possibility of direct exchange with a device located in the locomotive (trunk communication using DMO technology or information exchange using LPWAN protocols, or VHF radio communication technology), as well as due to information exchange with the connection, using base stations (trunk communication, GSM family technologies) with the ability to receive information transmission and control commands with a centralized traffic safety system or a dispatch center;

2) Detection of excess vibration and shock loads of various nature of occurrence, with reference to the time and geographic mark of the occurrence of such an excess, due to specialized multi-axis vibration and acceleration sensors, with subsequent transmission of this information via radio to the locomotive control system and remote centralized security systems traffic or dispatch centers.

3) Self-assessment of the intensity and frequency of occurrence of vibration and shock loads exceeding the permissible levels in order to identify dangerous situations of car derailment, critical state of the track and other potentially dangerous situations.

4) Independent or by a command received via a radio channel, control of rolling stock braking due to the presence of a pneumatic valve for releasing air from the brake line.

Fully autonomous operation of the claimed invention is provided by its own power source (battery and electric generator, for example, based on alternative energy sources).

Identification of own failures and failures in the operation of the claimed invention is carried out due to internal testing algorithms.

Removable design allows the installation of the claimed invention on the car immediately before the trip (when forming the composition).

Identification and binding of the claimed invention to the locomotive equipment, its binding to the current train number and registration of the device on a new train can be carried out, for example, using a smart key.

The claimed invention differs from the closest analogue in the following way:

- in addition to access to the far-field radio channel, the claimed invention has access to the near-field radio channel. This allows you to directly communicate with the locomotive control system bypassing stationary repeaters;

- in addition to the signal receiver of the satellite navigation system and the accelerometer, the claimed invention incorporates a magnetometer, which allows you to correct the current coordinate with partial loss of information from satellite navigation systems (SNS);

- the claimed invention incorporates a microprocessor unit that processes information coming from sensors, as well as processing information from remote dispatch centers. Based on these estimates, dangerous train situations are detected;

- the claimed invention has a built-in (independent of the locomotive) control system for the brake system of the train. This is necessary in order to prevent fixed dangerous train situations by applying service pneumatic braking (stepped and/or emergency);

- in order to more accurately detect and evaluate dangerous train situations, the claimed invention receives information from remote dispatch centers and/or a locomotive control system, receives and works out control commands to activate the pneumatic braking of a train from remote dispatch centers and/or a locomotive control system;

- the claimed invention allows you to transmit synchronized measured values, estimates of these values to remote control centers in real time;

- in the claimed invention, the microprocessor module contains a non-volatile memory for storing all the collected information and its subsequent evaluation.

The claimed invention functions as follows. In the main mode of operation (measurement and evaluation mode) through its own digital, discrete or analog circuits, the claimed invention provides a continuous process of obtaining information from the measuring sensors (temperature sensor, gyroscope, magnetometer, pressure, accelerometer and real time clock), which are part of the device . In this case, the electrical power supply of the sensors is carried out directly from the power supply circuit, which includes a generator, a power battery, a power controller and a voltage converter. In parallel with receiving information from the measuring sensors, a communication channel is established and maintained between the microprocessor module by means of the SNS signal receiver to obtain the current geographical coordinates and the current speed of movement. Based on these data, as well as taking into account information from the accelerometer and magnetometer sensors, the microprocessor module calculates the updated current coordinates and the current speed of the train. In parallel with this, through the information-control bus, the microprocessor module transmits the measured and generated values to remote dispatch centers and the locomotive control system by means of radio receivers/transmitters of the near and far field of action. Through the same radio communication channels, the microprocessor unit receives service information from the locomotive control system and remote dispatch centers (locomotive coordinates, movement speed, brake line pressure, etc., train movement parameters, controlled thresholds of generated indicators), as well as commands that control braking. Based on the totality of the information received, the microprocessor unit generates critical indicators of the parameters of movement and functioning of the train, evaluates these parameters taking into account their known threshold values, integrates them to form an integral indicator that determines the likelihood of one of the situations dangerous for the operation of the train (situations are indicated in table 1). The microprocessor module transmits all the results of assessments and measurements, as well as signs of detecting dangerous situations, via radio receivers / transmitters of the near and far field of action to remote dispatch centers and the locomotive control system in order to further make a decision on changing the train movement mode. At the same time, the microprocessor module, according to a number of features, performs a scenario with the use of pneumatic braking by means of a pressure relief valve from the brake line of the train. Also, the microprocessor module, regardless of the results of the assessment of integral indicators, by controlling the pressure relief valve from the brake line, executes braking commands received via a short-range or long-range radio channel from dispatch centers or a locomotive control system. The list of external commands used to control the claimed invention is given in Table 2.

