RU85132U1 - COMPREHENSIVE SAFETY SYSTEM (KSB) FOR AUTOMATIC CONTROL OF AIMING BRAKING OF THE MOBILE COMPOSITION, WARNING THE FORWARDING OF THE FORBID SIGNAL AND EXCEEDING THE AVAILABLE SPEED OF MOTION - Google Patents

Abstract

1. Integrated security system (KSB) for automatic control of targeted braking of rolling stock, prevention of the passage of a prohibition signal and exceeding the permissible speed, including a locomotive traffic control system equipped with an electronic route map, processor and receiving and measuring equipment associated with stationary track transmitters, characterized in that as stationary track transmitters on the hauls at the beginning of each block section or at the beginning of the zone, consisting of several block sections, as well as at stations - at the entrance, exit, route and shunting traffic lights, at the signal sign “station border” and at branching of the track after the turnout switch, passive reference markers are installed on each of the tracks, while the station tracks and shunting routes are equipped with active radiating transmitters installed at the input, route, output and shunting traffic lights, and with semi-automatic blocking and the absence of pre-entry coding, connected to the warning At the traffic lights, the active reference marker - the microwave sensor, in addition, the system is additionally equipped with a locomotive satellite navigation receiver and a similar stand-alone receiver for the head of maneuvers. ! 2. The system according to claim 1, characterized in that the microwave sensors are installed as passive reference markers. ! 3. The system according to claim 1, characterized in that as active emitting transmitters are installed, for example, infrared radiation transmitters in the form of diode or laser emitters, microwave radiation transmitters or VHF radiation. ! 4. Sis

Description

The utility model relates to the field of railway automation related to traffic safety in railway transport, and can be used as part of automated control and safety systems for train traffic.

Closest to the claimed system in terms of the functions performed is a system for automatically controlling the braking of a train according to the patent (RU No. 2283786, IPC: B60T 8/172). The system comprises an antenna and a rotation angle sensor mounted on a wheel axle and connected to the input of a path meter, a band diameter meter and a speed meter, a brake system connected to a pressure sensor in the brake line. The system uses a generator and a transmitting antenna mounted on the track at the beginning of each block portion of the track, and a receiving antenna mounted on the locomotive. The system also contains a ROM with databases of track parameters for each block section of the stage, as well as track parameters of the stations. The route of the train through the station is transmitted to the track generator from the station device by wire. Based on the number of the block section received from the transmitting antenna, a number of values corresponding to the current location of the locomotive, which are processed by the program speed unit, are selected from the database on the locomotive, taking into account data on the speed, diameter of the band and the distance traveled.

The disadvantage of the system is the presence at the beginning of each block section of the traveling generator, which leads to a significant increase in its cost and the cost of operation and ongoing maintenance. In order to save money, the used transmitting devices and track and speed sensors set the route length for several tracks at the station, according to the minimum value of them. This requires the drivers to switch to the "pull-up" mode with manual control, which often leads to the passage of a prohibition signal, that is, to a violation of traffic safety. In addition, this does not make it possible to set the length of the route and the distance traveled with the necessary accuracy, and as a result, provide braking in a given place, that is, provide accurate targeted braking, and possible malfunctions in the database reduce the functional safety of the system. Another significant drawback of the system is that it only automates station traffic along train routes. No less automation is also required for shunting movements, since almost half of all prohibition signal passes by rolling stock are on this part of the station tracks.

Finally, during shunting movements of train and shunting locomotives after stopping at the prohibiting route and exit traffic lights, the driver is forced to drive towards it with the WHITE fire of the train traffic light with the indication of the locomotive signaling code KZh (red light with yellow), pass the prohibiting signal of the traffic light, and then turn off the indication RED locomotive traffic light with switching it to WHITE. Such a technical solution reduces the integral safety of movement around the station, as it makes it a habit for drivers to pass a prohibiting indication of a locomotive traffic light.

