RU2790985C1 - Integrated system for control and diagnosis of multiple unit - Google Patents

Abstract

FIELD: machinery.

SUBSTANCE: control systems and diagnostics of multiple unit. The integrated system for control and diagnostics of multiple unit consists of at least one display built into the unified control panel (UCD), a monitoring and control device (MCD) connected to the Ethernet network, a driver controller, an air brake controller, a UCD adapter installed in UCD, panels with controls installed on the control unit and connected to MCD by a single CAN network, AV-U car adapters connected to MCD by a CAN and Ethernet train line, an electric energy meter. At the same time, an electric train safety brake unit, a backup control unit, car controllers connected to each other via a separate CAN line, a head controller, a video surveillance server, at least one video recorder in each electric train car, an emergency braking module disconnection device, and controlled switches are additionally introduced.

EFFECT: increasing of the reliability and controlling the state of systems and components of the electric train.

2 cl, 1 dwg

Description

The invention relates to multifunctional systems and can be used to control and diagnose multiple unit rolling stock (electric trains) both in manual and automatic modes.

Known train traffic control system (RU No. 2446071, publ. 03/27/2012, B61L 3/12, B61L 25/00), selected as an analogue and containing in the front and rear train control cabins the corresponding sets of devices of a single integrated control and traffic safety system trains, each of which contains, connected via the CAN interface of its train control cabin, a subsystem for driving, a subsystem for automatic control of service braking and a traffic safety control subsystem, consisting of a module for monitoring the passage of the boundaries of track circuits, an electronic route map module, a module for measuring the distance traveled and a length memory module trains. In the traffic safety control subsystem, the current coordinate correction module is connected to the CAN interface of its train control cabin, through which the current coordinate correction module is connected to the track circuit boundary following control module, the electronic route map module, the distance traveled measurement module and the train length memory module. The current coordinate correction module is connected to the control port of the electronic route map module, and the CAN interfaces of the train control cabins are interconnected via a secure digital data exchange channel.

The disadvantage of this solution is the inability of the system to work in the mode of issuing information about the optimal mode of movement with manual control of the driver ("hint" mode).

Also, an electric rolling stock traffic control system (RU No. 191737, publ. 08/19/2019, B61L 27/00, B61L 3/00) was adopted as an analogue, which can be used to automate the control and ensure traffic safety of passenger electric trains. The system contains modules of external devices, speed and path sensors, path correction sensors, coils of an inductive channel, a driver's terminal unit, on-board computers, a radio communication unit with an antenna, a processing module, a command module and an inter-module CAN interface. At the same time, modules of external devices, speed and distance sensors, coils of an inductive channel, processing modules and command modules form a safety subsystem, and on-board computers, a driver's terminal unit, path correction sensors and a radio communication unit with an antenna form an autoguidance subsystem.

The disadvantage of this utility model is the lack of the ability to integrate the control system with the existing security system and the ability to communicate via Ethernet with other train systems.

The closest analogue in technical essence, taken as a prototype of the claimed invention, is a microprocessor control and diagnostic system for an electric train (RU 2733594, publ. 10/05/2020, B60L 15/32), containing a monitor designed to display current information about the measured parameters of the electric train and emergency messages, a contactor control unit (BUK), designed to turn on / off eight contactors or relays with a rated voltage of 50 to 110 V and a current of 1.2 A, in accordance with the received commands, a communication unit with the console (BSP), designed to input into the system of 40 discrete signals (voltage 5 V) from the locomotive controls installed on the control panel, the input signal unit (IU), designed to input into the system 16 discrete signals from the control circuits of locomotives with a rated voltage of 50 or 110 V; voltage-to-code converter (PNKV), designed to convert input voltages into a code signal in order to transfer it via the RS485 interface to the system, a communication unit with pressure sensors (BS-DD), designed to convert voltages from pressure sensors into a serial code and transfer them into the system via two pairs of the RS485 communication line, as well as for measuring the insulation resistance of the control circuits relative to the body of the electric train, the central control unit (CBU), the monitor is equipped with automatic control and diagnostic units, the BKTB axle box temperature control unit, designed to measure the resistance value of the temperature sensor, calculate temperature of the sensor by its resistance, detection of temperature sensor failures, data transmission with calculated temperature over two RS485 communication lines, line converter unit (RS485-CAN BPL), designed to transfer data from two galvanically isolated RS485 lines to two galvanically isolated CAN lines and on the contrary, the block line converter (RS485-Ethernet BPL) designed to convert two galvanically isolated RS485 lines into two galvanically isolated Ethernet lines and vice versa, line converter unit (RS485-RS485 BPL) designed to transfer data from two galvanically isolated RS485 lines to two galvanically isolated RS485 line and vice versa, a communication unit with a radio station (BS-RS), designed to transmit voice fire signals to a locomotive radio station via a TU-TS communication line, an upgraded communication unit with pressure sensors (BS-DD), designed to control the position of pneumatic valves and transmission of controlled data to the system via two pairs of RS485 communication lines, the CBU is connected to the monitor and via a 2x RS485-250 Kbit communication line - with RS485-CAN UPL, RS485-RS485 UPL, RS485-Ethernet UPL, BS-RS and BKTB, and through communication line 2x RS485-57 Kbit - with BS-SI2, BS-DD, BSP and BVS.

