RU2768688C1 - Unified digital airborne security platform (bsb-e) - Google Patents

Abstract

FIELD: railway traffic safety.

SUBSTANCE: invention relates to on-board means of railway traffic safety, with the possibility of adaptation and scaling. The system includes a computing unit, an intrasystem digital information exchange interface device, a data recording device, a train integrity control device, a digital wireless information exchange device, an analog sensor unit, an automatic locomotive signaling signal receiving device, a train braking control device, a switching unit, an actuator unit and alarm devices, tachometer block, discrete sensors block, analog signal input device, discrete signal output device, discrete signal input device, integration device with external systems, floor sensor reading device - balis, data receiving device from satellite navigation systems, human-machine interface device for continuous automatic locomotive signaling (CALS), European Rail Traffic Management System (ERTMS) human-machine interface device, multimedia human-machine interface device.

EFFECT: increase in traffic safety is achieved.

21 cl, 1 dwg

Description

The present invention relates to measuring and control technology used in railway transport, namely to on-board security systems.

Ensuring traffic safety in railway transport is one of the most priority and complex technological processes. The most important problem of maintaining safety in railway transport is that on the railways in most countries, freight and passenger traffic (including high-speed traffic) is organized along the same tracks. On multi-track sections, freight trains go to passenger traffic routes. In this regard, the most devastating consequences of violations of the safe running of a train (such as collisions, derailments, breaks in trains) are associated with the risk of part of the rolling stock falling into the dimensions of adjacent tracks, which greatly increases their danger.

To solve the problems of ensuring the safety of railway traffic, various systems for interval regulation of train traffic, systems for the formation and control of permissible train speeds depending on the current train situation were developed and implemented.

Currently, interval control systems based on the formation and transmission of automatic locomotive signaling (ALS) signals to the locomotive along the track circuits [http://scbist.com/wiki/7259-als.html] and the ERTMS/ETCS interval control system are widely used. levels 1-3 [https://www.era.europa.eu/activities/european-rail-traffic-management-system-ertms_en], based on the principles of information transmission over the air. Due to differences in approaches and methods for implementing interval control in ALS and ERTMS / ETCS systems of levels 1–3 (due to the different composition of floor equipment used in these systems), traction rolling stock is currently equipped with either one system or a combination of of these systems, depending on which one is used in a particular region. At the same time, the use of on-board ERTMS / ETCS systems when operating a locomotive on railway sections equipped only with ALS infrastructure can only be ensured using separate, newly developed on-board technical means for receiving signals from track circuits or jointly functioning with existing on-board ALSN Systems through specialized transfer modules-interfaces. (STM). In turn, the operation of a locomotive with an onboard ALSN System in areas equipped only with the ERTMS / ETCS infrastructure, while maintaining the required level of traffic safety, is impossible. This leads to the impossibility of safe operation of trains equipped with ALS systems on railway tracks equipped in accordance with ERTMS / ETCS levels 1–3 and, vice versa, without high costs and high labor intensity.

The prior art safety device DKSV-M [http://www.saut.ru/activities/research-and-development/mikroprotsessornyy-deshifrator-dksv-m/]. This device is designed to receive and decode signals from automatic locomotive signaling of continuous operation ALSN. The DKSV-M safety device can only be used as part of the existing ALSN system and performs a limited range of functions (the function of receiving and processing ALS signals via continuous channels of the track circuit (ALSN), the function of turning on the lights at the locomotive traffic light of the LS in accordance with the received ALS code, the function of continuous speed control according to information from the traffic parameters registrar). The main disadvantages of this device are low functionality (the device works only as part of the existing ALSN on-board security system as a replacement for the DKSV relay device).

Also known from the prior art is a complex locomotive safety device (CLUB-U) [patent RU 2248899]. This device belongs to locomotive safety systems of interval control. The principle of operation of this device is based on the reception of signals from automatic locomotive signaling of continuous type (ALSN), by means of which the control of not exceeding the permissible speed of the train, the decoding of ALSN signals and coordinate referencing by means of the GPS satellite navigation system is carried out. The main disadvantages of this device are the following:

1. KLUB-U is a technical platform that is characterized by a limited set of technical solutions from one manufacturer (developer) to expand functionality or adapt it to work with other on-board and infrastructure systems (https://www.irz.ru/products/20/ 70.htm);

2. KLUB-U does not support work with ERTMS/ETCS interval control infrastructure.

Also known from the prior art is a safe locomotive integrated complex BLOCK [patent RU 2011105741]. This complex refers to locomotive safety systems of interval control based on the principles of receiving signals of automatic locomotive signaling of continuous type (ALSN), by means of which the control of not exceeding the permissible speed of the train, decoding of ALSN signals and coordinate referencing through the GPS satellite navigation system is carried out. The device allows automatic selection and correction of the control algorithm for the service braking of the train (calculation and implementation of the braking trajectory with the determination of the actual braking coefficient). This is necessary to ensure a given amount of speed reduction on a given stopping distance or targeted stop at a prohibition signal, taking into account the actual traffic conditions (train mass, speed, track profile, etc.). The main disadvantages of this device are:

1. "Closeness" of the system.

2. Limited range of joint work with other on-board systems and, therefore, non-expandable technical platform.

3. The operation of locomotive equipment directly depends on the availability, quantity and serviceability of certain floor devices.

4. Failure to work with ERTMS/ETCS interval control infrastructure.

Also known from the prior art is a unified integrated system for controlling and ensuring traffic safety of traction rolling stock (EKS) [RU 2355596], including subsystems for receiving and decoding ALSN signals, automatic train driving, automatic control of service braking and traffic safety control. Also, the specified device includes separate functional blocks, which are connected in parallel by a system-wide CAN interface.

The disadvantage of this system, despite its wide functionality, is the lack of adaptability. The system has a constant composition of functional blocks, which makes it impossible to adapt it to work with other onboard and floor control systems and traffic safety. Also, the disadvantages of this system include the inability to interact with the infrastructure of the ERTMS/ETCS interval control system.

