RU2390454C1 - System to control arranging - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway automatic control and telemetry systems, namely to railway interval traffic control. Proposed locomotive system comprises automatic signaling unit with its output connected to first input of train-stop braking control unit and onboard unit of standard radio communication unit connected, via radio communication analog channel, with standard radio communication unit of dispatcher on-duty. Locomotive comprises also on board digital radio communication channel unit with its port connected via coupling unit with braking control unit second input. Laser speed and range metre is arranged along train motion, behind fixed buffer, with its port of sequential interface connected to first of microprocessor sequential interface port. Microprocessor second port is connected to radio communication transceiver stationary unit.

EFFECT: expanded performances, higher accuracy of control.

1 dwg

Description

The system relates to the field of railway automation and telemechanics and can be used in devices for automatically controlling the movement of trains at stations.

Known control systems for moving railway objects containing on the way and on a moving unit of rail transport laser sensors to determine its location (DE 102006007788 B61L 27/00, B60W 30/10, publ. 30.08.07). These systems are not used for shunting, in particular for the formation of passenger trains.

A well-known automatic braking control system is SAUT (Nikiforov B.D., Golovin V.I., Kutyev Yu.G. "Automation of train brake control". M., Transport, 1985, p.263), which provides an aimed stop in front of an obstacle , but does not allow shunting at the station.

There is a known system of shunting automatic locomotive signaling (A. Kochnev "Shunting automatic locomotive signaling", journal "Automation, communication and informatics", No. 4, 2000, p. 43-47), in which, to increase the information security on the station tracks, digital radio channel of communication between the train driver and the dispatcher. A disadvantage of the known system is the complexity of the equipment, which leads to its appreciation and complicates the forced equipment of railway transport with this equipment.

Closest in its technical essence to the claimed invention is a system for automatic control of train traffic on stages and stations (Leonov AA "Maintenance of automatic locomotive signaling." M., Transport, 1982, p.256), containing an automatic block on the locomotive locomotive signaling, the output of which is connected to the first control input of the braking unit, and the on-board transceiver unit of a typical train radio communication, connected via an analog radio channel to the transceiver unit ka typical train radio head maneuvers. Shunting movements are controlled by transmitting orders from the head of maneuvers to the driver and confirmation by the driver of the head of maneuvers on the execution of orders through typical train radio communication devices. At the same time, the driver periodically confirms vigilance to prevent the hitchhiking at each change in the signal indication at the locomotive traffic light. A disadvantage of the known system from the point of view of application during shunting is that the interval for checking vigilance of 20-30 seconds is too long for shunting, and the hitchhook of the system urgently only works when the speed exceeds 20 km / h, while during maneuvers to form the composition collision of wagons is allowed at a speed of no more than 3 km / h (see paragraphs 15.16, 15.23 and 15.24 of the Rules for the technical operation of the railways of the Russian Federation approved by the Ministry of Railways of Russia on May 26, 2000, TsRB-756 and paragraph 11.20 of the Train and in shunting operations in rail transport of the Russian Federation approved by the Russian Ministry of October 16, 2000 IC-790).

Due to the delayed reception of information from the maneuver leaders by operators, especially in areas of poor reception of radio communications (primarily near viaducts, viaducts, high-voltage power lines and other structures that affect the operation of radio communications), there are emergency cases. For example, there were cases of car damage due to a collision with a dead end prism of the apron track when cars were loaded forward by passengers for landing and the speed limit was exceeded.

The technical result of the invention is to expand the functionality and improve the accuracy of control.

The technical result is achieved in that in a shunting movement control system comprising an automatic locomotive signaling unit on a locomotive, the output of which is connected to the first control input of the auto-stop braking unit, and an on-board train radio transceiver unit connected via an analog radio channel to a train radio transceiver unit of the maneuver manager , according to the invention, an on-board transceiver unit of a digital radio communication channel is introduced on a locomotive, which a port through the interface unit is connected to the second control input of the autostop braking unit, and on the axis of the composition receiving path behind the dead end prism there is a laser speed and range meter unit, with its serial interface port connected to the first port of the microprocessor serial interface, the second port of which is connected to the stationary transceiver unit digital radio channel.

The drawing shows a block diagram of a control system for shunting movements.

The shunting movement control system comprises a locomotive automatic locomotive signaling unit 1, the output of which is connected to the first control input 2 of the braking unit 3, and a typical train radio transceiver unit 4 connected via an analog radio channel to the input of a transceiver unit 5 of a typical train radio communication of the maneuver leader. A unit 6 of an on-board transceiver of a digital radio communication channel is introduced on the locomotive, which is connected via its interface through the interface unit 7 to the second control input 8 of the braking unit 3, and on the axis of the reception path of the train behind the dead-end prism, a laser and speed and range laser measuring unit 9 is placed, with its serial interface port connected to the first port 10 of the serial interface of the microprocessor 11, the second port 12 of which is connected to the block 13 of the stationary transceiver of the digital radio channel.