The operation of the claimed invention in the setup and configuration mode includes:

- linking the device identifier to the freight train on which it is installed;

- loading into the microprocessor module of the train parameters (length, maximum allowable speed for a given train, train weight, etc.), as well as threshold values of parameters measured and calculated by the device;

Configuration information is stored in the memory of the microprocessor module.

The list of devices used to detect and prevent dangerous situations from the point of view of ensuring safe movement is given in Table 1.

* - satellite navigation system; ** - receiver-transmitter of radio signals of the near field of action; *** - receiver-transmitter of radio signals of the far field of action; **** - pressure relief valve in the brake line; ***** - can be used in some modes of operation of the invention.

In FIG. 1 shows a block diagram of the claimed invention. The circuit includes a receiver-transmitter of radio signals of the far field of action (1), a receiver-transmitter of radio signals of the near field of action (2), a receiver of signals from satellite navigation systems (3), a smart key reading terminal (4) a microprocessor module for receiving and processing information (5) , voltage converter (6), battery (7), power controller (8), alternator (9), temperature sensor (10), accelerometer (11), gyroscope (12), magnetometer (14), real time clock (15), pressure relief valve (16), power bus (17), information control bus (18), brake line (19). Also in FIG. 1 shows a variant of the arrangement of some elements of the device on the boards (sensor chamber (20) and board (21)).

The claimed solution is illustrated by the following implementation examples.

Example 1. Operation of the device upon detection of a dangerous event (train break).

Cause of the event

When the train was moving along the traffic section, a spontaneous separation of the coupling device between the cars in the train occurred.

The work of the invention

The claimed invention continuously receives the current geographic coordinate from its own information receiving devices of the satellite navigation system in real time, the microprocessor module corrects it according to the data from the sensors (magnetometer and 3-axis accelerometer) and, as a result, forms the exact geographic coordinate of its current location (train tail). Then the device transmits this coordinate via radio communication channels to the locomotive control system and the remote dispatch center to control the occupancy of the block sections. At the same time, information about the current coordinate of the locomotive (the head of the train) and the length of the train (static length of the train) obtained during the formation of the composition is received via the short-range radio communication channels (directly from the locomotive), via the far-field radio channel (from the control room).

The claimed invention receives a command over the radio channel to control the current length of the train. The command looks like this:

0xF0C0 0x0005 0x0320,

where the first two bytes are the command type identifier (control command), the second two bytes are the identifier of the controlled parameter (train length control), the third byte is the value of the controlled parameter (maximum train length in meters).

The coordinates of the head and tail of the train obtained in this way are the basis for the calculation by the microprocessor module of the current length of the train, taking into account the radii of possible curves of the railway track. The received train length is compared with the static train length, and, at the same time, if the current calculated train length increases relative to the static length by more than ΔL [set parameter - the length tolerance of the entire train), the device interprets this event as a train break. The device transmits a notification of a dangerous situation via radio communication channels of the far and near field of action, and also sends a command to the locomotive to apply braking and brakes the train using its own technical means (pressure relief valve and pressure sensor). At the same time, information from the claimed invention, transmitted via a far-field channel, allows the dispatcher to track the current location of the severed tail section of the train in order to correct the mode of movement of the train following behind to prevent collision with detached cars. Correction of the train movement mode from the dispatching center is carried out by transmitting the appropriate command over the far-field radio channel. The claimed invention receives a command to apply pneumatic braking via a radio channel. The command looks like this:

0xABCD 0хАААА 0x0000, where the first two bytes are the command type identifier (braking control command), the second two bytes are the action identifier (braking application), the third byte is the braking stage (emergency braking). Thus, when a train breaks, the device provides real-time detection of this event (the detection time of this event can be adjusted by ΔL), performs independent braking of the tail section of the train and sends a braking command to the locomotive control systems, thereby providing the possibility of automatic braking of the entire train. At the same time, in order to prevent a possible collision between the moving train and the detached cars remaining on the tracks, the device provides information to the dispatching services. The use of the claimed invention makes it possible to increase the safety of train traffic and train traffic, as well as to increase the capacity of railway lines.

Example 2. Event - blockage of the brake line (TM) in the train.

Cause of the event

Freezing of the brake line, closing of the end valves of the TM of the car or locomotive.

The work of the invention

The claimed invention continuously in real time receives from its own devices (pressure sensor) the measured pressure value in the brake line of the car at the place of its installation. At the same time, information about the current pressure in the brake line (TM) of the locomotive is received via the short-range radio communication channels (directly from the locomotive), via the far-field radio channel (from the control room). In the case of applying pneumatic braking of the train from the locomotive, the pressure in the TM decreases. This information is sent to the microprocessor module.

