RU94943U1 - DEVICE FOR CONTROL OF TRAIN MANAGEMENT AND VEHICLE VEHICLES - Google Patents

Abstract

 A control device for controlling the train and the driver’s alertness, comprising a safety control unit connected via an amplifier to the input of the electro-pneumatic valve, the inputs of the safety control unit are connected to the outputs of the central information processing modules, which are connected directly to each other by the first ports and connected to the intermodule interface by the second ports, to which are connected two modules for measuring motion parameters and two modules for continuous channels of external devices, the inputs of which are connected to a block of receiving coils of automatic locomotive continuous signaling systems and automatic locomotive single continuous signaling, the inputs of the motion parameters measuring modules are connected to the path and speed sensor module, the route module and the radio channel module connected to the intermodule interface, which are connected by their ports to the satellite navigation receiver port, respectively the input of which is connected to the satellite navigation antenna, and with the port of the radio modem connected to the radio antenna, characterized by m, which it entered unit calculating the coordinates for the location of the locomotive connected to the inter-module interface.

Description

The invention relates to the field of railway automation, telemechanics and communications and can be used on locomotives and motor-car rolling stock, as well as in interval control systems for train movements using a radio channel.

A control device for controlling a train is known, in which the coordinates of the location of the train, determined using the wheel sensor of the distance traveled, are made using on-board sensors to detect elements of the track infrastructure with previously known coordinates in the electronic route map recorded in the electronic memory of the device (WO 0166401, B61L 25/02, 09/13/01). The need to clarify the coordinates is due to the fact that due to the use and boxing, as well as the wear of the wheel band, an error is accumulated in measuring the distance traveled with the wheel sensor.

A disadvantage of the known device is the complexity of the on-board devices and processing algorithms for reliably determining the correspondence between the received signals and the infrastructure elements that are in the way. In particular, the reliable operation of eddy current sensors for detecting metal fasteners on sleepers is adversely affected by high speed and increased electromagnetic interference caused, for example, by thyristor power control on locomotives.

A control device for controlling a train is known, in which the coordinates of the train’s location, normally determined using the wheel sensor of the distance traveled, are determined by signals from beacons installed in the track and transmitting their location coordinates to passing locomotives (CA 2520605, B61L 25 / 02, 03.30.06).

A disadvantage of the known device is the complication of track devices and the lack of security of the system from damaging environmental factors and, in particular, from vandalism.

A control device for controlling a train is known, in which the coordinates of the location of the train, determined using the wheel sensor of the distance traveled, are made at the boundaries of the block of sections determined by changing the parameters of the code signal coming from the rail chains (RU 2290335, B61L 25/00, 27.12. 06).

A disadvantage of the known device is the lack of reliability of the used method of correction of coordinates in conditions of increased electromagnetic interference created, for example, by thyristor power control on locomotives.

Closest to the claimed device is the selected as a prototype device for monitoring the control of the train and the vigilance of the driver, containing an electro-pneumatic valve amplifier, the output of which is connected to the input of the electro-pneumatic valve, and the input to the output of a safe control circuit, the inputs of which are connected to the outputs of the central information processing modules which the first ports are directly connected to each other, and the second ports are connected to the intermodule interface, as well as containing two m a module for measuring motion parameters, the inputs of which are connected to a module of track and speed sensors, each of which is separately connected to the intermodule interface, two modules of continuous channels of external devices, the inputs of which are connected to the receiver coil unit of the ALSN and ALS-EN systems, each of said modules is separately connected to the intermodule interface, a route module connected to the intermodule interface and connected by its port to the port of the satellite navigation receiver, the input of which is connected to the satellite navigation, a radio channel module connected to the intermodule interface, and connected by its port to the first port of the radio modem, the second port of which is connected to the radio antenna (RU 2262459, B61L 25/04, 10.20.05).

The CAN interface is used as an inter-module interaction interface in the device.