The disadvantage of this solution are:

- The CBU is connected to the monitor via an RS485 communication line having a low speed;

- a limited set of CBU interfaces, which makes it necessary to use additional converters for communication with car equipment;

- information related to train control and auxiliary information are transmitted over the same interface;

- there is no connection with the video surveillance system and the ability to display information from the video surveillance system on the monitor.

The technical result of the invention consists in integrating systems for various purposes into a single complex, optimizing their design and reducing the range of components, improving reliability and monitoring the state of systems and components of the electric train.

The task is solved through the use of an integrated control and diagnostic system (KSUiD) of multiple unit rolling stock, containing:

- at least one display built into the unified control panel (UCP) in the head car and designed to display diagnostic information, information about motion parameters, as well as information from video cameras of the video surveillance system,

- a monitoring and control device (UMC) installed in the UPU and designed to control systems,

- driver controller (KM), designed to change the direction of movement and control traction and braking force,

- pneumatic brake controller (PBT), designed to set the pneumatic braking modes,

- control panels

- a backup control unit (BRU) designed to control the electric train in the event of a failure of the main controls,

- electric train safety brake unit (BTBE), designed to form an electrical safety circuit (ESB),

- a device for disabling the emergency braking module (UOMET) installed in each car,

- UPA adapter designed for input and formation of discrete signals,

- wagon adapters AV-U, designed to control wagon equipment and communicate with CM,

- an electric energy meter (ESE) installed in a motor car for measuring current, voltage and calculating the consumed electricity and transmitting data via the RS485 channel,

- the head controller, designed to set the operating modes of the fire and security alarm and poll the state of the car controllers,

- car controllers installed in each car and designed to monitor the state of security and fire loops,

- a video surveillance server designed to store video information,

- at least one video recorder in each carriage,

- managed switches installed in each car and ensuring the operation of the train communication network (PCN), building a map of the equipment of the electric train, redundant train Ethernet bus and diagnosing the operation of the PCN.

The essence of the proposed technical solution, the feasibility and the possibility of industrial application is illustrated by the drawing.

The figure 1 shows a block diagram of the KSUiD multiple unit rolling stock, where

1 - driver display;

2 - display of the video surveillance system (SVN display);

3 - monitoring and control device (UMC);

4 - video surveillance system server (SVN server);

5 - SW switch;

6 - UPU adapter;

7 - UPU panels;

8 - electric train safety brake block (BTBE);

9 - standby control unit (BRU);

10 - driver controller (KM);

11 - pneumatic brake controller (KPT);

12 - switches SW(1);

13 - switches SW(2);

14 - video surveillance system (SVN);

15 - wagon adapter AV-U;

16 - carriage equipment;

17 - device for disabling the emergency braking module (UOMET);

18 - safe locomotive united complex BLOCK;

19 - attachment to the driver's crane (PKM);

20 - head controller (KG);

21 - operator control panel (PUO);

22 - brake equipment container (CTO);

23 - wagon controller (KV);

24 - fire detectors (IP);

25 - electric energy meter SEE;

26 - traction converter control unit (BUTP).

CM&MS of multiple unit rolling stock consists of the following systems that provide the main functions for the control and monitoring of train movement, listed in descending order of hierarchy:

- a system for automated energy-optimal guidance of an electric train according to a schedule (automated guidance system, CAB);

- pneumatic braking control system (SITEP);

- backup control unit (BRU);

- auxiliary equipment operation control system;

- systems that monitor the technical condition of the electric train and information support for the driver and passengers of the electric train:

- intelligent diagnostics system (SID);

- information transport system (ITS);

- train communication network (PCN);

- a system for recording information about the characteristics of the trip, the features of the operation of the equipment in electronic memory and transmitting information via radio to the involved services (registration system - CP);

- video surveillance system (SVN);

- fire alarm system (POS);

- electric train power consumption metering system (SUEPP);

- a unified control panel (UCP) with controls (OS) and information display facilities (IDS). The main SIDS are displays and indicators placed on the panels of the control panel.