Also known from the prior art is the EBICab 2000 system related to the control and safety systems for trains ERTMS/ETCS [E. Voyanovski. Testing of new train traffic control systems within the framework of the ERTMS project, "Railways of the World", No. 12, 1998]. The principle of operation of this system is based on continuous and point-to-point data transmission between floor devices and the train. The system has a modular architecture of the on-board computer, includes intelligent sensors that allow the train to determine its position on the line with high accuracy. This system has three levels that allow implementing various operating programs depending on the degree of equipment of the line with floor equipment. The Level 1 system regulates the speed of the train depending on the data transmitted from the track to the train, formed on the basis of floor signal readings. The Level 2 system is a complete train control and safety system without the use of floor signals, but maintaining a rigid division of the line into block sections. Floor devices determine the location of trains and control their completeness. These three levels are compatible with each other both functionally and technically. A train equipped with a third level system can operate on a line equipped with a lower level system. At the same time, for the implementation of level 2, special connections are organized via radio channels between the train and floor equipment, in particular, using the GSM cellular communication standard. The main disadvantages of the EBICab 2000 system are:

1. The EBICab 2000 system has a constant composition of functional blocks, which makes it difficult to adapt it to work with other onboard and floor control systems in order to ensure traffic safety.

2. Adaptation of the EBICab 2000 system to work with the infrastructure of railways that use ALS can only be achieved using separate, newly developed technical means for receiving signals from track circuits or using existing on-board ALSN Systems connected to the EBICab 2000 system through a specialized transmission interface module (STM). The absence of regular, unified technical solutions as part of the EBICab 2000 system significantly increases the costs and labor intensity for additional development, changes in internal software, adaptation and implementation of this system, and as a result, the lack of potential for using this system in a long network, in the realities of the geography of joint use ALS and ERTMS systems.

The closest analogue of the claimed invention is the well-known ATLAS ETCS Platform manufactured by ALSTOM (Introduction to Mainline Onboard portfolio, Vincent Passau, 2021 © ALSTOM SA) designed to implement various on-board systems based on the principles of ERTMS / ETCS and operating at levels 1-3. The ATLAS ETCS platform allows you to configure the onboard security system depending on the technical equipment of the locomotive and floor railway infrastructure, while the ATLAS ETC Platform allows you to implement Level 3 ERTMS systems and ensure train traffic safety without the use of floor signals and with moving block sections. Also, this system allows to control the completeness of the train by on-board means. The main disadvantages of the ATLAS ETCS Platform are:

1. Closedness of the system, which is characterized by a limited set of technical and functional blocks of a single manufacturer (ALSTOM), which reduces its ability to adapt flexibly to specific rolling stock, existing on-board control systems, and used railway infrastructure.

2. Fixed versions of on-board systems based on the ATLAS platform depending on the ERTMS level (Atlas 100 implements ETCS Level 1, Atlas 200 - Level 2, Atlas 400 and Atlas 500 based on the Atlas 200 system configuration). [https://www.alstom.com/our-solutions/signalling/atlas-performance-and-reliability-ertms-interoperability]

3. Lack of standard devices that allow working with the infrastructure of the railways on which the ALS system is used, which will require additional development of devices for receiving signals from track circuits or the use of existing on-board ALSN systems.

The claimed invention solves the problem of compatibility of systems that implement various methods of interval control and joint operation of various on-board and infrastructure control systems and ensure the safety of the transportation process by adaptive integration at the interface and software level of existing and newly developed equipment from various manufacturers with the possibility of their joint operation within a single on-board system without rigid reference to the type of floor infrastructure used for interval control systems.

Thus, the technical result of the claimed invention is to increase traffic safety in railway transport, as well as to expand the arsenal of equipment used in the composition of traffic safety systems in railway transport.

Also, the technical result of the claimed invention is to reduce the amount of floor equipment used as part of the traffic safety infrastructure in railway transport, due to the compatibility of locomotives equipped with the invention for their operation on railway sections of the track with various types of interval control (ERTMS and ALS).

The technical result of the claimed invention is provided by a single digital on-board platform for railway traffic safety (BSB-E System), including:

- computing unit;

- device of intrasystem digital interface of information exchange;

- data recording device;

- train integrity control device;

- device for digital wireless information exchange;

- block of analog sensors;

- device for receiving signals of automatic locomotive signaling;

- train braking control device;

- switching unit;

- block of executive devices and signaling devices;

- block of tachometers;

- block of discrete sensors;

- analog signal input device;

- discrete signal output device;

- discrete signal input device;

- device for integration with external systems (digital wired communication device);

- floor sensor reading device - balis;

- device for receiving data from satellite navigation systems;

- human-machine interface device for automatic locomotive signaling of continuous operation (ALSN);

- device for the human-machine interface of the European railway traffic management system (ERTMS);

- a human-machine multimedia interface device.

The links between the above nodes are organized as follows.

The computing unit is connected to the device of the intrasystem digital information exchange interface, the computing unit is connected to the data recording device, the data recording device is connected to the device of the intrasystem digital information exchange interface, the train integrity control device is connected to the digital wireless information exchange device, the block of analog sensors is connected to the input device analog signals, the automatic locomotive signaling signal receiving device is connected to the analog signal input device, the train braking control device is connected to the analog signal input device, the train braking control device is connected to the discrete signal output device, the switching unit is connected to the discrete signal output device, the actuator unit and signaling devices is connected to the discrete signal output device, the tachometer unit is connected to the discrete signal input device digital signals, the block of discrete sensors is connected to the device for input of discrete signals, the device for digital wireless information exchange is connected to the device of the intra-system digital information exchange interface, the analog signal input device is connected to the device of the intra-system digital information exchange interface, the output device of discrete signals is connected to the device of the intra-system digital interface information exchange, the discrete signal input device is connected to the device of the intrasystem digital information exchange interface, the device of the intrasystem digital information exchange interface is connected to the device for integration with external systems (digital wired communication device), the device of the intrasystem digital information exchange interface is connected to the reading device of floor sensors - balis , the device of the intrasystem digital information exchange interface is connected to the device pr receiving data from satellite navigation systems, the device of the intra-system digital information exchange interface is connected to the human-machine interface device of the automatic locomotive signaling of continuous operation (ALSN), the device of the intra-system digital information exchange interface is connected to the human-machine interface device of the European railway traffic management system (ERTMS) , the intra-system digital information exchange interface device is connected to the multimedia human-machine interface device.

