RU2789232C1 - Method for interval regulation of train traffic, using coordinate segments without block sections and traffic lights - Google Patents

Abstract

FIELD: railways.

SUBSTANCE: invention relates to methods for interval regulation of train traffic with transmission of information about a target speed throughout the entire route. The method for interval regulation, using coordinate segments without block sections and traffic lights, consists in that a length of each coordinate segment is selected less than a length of a train braking path. For each coordinate segment, the total length of coordinate segments forward-lying along a direction of movement to the nearest occupied coordinate segment is determined, and a target speed is determined as the greatest speed, at which the total length of coordinate segments forward-lying along the direction of movement to the nearest occupied coordinate segment includes lengths of all three train braking paths in service, full service, and automatic braking. At the same time, information about a numerical value of the target speed for coordinate segments is transmitted to onboard equipment, and onboard equipment receives and processes information about a numerical value of the target speed for a coordinate segment, on which a head of the considered train is located. When moving on the following coordinate segment along the direction of movement, onboard equipment stores a value of the target speed for the previous coordinate segment, which is considered as the maximum permissible speed of movement for the considered coordinate segment until the target speed for the considered coordinate segment is less than or equal to the target speed for the previous coordinate segment.

EFFECT: increase in the intensity of train traffic due to provision of a smaller value of the minimum inter-train interval and elimination of traffic lights and block sections.

10 cl, 2 dwg

Description

The field of technology to which the invention belongs

The present invention relates to railway automation and telemechanics, and in particular to methods for interval control of train traffic with the transmission of information about the target speed throughout the entire train route.

State of the art

Known Integrated locomotive safety device (RU 2420418 C2, B61L 25/00, 06/10/2014). The complex locomotive safety device contains a locomotive electronics unit, a locomotive indication unit, a switching and registration unit, a registration unit, a speed indication unit, a locomotive driver assistant indication unit, an interface coordination unit, included in a closed real-time system with a modular architecture and interconnected by an internal CAN interface. , Gateway. At the same time, the electronics unit is configured to receive and process signals from the ALSN and ALS-EN receiving coils, distance and speed sensors, a satellite navigation system antenna, a signal about the position of the electro-pneumatic valve key, signals from the locomotive control devices, as well as control and organization of the exchange mode information with other devices using the internal CAN interface, organizing the mode of information exchange with a radio modem via a digital interface and generating a control signal for an electro-pneumatic valve. The electronics unit includes a two-channel central processing module connected to the internal CAN interface, an electronic card module, a radio channel module, a two-channel external device module and a two-channel motion parameter meter module, moreover, additional inputs/outputs of the central processing module are connected to the corresponding inputs/outputs of the security system, the output of which is connected to the electro-pneumatic valve amplifier connected to the electro-pneumatic valve, the input of the satellite navigation system module is connected to the antenna of the satellite navigation system, and the corresponding output is connected to the electronic card module, the output of which is connected to the radio channel module, the inputs / outputs of which are connected to the radio modem connected to the duplex filter connected to the radio antenna. The inputs of the external connection block are connected to the distance and speed sensors, the outputs of which are connected to the corresponding inputs of the switching and connection module, the outputs of which are connected to the inputs of the two-channel module of the motion parameters meter. The two-channel module of the external device is connected to the receiving coils ALSN and ALS-EN. The locomotive display unit is configured to prepare and display information, interact with the driver by means of vigilance handles, enter and display locomotive and train characteristics, as well as display traffic lights and free block sections, current time, time of movement according to the schedule, actual speed, permissible speed , recommended speed, target speed, acceleration, operation mode, ALSN channel frequency or ALS-EN channel operation indicator, display of railway coordinates, names of ahead objects to follow and distance to them, data from brake line pressure sensors, brake cylinder pressure sensors and sensors surge tank pressure, in addition, technological information necessary for system diagnostics, indication of the recording mode on the registration cassette. The indication unit includes a display control board connected to the internal CAN interface, connected to the TFT display, a traffic light module control board connected to the traffic light indication module, an input module, the inputs of which are connected to the vigilance handles and the keyboard. The switching and recording unit is configured to process data from locomotive devices, data from the pressure sensor in the brake line, the pressure sensor of the brake cylinder and the pressure sensor of the surge tank, to perform service and forced braking, and also to turn on the power of the device, and includes a device connected to to the internal CAN interface, a generation and recording device, the inputs of which are connected to the locomotive devices with analog outputs, the brake line pressure sensor, the brake cylinder pressure sensor and the surge tank pressure sensor, the input / output is connected to the control board connected to the relay board, the outputs of which are connected with an electro-pneumatic valve, a locomotive sandbox, with brake and release valves of the driver's crane attachment, and a control unit for unauthorized shutdown of the electro-pneumatic valve key, the output of which is connected to the electro-pneumatic valve. The registration unit includes a registration module connected to the internal CAN interface, connected to the registration cassette, the interface matching unit includes a signal processing module connected to the internal CAN interface, the input / output of which is connected to the decoupling module, the inputs of which are connected to the telemechanical wakefulness monitoring system driver, alarm buttons, and inputs / outputs - to the automatic braking control system. The gateway includes a control device, the corresponding inputs/outputs of which are connected to the internal CAN interface converter connected to the internal CAN interface, also to the external CAN interface converter connected to the external CAN interface, and to the locomotive interface converter connected to the locomotive interface.