The objective of the claimed utility model is to prevent the passage of prohibiting signals in train and shunting operations and exceeding the permissible speed, improving the accuracy of targeted braking and the functional safety of the system (at minimal cost), which ultimately ensures increased safety of trains at stations and stages.

- passive reference markers are installed on the stages at the beginning of each block section or at the beginning of the zone consisting of several block sections, depending on the complexity of the track profile and the characteristics of the arrangement of traffic lights, as well as at stations - at the input, output, route and shunting traffic lights, at the signal sign “station border” and at branching of the track after the turnout switch on each of the tracks;

- as passive reference markers use microwave sensors;

- as an active emitting transmitter use, for example, transmitters of PC radiation in the form of diode or laser emitters, transmitters of microwave radiation or VHF radiation;

The task is achieved by the fact that in the inventive integrated security system (KSB) for automatic control of targeted braking of rolling stock, prevention of the passage of a prohibitory signal and exceeding the permissible speed, including a locomotive motion control system equipped with an electronic route map, processor and receiving and measuring equipment, associated with stationary track transmitters, in contrast to the prototype as stationary track transmitters on stages in at the beginning of each block section or at the beginning of the zone consisting of several block sections, as well as at the stations - at the entrance, exit, route and shunting traffic lights, at the signal sign “station border”, as well as when branching after each turnout passive reference markers are installed from the paths; Active emitting transmitters are installed at the stations at the input, route, output and shunting traffic lights, and with semi-automatic blocking and the absence of pre-entry coding, an active reference marker (microwave sensor) connected to the warning traffic light is installed, in addition, the system is additionally equipped with a locomotive satellite navigation receiver, and also a similar standalone receiver for the head of maneuvers.

The solution to this problem is also achieved by the fact that:

- Microwave sensors are installed as passive reference markers.

- as active emitting transmitters installed, for example, transmitters of infrared radiation in the form of diode or laser emitters, transmitters of microwave radiation or VHF radiation.

- an autonomous satellite navigation receiver is positioned in relation to the head carriage of the rolling stock when maneuvering cars forward.

The implementation of the claimed utility model solves the problem of improving the safety of train traffic at stations and stages at minimal cost because it provides:

- sighting of trains, shunting trains or a separate train or shunting locomotive in front of the inhibit signal;

- a decrease in the speed of movement of rolling stock on sections of the track having speed limits established by order on the Road, as well as having permanent or temporary speed limits entered from the cartridge or the driver.

Figure 1 presents the structural diagram of the CSF; figure 2 - arrangement of passive and active reference meters, as well as active emitting transmitters on the stage and station, figure 3 - arrangement for semi-automatic blocking and the absence of pre-coding, figure 4 - arrangement for shunting tracks.

KSB contains a locomotive traffic control system, including a driver’s control panel connected to a processor 3, an electronic route map 12, a traction and brake control device 11, an automatic locomotive signaling system (ALS) 4, a speed and acceleration meter 5, a reader 2, an active emitting signal receiver transmitters 7, cartridge 13. The composition of the KSB also includes stationary track transmitters associated with locomotive receiving and measuring equipment, the quality of which is on the stages at the beginning of each block to a section or at the beginning of an area consisting of several block sections, as well as at stations - at the entrance, exit, route and shunting traffic lights, at the signal sign “station border” and when the path branches after the turnout, each of the tracks has passive reference markers (OR) 1, which are used as microwave sensors. Station tracks and shunting routes are equipped with active emitting transmitters 6 installed on the input, route, output and shunting traffic lights, and with semi-automatic blocking and the absence of pre-entry coding, an active reference marker connected to the warning traffic light is installed - microwave sensor 8. KSB is additionally equipped with a locomotive satellite receiver navigation 9, a similar stand-alone receiver 10 equip the head of maneuvers.

The functioning of the KSB is as follows.

The locomotive receives information from the reference indicator OR 1 for subsequent processing, taking into account the data recorded in the electronic map of the locomotive - database 12. Station OR, like distillation OR, transmit the distance to the obstacle to the locomotive and data on constant speed limits, that is, the coordinates of the start and end of the restriction, and the value of the speed set by this restriction. In the case of issuing time constraints, these parameters (coordinates and speed value) are entered into the KSB by the driver, or they are transmitted from the cartridge 13.