The system operates as follows.

When the train moves along the coded paths, the driver is guided by the indications of the locomotive traffic light of block 1 of the automatic locomotive alarm and periodically confirms vigilance to prevent the block 3 from generating emergency braking signals. When carrying out maneuvers when the passengers are boarded forward by the passenger cars for boarding, block 1 of the automatic locomotive alarm does not receive ALSN code signals and the driver leads the train, being guided by the indications of traffic lights and the instructions of the maneuver leader for train radio communication or speakerphone. In order to prevent the train from exceeding the speed acceptable for safety conditions, the block 9 of the laser speed and range meter continuously monitors the speed and distance to the approaching train. In the memory of microprocessor 11 is a subroutine for calculating the allowable speed of a train during maneuvers. The microprocessor 11 compares the actual speed of the train with the estimated permissible speed with a rather small frequency and, if the actual speed exceeds the calculated permissible speed, transmits service or emergency braking signals to the locomotive through the block 13 of the stationary transceiver of the digital radio communication channel. This signal is perceived by the on-board transceiver unit 6 of the digital radio communication channel and then through the interface unit 7 acts on the second input 8 of the control unit 3 braking. Block 3 implements the corresponding braking mode according to the received signal in the same way as it is done in standard systems (ALSN, ALS-EN, ALSE-SAUT).

Block 9 of the laser speed and range meter measures the time taken by the infrared beam to travel the path to the object and back to the starting point. It sends 50-100 infrared rays in 1 second, which allows you to take a larger number of measurements and, comparing them, calculate the speed and distance to the approaching composition. Laser type laser speed and range meters are capable of making several hundred distance measurements in less than 1/2 of a second. In addition, the small width of the infrared beam allows you to uniquely fix the target at a distance of up to 400 meters with an accuracy of measuring ranges of 0.3 meters and speeds of the order of 0.1 m / s, while maintaining operability in both normal and difficult weather conditions (light snow, rain or fog) (see, for example, a laser speed and range meter LISD-2M). A digital radio channel is necessary for transmitting encoded information only between onboard and stationary transceivers corresponding to each other. This is achieved by building a communication protocol. Initiates the establishment of communication unit 13 stationary transceiver. This happens after block 9 of the laser speed and range meter informs block 11 of the microprocessor that it is closer to this path than at a predetermined distance in the program of a moving object. The stationary transceiver unit 13 sends a request packet to an approaching locomotive. The request packet contains the unique address of block 6 of the airborne transceiver of the digital radio channel. This unique address is generated by the microprocessor unit 11 on the basis of information about the number of the expected locomotive and is entered into the stationary transceiver unit 13 by the maneuver leader or his authorized representative. The request packet contains the unique address of the stationary transceiver unit 13 and the estimated permissible speed. Unit 6 of the on-board transceiver of the expected locomotive, upon receipt of the request, returns a confirmation packet to the corresponding block 13 of the stationary transceiver, and the driver through the interface unit 7 gives an indication of the permissible speed calculated by the microprocessor unit 11. The construction of digital radio channel transceivers is possible both for the channel of the 160 MHz band currently available on the railway transport and on the basis of the general industrial frequency band of 330-340 MHz, 430-434 MHz (ISM band). Industry-programmable low-power radio transceiver modules (for example, Texas Instruments modules based on CC1110 chips) for the general industrial frequency range provide stable communication at distances of up to 0.5 and more kilometers. Such modules consume 30-40 mA current from a 3 V DC source, are cheap, small-sized, have their own microprocessor and a serial communication interface.

Thus, the use of the present invention provides improved control accuracy and, as a result, increased safety during shunting.

Claims (1)

A shunting control system comprising an automatic locomotive signaling unit on a locomotive, the output of which is connected to the first control input of the autostop braking unit and an on-board train radio transceiver unit connected via an analog radio channel to a train radio transceiver unit of the maneuver leader, characterized in that the locomotive is the on-board transceiver unit of the digital radio channel, which is connected via its interface through the interface th control input hitchhiking braking unit, and on the route of administration the composition of the axis, behind the stall of the prism is disposed block laser velocimeter and range, its port serial interface connected to the first serial port of the microprocessor interface, the second port is connected with the block of the stationary transceiver digital radio communication channel.