The well-known complex has a disadvantage due to the fact that the inter-train interval is determined solely by track devices, which means that in some cases its value will be significant (with block sections of considerable length).

A self-locking device with tonal rail circuits and centralized placement of equipment is known (RU 104136 U1, B61L 23/16, 05/10/2011). It contains track through traffic lights, enclosing block sections and installed on the borders of block sections, rail circuits of protective sections of track through traffic lights and rail circuits of block sections, a control unit for track circuits, including generators connected to the beginnings of track circuits, and receivers connected to by the ends of track circuits, blocks for transmitting numerical code signals to the locomotive, each of which is connected to the beginning of the rail circuit of the protective section of the corresponding traffic light connected to the corresponding block of signal indications, blocks for switching on coding, each of which, with its first and second outputs, is connected respectively to the input of the corresponding block transmission to the locomotive of numerical code signals and the input of the corresponding block of signal indications. The start input of each coding enable block is connected to the corresponding output of the permission to send the QOL code of the track circuit control unit, the configuration input of which is connected to the output of the controller connected via a communication channel to the dispatch control center. The coding enable enable input of the coding enable block is connected to the receiver output of its track circuit. In this case, the coding enable block generates cycles of ALSN signals of a numerical code, starting with a pause of 0.57-1.3 s.

A disadvantage of the known Device is the dependence of the signal transmitted over the automatic locomotive signaling channel, only on the indication of the traffic light in front. This drawback, with a significant length of block sections, leads to increased values of the inter-train interval, because implies the need to follow at a speed less than the actual maximum allowable speed according to safety conditions (i.e. when the distance to the obstacle includes the lengths of three braking distances: for service, full service and hitchhiking).

It should be taken into account that for a number of embodiments of auto-blocking systems with tonal track circuits (including for the ABTTs-M and ABTTs-MSh systems), it is known that several short (less than the length of the considered block section) tonal rail circuits. At the same time, the coding circuits in a given direction of movement provide for each short track circuit the formation and transmission of signals containing information about the indication of the ahead traffic light over a continuous channel of automatic locomotive signaling (ALSN) (Kazakov A.A., Bubnov V.D., Kazakov E. .A. Automated systems for interval control of train traffic: Textbook for technical schools of railway transport, M.: Transport, 1995. 320 p.).

In all these systems, within one block section, at any point in it, one ALSN signal is transmitted, which leads to an increase in the inter-train interval.