The key difference between the claimed invention and the presented systems is the possibility of its safe and effective "seamless" integration with various systems used in railway transport, as well as the possibility of supplementing the BSB-E with the nodes necessary in a particular case. These capabilities are due to such features of BSB-E as modularity, scalability, unification, modifiability, localized functional safety and the presence of a single development environment.

The modularity of the BSB-E is implemented through the use of physically separate components that implement the necessary functions. At the hardware level, these components are modules. For example, the discrete signal input module implements interaction with manipulators. At the software level, modularity is implemented using specialized software modules, such as interface drivers.

The scalability of the BSB-E is implemented by changing the system configuration in order to achieve greater system performance. At the hardware level, this is achieved both by increasing the number of modules used that implement a certain function, and by increasing their performance. For example, to solve the problem of increasing the number of discrete inputs, the used discrete signal input module can be replaced with a similar one with a large number of inputs, or a second (completely similar) module can be added to the system. To solve the problem of increasing computing performance, the used processor module can also be replaced with a more productive one, or another identical one can be added, combined with the first one through an information exchange interface.

The unification of BSB-E nodes and links allows the use of unified software and hardware modules for solving similar problems. At the hardware level, this means using a single set of components. For example, in order to organize information exchange physically over the same interface, a single set of components, connectors, and cables is used. At the software level, this means the use of the same parts of programs, including separate ones that can be configured in a certain way. So, for example, standard drivers are used for information exchange within one protocol.

The modifiability of BSB-E allows the user, using the software and hardware of the platform, to independently develop the necessary additional functionality. If necessary, the developed code can be placed separately from other executable code (up to complete autonomy, i.e. a separate virtual or physical computing module is allocated for the code).

The localized functional safety of the BSB-E implies that the system is technically capable of implementing individual executive functions that are protected from their own failures. This is achieved through the use of separate hardware modules (modular approach) with built-in self-test functions. At the same time, within the framework of the platform, modules (computing, input-output) are used that have a level of their own functional safety SIL0, SIL2 and SIL4, in accordance with IEC 61508-1 and IEC 61508 standards. The presence of a single development environment includes providing the system with the necessary configuration tools , application code creation, debugging, testing and emulation. In particular, the development environment used allows you to implement functionality that is protected from your own dangerous failures, guided by the attached set of rules and restrictions, as well as the capabilities of the development environment.

As an embodiment of the claimed invention, the computing unit in the BSB-E Platform can be a central computer in conjunction with a safety control module of the SIL4 functional safety level. The central computer provides a synchronous cycle of data collection and processing, which makes it possible to avoid delays in data transmission and increase the efficiency of calculation algorithms. The operation of all modules in the composition of the claimed invention is logically synchronized through the computing unit. The presence of a computing unit as part of the claimed invention provides:

1. detection of hardware and software errors by monitoring the END functions of processes that have occurred within a certain time interval;

2. managing the execution time of system functions such as timestamp or date information to perform logging;

3. editing and writing a part of the program being edited to the CPU;

4. writing program and data to the CPU;

5. support for the priority of the interrupt system;

6. program operation control using PID instructions;

7. repeated launch of programs at a constant scanning time;

self-diagnosis of the CPU to detect operating errors;

8. the ability to remove recurring errors;

9. the possibility of permanent logging of the program and errors in chronological order;

10. the ability to restore the program from the cache in case of failures, for example, from power noise;

11. monitoring of data and connected modules using a connected service engineering device;

12. monitoring the execution time and the number of programs executed with the help of a connected engineering device;

13. monitoring the number of completed interrupt programs using a connected engineering device;

14. the ability to download data input and output of non-controlled modules;

15. Synchronization of the launch of several CPUs at the same time;

16. data exchange between several CPU modules;

17. execution of interrupt programs at a given time;

18. restriction of access to the program and data by assigning a login and password;

19. two modes of security operation, the first one is a test one for changing security parameters and the second one is safe - for the program to work in a safe mode;

20. timely detection of errors when running safe programs in test mode;

21. self-diagnosis of the security module;

22. checking the correctness of executed programs and data by the security module;

23. data exchange in safe mode using the security module;

24. Firmware update support.

As an embodiment of the invention, the intrasystem digital traffic interface device may be a multiport managed Ethernet switch. For example, a device from the MOXA TN-5518A-8PoE-2GTXBP-WV-T model line [https://moxa.pro/catalog/tn-5518a-8poe-2gtxbp -wv-t?yclid=2318753793164967935].

As an embodiment of the invention, the data recording device may be a stand-alone unit of an industrial data acquisition system, including at least one digital information input port and at least one signal input port. For example, as a data recording device as part of the claimed invention, the well-known device of the industrial data collection system DataQ DI-788 [https://temperatura.pro/produktsiya/promyshlennaya-sistema-sbora-dannyh-dataq-di-788] can be used.

As a variant of the invention, the train integrity monitoring device can be a remote device that is designed to be installed on the last car of the train and provides collection and transmission over the air to the computing unit of movement parameters. For example, as a device for monitoring the integrity of a train as part of the claimed invention, a well-known device for monitoring the integrity of rolling stock RU2240243 [https://yandex.ru/patents/doc/RU2240243C2_20041120] can be used.

