RU79082U1 - DEVICE FOR DETECTING DANGEROUS CONNECTION OF TRAINS NEXT IN ONE DIRECTION - Google Patents

Abstract

The utility model relates to the field of railway automation, telemechanics and communications and can be used on railway units in order to increase the safety of interval regulation of train movements, as well as to control the appearance of a trailer on the stage. The purpose of the development of the utility model is to eliminate the shortcomings of the automatic blocking device with tone rail circuits and centralized distribution of equipment. The essence of the claimed model is to determine the dangerous proximity of trains, following in one direction lane, by analyzing the speed of their approach, calculated by two independent methods, namely, by the Doppler frequency difference of two radio signals: the signal emitted by the transmitter of the train coming in front, and the signal received by the receiver of the train coming from the back, as well as by changing the distance between trains per unit time, calculated by the coordinates of the front car behind the train and the last car in front of the train determined by the satellite radio navigation system, and the combination of the speeds obtained by two I in various ways, in order to increase the likelihood of correctly detecting a dangerous train approach.

Description

The utility model relates to the field of railway automation, telemechanics and communications and can be used on railway units in order to increase the safety of interval regulation of train movements, as well as to control the appearance of a trailer on the stage.

The prior art device is a self-locking with tonal rail chains and centralized placement of equipment (see Russian patent No. 2287447 C2 class. B61L 23/16). The device monitors the presence of rolling stock, release or damage to the railway track.

The disadvantages of this device are:

1) The determination of the presence of a railway unit on the stage is carried out with an error equal to the length of the block section.

2) The inability to determine the speed of a railway unit on a block site.

3) The use of the device only in areas with a fixed length of the block area.

These shortcomings reduce the reliability and safety of traffic control, do not allow to increase the intensity of train traffic. The proposed device for detecting a dangerous train approach eliminates the disadvantages of a self-locking device with tonal rail chains. This is achieved through the use of satellite radio navigation systems, the principles of wireless transmission of information over distance and the Doppler effect.

The essence of the claimed model is to determine the dangerous approach of trains following in one direction by analyzing the speed of their approach, calculated by two independent methods, namely by the Doppler frequency difference of two radio signals:

emitted by the transmitter of the train in front of the train, and the signal received by the receiver of the train coming from behind, as well as by the change in the distance between the trains per unit time, calculated by the coordinates of the front car behind the train and the last car in front of the train determined by the satellite radio navigation system, and the combination of speeds obtained in two different ways, in order to increase the likelihood of correctly detecting a dangerous train approach.

The utility model solves the problem of increasing safety and traffic intensity by continuously monitoring the location of the train in front.

When using the device for detecting dangerous proximity of trains traveling in one direction, continuous monitoring of the distance between them is achieved, as well as improving traffic safety by continuously monitoring the presence of a trailer on the stage.

Fig. 1 shows a structural diagram of the proposed device for detecting a dangerous approach of trains on the stage. Train No. 1 is the train in front. The position of his last carriage relative to the train No. 2 following him is controlled by the joint operation of the equipment installed on the train No. 1 and on the train No. 2 following him. The control equipment for detecting dangerous proximity of trains consists of a receiver of satellite radio navigation system-1 and transmitter-2 installed on train No. 1, as well as a receiver of satellite navigation system-3 and receiver-4 installed on train No. 2.

The receiver of the satellite radio navigation system-1 consists of an antenna-5 and a unit for receiving and processing information-6. The receiver of the satellite radio navigation system-3, similar in construction, consists of an antenna-7 and a signal reception and processing unit-8.

Transmitter-2 consists of a reference oscillator with phase-locked loop frequency-9, pre-amplifier-10, phase manipulator-11, power amplifier-12, directional transmitting antenna-13, through which radio-signal-14 is emitted and decoupling in the directions of train traffic is provided. The design is made in the form of one functional unit and is located in one housing.

Receiver-4 is designed to receive signal-14 and consists of a receiving antenna-15, a reference oscillator with phase-locked loop frequency-16, preselector-17, an intermediate frequency amplifier-18, an amplitude limiter-19, synchronous detectors-20, 21, which decides devices-22. The design is made in the form of one functional unit and is located in one housing.

Fig. 2. depicts a structural diagram of a solving device-22, which consists of a unit for calculating the geographical coordinates-23, a decoder-24, a unit for calculating the coordinates-25, a unit for calculating the speed of approach by coordinates-26, a unit for calculating the speed of approach by the frequency of the Doppler shift-27, a complexation device -28. The design is made in the form of one functional unit and is located in one housing.

Information about the coordinates of train No. 1 is transmitted to train No. 2 through radiation through antenna-13 of phase-manipulated high-frequency oscillations-14, pre-formed from highly stable oscillations of the reference oscillator-9, synchronized by oscillations from the frequency synthesizer of the information reception and processing unit-6, amplified in a preliminary amplifier -10, subjected to phase manipulation in the phase manipulator-11, the second input of which receives video signals from the output of the receiving and processing information unit-6, which are pseudo a random sequence corresponding to the code of the transmitted coordinates, and amplified to a given power in the power amplifier-12.