The closest in its technical essence to the claimed invention is the following method of interval regulation of train traffic (RU 2006105116 A, B61L 23/00, 11/20/2013). In the known method, the regulation is carried out by signals of automatic blocking or automatic locomotive signaling. The haul is divided into block sections, each block section is fenced with a traffic light. When the distance between trains is more than two block sections, a green light is lit at the floor traffic light, and a signal about the permissible speed of movement under the green light is transmitted through the automatic locomotive signaling channel to the following train. At a distance of two block sections between trains, a yellow light is lit at the floor traffic light, and a signal about the permissible speed of movement under the yellow light is transmitted through the automatic locomotive signaling channel to the following train. At a distance of one block section between trains, a red light is lit at the floor traffic light, and a signal is transmitted through the automatic locomotive signaling channel to the rear following train about the permissible speed of approaching the red light at the traffic light. When the distance to the train in front is reduced by less than one block section, information is transmitted to the train via the automatic locomotive signaling channel about the permissible speed of movement under safety conditions relative to the train in front, depending on its coordinates, determined using additional sections into which the block is divided -plot. With the help of the automatic locomotive signaling channel, information is transmitted about the temporary restrictions on the speed of the train on the section.

The disadvantages of this method is the lack of formation of the target speed of the train throughout the route of the train and the use of traffic lights.

This method is taken as a prototype.

Disclosure of invention

The technical result to which this invention is directed is to increase the intensity of train traffic by providing a lower value of the minimum inter-train interval and eliminating track lights and block sections.

The technical result is achieved by the fact that the method of interval regulation of the movement of trains using coordinate segments without block sections and traffic lights, consists in the fact that the section of the railway track is divided into separate sections - coordinate segments - each of which is equipped with one rail circuit and / or fenced on both sides with axle counters. Signals are transmitted to the trains to the onboard equipment. Control the vigilance of the driver. At the same time, if the maximum allowable speed is exceeded, if full service braking is not started, or if the driver’s vigilance is not confirmed by on-board equipment, auto-stop braking automatically starts. The length of each coordinate segment is chosen to be less than the length of the braking distance of the train. For each coordinate segment, the total length of the coordinate segments ahead in the direction of motion to the nearest occupied coordinate segment is determined and the target speed is determined as the highest speed at which the lengths of all three braking distances of the train are included in the total length of the coordinate segments ahead in the direction of motion to the nearest occupied coordinate segment at : service, full service and hitchhiking braking. At the same time, information on the numerical value of the target speed for coordinate segments is transmitted to the onboard equipment, and information on the numerical value of the target speed for the coordinate segment on which the head of the train in question is located is received and processed by the onboard equipment. When moving to the next coordinate segment in the direction of motion, the onboard equipment retains the value of the target speed for the previous coordinate segment, which is considered the maximum allowable speed for the considered coordinate segment until the target speed for the considered coordinate segment is less than or equal to the target speed for the previous coordinate segment .

In accordance with the signals received and processed by the onboard equipment, the numerical values of the target speeds for the current and previous coordinate segments are displayed using an onboard indicator located in the driver's cab.

Additionally, information on the numerical value of the target speed for one or more coordinate segments located in the direction of movement in front of the coordinate segment along which the head of the considered train follows is transmitted to the on-board equipment, received and processed with its help.

In accordance with the signals received and processed by the onboard equipment, the numerical values of the target speeds are displayed for the previous coordinate segment, the current coordinate segment, one or more coordinate segments located in the direction of movement in front of the current coordinate segment followed by the head of the train in question.

In addition, information is transmitted to the on-board equipment, received and processed with its help, information about the temporary restrictions on the speed of movement within the boundaries of the coordinate segment along which the head of the train in question moves. In this case, under the action of two or more restrictions within the boundaries of one coordinate segment, information is transmitted about the lower of the permissible speeds.

Additionally, for each of the trains, its actual speed and mode of motion are determined: traction, run-out or braking. For each train, depending on the total length of the coordinate segments separating the train and the nearest occupied coordinate segment ahead in the direction of movement, the actual speed and mode of motion of the train in front, information on the recommended mode of motion is determined, transmitted to the on-board equipment, received and displayed with its help: pull or run.