As an embodiment of the invention, a digital wireless communication device can be at least one far-field packet radio subscriber terminal (for example, GSM, TETRA), as well as at least one near-field terminal (based on Wi-Fi standards). and bluetooth). These terminals transmit and receive information via radio channels at the appropriate frequencies and according to the appropriate protocols and retransmit the received information to the intrasystem digital information exchange interface. For example, as a device for digital wireless information exchange as part of the claimed invention, an assembly of known devices for receiving and transmitting data TETRA TDR880i [https://cassidian-tetra.ru/solutions/cart/Abonentskoe-oborudovanie/TDR880i/] can be used (to provide operation in the TETRA standard network) and the TELEOFIS RX108-R4 data reception and transmission terminal (to ensure operation in GSM, TETRA, Wi-Fi and Bluetooth networks) [https://teleofis.ru/production/gsm-3g-modemi/teleofis -rx108-r4/].

As an embodiment of the invention, the block of analog sensors can be a set of primary measuring instruments - analog electrical measuring instruments, which include pneumoelectric pressure sensors, temperature sensors and strain gauges, which provide the collection of primary data on internal (pneumatic parameters of the train brake system, temperature of devices rolling stock, deformation of the bearing elements of the rolling stock) and external (ambient temperature, external mechanical influences) physical processes accompanying the operation of the rolling stock. For example, as a block of analog sensors as part of the claimed invention, an assembly of known primary sensors can be used: ADZ-TPS combined pressure and temperature sensors [https://www.all-impex.ru/upload/iblock/b39/b398a2fb4ca87f837fb7d9190c8c4b53.pdf], structural deformation sensors BDSSG-C [https://www.ntpgorizont.ru/product/bdssg-c/], temperature sensors BDTSG [https://www.ntpgorizont.ru/product/bdtsg-sensor-temperature/].

As an embodiment of the invention, the device for receiving automatic locomotive signaling signals can be a technical solution that provides inductive coupling with electric track circuits and is designed to receive automatic locomotive signaling code signals. For example, as a device for receiving signals of automatic locomotive signaling as part of the claimed invention, a well-known device can be used - Coils receiving locomotive KPU1 [http://www.rcit.su/techinfo98.html].

As an embodiment of the invention, the train braking control device can be an electro-pneumatic device that provides pressure control in the rolling stock brake system (brake line) under the influence of electrical control signals. For example, known devices can be used as a train braking control device as part of the claimed invention: -pm-09-03khkh-khkhkhdc] and Electro-pneumatic emergency braking valve TU 3184-064-05756760-2004 [https://docs.cntd.ru/document/437008011].

As an embodiment of the invention, the switching unit includes a set consisting of at least one device selected from an electromagnetic relay, a solid state relay and a power switch, designed to monitor and control the power and control circuits of the rolling stock. For example, as a switching unit as part of the claimed invention, the well-known device Discrete Control Block BDU-27 (BDU-28) [https://avpt.ru/upload/Pamyatka_EP1-KAUD.pdf] can be used.

As an embodiment of the invention, the block of actuating devices and signaling devices may include a set of control elements of the following types: buttons and keys; lever switches (toggle switches); rotary switches and regulators; control levers (handles); foot controls (pedals); alarm detectors (sound and light), which are used by the driver to ensure the safe maintenance of the rolling stock and interaction with the onboard security system. For example, known devices can be used as a block of actuating devices and signaling devices as part of the claimed invention: Vigilance handle RB-80 TsVIA.468311.001TU [https://www.irz.ru/uploads/files/70_25.pdf], Brake indicator TU 3184-156-05756760-2015 [https://docs.cntd.ru/document/437180791], Sound signal SZ 11-01P, SZ11-02P TU TsBRI.667 563.001 [https://prom-gd.ru/ signal_zvukovoy_sz_1101], Three-pole chopping switch P-330AP TU 3424-175-07503247-97 [https://www.oborudunion.ru/razedinitel-gv-22ap-gv-25bp-gv-25vp-1000345765] and others certified for use on railway transport.

As an embodiment of the invention, the tachometer unit may be a set including at least one axial rotation angle sensor and at least one radar-type meter. Also, the block of tachometers can be a set including at least two axial rotation angle sensors located on different wheelsets of the locomotive. These elements are used to measure the speed, acceleration, distance traveled and direction of railway transport. For example, well-known technical solutions can be used as a block of tachometers as part of the claimed invention - the rotation angle sensor L178/1.2 [https://www.elmeh.ru/catalog/sensors/angle-sensor-l178-1-2] and CORRAIL 1000 Sensor HaslerRail AG [https://www.haslerrail.com/products-solutions/obe/speed-sensing-and-odometry/wave-reflection-based-speed-sensors/].

As an embodiment of the invention, the block of discrete sensors may include a set of electro-pneumatic, electro-mechanical and electrical signaling devices, threshold sensors and feedback relays. For example, as a block of discrete sensors as part of the claimed invention, the driver's crane controller KKM-TsM TsAKT.421453.004 [https://www.elmeh.ru/catalog/raznoe-oborudovanie-dlya-zh-d/controller-crane-driver -kkm-tsm], pressure alarm TU 24.05.10.088-92 [https://docs.cntd.ru/document/415993686], temperature relay CR-810 [http://www.evroavtomatika-fif.ru/data/ files/item_119.ru.pdf], CT-ERE time relay [https://new.abb.com/products/ru/1SVR550107R5100/ct-ere], and general purpose relay modules - PLC-RPT [https:// www.phoenixcontact.com/online/portal/ru?uri=pxc-oc-itemdetail:pid=2900299&library=ruru&tab=1].

As an embodiment of the invention, the analog signal input device can be a multi-channel analog-to-digital converter designed to measure analog signals with built-in analog inputs, convert the measured values into a value of a physical quantity, and then transmit this value via digital wire interfaces. For example, as a device for inputting analog signals as part of the claimed invention, a well-known device analog input module with universal inputs (Ethernet) МВ210 [https://owen.msk.ru/goods/Modul-analogovogo-vvoda-MV210?mod_id=177663695] can be used ].

As an embodiment of the invention, a discrete signal output device can be a module with the ability to control the state of its discrete outputs by commands received by the module via digital wired interfaces. For example, as a device for outputting discrete signals as part of the claimed invention, the well-known device Discrete Output Module (Ethernet) MU210 (https://owen.msk.ru/goods/Modul-diskretnogo-vyvoda-MU210?from=MWM1&mod_id=177663699) can be used .