Signal-14 is received by receiving antenna-15 mounted on train No. 2. In the preselector-17, the signal is pre-amplified, the frequency is preselected and the signal frequency is converted using a reference oscillator with phase-locked loop frequency-16, which is synchronized by highly stable oscillations from the frequency synthesizer of the information reception and processing unit-8. In the intermediate-frequency amplifier-18, the spectrum of the received signal is extracted by a filter with an amplitude-frequency characteristic of a quasi-rectangular shape and amplified to a level at which synchronous detectors-20, 21 can work.

Oscillations from the amplitude limiter-19 arrive at the synchronous detector-21. At the same time, highly stable reference vibrations from the frequency synthesizer of the information reception and processing unit-8 are received at the synchronous detector-21. The output signal of the synchronous detector-21 is the voltage U _∂ :

,

where k is the steepness of the static characteristics of the synchronous detector-20,

F _∂ - Doppler frequency shift of the signal-14 received by the receiver-4, resulting from the mutual radial movement of the transmitter-2 and receiver-4

;

where λ is the wavelength of signal-14 emitted by the transmitter-2 through the directional antenna-13.

Phase-manipulated signals from the amplitude limiter-19 and reference oscillations from the frequency synthesizer of the receiving and processing information unit-8 are simultaneously fed to the synchronous detector-20. At the output of the synchronous detector-20 as a result of demodulation of the phase-shifted signal, a pseudo-random sequence of video pulses P (φ ₁ , λ ₁ ) is formed, which save

information about the coordinates of train number 1. Data from synchronous detectors-20, 21 are fed to a resolver-22. In the decider-22 occurs:

a) decoding the pseudo-random sequence P (φ ₁ , λ ₁ ) and determining the geographical coordinates φ ₁ , λ _{1 of} train No. 1;

b) fixing the geographical coordinates of latitude φ ₁₁ and φ ₁₂ , longitudes λ ₁₁ and λ _{12 of} train No. 1, respectively, at time t ₁ and t ₂ ;

c) fixing according to the data from the information reception and processing unit-8, geographical coordinates of latitude φ ₂₁ and φ ₂₂ , longitude λ ₂₁ and λ _{22 of} train No. 2, respectively, at time t ₁ and t ₂ ;

d) Recalculation of the geographical coordinates φ ₁₁ , φ ₁₂ , φ ₂₁ , φ ₂₂ , λ ₁₁ , λ ₁₂ , λ ₂₁ , λ ₂₂ in the projection x ₁₁ , x ₁₂ , x ₂₁ , x ₂₂ in the direction of the section of the track, respectively, for trains No. 1 and No. 2, respectively, for time instants t ₁ and t ₂ ;

d) the calculation of the convergence speed of the train number 1 and train number 2 according to the formula

where Δx ₁ = x ₁₁ -x _{12 the} movement of train No. 1 for the period of time Δt,

Δx ₂ = x ₂₁ -x ₂₂ movement of train No. 2 for the period of time Δt;

Δt = t ₂ -t _{1 the} time interval between two subsequent calculations of the approach speed and is selected from the condition that x _i ≫ σ _x , where σ _x is the standard error of determining the coordinates x _i , i = 1; 2;

f) calculation of the convergence rate of two railway units in accordance with formulas (1) and (2)

;

g) integration of the approach speed calculated by formulas (3) and (4) by the optimal filtration method and the estimation of the approach speed V ^* _{sbl of} train No. 1 and train No. 2;

h) determination of the distance S between the last car of train No. 1 and the first car of train No. 2 according to the formula

,

where x ₁ and x ₂ coordinates along the direction of the section of the path of movement of trains No. 1 and No. 2, respectively, at time t _m , where m> 0 is an integer.

Based on the value of the approach speed estimation V ^* _{sbl of} trains No. 1 and No. 2, as well as the distance S between them, in accordance with safety requirements, a decision is made on the further mode of movement of train No. 2.

Claims (2)

1. A device for detecting a dangerous approach of trains following in one direction, characterized in that it has smaller dimensions, higher information content and accuracy of measurements, and includes a satellite radio navigation system receiver including an antenna, an information receiving and processing unit, and a transmitter, consisting of a reference generator with phase-locked loop, pre-amplifier, phase manipulator, power amplifier, directional transmitting antenna, installed on the train number 1 and representing a design in the form of a single functional unit, as well as a satellite navigation receiver, which is similar to a satellite navigation receiver installed on train No. 1, and a receiver including a receiving antenna, a reference oscillator with phase-locked loop, a preselector, an intermediate frequency amplifier , amplitude limiter, synchronous detectors and a solver installed on the train No. 2 and representing a design in the form of one functional unit. 2. The device according to claim 1, characterized in that by analyzing the speed of their approach, calculated by two independent methods, namely, the Doppler frequency difference of two radio signals: the signal emitted by the transmitter of the train ahead of the train and the signal received by the receiver of the train going behind, and also by the change in the distance between trains per unit of time, calculated by the coordinates of the front car behind the train and the last car in front of the train, determined by the satellite radio navigation system, and the complex The determination of speeds obtained in two different ways determines the dangerous approach of trains traveling in the same direction.