In this case, the transmission of signals to the onboard equipment is carried out via one or more radio channels.

At the same time, the transmission of signals to the onboard equipment is carried out via at least one inductive information transmission channel using a rail line or a stationary loop.

Additionally, the inductive information transmission channel is duplicated using a radio channel.

In this case, the transmission of signals to the onboard equipment is carried out only when the train passes; in this case, the signals are transmitted to the rail lines or stationary loops of two coordinate segments: the current one, on which the head of the train in question is currently located, and the one lying in front of it.

Brief description of the drawings

The essence of the invention is illustrated by the drawings in Fig. 12.

The figure 1 shows a block diagram of a complex for interval control of train traffic using coordinate segments, track circuits, information transfer in an inductive way, without block sections and track lights, which implements the proposed method, for a segment of the haul.

Figure 2 shows a block diagram of a complex for interval regulation of train traffic using coordinate segments, axle counters, information transmission over a radio channel, without block sections and track lights, which implements the proposed method, for a segment of the haul.

Implementation of the invention

In FIG. 1 adopted the following designations:

P1, P3, P5, P7, P9, P11 - coordinate segments;

L _P1 , L _P3 , L _P5 , L _P7 , L _P9 , L _P11 - the lengths of the corresponding coordinate segments;

APK RTs1 - equipment for the supply end of the first track circuit;

APK RTs3 - equipment for the supply end of the third track circuit;

APK RTs5 - equipment for the supply end of the fifth track circuit;

APK RTs7 - equipment for the supply end of the seventh track circuit;

APK RTs9 - equipment for the supply end of the ninth rail circuit;

APK RTs11 - equipment for the supply end of the eleventh track circuit;

ARK RTs1 - equipment of the relay end of the first track circuit;

ARK RTs3 - equipment of the relay end of the third track circuit;

ARK RTs5 - equipment of the relay end of the fifth track circuit;

ARK RTs7 - equipment of the relay end of the seventh track circuit;

ARK RTs9 - equipment of the relay end of the ninth track circuit;

ARK RTs11 - equipment of the relay end of the eleventh track circuit;

BP - memory block;

BRSD - block for calculating the sums of the lengths of coordinate segments;

BRCS - a block for calculating target speeds according to the lengths of braking distances.

In FIG. 2, the following designations are adopted:

P1, P3, P5, P7, P9, P11 - coordinate segments;

L _P1 , L _P3 , L _P5 , L _P7 , L _P9 , L _P11 - the lengths of the corresponding coordinate segments;

MF1, SC2, SC3, SC4, SC5, SC6, SC7 - first, second, third, fourth, fifth, sixth and seventh axis counters;

CC1, CC3, CC5, CC7, CC9, CC11 - comparison circuits for monitoring the status of the first, third, fifth, seventh, ninth and eleventh coordinate segments, respectively;

BP - memory block;

BRSD - block for calculating the sums of the lengths of coordinate segments;

BRCS - block for calculating target speeds according to the lengths of braking distances;

Radio transmitter.

The complex for interval regulation of train traffic using coordinate segments without block sections and traffic lights implements the inventive method as follows.

Let us first consider a complex for interval control of train traffic using coordinate segments, track circuits, information transfer in an inductive way, without block sections and track lights, which implements the proposed method (Fig. 1).

The section of the railway track is divided into six coordinate segments 1P, 3P, 5P, 7P, 9P, 11P. The lengths of the coordinate segments are respectively equal to the values L _P1 , L _P3 , L _P5 , L _P7 , L _P9 , L _P11 , - less than the length of the braking distance of the train. Each of the coordinate segments is equipped with track chains: RTs1, RTs3, RTs5, RTs7, RTs9, RTs11. Each track circuit includes the equipment of the supply end, the equipment of the relay end, as well as the corresponding rail line. The outputs of the equipment of the relay end of the track circuits ARC RTs1, ARC RTs3, ARC RTs5, ARC RTs7, ARC RTs9, ARC RTs11 are connected to the corresponding inputs of the MRSD. The BP output is connected to the corresponding input of the BRSD. The BRSD output is connected to the BRCS input, the outputs of which are connected to the corresponding inputs of the equipment for the supply end of the rail circuits APK RTs1, APK RTs3, APK RTs3, APK RTs7, APK RTs9, APK RTs11.