As an embodiment of the invention, the device for inputting discrete signals can be a module for collecting data from built-in discrete inputs and transmitting via digital wired interfaces. For example, as a device for inputting discrete signals as part of the claimed invention, the well-known device Discrete Input Module (Ethernet) МВ210 [https://owen-ufa.ru/shop/proizvoditeli/owen/moduli-diskretnogo-vvoda-mv210/?yclid =6580014690568765439].

As an embodiment of the invention, the device for integration with external systems (digital wired communication device) can be an interface converter, which has at least one input digital RS485 port, at least one input digital RS232 port, at least one input CAN digital port, at least one MVB digital input port, at least one Ethernet interface output port. The interface converter organizes the adaptation of data that is transferred two-way between external devices with various protocols in order to ensure the successful sending, receiving and decoding of this data by the system. For example, known interface converters RS-232/422/485 to Ethernet NPort 5450AI-M12-CT-T [https://moxa.ru/shop/com_v_ethernet/industrial/ m12/nport-5450ai-m12-ct-t/], MVB to Ethernet interface converters RB-RTM/4B011 [https://www.amit-transportation.cz/en/produkt/tcn-trdp-communication/mvb-converters /], HD67419-E4V Industrial CAN to Ethernet Converter [https://www.microport.com.tw/en/prod/Various-Protocol-Converter-Series/CAN/CAN-to-Ethernet-IP.html].

As an embodiment of the invention, the reading device for floor sensors - balis can be a reading device, by inductive pumping, of autonomous transceiver transponders with non-volatile memory of the Eurobalise type. For example, the well-known BTM Bombardier Transportation device [https://www.railway-technology.com/products/ertms-etcs/#bombardier-transportation-rail] can be used as a reading device for floor sensors - balis as part of the claimed invention.

As an embodiment of the invention, the device for receiving data from satellite navigation systems can be a hardware and software device installed on a rolling stock to determine its current location, direction and speed based on signals from at least two active global navigation satellite systems, exchange data with another on-board equipment of the platform, as well as for the exchange of information over mobile radiotelephone networks. For example, as a device for receiving data from satellite navigation systems as part of the claimed invention, the well-known GNSS device LEICA VIVA GS10 RECEIVER [https://leica-geosystems.com/ru/products/gnss-systems/receivers/leica-viva-gs10 -gs25].

As a variant of the invention, the human-machine interface device for continuous automatic locomotive signaling (ALSN) can be a set of devices that automatically repeat in the driver's cab the indications of traffic lights to which the rolling stock is approaching, regardless of the track profile and weather conditions, admissible travel speeds these traffic lights, as well as the parameters of the ALSN signals (carrier frequency and time parameters of the signal). For example, as a human-machine interface device for continuous automatic locomotive signaling (ALSN) as part of the claimed invention, well-known devices of PJSC Electromechanika can be used Locomotive LED traffic light SLS [https://www.elmeh.ru/catalog/raznoe-oborudovanie- dlya-zh-d/traffic-light-locomotive-sls] and Display Unit BI - 3PS [https://www.elmeh.ru/catalog/display-unit/blok-indikatsii-bi-4ps].

As an embodiment of the invention, the European Rail Traffic Management System (ERTMS) human-machine interface device may be a display module for displaying real-time information for the ERTMS functionality. For example, as a human-machine interface device of the European Railway Traffic Management System (ERTMS) as part of the claimed invention, a well-known device can be used - a panel computer from Axiomtek company model GOT712-837 [https://www.axiomtek.com/Default.aspx?MenuId =Products&FunctionId=ProductView&ItemId=16370&C=GOT712-837&upcat=306].

As an embodiment of the invention, the human-machine multimedia interface device can be a display module designed to display in real time the operating parameters of the main components and equipment and vehicles of the rolling stock, input/input information for the driver, as well as to display emergency error warning messages, if any. The parameters are displayed on the display screen, including using visualization patterns in the form of virtual instruments (ammeters, voltmeters, etc.). For example, as a human-machine multimedia interface device as part of the claimed invention, a well-known device can be used - a panel computer from Axiomtek company model GOT-710-837-G-E3845-24VDC w/kp [https://www.axiomtek.com/Default .aspx?MenuId=Products&FunctionId=ProductView&ItemId=6451&upcat=306].

In FIG. 1 shows a variant of the schematic diagram of the claimed invention. The computing unit 1 is connected to the device of the intrasystem digital information exchange interface 2, the computing unit is connected to the data recording device 3, the data recording device 3 is connected to the device of the intrasystem digital information exchange interface 2, the train integrity control device 4 is connected to the digital wireless information exchange device 5, the block of analog sensors 6 is connected to the analog signal input device 13, the automatic locomotive signaling signal receiving device 7 is connected to the analog signal input device 13, the train braking control device 8 is connected to the analog signal input device 13, the train braking control device 8 is connected to the discrete output device signals 14, the switching unit 9 is connected to the discrete signal output device 14, the block of actuators and signaling devices 10 is connected to the discrete signal output device 14, the unit achometers 11 is connected to the discrete signal input device 15, the discrete sensor unit 12 is connected to the discrete signal input device 15, the digital wireless information exchange device 5 is connected to the device of the internal digital information exchange interface 2, the analog signal input device 13 is connected to the device of the internal digital information exchange interface exchange 2, the discrete signal output device 14 is connected to the device of the intrasystem digital information exchange interface 2, the discrete signal input device 15 is connected to the device of the intrasystem digital information exchange interface 2, the device of the intrasystem digital information exchange interface 2 is connected to the device for integration with external systems (digital wired communication) 16, the device of the intrasystem digital information exchange interface 2 is connected to the reading device of floor sensors - balis 17, the device of the intrasystem digital information exchange interface 2 is connected to the device for receiving data from satellite navigation systems 18, the device of the intrasystem digital information exchange interface 2 is connected to the human-machine interface device of the automatic locomotive signaling of continuous operation (ALSN) 19, the device of the intrasystem digital information exchange interface 2 is connected to European Rail Traffic Management System (ERTMS) human-machine interface device 20, the intra-system digital information exchange interface device 2 is connected to the multimedia human-machine interface device 21.