The claimed invention receives a command over the radio channel to control the current pressure in the brake line. The command looks like this:

0xF0C0 0хАААА 0x0320, where the first two bytes are the identifier of the command type (control command), the second two bytes are the identifier of the controlled parameter (pressure control), the third byte is the value of the controlled parameter (pressure value in MPa * 100).

The current pressure value in the TM is compared at the place of its installation with the pressure value in the TM received from the locomotive. Then, the time of passage of the air wave along the TM from the locomotive to the tail car is estimated. If during the time Δt in the brake line of the car at the place of installation there is no corresponding decrease in pressure, then the invention will record a dangerous event - the blockage of the brake line. In this case, the invention automatically brakes the train by its own technical means (pressure relief valve and pressure sensor). The invention transmits a signal about a dangerous situation via radio communication channels of the far and near field of action, as well as commands for the locomotive control system to apply braking and prohibit traction. Also, the device can receive a braking command from the dispatch center via radio. The command looks like this:

0xABCD 0xAAAA 0x0001,

where the first two bytes are the command type identifier (braking control command), the second two bytes are the action identifier (braking application), the third byte is the braking stage (first braking stage).

Thus, when the brake line is closed in the train, the claimed invention provides real-time detection of this event and brakes the train from the tail of the train, both on command from the dispatch center and according to its own criteria, thereby preventing a dangerous situation in which a disruption occurs. train braking system. Also, the claimed invention does not allow to start or continue the movement of the train without eliminating the identified dangerous situation. The use of the claimed invention makes it possible to increase the safety of train traffic and train flow, as well as to increase the capacity of railway lines.

Example 3. Event - termination or violation of the safe control of the train by the driver or the locomotive safety and control system.

Cause of the event

Violation in the work of locomotive control systems or violations in the work of the locomotive crew.

The work of the invention

The claimed invention continuously in real time receives from its own information receiving devices of the satellite navigation system the current actual speed of the train, the microprocessor module corrects it according to the data from the accelerometer, and, ultimately, forms the value of the exact current speed of the train, which is transmitted over the channel far-field radio communication to the dispatch center, while, through radio communication channels, the invention can receive the value of the current allowable speed of the train.

The claimed invention receives a command over the radio channel to control the current speed. The command looks like this:

0xF0C0 0x0001 0x0050,

where the first two bytes are the identifier - the command type (control command), the second two bytes - the identifier of the controlled parameter (maximum speed control), the third byte - the value of the controlled parameter (speed value in km/h).

In the case of a clear excess of the actual speed of the train, calculated by the invention and transferred to the dispatch center, the invention, on command from the dispatch center or according to the criterion itself, produces pneumatic braking of the train.

Thus, in the event of a malfunction in the operation of the locomotive control systems or a malfunction in the operation of the locomotive crew, the claimed invention provides for the detection of this event in real time and brakes the train from the tail of the train, on command from the dispatch center or according to its own criteria, thereby preventing an extremely dangerous situation. exceeding the allowed speed of the train. The use of the claimed invention makes it possible to increase the safety of train traffic and train flow, as well as to increase the capacity of railway lines.

Example 4. Event - wagon bogie derailment

Reason for the event:

Unsatisfactory technical condition of the wagon bogie, violation of traffic modes or operating conditions.

The work of the invention

The claimed invention continuously receives real-time information from its own devices (accelerometer and gyroscope) about vibration and shock effects and angles of inclination at the installation site, these data are transmitted via radio channels to the locomotive control system and to the dispatch center, where they are analyzed and decisions are made according to the mode of the train. In parallel, the invention continuously evaluates the incoming data from these sensors and, if during the time At exceed the obtained values exceed the inherent tolerances, the invention produces pneumatic braking of the train.

The claimed invention receives a command over the radio channel to control the current amplitude values of accelerations in three planes. The command looks like this:

0xF0C0 0x0002 0x0280,

where the first two bytes are the identifier of the command type (control command), the second two bytes are the identifier of the controlled parameter (control of the maximum amplitude of vertical acceleration), the third byte is the value of the controlled parameter (acceleration value in m/s ² * 100.)

Thus, in case of a threat of a car bogie derailment, the claimed invention provides real-time detection of this event, transmits the parameters and estimates of these parameters via radio channels to the dispatch center and to the locomotive control system to decide on the further mode of train movement. Also, comparing the values obtained with the tolerances, the invention can produce pneumatic braking of the train, both on command from the dispatch center, and independently, thereby preventing the further development of the accident to a possible train crash with human casualties and significant material losses. The use of the claimed invention makes it possible to increase the safety of train traffic and train traffic, as well as to increase the capacity of railway lines.