Let the coordinate segment 1П be occupied by the railway rolling stock. The train is moving from right to left. Having entered the coordinate segment 11P, the on-board equipment (hereinafter referred to as BA) of the corresponding train receives the target speed from the rail line of the track circuit of the coordinate segment 11P, i.e. the maximum speed with which it is allowed to proceed to the coordinate segment 9P. At the same time, the on-board equipment of the train in question remembers, when entering the coordinate segment 11P, the target speed for the previous coordinate segment 13P (not shown in the drawings). This speed becomes the maximum allowable speed for the 11R coordinate segment as long as the 11R target speed is equal to or less than the stored target speed for the 13R coordinate segment. The existing and used microprocessor-based main safety devices can be considered as on-board equipment: an integrated locomotive safety device (CLUB) and its modifications, as well as a safe locomotive integrated complex (BLOK) and its modifications. The on-board equipment provides the functions of checking the driver's vigilance due to well-known solutions: sound and light indication, which requires pressing at least one vigilance handle. The on-board equipment also provides for the initialization of auto-stop braking when the maximum allowable speed is exceeded, if full service braking has not been started, or in the absence of confirmation of the driver's vigilance. The train can move both in autopilot mode and under the control of the driver.

The target speed for the coordinate segment 11P is determined as follows. Before 11P and before the 11P coordinate segment occupied by the rolling stock, the following coordinate segments are free: 9P, 7P, 5P, 3P. Their freeness is fixed by the corresponding equipment of the relay end of the track circuits: ARC RTs9, ARC RTs7, ARC RTs5, ARC RTs3 - receiving a control signal of the rail line with the specified parameters from the HSC RTs9, HSC RTs7, HSC RTs5, HSC RTs3, respectively, through the rail lines of the corresponding track circuits. The equipment of the supply end of the track circuit can be assembled according to any of the known schemes, including the use of track generators of tonal track circuits, in particular GP3. In this case, the freedom can be fixed both by the relay, which is part of the equipment of the relay end of the track circuit (for relay circuits), and the microprocessor receiver of the control signals of the rail line.

Information about the freedom of the indicated coordinate segments is fed to the corresponding inputs of the MRSD. The BRMS receives from the BP information about the lengths of each specified coordinate segments. These lengths are recorded in the BP during the design and equipment of the track section. The PSU is a permanent storage device.

Based on the information received, the MRSD determines for 11P the sum of the lengths of the coordinate segments 9P, 7P, 5P and 3P that lie ahead of the occupied coordinate segment 1P and transmits it to the input of the BRCS. The BRCS calculates the lengths of braking distances of three types: service, full service and hitchhiking - for all speeds until such a speed is determined for which the length of any of the braking distances is not greater than the sum of the lengths of the coordinate segments 9P received earlier from the BRSD , 7P, 5P and 3P. The previous speed value (i.e., the one that ensured the fulfillment of the condition that the length of all three types of braking distances fit into the sum of the lengths of the coordinate segments) is taken as the target. It is transmitted to the corresponding equipment of the supply end of the track circuit, in this case, to the HSC RCP, through which it is transmitted to the rail line of the track circuit of the coordinate segment 11P. From the rail line, the value of the target speed is perceived by the BA of the considered train in an inductive way. The target speed for each of the coordinate segments is determined similarly. This provides a reduction in the inter-train interval.

The on-board equipment of the train can implement auto-guidance functions, in which case the indication of target speeds may not be displayed in the driver's cab. However, in cases where the train control functions are assigned to the driver, the on-board equipment includes an on-board indicator (not shown in the drawings) located in the driver's cab and displaying two numerical values of the target speeds: one for the current coordinate segment, the other for the previous coordinate segment.