The claimed invention is illustrated by the examples of implementation set forth below.

Example 1

In the process of adapting the claimed invention for trial use as an on-board security system on an N80M series electric locomotive (VL80 series electric locomotive after a deep modernization [http://www.rcit.su/article010.html]), the customer established the requirements in accordance with which the BSB system -E must adjust the current speed not only with the help of the pneumatic brake system (which is the main brake tool in railway transport), but also with the use of electrodynamic brake systems, which this type of electric locomotive is equipped with.

To implement the requirement for the use of BSB-E on rolling stock equipped with electrodynamic brakes, the basic package of BSB-E (which includes a computing unit, an internal digital information exchange device, a data recording device, a train integrity monitoring device, a digital wireless information exchange device , block of analog sensors, device for receiving signals of automatic locomotive signaling, device for controlling train braking, switching block, block of actuating devices and signaling devices, block of tachometers, block of discrete sensors, analog signal input device, discrete signal output device, discrete signal input device, device integration with external systems (digital wired communication device), floor sensor reading device - balis, data receiving device from satellite navigation systems, automatic human-machine interface device Locomotive Continuous Signaling (ALSN), European Rail Traffic Management System (ERTMS) Human Machine Interface Device, Multimedia Human Interface Device), changes have been made. In particular, to initialize electrodynamic brakes through additional electromechanical relays of the switching unit, the discrete signal output device was replaced with a similar device with a large number of outputs (OWEN MU210-411 [https://owen.ru/product/moduli_diskretnogo_vivoda_ethernet/documentation_and_software]). Also, in order to control the safe use of electrodynamic brakes, the analog signal input device was replaced with a similar device with a large number of signal input channels from additional current sensors and temperature sensors (OWEN MU210-501 [https://owen.msk.ru/goods/Moduli- analogovogo-vyvoda-Ethernet-MU210-501?from=ZTc1&mod_id=222970028]).

The ability to easily adapt the BSB-E Platform to work with additional rolling stock equipment is carried out due to the properties of the claimed invention - scalability and modularity, the essence of which lies in the possibility of using a wide range of different modules. If necessary, such modules can be additionally included in the system or replace existing ones.

Thus, due to the properties of scalability and modularity of the BSB-E Platform, it was adapted to work with the electrodynamic braking systems of the N80M electric locomotive, which ultimately leads to an increase in traffic safety in railway transport, and also allows expanding the arsenal of equipment used as part of traffic safety systems in railway transport.

Example 2

In order to adapt the Unified Digital Onboard Security Platform (BSB-E, BSB-E Platform) for its trial operation and use as an onboard security system on a newly developed diesel locomotive of the TEM14 series - a two-diesel shunting and export diesel locomotive with electric transmission (https://sinaratm .ru/products/teplovozy/tem14/), the diesel locomotive manufacturer decided to additionally equip the locomotive with a diesel fuel unauthorized drain control system and an unauthorized access control system to the power plant and equipment in the engine compartment. The task was also set to minimize computing and hardware resources and use devices from the BSB-E Platform for these purposes. Taking into account the specifics of the implementation of the above functions, additional analog fuel consumption sensors were installed on the locomotive (one submersible sensor ALZ 3720 [https://piezus.ru/products/pogruzhnye-datchiki-urovnja/alz-3720.html] in each fuel tank and fuel line flow sensor for each diesel unit DFM Industrial 7C T [https://sosgps.ru/monitoring-transporta/product/dfm-industrial]). Discrete opening control sensors MN202S [https://sensor365.ru/bezopasnost-na-proizvodstve/magnitnye-datchiki-bezopasnosti/mn202s-datchik-magnitnyj/] were also installed on technological hatches in the locomotive hood. BSB-E basic equipment, which includes a computing unit, an intrasystem digital information exchange interface device, a data recording device, a train integrity control device, a digital wireless information exchange device, an analog sensor unit, a device for receiving automatic locomotive signaling signals, a train braking control device , switching unit, block of actuators and signaling devices, block of tachometers, block of discrete sensors, input device for analog signals, output device for discrete signals, device for input of discrete signals, device for integration with external systems (digital wired communication device), reading device for floor sensors - balis, device for receiving data from satellite navigation systems, human-machine interface device for automatic locomotive signaling of continuous operation (ALSN), human-machine interface device for European Railway Traffic Management System (ERTMS), a human-machine multimedia interface device, was supplemented with similar unified input devices for analog and discrete signals to connect the required sensors.

An assessment of the resources and performance of the computing unit of the BSB-E platform showed that the implementation of the functions of controlling unauthorized fuel drain and unauthorized access to the power plant is possible without replacing it with a more powerful one. In order for the developer and manufacturer of the TEM14 diesel locomotive to implement these functions in the form of a program code, an isolated virtual computer (computing thread) was allocated in the computing unit of the BSB-E platform to store and run this program code. The developer and manufacturer of the TEM14 diesel locomotive implemented the program code in a single environment for the development of application software for the BSB-E Platform, its configuration, debugging, and testing.

The potential of the BSB-E platform to expand its functionality, including functions implemented directly by the user of the BSB-E platform, is ensured by fundamental properties - modifiability and software and hardware localized functional safety, the essence of which is to provide a local (isolated from basic functions) tool storage and execution of user program code. This approach eliminates the negative impact on the functional safety and reliability of the platform.

Thus, due to the properties of modifiability, localized functional safety and the presence of a single development environment, the functionality of the BSB-E Platform was expanded, which made it possible to increase the level of traffic safety in railway transport, as well as expand the arsenal of equipment used as part of traffic safety systems in railway transport .