Example 5. Control of a train flow using the claimed invention.

The claimed invention continuously receives the current geographic coordinate from its own information receiving devices of the satellite navigation system in real time, the microprocessor module corrects it according to the data from the magnetometer and accelerometer, forming the exact geographic coordinate of its current location (train tail). Then the invention transmits this coordinate via radio channels to a remote dispatch center to control the occupancy of a block of sections. The locomotive safety and control system of the trailing train receives from the dispatch center information about the coordinate of the tail of the train in front and calculates the allowable speed and braking trajectories based on the current distance to the tail of the train in front.

Thus, in the presence of the claimed invention in the composition of trains located on the same section of movement, the control of the train flow can be carried out using the technology of "floating" block sections. When organizing the train flow, information about the exact coordinates of the last cars of each train in the train flow was used. The use of the claimed invention makes it possible to increase the safety of train traffic and train traffic, as well as to increase the capacity of railway lines.

Claims (41)

1. The device for monitoring the integrity of the rolling stock, which includes a receiver-transmitter of long-range radio signals, a receiver-transmitter of radio signals of the near field of action, a receiver of signals from satellite navigation systems, a microprocessor module for receiving and processing information, a temperature sensor, a pressure sensor, an accelerometer, a gyroscope, magnetometer, pressure relief valve, real time clock, power controller, voltage converters, power battery, alternator, information control bus, power bus, wherein the temperature sensor is connected to the microprocessor module for receiving and processing information, the pressure sensor is connected to the microprocessor module for receiving and processing information, the accelerometer is connected to the microprocessor module for receiving and processing information, the gyroscope is connected to the microprocessor module for receiving and processing information, the magnetometer is connected to the microprocessor module for receiving and processing information, the pressure relief valve is connected to the microprocessor module for receiving and processing information, the real time clock is connected to the microprocessor module for receiving and processing information, the receiver-transmitter of radio signals of the far field of action is connected to the receiver-transmitter of radio signals of the near field of action by means of an information control bus, the receiver-transmitter of radio signals of the far field of action is connected to the receiver of signals of satellite navigation systems by means of an information control bus, the receiver-transmitter of far-field radio signals is connected to the microprocessor module for receiving and processing information via an information control bus, the receiver-transmitter of far-field radio signals is connected to the power controller via an information control bus, the receiver-transmitter of radio signals of the near field of action is connected to the receiver of signals of satellite navigation systems by means of an information control bus, the receiver-transmitter of radio signals of the near field of action is connected to the microprocessor module for receiving and processing information through the information control bus, the receiver-transmitter of far-field radio signals is connected to the power controller via an information control bus, the signal receiver of satellite navigation systems is connected to the microprocessor module for receiving and processing information via an information control bus, the signal receiver of satellite navigation systems is connected to the power controller via an information control bus, the microprocessor module for receiving and processing information is connected to the power controller via an information control bus, the receiver-transmitter of far-field radio signals is connected to the microprocessor module for receiving and processing information via a power bus, the receiver-transmitter of the far-field radio signals is connected to the voltage converters via the power bus, the receiver-transmitter of radio signals of the near field of action is connected to the microprocessor module for receiving and processing information through the power bus, the receiver-transmitter of radio signals of the near field of action is connected to the voltage converters via the power bus, the signal receiver of satellite navigation systems is connected to the microprocessor module for receiving and processing information via a power bus, the signal receiver of satellite navigation systems is connected to the voltage converters via the power bus, microprocessor module for receiving and processing information is connected to voltage converters via a power bus the power controller is connected to the power battery, the battery is connected to voltage converters, the alternator is connected to the power controller. 2. The device according to claim 1, further including a smart key reading terminal, at the same time, the smart key reading terminal is connected to the near-field radio modem via the information control bus, the smart key reading terminal is connected to the far-field radio modem via an information control bus, the smart key reading terminal is connected to the signal receiver of satellite navigation systems via an information control bus, the smart key reading terminal is connected to the microprocessor module for receiving and processing information via an information control bus, the smart key reading terminal is connected to the power controller via an information control bus, the smart key reading terminal is connected to the microprocessor module for receiving and processing information via a power bus, the smart key reading terminal is connected to the voltage converters via the power bus. 3. The device according to claim 1, where a three-axis accelerometer is used as an accelerometer. 4. The device according to claim 1, where a pneumatic generator is used as an alternator. 5. The device according to claim 1, where an electromechanical converter is used as an alternator. 6. The device according to claim 1, where a solar energy converter is used as an alternator. 7. The device according to claim 1, where a three-stage gyroscope is used as a gyroscope.

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