It should be noted that not only the corresponding target speeds can be transmitted to each of the rail lines of the track circuits of the coordinate segments 1P, 3P, 5P, 7P, 9P and 11P. So for the considered case (1P is busy, the train is on 11P), the target speed for the 9P coordinate segment or for several coordinate segments at once, for example, for 9P, 7P and 5P can be additionally transmitted by means of the rail line of the 11P coordinate segment. This reduces the level of uncertainty both for the on-board equipment, which provides the auto-guidance functions, and for the driver. In this case, the specified information can be displayed along with information about the target speeds for the previous and current coordinate segments on the on-board indicator (not shown in the drawings).

The complex can also implement a number of additional functions. For example, the transmission of information about temporary speed limits and the recommended driving mode.

To implement the function of transmitting information about temporary speed limits, the Complex includes additionally connected in series an automated operator's workstation, a second memory unit and a control and distribution unit (not shown in the drawings). At the same time, the outputs of the control and distribution unit are connected to the corresponding inputs of the APC RTs1, the APC RTs3, the APC RTs5, the APC RTs7, the APC RTs9, the APC RTs11. The operator (station duty officer, train dispatcher or other authorized person) enters, using an automated workstation, information about the presence of temporary speed limits on the track section, indicating the start and end times of the restrictions, the current speed limit, the coordinate segments covered by this restriction, and other information, such as the reason for such restriction. The data received from the workstation is recorded in the second memory block. From the second memory block, information about the permissible speed is transmitted through the control and distribution unit to the equipment of the supply ends of the track circuits of the corresponding coordinate segments, i.e. coordinate segments for which any temporary restrictions apply, up to the cancellation of the restrictions. Under the action of two or more speed limits within the boundaries of one coordinate segment, the lower of the allowable train speeds is transmitted.

To implement the function of transmitting information about the recommended mode of movement, the Complex includes at least one radio receiver and a processing unit connected in series (not shown in the drawings). A radio transmitter is introduced into the on-board equipment, transmitting packets of information about the current speed of the train in question and the selected mode of its movement: traction, run-out or braking. Another input of the processing unit is connected to the corresponding output of the BRSD. The outputs of the processing unit are connected to the corresponding inputs of the APC RTs1, the APC RTs3, the APC RTs5, the APC RTs7, the APC RTs9, the APC RTs11. Information from the radio transmitter of each of the trains located on the section is fed to the input of the radio receiver, and from there to the input of the processing unit. The processing unit receives, in addition to the above information, about the total length of the coordinate segments separating each train and the nearest occupied coordinate segment ahead in the direction of travel. After processing this information, for each of the trains, information is generated on the recommended mode of movement: traction or run-out. The traction mode is formed, for example, in the case when the actual speed is below the target, and also when the train in front has started to accelerate (for example, in the case when it left the platform) taking into account safety conditions. The braking mode is formed in the opposite case, when the train in front either started braking or stopped completely and the number of coordinate segments separating the train behind and the nearest occupied coordinate segment is reduced. For each of the trains, information about the speed mode is transmitted to the corresponding equipment of the supply end of the track circuits: APK RTs1, APK RTs3, APK RTs5, APK RTs7, APK RTs9 or APK RTs11.

The inductive channel formed by the rail lines can be duplicated. In this case, the corresponding outputs of the BRCS unit, the control and distribution unit (if any), the processing unit (if any) are connected to the input of at least one radio transmitter.

Along with rail lines, an inductive information transmission channel can be formed using stationary loops (not shown in the drawings). Stationary loop - a wire or cable laid in a certain way along the rail. Forming an electromagnetic field around itself when an electric current flows through a loop, a stationary loop provides the formation of an inductive information transmission channel in the same way as a rail line of a rail circuit. Stationary loops are laid each within the boundaries of their coordinate segment by any of the known methods, for example, in accordance with the requirements of the Instructions for the equipment, maintenance and repair of test loops and track devices ALS of the control point ALSN No. 35002-000-00. The stationary loop is connected to the corresponding output of the equipment of the supply end of the track circuit. As a result, the transmission of higher frequency signals (compared to a rail line) and a greater amount of information can be achieved.