Example 3

The operation of the claimed invention upon detection of a dangerous event (failure in the operation of the ERTMS radio lock).

train situation

A freight train (75 tanks with dangerous goods and a diesel locomotive equipped with a security system based on a unified onboard safety platform (BSB-E)) is carried out on a section of the railway track equipped with ALS interval control systems, as well as a radio blocking system according to the ERTMS standard. The main means of interval control on the site is the radio blocking system, the ALS channel was a backup. The locomotive crew drives the train at the maximum allowed speed, generated by the on-board security system in accordance with the information coming from the radio blocking center.

The occurrence of a dangerous situation

At an arbitrary point in time, an error occurs in determining the exact location of the train (a combination of errors in measuring the actual speed of movement and errors in processing information from the Eurobalis floor sensors). This leads to a situation in which the actual distance of the train to the section occupied by another train turned out to be less than the distance taken into account by the radio blocking center. Based on the false values of the distance of the train to the speed limit point due to approaching the occupied section, the radio blocking center generated and transmitted to the locomotive information about the permissible speed higher than the speed allowed to ensure the safe movement of the train.

Crash Prevention

The BSB-E onboard security system, in parallel with receiving information from the radio interlock center, receives and decrypts ALSN signals from track circuits. According to the indications of ALSN, the allowable speed is also calculated. At a certain point in time, the ALSN signal in the track circuit changes to a more prohibitive one (from a green traffic light code to a yellow traffic light code). This indicates the approach of the train to the occupied section. In this situation, the allowable train speed calculated from erroneous data from the radio blocking center turns out to be higher than the allowable speed calculated from the readings of the ALSN signals. In this case, the actual speed of the train turns out to be higher than the permissible speed according to the ALSN signals. The on-board safety system compares the two calculated allowable speeds and selects the lowest design speed as the safer one. In this case, this is the maximum allowable speed according to the ALSN signals. The system compares this speed with the actual train speed and decides whether to apply automatic pneumatic braking. The application of train braking is accompanied by informing the driver about the violation of the speed limit due to the overestimation of the permissible speed according to the data from the radio blocking center. The use of automatic pneumatic braking by the safety system, initiated by exceeding the actual speed of the train above the allowable speed (formed according to the ALSN signals), made it possible to prevent a potentially dangerous situation that could lead to a collision between two trains.

Thus, the use of the claimed invention leads to an increase in traffic safety in railway transport, and also allows you to expand the arsenal of equipment used in the composition of traffic safety systems in railway transport.

Example 4

The operation of the claimed invention in the event of a dangerous event - violation of the integrity of the rail (break, ejection, vandalism).

train situation

A freight train (75 tanks with dangerous goods and a diesel locomotive equipped with a security system based on a unified onboard safety platform (BSB-E)) is carried out on a section of the railway track equipped with ALS interval control systems, as well as a radio blocking system according to the ERTMS standard. The main means of interval control on the site is the radio blocking system, the ALS channel was a backup. The locomotive crew drives the train at the maximum allowed speed, generated by the on-board security system in accordance with the information coming from the radio blocking center.

The occurrence of a dangerous situation

The railway track in front of the lying block section lost its integrity due to the action of external factors, which led to a break or ejection of the rail. The radio blocking center, as well as the equipment as part of the onboard security system, operating according to data from the radio blocking center, are not able to detect such a dangerous situation. For this reason, the train continues to follow the route without reducing the actual speed.

Crash Prevention

The on-board security system, in parallel with receiving information from the radio blocking center, receives and decodes the ALSN signals from the track circuits, according to the readings of which the allowable speed is also calculated. When a train entered the block section with a violation of the integrity of the rail, the equipment for receiving and decoding information from the track circuits (ALSN signals) recorded the absence of a signal, since the electrical track circuit was broken with a violation of the integrity of the rail. According to the standards for ensuring traffic safety, the absence of a signal in the track circuit with a duration equal to or more than the duration of three code packets of the ALSN signal leads to the automatic setting of the current permissible train speed of no more than 20 km/h. In this situation, the allowable speed of the train, calculated according to the data from the radio blocking center, turns out to be higher than the allowable speed generated by the on-board security system due to the absence of the ALSN signal in the track circuit. At the same time, the actual speed of the train turned out to be higher than the permissible speed according to the ALSN signals. The onboard safety system compares the two calculated allowable speeds and selects the lowest calculated speed as the safer one, in this case the speed according to the ALSN signals, compares this speed with the actual value of the train speed and decides on the application of automatic emergency pneumatic braking. The application of train braking is accompanied by informing the driver about a potentially dangerous situation about a possible break of the rail on the ahead section of the track. Also, BSB-E notifies the driver of the possibility of resuming the movement of the train at the lowest possible speed with special vigilance. In the case of visual confirmation of a rail break, the driver can stop the train for sure. The use of automatic emergency pneumatic braking by the security system, initiated by the fact that the actual speed of the train exceeded the permissible speed, made it possible to prevent a dangerous situation of a train crash or derailment.

Thus, the use of the claimed invention leads to an increase in traffic safety in railway transport, and also allows you to expand the arsenal of equipment used in the composition of traffic safety systems in railway transport.

Example 5

Improving traffic safety due to the property of safe and effective "seamless" integration of the claimed invention when working with various interval control systems.

train situation

The train (freight or passenger train) moves along the route on which the interval control system changes, for example, from the ALS system to the radio blocking system or vice versa.

Development of the situation

This situation arises in fairly busy sections of traffic when crossing the borders of the Russian Federation and the European countries of the Baltic region, Mongolia, where the railway gauge is 1520 mm. At the same time, in Russia, interval regulation is mainly carried out by the ALS system, and in the above countries - using a radio blocking system. The gauge width makes it possible to continue moving without changing the locomotive and wheeled bogies of the cars, however, the lack of equipment on board the locomotive for the operation of both interval control systems forces the operating organization to change the locomotive depending on the current interval control system along the route ahead. The change of a locomotive in a train is accompanied by a large amount of shunting work on the delivery of a replacement locomotive to the train, the turnover of the replacement locomotive, as well as the procedure for uncoupling and coupling the replacement locomotives from the train. Each of these manipulations is the cause of potentially dangerous situations, for example, when uncoupling and coupling locomotives with a train, the brake line is blocked and then connected. There are cases when the brake line remained blocked in the train, which led to emergency situations. As the statistics of railway traffic safety violations shows, the largest number of them occur during shunting operations [https://railway.rostransnadzor.gov.ru/novosti/document/65522].

