RU98385U1 - LOCOMOTIVE MOTION CONTROL SYSTEM DURING A MANEUVER WORK - Google Patents

Abstract

 A locomotive movement control system during shunting operation, comprising a central computer located in the station control center, to which a command shaper connected to a transceiver device, a shunting locomotive route data input unit and a polling controller connected to an electric centralization station equipment unit are connected, and on each of locomotives involved in this control system, an on-board controller is installed, to which an on-board transceiver, indication unit, input unit are connected and information, a satellite navigation signal receiver, a wheel impulse sensor, and an interface unit connected to an actuator control unit of a locomotive, characterized in that the station control center is equipped with a comparison unit and a signal conditioner, while the output of the comparison unit is connected to a control input of the signal conditioner, output which is connected to the input of the transmitter of the transceiver device, the output of the receiver of the transceiver device is connected to the first input of the comparison unit, the second input is cerned connected to the output of the central computer, and each set of locomotives switching unit, a control input coupled to the input of the receiver board transceiver, and the output switching unit connected to the onboard controller.

Description

The utility model relates to railway transport and can be used to control and automatically control the movements of shunting locomotives, in particular, at stations with shunting work, provided directly by the duty of the station without the participation of the shunting dispatcher.

A known system for determining the location of technological objects, containing navigation equipment of an artificial earth satellite, equipment of consumers of satellite radio navigation systems, on-board equipment for automatic control and signaling installed on a technological object, installed stationary guard equipment for automatic control and signaling, the main and backup reference stations, computers installed on the workstation of the dispatcher, a central computer processor, connected to the memory unit and the output information generating unit connected to the monitor, to which the output of the signal processing and generating unit, the coordinate converter, the fasting unit of the automatic control and signaling system connected via the radio channel to the on-board equipment of the automatic control and signaling system ( RU 87024, G01S 5/14, 09/20/2009).

The known system does not have sufficient functional safety due to the limited possibility of continuous testing of on-board equipment in conjunction with stationary locomotive control devices during its operation in stand-alone mode.

The “Autodispatcher” system in railway transport is known (the article by M.T. Ivanov, “Autodispatcher for high-speed traffic”, the journal “Automation, Communications, Informatics” No. 8 and No. 10 of 2009), which provides centralized control of train passes based on an intelligent dispatch station , the use of satellite technology, automatic monitoring and diagnosis of infrastructure, control of rolling stock.

The automatic route setting system (SAUM) contained in the complex “Auto-dispatcher” system preliminarily forms the base of the routes of stations controlled by the train dispatcher. Information about the formed routes goes to the server of the train admission planning system, where it is adjusted based on the traffic schedule data for a given direction of the road.

The Autodispatcher system is mainly aimed at the safe control of the movement of trains, including high-speed passenger ones, and does not provide for control of locomotive control during the production of maneuvers.

As a prototype, the LITTLE automatic shunting locomotive signaling system was adopted, in which the control computer complex provides control of the train situation on the basis of data received from electric centralization devices via a data acquisition controller, interaction with on-board equipment and service equipment via a digital radio channel, control of radio communication support with locomotives and controls the movement of mobile units. On-board equipment with a radio station exchange information with the radio stations of the station device and service equipment (RU 87024, G01S 5/14, 09/20/2009).

The disadvantage of the prototype is the complexity of the hardware implementation of the on-board equipment, due to the use of the two-set principle of construction to ensure the functional safety of all control equipment, including the console of the on-board shunting control system

The technical result of the utility model is to create a locomotive motion control system during shunting operations with a simplified implementation of the console of the onboard shunting movement control system while maintaining the required level of functional safety.

The technical result of the locomotive movement control system, comprising a central computer located in the control center, to which a command shaper connected to the transceiver is connected, a shunting locomotive route data input unit and a polling controller connected to the electric centralization control unit, and each of the locomotives involved in this control system, an on-board controller is installed, to which an on-board transceiver, an indication unit, a VVO unit are connected Yes, the information, a satellite navigation signal receiver, a wheel impulse sensor and an interface unit connected to the locomotive control actuator unit are achieved by the fact that the stationary control center is equipped with a comparison unit and a signal conditioner, while the output of the comparison unit is connected to the control input of the signal conditioner, the output of which connected to the input of the transmitter of the transceiver, the output of the receiver of the transceiver is connected to the first input of the comparison unit, the second input is It is connected to the output of the central computer, and a switching unit is installed on each of the locomotives, the control input of which is connected to the output of the receiver of the onboard transceiver, and the output of the switching unit is connected to the onboard controller.

The figure shows a structural diagram of a control system for the movement of locomotives during shunting.