It is not obligatory to continuously broadcast signals to on-board equipment by all rail lines or stationary loops of free coordinate segments. It is sufficient to transmit signals only when the train is moving: to the rail line or test loop of the coordinate segment on which the head of the moving train is located, as well as to the rail line or test loop of the coordinate segment in front of it. This will reduce the consumption of electrical energy by the Complex.

At the same time, it should also be noted that the target speeds for each of the coordinate segments are calculated separately and may differ from each other, in contrast to the well-known ABTTs-M systems (where, within one block section, information about the ahead traffic light, and, therefore, information about the target speed, is the same at any point of the block section). So, when the train occupies the 9P coordinate segment, the BA input receives the target speed for proceeding from the 9P coordinate segment to 7P, etc. In this case, obviously, the target speed for the coordinate segment 11P is higher than or equal to the target speed for the coordinate segment 9P. The condition that the target speed for the 11P coordinate segment can be higher than the target speed for the 9P coordinate segment just ensures the higher speed of the PS, taking into account all safety conditions and a shorter inter-train interval.

When proceeding along the coordinate segment 3П, the accepted target speed will be equal to zero, thereby excluding the collision of the train in question with the one in front.

This ensures the reduction of the inter-train interval to the minimum possible values, which is relevant, for example, for suburban areas of large agglomerations.

As soon as the 1P coordinate segment is free, the target speed for all subsequent coordinate segments will be changed. This is true for other coordinate segments as well.

Otherwise, the work of the Complex corresponds to the known systems of interval control.

In a similar way, the complex for interval control of train traffic operates using coordinate segments, axle counters, information transmission over a radio channel, without block sections and traffic lights (Fig. 2).

The section of the railway track is divided into six coordinate segments 1P, 3P, 5P, 7P, 9P, 11P. The lengths of the coordinate segments are respectively equal to the values L _P1 , L _P3 , L _P5 , L _P7 , L _P9 , L _P11 , - less than the length of the braking distance of the train. Each of the coordinate segments: 1P, 3P, 5P, 7P, 9P, 11P is limited on both sides by two counters of the axes MF1, SC2, SC3, SC4, SC5, SC6, SC7. The axle counters are connected in pairs with their outputs to the inputs of the comparison circuits corresponding to the coordinate segments: SC1 and SC2 - to CC1; MF2 and MF3-SS3; MF3 and MF4-SS5; MF4 and MF5-SS7; MF5 and MF6-SS9; MF6 and MF7-SS11. The outputs of the comparison circuits СС1, СС3, СС5, СС7, СС9 and СС11 are connected to the corresponding inputs of the BRSD. The BP output is connected to the corresponding input of the BRSD. The BRSD output is connected to the BRCS input, the output of which is connected to the Radio transmitter input.

The only difference is that the coordinate segment is considered free when the number of counted wheel pairs for the corresponding pair of axle counters is the same (the decision on this is made by the corresponding comparison circuit). And already according to the data obtained from the comparison schemes, the BRSD provides the calculation of the sums of the lengths of the coordinate segments (similar to the above). Based on the obtained sums of the lengths of the coordinate segments, the BRCS determines the target speeds for each of the coordinate segments (according to the above). In this case, the information is transmitted to the train not in an inductive way (i.e. from the rail line of the corresponding track circuit), but via a radio channel through a radio transmitter. The UA, which includes a radio signal receiver, perceives the target speed corresponding to the coordinate segment on which the head of the train under consideration is currently located.

It is possible to organize several radio channels between the track devices and on-board equipment. This may be necessary, including when improving the reliability of the information transmission channel.

In addition, the described complex for interval control of train traffic using coordinate segments, axle counters, information transmission over a radio channel, without block sections and track lights can be supplemented with both track circuits (similarly to that described in relation to the complex for interval regulation of train traffic using coordinate segments, rail circuits, transmission of information inductively, without block sections and traffic lights), and stationary loops.