The use of the claimed invention as an on-board safety system on a locomotive makes it possible to avoid the negative factors of changing the locomotive when changing the interval control system. Moreover, when using the claimed invention, the change of the interval control system is carried out without stopping the train. In the process of movement, without reducing the actual speed of the train, BSB-E switches to another system of interval control. At the same time, the driver is informed about the fact of changing the interval control system.

Thus, the use of the claimed invention makes it possible to increase the level of traffic safety in railway transport, reduce the amount of outdoor equipment used, and also expands the arsenal of equipment used as part of traffic safety systems in railway transport.

Claims (20)

1. An on-board railway traffic safety system, including a computing unit, an intrasystem digital information exchange interface device, a data recording device, a train integrity monitoring device, a digital wireless information exchange device, an analog sensor unit, a device for receiving automatic locomotive signaling signals, a train braking control device , switching unit, block of actuating devices and signaling devices, block of tachometers, block of discrete sensors, analog signal input device, discrete signal output device, discrete signal input device, device for integration with external systems, reading device for floor sensors - balis, device for receiving data from satellite navigation systems, human-machine interface device for automatic locomotive signaling of continuous operation (ALN), human-machine interface device for the European system control of railway traffic (ERTMS), a human-machine multimedia interface device, wherein the computing unit is connected to the intra-system digital information exchange interface device, the computing unit is connected to the data logging device, the data logging device is connected to the intra-system digital information exchange interface device, the integrity control device the train is connected to the digital wireless information exchange device, the analog sensor unit is connected to the analog signal input device, the automatic locomotive signaling signal receiving device is connected to the analog signal input device, the train braking control device is connected to the analog signal input device, the train braking control device is connected to the device output of discrete signals, the switching unit is connected to the output device of discrete signals, the block of actuators and signal devices tachometer unit is connected to a discrete signal input device, a discrete sensor unit is connected to a discrete signal input device, a digital wireless information exchange device is connected to an intrasystem digital information exchange interface device, an analog signal input device is connected to an intrasystem digital interface of information exchange, the device for outputting discrete signals is connected to the device of the intra-system digital information exchange interface, the device for input of discrete signals is connected to the device of the intra-system digital information exchange interface, the device of the intra-system digital information exchange interface is connected to the device for integrating with external systems, the device of the intra-system digital information exchange interface connected to a floor sensor reader - balis, an internal system about the digital information exchange interface is connected to the device for receiving data from satellite navigation systems, the device of the intra-system digital information exchange interface is connected to the human-machine interface device of the automatic locomotive signaling of continuous operation (ALSN), the device of the intra-system digital information exchange interface is connected to the human-machine interface device of the European Railway Traffic Management System (ERTMS), the intra-system digital information exchange interface device is connected to the human-machine multimedia interface device. 2. The system according to claim 1, characterized in that a central computer is used as a computing unit in conjunction with a safety monitoring module of the SIL4 functional safety level. 3. The system according to claim 1, characterized in that a multiport managed Ethernet switch is used as an intra-system digital information exchange interface device. 4. The system according to claim. 1, characterized in that as a data recording device, an autonomous unit of an industrial data acquisition system is used, including at least one digital information input port and at least one signal input port. 5. The system according to claim 1, characterized in that a remote device is used as a train integrity control device that collects and transmits traffic parameters via a radio channel to a computing unit. 6. The system according to claim. 1, characterized in that at least one far-field packet radio subscriber terminal and at least one near-field terminal are used as a digital wireless information exchange device. 7. The system according to claim 1, characterized in that the block of analog sensors includes a set of analog electrical measuring instruments. 8. The system according to claim 7, characterized in that the set of analog electrical measuring instruments includes at least one pneumoelectric pressure sensor, at least one temperature sensor and at least one strain gauge. 9. The system according to claim. 1, characterized in that as a device for receiving signals of automatic locomotive signaling, a technical solution is used that provides inductive coupling with electric track circuits. 10. The system according to claim 9, characterized in that locomotive receiving coils are used as a technical solution that provides inductive coupling with electric track circuits. 11. The system according to claim 1, characterized in that an electro-pneumatic apparatus is used as a train braking control device, which provides pressure control in the rolling stock brake system under the influence of control electrical signals. 12. The system according to claim. 1, characterized in that the switching unit includes a set consisting of at least one device selected from an electromagnetic relay, a solid state relay and a power switch. 13. The system according to claim. 1, characterized in that the block of actuators and signaling devices includes a set of control elements of the following types: buttons and keys; lever switches; rotary switches and regulators; control levers; foot controls; signal detectors. 14. The system according to claim 1, characterized in that the tachometer unit is a set including at least one axial angle sensor and at least one radar-type meter. 15. The system according to claim 1, characterized in that the tachometer unit is a set that includes at least two axial rotation angle sensors located on different wheelsets of the locomotive. 16. The system according to claim 1, characterized in that the block of discrete sensors includes at least one electrical signaling device, at least one threshold sensor and at least one feedback relay. 17. The system according to claim 1, characterized in that a multichannel analog-to-digital converter is used as an input device for analog signals. 18. The system according to claim 1, characterized in that a module is used as a discrete signal output device with the ability to control the state of its discrete outputs by commands received by the module via digital wired interfaces. 19. The system according to claim 1, characterized in that a module is used as a discrete signal input device for collecting data from built-in discrete inputs and their subsequent transmission via digital wired interfaces. 20. The system according to claim 1, characterized in that an interface converter is used as an integration device with external systems, having at least one RS485 input digital port, at least one RS232 input digital port, at least one input CAN digital port, at least one MVB digital input port, at least one Ethernet interface output port. 21. The system according to claim. 1, characterized in that as a reading device for floor sensors - balis, a reading device for autonomous transceiver transponders with non-volatile memory is used.

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