The system of automated train guidance (CAB) provides automated energy-optimal guidance of the electric train along the hauls and stations, provides information to the driver with all the necessary information for driving the electric train.

The CAB includes:

- monitoring and control device (UMC) 3 - the main unit of the complex, installed in a unified control panel (UCP) in the head car and ensuring the interaction of systems;

- the driver's controller (CM) 10, installed in the control unit in the head car and connected to the control unit 3 via a separate CAN line, which provides noise immunity for data transmission, and generates the following commands: changing the direction of movement, smooth regulation of traction and braking force;

- controls for the movement of the electric train on the control unit, functionally divided into groups and placed on separate panels 7 of the control unit. Panels 7 are equipped with keys with mnemonics printed on them, which have a backlight, which changes color when the key is activated. All panels are combined with UMK 3 into a single CAN network;

- two driver displays (DM) 1 built into the control unit in the head car, which are connected to the Ethernet network through a controlled switch SW 5, so that any of the displays can display both diagnostic information, information about the train movement parameters, as well as information from video cameras video surveillance systems;

- adapter 6 of the CCP, installed in the CCP in the head car and ensuring the interaction of the CCP with the equipment of the electric train via wired communication channels through the formation of discrete commands;

- wagon adapter AV-U 15 installed in each wagon and connected to the CAN train line. In motor cars, it provides control of the traction and braking control unit (BUTP) 26.

The pneumatic braking control system (SITEP) provides electrical control of pneumatic and electro-pneumatic brakes.

SITEP includes:

- pneumatic brake controller (PBT) 11, installed in the control unit in the head car and designed to set the pneumatic braking modes;

- prefix to the driver's crane (PKM) 19, installed in the control unit in the head car;

- safety circuit valve (SSC) installed in the head car and discharging the brake line at the rate of emergency braking;

- electric train safety brake unit (BTBE) 8, installed in the control unit in the head car, forming an electric safety circuit (ESC), carrying out ECB diagnostics and connected via CAN line with UMK 3;

- device for disabling the emergency braking module (UOMET) 17, installed in each car, and serving to disable the emergency braking module of the container of braking equipment, if the ECB is deactivated;

- ECB passing through all cars;

- brake equipment container (KTO) 22 installed in each car.

The backup control unit (BRU) 9 is installed in the control unit in the head car and provides manual control of the electric train in case of failure of the main OS.

Diagnosis by the intelligent diagnostic system (SID) is implemented in three modes: before departure, along the route of the electric train and in depot conditions (during and after the repair). A self-diagnosis function is also provided along the route of the electric train with the subsequent output to DM 1 of the detected malfunction without the request of the driver.

The SID includes:

- UMK 3, installed in the UPU in the head car;

- car adapter AV-U 15, installed in each car and designed for input of discrete signals and generation of discrete output signals;

- display with a video frame of diagnostics on the UPU.

Information transport system (ITS) includes:

- a set of warning and communication equipment that provides voice notification by the driver of passengers, the transmission of voice messages by the passenger to the driver through the communication panel "passenger-driver" of the car, service voice communication between the cabins;

- a set of visual warning equipment.

The train communication network (PCN) combines individual components of an electric train, provides the transmission of information and control signals for the implementation of regulation, control and diagnostics processes via CAN, Ethernet and RS-485 lines. Includes managed switches SW 5, 12, 13 and cable network.

The composition of the video surveillance system (SVN) 14 includes:

- display 2 SVN with a video frame of video surveillance, built into the control unit in the head car;

- video recorders installed in each car and providing connection of video cameras, recording and storage of video information from each camera for up to 30 days;

- server 4 SVN, installed in the head cars, providing backup and storage of video information from video recorders for up to 7 days, diagnostics of the video surveillance system;

- vandal-proof video cameras for placement inside the electric train;

- external video cameras.

The fire and security alarm system (POS) provides detection and notification of a fire threat in electric train cars, control of access to the electric train.

The POS includes:

- head controller (KG) 20, installed in the head cars and polling the state of car controllers (KV) 23 via a separate CAN line;

- operator's control panel (OCP) 21, installed on the UPU and containing a display for displaying information about the status of the POS and a keyboard;

- car controller (KV) 23, installed in each car, providing control of the state of fire and security loops;

- fire detectors (IP) 24 installed in each car and generating an alarm for the HF in case of fire or smoke.