RR on stages and stations, depending on their location, in addition, transmit to the locomotive:

- reduced profile on the stage at a distance equal to the braking distance,

- number in front of the lying station, block section, stage, block post, station track;

- the number of the readable reference marker and the numbers of the next two reference markers (in the case of a turnout) and the distances to them (regardless of location).

The PR installed at the input traffic light transmits to the locomotive information about the station number and the location zone on each of the tracks following in the direction of travel of the PR, the length of which is set at the most remote of them. This zone is protective and if OPs (even when they are duplicated) are not detected in it, then this indicates a failure or refusal to the KSS. The system informs the driver about this and performs forced service braking.

The information transmitted to the locomotive from the OR about the length of the route to the obstacle, the reduced braking distance profile, permissible speed is received by the reading devices 2 and processed in the hardware-software locomotive device (processor) 3. The processor calculates the permissible trajectory V (S), and in the case of exceeding the actual speed value over the permissible one gives 11 commands to the engine for traction and braking control to analyze the traction and use the service, and, if necessary, emergency braking. In this case, the calculation takes into account the following data coming from blocks 4, 5 and the driver’s console:

- current readings ALS (ALS-EN) and issued speed limits for non-green lights of a locomotive traffic light;

- Calculation data of the brake coefficient obtained from previous braking;

- mass and length of the train;

- the current values of the phase coordinates of the train - speed V and acceleration a as a function of the path.

The locomotive calculator automatically adapts to this type of movement. When shunting, for example, such an adaptation is carried out taking into account the brakes of the train on or off, for which a special sensor is provided on the locomotive on an uncoupling crane.

Thus, the whole system of OR reference markers, repeating the route prepared by the signaling, centralization and blocking devices (STB), transfers it to the locomotive for reproduction by the onboard processor of the allowed motion paths with accuracy and reliability that meet the requirements of traffic safety.

To ensure the universality of the operation of KSS on station tracks, including those on which shunting movements are made at the input, route, output and shunting traffic lights, special emitting IP transmitters 6 are installed: IR radiation in the form of diode or laser emitters, Microwave radiation or VHF radiation (Figure 2-4). This makes it possible, within the line of sight, to transmit to the locomotive and in advance to carry out stable reception on it of a signal corresponding to the open indication of the traffic light, allowing this locomotive to move at a set speed. In addition, shunting light transmitting IP transmitters can receive the necessary information from the station via the supply wires, since it refers to the indication of a shunting traffic light that allows movement (behind a free arrow section) on a busy road with special vigilance with a safe established (permitted) speed.

Such transmitters transmit the following data to the locomotive IP receiver 7:

- number of station or station fleet;

- number of the station path from which the permitting indication of the traffic light is open;

- the number of the last OP marker that the locomotive followed.

This ensures targeted selection of the locomotive to which the signal opening information is intended.

Thus, due to the joint use of information transmitted by passive and active reference indicators emitting transmitters, as well as electronic map data, a locomotive’s trajectory is generated to ensure that the rolling stock stops at traffic lights and stations in front of a traffic light with a prohibiting indication, or the speed decreases in its sections restrictions.

The use of KSB for targeted stopping of rolling stock before the inhibit signal in areas equipped with semi-automatic blocking is identical to that described. The exception is that at the warning traffic light in front of the input traffic light, in the absence of pre-entry coding, the active reference marker OP 8 is used (Figure 3). It transmits to the locomotive the indication “one Green” or the indication “one Yellow flashing” fire at the warning traffic light, signaling that the main input traffic light is open and movement is allowed at a set speed, or when driving on a side track with a reduced speed.