The locomotive movement control system comprises a central computer 3 located in the control center 8 of the control station, to which a command generator 23 is connected, connected to a transceiver 6, a shunting locomotive route data input unit 22, and a polling controller 2 connected to an electric centralization unit 1 , and on each of the locomotives 21 involved in this control system, an on-board controller 14 is installed, to which an on-board transceiver 11, an indication unit 15, an informer input unit 16 are connected mations, a satellite navigation signal receiver 19, a wheel impulse sensor 17 and an interface unit 18 connected to the locomotive control unit 20, the stationary control center 8 is provided with a comparison unit 5 and a signal driver 4, while the output of the comparison unit 5 is connected to a control input of the driver 4 of the signal, the output of which is connected to the input of the transmitter of the transceiver 6, the output of the receiver of the transceiver 6 is connected to the first input of the comparison unit 5, the second input of which is connected n yield mainframe 3, and on each of the locomotives is installed a switching unit 13, a control input coupled to an output of the receiver board transceiver 11 and the output switching unit 13 is connected to the controller 14.

The control system for the movement of locomotives during shunting operates as follows.

Hierarchically the station equipment of the system is built on two levels: the first is data reading from the relay in unit 1 of the electric centralization (EC) equipment, the second is logical data processing, input of the shunting locomotive route data input unit 22 by the station duty officer (DSP) and output for him, the operational situation, as well as the management of mobile railway facilities from the station control center 8 through a digital half-duplex radio communication channel 9.

The initial information base of the system is the polls read by the controller 2 and transmitted to the central computer 3 by them, data on the status of the EC executive devices (track, switch track, signal and closing relays and switch position control relays) and data from the chipboard to form the route for the shunting locomotive.

The controller 2 polls interrogates the relay contacts of the mentioned EC devices connected to it, generates a data array simultaneously in two internal sets, issues them to the central two-channel safe computer 3 of the automated workstation (AWP) of the chipboard, which, using the route data input unit 22, enters the data of the traffic routes train station. In block 3, the software simulates the routes polled by controller 2 and entered by the DSP using block 22. The results of the simulation of routes are entered into the shaper 23 teams. In the formation of control teams, such data is used for each element of the station’s track development, such as length, permissible speed (entered at the stage of adaptation of the system software), work locations established by the chipboard using the route data input unit 22, operational information about all moving objects (actual speed and location).

Shaper 23 generates commands for the moving objects of the system and transmits them to the digital half-duplex radio channel 9, through the transceiver 6 and its antenna 7. In response, information about the parameters of the moving object is transmitted. The response information is generated by the on-board controller 14 and transmitted from the corresponding locomotive through the on-board transceiver 11 and the on-board antenna 10. The display unit 15 (for example, made in the form of a liquid crystal monitor) of the control console 12 displays visual information to the driver, and the information input block 16 serves the driver for manual entering control commands during the execution of maneuvers. The interaction of the on-board controller 14 with the unit 20 of the executive equipment for controlling the locomotive (in particular with the braking system and with the integrated safety device) is carried out through the interface unit 18, the connection with the pulse sensor 17 allows you to calculate the speed and distance traveled, and with the receiver of signals 19 satellite navigation location coordinates locomotive locations. The pulse sensors 17 are located on different wheelsets to protect against errors when using and boxing wheels.

Periodically (for example, every 40 s.) The station control center 8 (STS) issues an invitation to enter the system. The locomotive, having received the invitation, is requested in accordance with the information exchange protocol in the control center and using the on-board controller 14, through the on-board transceiver 11, the transceiver 6 transmits its number to the central computer 3. Upon completion of the radio protocol, the locomotive automatically becomes the control object. A line appears with the number and actual locomotive speed on the computer screen 3 AWP DSP. Station equipment STSU, continuously receiving information from the EC, controls the appearance of shunting and train routes at the station. On the computer screen 3 AWP DSP, the station plan is displayed, similar to the board of the station attendant in the EC. In addition, on the screen in a separate window, all station routes at the current time are displayed in text form. The DSP assignment route assigns a locomotive that is in front of an open route traffic light. Valid speeds transmitted in the route task are adjusted by the system taking into account the work performed by the locomotive and the location of the locomotive in the train. The route task received by the on-board controller 14 is displayed by the indicating unit 15, and the station receives a transmission confirmation and sets the sign of compliance with the locomotive and its route on the computer screen 3 of the automated workplace of the chipboard. After receiving the route task, the locomotive can begin to carry out it under continuous automatic control of the system. The route extension or signal overlap in the route is automatically adjusted by the system. When the locomotive is approaching the inhibitory signal or the location of the track work, the unit 20 of the executive equipment for controlling the locomotive gives a signal to reduce speed, which causes the locomotive to switch to braking mode. STSU station devices monitor the locomotive's reduction in actual speed. They are an additional means of monitoring the implementation of a forced stop of the train before the inhibitory signal. If necessary, with the help of the SCS devices, the emergency braking command is transmitted to the locomotive through the digital half-duplex radio channel 9 of the communication. In the process of carrying out the route task, the system continuously displays the locomotive's position in the corresponding window on the computer display 3 AWP DSP, which is an additional means of monitoring the execution of the assigned route by the locomotive.