In this device, during normal operation, an algorithm with continuous speed control and the ALS-EN system with the aim stop function in front of a certain coordinate of the path are used. To determine the coordinates of the location of the locomotive using data from the satellite navigation receiver and an electronic map of the route, and to clarify the coordinates of the location of the locomotive, also use the change in the parameters of the code signal at the borders of adjacent rail circuits. To measure the distance traveled and the speed of movement, continuous speed control is carried out, at which data from the satellite navigation receiver and the electronic route map are used. As a backup algorithm, an algorithm with stepwise speed control similar to that used in the ALSN of a numerical code is used. When working on this algorithm, a path and speed sensor module is used to measure the distance traveled and the speed of movement. It is connected with the wheels of the locomotive and generates a certain constant number of electrical impulses for each revolution of the wheel.

The known device has insufficient reliability. For example, when driving on hilly terrain or tunnels, the satellite navigation receiver malfunctions and the device switches from the main algorithm to a less secure and productive algorithm with step speed control, although the rest of the device is working properly. However, this is extremely undesirable, since when working with an algorithm with step-by-step speed control, the performance and safety of the device deteriorate, in particular, due to the lack of the targeted braking function in front of the border of a busy block of a site.

The technical result of the invention is to increase the reliability of the device.

The technical result is achieved by the fact that in the control device for controlling the train and the vigilance of the driver, comprising a safety control unit connected through an amplifier to the input of the electro-pneumatic valve, the inputs of the safety control unit are connected to the outputs of the central information processing modules, which are directly connected to each other by the first ports, and the second ports are connected to the intermodule interface, to which two modules for measuring motion parameters and two modules of continuous channels are connected external devices, the inputs of which are connected to the receiving coil unit of automatic locomotive continuous signaling systems and automatic locomotive single continuous signaling, the inputs of the motion parameters measuring modules are connected to the path and speed sensor module, the route module and the radio channel module connected to the intermodule interface, which are connected by their ports respectively with the port of the satellite navigation receiver, to the input of which the satellite navigation antenna is connected, and with the port of the radio modem, Connections from the radio antenna according to the invention introduced calculating unit coordinates of the location of the locomotive connected to the inter-module interface.

Fig. 1 shows a diagram of a device for monitoring train control and driver vigilance.

Fig. 2 shows a block diagram of the algorithm for calculating the location coordinates of the locomotive.

The control device for controlling the train and the driver’s alertness includes a safety control unit 1 connected through an amplifier 2 to the input of the electro-pneumatic valve 3, the inputs of the safety control unit 1 are connected to the outputs of the central information processing modules (4 and 5), which are directly connected to each other by the first ports, and the second ports are connected to the intermodule interface 6, to which are connected two modules (7 and 8) for measuring motion parameters and two modules (9 and 10) for continuous channels of external devices, inputs to of which are connected to the block 11 of the receiving coils of the automatic locomotive continuous signaling and automatic locomotive single continuous signaling systems, the inputs of the modules (7 and 8) for measuring motion parameters are connected to the module 12 of the path and speed sensors connected to the intermodule interface 6 module 13 of the route and module 14 of the radio channel which are connected by their ports, respectively, to the port of the satellite navigation receiver 15, to the input of which a satellite navigation antenna 16 is connected, and to the port of the radio modem 17, connected a second radio antenna 18, a block 19 calculating the coordinates of the location of the locomotive connected to the inter-module interface 6.

The control device for train control and vigilance of the driver works as follows.

Before each trip of the locomotive, an electronic route map is recorded in the memory of the route module 13, which, together with the data on the current coordinates of the train location received from the satellite navigation receiver 15, calculates the parameters of the train modes at each point of the route.