The train power consumption metering system (SUEPP) provides separate measurement of electric train power consumption for traction, heating and auxiliary needs, measures the consumed current of each motor car and the voltage of the contact network and consists of an electric energy meter SEE (25) connected to an AV-U wagon adapter via RS-485 line and current shunts connected to it.

On the control panels 7 of the control unit, the SDI and the OS of the main and auxiliary equipment are placed.

The KSUiD of the motorized train works as follows: in the manual driving mode of the KM 10 electric train, it transmits data on the position of the reverse and main handles to the UMK 3 via the CAN line. UMK 3, analyzing these data, as well as data from the safe locomotive integrated complex BLOCK 18, generates a command to control traction or braking and transmits it via the CAN train line to the car adapters AV-U 15 installed in each car. In case of failure of the main controls, the formation of traction or braking control commands goes to the BRU 9. If it is necessary to use pneumatic braking, the KPT 11 can be activated, which, through the PKM 19, acts directly on the driver's crane. The wagon adapter AV-U of the motor car, in turn, transmits the received data to the BUTP 26. The wagon adapter AV-U 15 receives diagnostic information about the state of the car equipment 16 via discrete inputs, and information about the mains voltage consumed by the SEE 25 via the RS-485 line electricity and transmits the received information via the Ethernet network to the UMK 3 through the switches SW 5, 12, 13. The server 4 SVN, SVN 14, DM 1, the display 2 SVN, which record, display on displays and backup archiving of video information, are also connected to the Ethernet network. For the formation of discrete commands to control the electric train, the UPU 6 adapter is used, which is controlled by the UMK 3 via a separate CAN line. UPU panels 7 with controls and BTBE 8 are connected to the same CAN line. BTBE 8 generates the ECB voltage and controls its condition. In the event of a break in the ECB, BTBE 8 triggers the safety circuit valve. In each car, UOMET 17 is connected to the return wire of the ECB, which generates an emergency braking signal for KTO 22 in the event of an ECB break. UOMET 17 also allows you to disable the KTO 22 emergency braking module if it is impossible to eliminate the malfunction of the ECB or in the event of a carriage not being part of a train. The state of fire and security loops, including the state of IP 24, is controlled by KV 23, which are located in each car. General information enters KG 20 and is displayed on the control unit 21. Information is received from KG 20 to a separate input RS-485 UMK 3 from KG 20 to be able to display the state of the fire and security alarm system on the screen DM 1.

A complex control and diagnostic system can be manufactured by an instrument-making enterprise using electronic components and blocks produced by the industry.

A draft design of the complex has been developed, a prototype of a unified control panel has been made, and a simulation of an integrated control and diagnostic system has been carried out, which implements the technical solution described above.

Improving the reliability and monitoring the state of systems and components of an electric train consists in integrating systems for various purposes into a single complex, optimizing their design and reducing the range of components.

Unlike the prototype, the proposed technical solution implements an optimal set of main computer interfaces for communication with the system units of the complex without intermediate converters, separation of control circuit interfaces and auxiliary (diagnostic) information interfaces in order to increase reliability, communication with the fire alarm system and the system video surveillance with the ability to process and display operational information on the driver’s display.

The claimed technical solution differs from the closest analogues, respectively, it satisfies the condition of patentability of the invention "novelty".

The technical solution does not explicitly follow from the prior art. In addition, in the process of patent search, no technical solutions have been identified that have features that coincide with the distinguishing features of the claimed technical solution.

The claimed technical solution is technically feasible, industrially feasible at an instrument-making enterprise, the tests carried out confirm the achievement of the claimed technical result. In this regard, the claimed technical solution meets the condition of patentability "industrial applicability".

Claims (3)

1. An integrated control and diagnostic system for multi-unit rolling stock, containing at least one display built into a unified control panel (UCD), a monitoring and control device (MCD) connected to an Ethernet network, a driver controller, a pneumatic brake controller, a CCD adapter installed in the control unit, panels with controls installed on the control unit and connected to the control unit by a single CAN network, wagon adapters AV-U connected to the control unit by a CAN and Ethernet train line, an electric energy meter, characterized in that an electric train safety brake unit is additionally introduced, a block backup control, car controllers connected to each other via a separate CAN line, a head controller, a video surveillance server, at least one video recorder in each car of an electric train, an emergency braking module disconnection device, controlled switches. 2. Integrated control and diagnostic system for multi-unit rolling stock according to claim 1, characterized in that the electric train safety brake unit, backup control unit, head controller, video surveillance server are installed in the head car. 3. An integrated control and diagnostic system for multi-unit rolling stock according to claim 1, characterized in that the controllers are car controllers, the emergency braking module shutdown device, and controlled switches are installed in each car.

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