In the absence of a route task, the locomotive has the right to move only inside the last section of the last route building. Functional safety of the system is based on the use of a two-set construction of station equipment with safe circuits of built-in control and its comparison with the required route of the shunting locomotive introduced by the chipboard operator. The safe operation of the equipment that is part of the control console 12 is ensured by information interaction with a safe two-piece station equipment, through a digital half-duplex radio channel 9, with the operation of the radio channel 9 and on-board transceiver 11 controlled by an internal safe circuit (not shown) of the control console 12 .

The software of the unit 20 of the executive locomotive control equipment is designed to implement the basic primary functions of ensuring traffic safety. The software of the control console 12 constantly monitors the state of motion of the locomotive, keyboard, data of the digital half-duplex radio channel 9 and displays information on the permissible speed, expected speed on the next isolated section, the number of free forward-lying block sections, the distance to the first one isolated joint; distance to the place of work and to the end of the route task; established operating mode and given route and other information. The control console 12 is involved in the implementation of basic safety tasks when performing maneuvers at the station and prohibiting the passage of the inhibitory signal. Additionally, she informs the driver about oversized places and places of work on the tracks in a given route, the permissible speed. In critical situations, the on-board controller 14, through the interface unit 18, interacts with the block 20 of the executive control equipment to perform smooth or emergency braking of the locomotive. The security check of the functioning of the control console 12 is carried out by comparing the data transmitted from the on-board controller 14 with the data generated by software simulation in a secure, two or more channel computer 3 AWP DSP. The simulation uses real-time data transmitted from the locomotive.

In the process of functioning of the locomotive traffic control system, the comparison unit 5 compares the data of the polling controller 2 received at the input of the comparison unit 5 via the central computer 3 with the operational status data of the locomotive, which are transmitted to the other input of the comparison unit 5 from the controller 14 through the on-board transceiver 11 , digital half-duplex radio channel 9 and the receiver of the transceiver 6. In case of mismatch of the compared data, the output of the comparison unit 5 receives a signal at the control input of the shaper 4, at the output of which a prohibition signal is generated for automatic control of the locomotive, which is transmitted using the transmitter of the transceiver 6. The signal transmitted over the air is transmitted to the input of the receiver of the onboard transceiver 11. The received signal from the output of the receiver goes to the control input of the switching unit 13 , which gives the controller 14 a signal to switch to manual control. This is fixed by an internal safe configuration management circuit (not shown in the drawing) that puts the locomotive control console 12 into a mode that disables automatic and allows manual control of the locomotive. The display unit 15 displays the selected control mode.

The transition of the locomotive to manual control is also carried out if the results of checking the data of the shunting route at the station entered by the chipboard using block 22 with the data of the controller 2 of the survey do not match. In this case, the command transmitted by the transmitter of the transceiver device 6 is received from the host computer 3 through the former 23. The command received by the receiver of the on-board transceiver 11 is transmitted to the control input of the switching unit 13, which sends a signal to the on-board controller 14 to force the manual input of information for controlling the unit 20 executive equipment of the locomotive. The control mode is displayed by the display unit 15. The switching unit 13 blocks the possibility of switching to an automated operating mode of a locomotive until an enabling command is received from the station control center 8, which is generated when the route data coincides with the inputs of the comparison unit 5.

The driver performs the reverse transition from manual to automated mode using the information input unit 16 and the on-board controller 14 when information on the resumption of operation of the digital half-duplex radio communication channel 9 and transmission of the command for automatic control of the locomotive from the station control center 8 appears in the unit 15.

Claims (1)

A locomotive movement control system during shunting operation, comprising a central computer located in the station control center, to which a command shaper connected to a transceiver device, a shunting locomotive route data input unit and a polling controller connected to an electric centralization station equipment unit are connected, and on each of locomotives involved in this control system, an on-board controller is installed, to which an on-board transceiver, indication unit, input unit are connected and information, a satellite navigation signal receiver, a wheel impulse sensor, and an interface unit connected to an actuator control unit of a locomotive, characterized in that the station control center is equipped with a comparison unit and a signal conditioner, while the output of the comparison unit is connected to a control input of the signal conditioner, output which is connected to the input of the transmitter of the transceiver device, the output of the receiver of the transceiver device is connected to the first input of the comparison unit, the second input is cerned connected to the output of the central computer, and each set of locomotives switching unit, a control input coupled to the input of the receiver board transceiver, and the output switching unit connected to the onboard controller.