At present, on the Russian Railways, combined receivers are used to locate the locomotive, which automatically search, receive and process the signals of the GLONASS satellite radio navigation systems (Russia) and GPS NAVSTAR (USA). Navigation equipment simultaneously receives over 12 channels, the accuracy of the autonomous determination of speed (with a probability of 95%) is 0.1 m / s, the accuracy of the time stamp relative to UTC time is 1 μs, the mean square horizontal error of the autonomous position determination is 25 m, and the mean square the horizontal error in determining the position at the station relative to the reference station receiver is 2 m. (see the journal “World Railways”, No. 7,2003, article “Microprocessor-based locomotive traffic safety systems” new generation ") trains. In parallel with the calculation of the speed of the train and the location of the train, according to the data from the module 13 of the route and the receiver 15 of satellite navigation, the actual speed of the train and the distance traveled by it is calculated using modules 7 and 8 of measuring the motion parameters based on the data received from the wheel sensors of the module 12 of the track sensors and speed. The central information processing modules 4 and 5, based on data from all other modules, determine the optimal speed mode, monitor the vigilance of the driver and, for example, in case of failure to comply with the speed mode or obstruct traffic, act through the safety control unit 1 and amplifier 2 on the electro-pneumatic valve 3 and brake the train. In particular, when a train approaches a stretch to the border of a busy block of a section, modules (4 and 5) of the central information processing make the train mandatory stop and prevent the train from entering the busy block of the section without receiving a special permission signal from the dispatcher on the locomotive module 14 of the radio channel, which arrives at this module through a radio antenna 18 and a radio modem 17. In contrast to the prototype, in the inventive device, in case of malfunctioning of the satellite navigation receiver 15, the introduced unit 19 for calculating the location coordinate walking the locomotive prevents the transition to an algorithm with step speed control in most cases. Block 19 operates in accordance with the algorithm, the block diagram of which is shown in Fig. 2. In Fig. 2, the notation X, Vx, Tx, N, K is used, which are used in the description of the device below.

Block 19 calculating the location coordinates of the locomotive, instead of the satellite navigation receiver 15, for a limited length of the length of the path with a given frequency generates information about the calculated coordinate X ₁ , the location of the locomotive. To do this, he uses the calculation of the number N of pulses of the module 12 of the path and speed sensors, the last correct value of the X coordinate received from the satellite navigation receiver 15, and the coordinates of the current time Tx and the locomotive speed Vx corresponding to this value. The operation of block 19 occurs in interaction through an intermodular interface 6 with modules (4 and 5) of the central information processing module 12 of the path and speed sensors and module 13 of the route.

This happens until the normal operation of the satellite navigation receiver 15 is restored, or the central information processing modules (4 and 5) determine that the possible error in the calculation of the location coordinates of the locomotive can exceed the norm allowed by the traffic safety conditions. In the latter case, a transition to an algorithm with stepwise speed control is performed. In order for the error to accumulate more slowly, on the segments of the train travel path on which the satellite navigation receiver 15 is operating normally, there is a continuous adjustment of the correspondence between the distance traveled by the calculated block 19 in the calibration mode and the route calculated by the route module 13 according to the data from the satellite receiver 15. Correspondence is established by choosing the coefficient K. Thus, the known number of N pulses per wheel revolution (in the absence of skidding and blocking) allows the block 19 to calculate the location coordinates of the locomotive with a small error and continue to train on the electronic route map to pass sections where there is no reception signal from satellites without switching to the backup algorithm. After resuming normal reception of the signal by the satellite navigation receiver 15 for more than 5 seconds, the calculation error is automatically eliminated and the device is ready to work again when the signal fails again. Thus, the effect of the usual loss of signals from navigation satellites, for example, when driving on hilly terrain or tunnels, is practically eliminated. The reliability of the device is further enhanced in places where the function of updating the coordinates of the train’s location reliably works by changing the parameters (sync groups in the case of ALS-EN) of the code signal arriving at the borders of the rail circuits. If the place of changing the ALS-EN code signal parameters registered by the modules (4 and 5) of the central information processing corresponds to the calculated coordinate of the section block boundary on the route electronic map, then this information is used by them to additionally correct the error in calculating the current coordinate of the train location. This especially helps with the passage of the tunnels by train.

Thus, the proposed technical solution provides increased reliability of the device.

Claims (1)

A control device for controlling the train and the driver’s alertness, comprising a safety control unit connected via an amplifier to the input of the electro-pneumatic valve, the inputs of the safety control unit are connected to the outputs of the central information processing modules, which are connected directly to each other by the first ports and connected to the intermodule interface by the second ports, to which are connected two modules for measuring motion parameters and two modules for continuous channels of external devices, the inputs of which are connected to a block of receiving coils of automatic locomotive continuous signaling systems and automatic locomotive single continuous signaling, the inputs of the motion parameters measuring modules are connected to the path and speed sensor module, the route module and the radio channel module connected to the intermodule interface, which are connected by their ports to the satellite navigation receiver port, respectively the input of which is connected to the satellite navigation antenna, and with the port of the radio modem connected to the radio antenna, characterized by m, which it entered unit calculating the coordinates for the location of the locomotive connected to the inter-module interface.