The features of using KSB during shunting include the management of rolling stock when moving cars forward. For this purpose, a satellite navigation receiver 9 is provided on the locomotive, which transmits to the locomotive processor the satellite location coordinate of the locomotive at the station or on the stage. At the same time, the head of maneuvers is supplied with the same receiver 10. This receiver, in turn, fixes the coordinate of this person when the shunting train is at the head carriage. This coordinate is also transmitted to the locomotive, which allows you to make an amendment to the trajectory of the motion generated by the processor for the inhibit signal.

Thus, solving the task, KSB acquires the following new consumer properties:

1. On lines equipped with auto-lock and electric centralization (EC) of various types, passive reference meters constantly installed on the lines of stations and stations simulate the location of distillation and station traffic lights, arrows and possible combinations of prepared train and shunting train routes, shunting trains and individual locomotives on a locomotive .

Readers are installed on the locomotives, which, when they pass the OR, in addition to the above information, read data on the set speed and its limitations. All this information is used in the on-board processor for calculating and forming on the locomotive the permissible trajectories of speed change in the path function, including for the targeted stopping of the rolling stock before the inhibitory signal or speed limitation by turning off the traction, turning on service or emergency braking.

2. Reference markers do not require power supply, have a minimum number of elements that are firmly mounted in its housing, which withstands large mechanical vibration and shock loads, climatic influences, is water resistant, and therefore OPs do not require periodic maintenance during operation. They are characterized by high reliability and reliability of operation that meets the requirements of traffic safety. Their presence or loss is controlled automatically by identification by serial number and duplication. At the same time, the cost of the claimed KSB is significantly reduced in comparison with the known systems of a similar purpose due to insignificant investments in the manufacture, installation and installation of benchmarks, and operating costs for their maintenance in good condition.

3. The system is unified for shunting, freight, passenger and high-speed traffic, railway sections equipped with automatic and semi-automatic blocking, for coded and uncoded tracks at stations, it is open for changing the location of sections during the conversion of railway lines and stations, does not limit maintenance and repair of the railway track, thanks to what degree of its unification is almost equal to 100%.

4. On lines with semi-automatic blocking, as well as on lines with automatic blocking, the installation of reference markers is provided at the input, output traffic lights, on the arrows. These PRs transmit the same information to the locomotive, including at the block of posts (if they are present) to solve the same technical problems as with auto-lock. At the warning traffic light in front of the input traffic light, in the absence of pre-entry coding, an active reference marker is used, which repeats information about the resolution of the input traffic light.

5. The IP transmitters installed at the shunting traffic lights can signal the freeness of the front section that lies ahead with access to a busy path.

6. When performing maneuvers by wagons forward, the locomotive and the originator have satellite navigation receivers that record the length of the shunting train. This makes it possible to introduce a correction into the trajectory of motion generated by the processor for a closed signal.

Claims (4)

1. Integrated security system (KSB) for automatic control of targeted braking of rolling stock, prevention of the passage of a prohibition signal and exceeding the permissible speed, including a locomotive traffic control system equipped with an electronic route map, processor and receiving and measuring equipment associated with stationary track transmitters, characterized in that as stationary track transmitters on the hauls at the beginning of each block section or at the beginning of the zone, consisting of several block sections, as well as at stations - at the entrance, exit, route and shunting traffic lights, at the signal sign “station border” and at branching of the track after the turnout switch, passive reference markers are installed on each of the tracks, while the station tracks and shunting routes are equipped with active radiating transmitters installed at the input, route, output and shunting traffic lights, and with semi-automatic blocking and the absence of pre-entry coding, connected to the warning At the traffic lights, the active reference marker - the microwave sensor, in addition, the system is additionally equipped with a locomotive satellite navigation receiver and a similar stand-alone receiver for the head of maneuvers. 2. The system according to claim 1, characterized in that the microwave sensors are installed as passive reference markers. 3. The system according to claim 1, characterized in that as active emitting transmitters are installed, for example, infrared radiation transmitters in the form of diode or laser emitters, microwave radiation transmitters or VHF radiation. 4. The system according to claim 1, characterized in that the stand-alone satellite navigation receiver is positioned in relation to the head car of the rolling stock when performing maneuvers with the cars in front.