Additional functionality, such as: displaying target speeds on the display unit, transmitting information about temporary speed limits and the recommended mode of movement, is provided by the use of additional blocks (not shown in the drawings) in accordance with the above for the complex of interval control of train traffic using coordinate segments, track circuits, inductive information transmission, without block sections and traffic lights.

Implementation of the proposed method for interval control of train traffic using coordinate segments without block sections and track lights is possible both within an independent, newly created system, and within existing systems by changing the algorithm of their track devices or control units.

Claims (10)

1. A method for interval control of train traffic using coordinate segments without block sections and track lights, which consists in the fact that a section of the railway track is divided into separate sections - coordinate segments, each of which is equipped with one track circuit and / or fenced on both sides with counters axes; transmit signals to the trains to the onboard equipment; control the vigilance of the driver; at the same time, when the maximum allowable speed is exceeded, if full service braking is not started, or in the absence of confirmation of the driver’s vigilance by on-board equipment, auto-stop braking starts automatically, characterized in that the length of each coordinate segment is chosen to be less than the length of the braking distance of the train; for each coordinate segment, the total length of the coordinate segments ahead in the direction of movement to the nearest occupied coordinate segment is determined and the target speed is determined as the highest speed at which the total length of the coordinate segments ahead in the direction of movement to the nearest occupied coordinate segment fits the lengths of all three braking distances of the train at : service, full service and hitchhiking braking; at the same time, information about the numerical value of the target speed for coordinate segments is transmitted to the onboard equipment, and information about the numerical value of the target speed for the coordinate segment on which the head of the train in question is located is received and processed by the onboard equipment; when moving to the next coordinate segment in the direction of movement, the onboard equipment saves the value of the target speed for the previous coordinate segment, which is considered the maximum allowable speed for the considered coordinate segment until the target speed for the considered coordinate segment is less than or equal to the target speed for the previous coordinate segment . 2. The method according to claim 1, characterized in that, in accordance with the signals received and processed by the onboard equipment, the numerical values of the target speeds for the current and previous coordinate segments are displayed using an onboard indicator located in the driver's cab. 3. The method according to claim 1, characterized in that it is additionally transmitted to the on-board equipment, receiving and processing with its help information about the numerical value of the target speed for one or more coordinate segments located in the direction of motion in front of the coordinate segment along which the head of the considered trains. 4. The method according to claim 3, characterized in that, in accordance with the signals received and processed by the onboard equipment, the numerical values of the target speeds for the previous coordinate segment, the current coordinate segment, one or more coordinate segments located in the direction of movement in front of the current coordinate segment are displayed, along which the head of the train in question follows. 5. The method according to p. 1, characterized in that it is additionally transmitted to the on-board equipment, receive and process with its help information about the time restrictions on the speed of movement within the boundaries of the coordinate segment along which the head of the train in question moves; in this case, under the action of two or more restrictions within the boundaries of one coordinate segment, information is transmitted about the lower of the allowable speeds. 6. The method according to p. 1, characterized in that, in addition, for each of the trains, its actual speed and mode of motion are determined: traction, run-out or braking; for each train, depending on the total length of the coordinate segments separating the train and the nearest occupied coordinate segment ahead in the direction of movement, the actual speed and mode of movement of the train in front, information on the recommended mode of movement is determined, transmitted to the on-board equipment, received and displayed with its help: pull or run. 7. The method according to p. 1, characterized in that the transmission of signals to the onboard equipment is carried out via one or more radio channels. 8. The method according to claim 1, characterized in that the transmission of signals to the onboard equipment is carried out via at least one inductive information transmission channel using a rail line or a stationary loop. 9. The method according to claim 7, characterized in that the inductive information transmission channel is additionally duplicated using a radio channel. 10. The method according to any one of paragraphs. 7 or 8, characterized in that the transmission of signals to the on-board equipment is carried out only when the train passes; in this case, the signals are transmitted to the rail lines or stationary loops of two coordinate segments: the current one, on which the head of the train in question is currently located, and the one lying in front of it.

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