RU2397094C1 - Method and system of railway vehicle target stoppage - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to organisation and control over railway traffic, namely to target braking systems, in particular to high-precision stoppage of electrical trains nearby platforms. Proposed method and system exploit radio-frequency identification (RFID) whereat consecutive read-off and processing of data from at least two passive RF marks mounted along railway track. Note here that first mark is mounted on approach to platform and another one is located, for example at the end of platform.

EFFECT: target braking of electrical trains.

14 cl, 4 dwg

Description

The invention relates to the field of organization and control of traffic on railways, and in particular to systems of targeted braking of motor carriage rolling stock (MVPS), in particular, for high-precision stopping of electric trains near platforms.

A device for controlling targeted braking (RF patent No. 54348), comprising a control computer system consisting of software and hardware modules integrated in one industrial computer, and a module for calculating the speed of release of brake releases from brake positions is made with the possibility of calculating the speed of release of brake releases from brake positions with taking into account environmental parameters in real time.

The disadvantages of this device include the complexity of the device and the low accuracy of the targeted stop.

Closest to the invention is a system for determining the location of railway vehicles (RF patent No. 2284938), containing at least one track identifier installed on the path of the specified vehicle, located on the specified railway vehicle means for exciting the signal of the specified track identifier and means signal registration of the specified path identifier and on-board computing means configured to analyze the specified response .

The disadvantage of this device is the complexity of the device and the inability to provide targeted stops.

The technical problem solved by the proposed system is to provide accurate (aimed) braking of electric trains.

The technical result obtained by the implementation of the proposed system is to increase the braking accuracy of railway vehicles.

Figure 1 shows an example of the location of RF tags near the platform.

Figure 2 shows an example of the location of the radio frequency reader on a railway vehicle.

Figure 3 shows an embodiment of a part of the system located on a railway vehicle.

Figure 4 shows an example implementation of a radio frequency reader mounted on a railway vehicle.

The method and system for targeted stopping of railway vehicles, mainly motor carriage rolling stock (MVPS), are based on the use of radio frequency identification (RFID) technology, which sequentially reads and processes information from at least two passive RF tags located along the route railway vehicle, while the first mark is at the entrance, for example, to the platform, and the second is located at the end of the track at the stop example at the end of the platform.

The control device 7, located on the railway vehicle 5, processes the information received from the speed measuring device 8 and through the radio frequency reader 6 from the first radio frequency tag 1. The first radio frequency tag 1 is located on the railway track at the entrance to the stopping point, for example, to platform 3 , at a known distance from the second radio-frequency tag, which is located at the stop, so that the beginning of the railway vehicle was located on the line stop 4. The control device 7 based on the received information generates a control signal to the speed control device 9 of the railway vehicle, which implements the braking process according to a predetermined law. Braking is carried out in such a way that by the time the railway vehicle 5 reaches the second radio frequency mark 2, the speed of the railway vehicle 5 is close to zero, and the railway vehicle is stopped by the signal received by the radio frequency reader 6 from the second radio frequency mark 2. For each section of the track , for each platform 3, the first radio frequency sensor 1 contains the characteristics of the path section, for example, station / platform code, the distance to the second sensor or coordinates of the first and second radio frequency sensors, etc. The information of the second RF sensor is logically related to the information of the first RF tag. This logical connection can be carried out by the presence of general information, for example, the platform or deadlock code, the presence of the coordinates of both sensors, etc.

The first RF tag 1 is installed at the same distance from the stop line 4 (FIG. 1), at which the RF reader 6 is installed from the beginning of the railway vehicle 5 (FIG. 2)

The minimum distance between the first and second radio frequency tags is determined by the minimum braking time of the railway vehicle from the maximum possible speed of the railway vehicle for a given path to a complete stop. It is advisable to choose the distance between the first and second radio frequency sensors as minimally possible, since as the distance between them increases, the error in determining the coordinates associated with the errors of various devices in the system increases.

The system operates as follows. When a railway vehicle 5, for example, MVPS approaches, to a stopping place, for example, to platform 3, a radio-frequency reader 6, which works continuously or is switched on by the commands of the control device 7 in accordance with the path map laid down in it, reads information from the first radio-frequency antenna through the transceiver antenna 14 tags 1, decodes it in the receiver of the response signal 12, selects the necessary data in the control device of the RF reader 10 and transfers it to the control device 7. The first radio frequency The first tag 1 contains and transmits to the control device 7 all the necessary information, in one form or another, about the distance to the second radio frequency tag 2. The control device 7 is based on the algorithm embedded in it and on the basis of data on the speed of a railway vehicle received from the device measuring speed 8, generates a control signal that is supplied to the speed control device 9 of the railway vehicle, which implements the braking process according to a predetermined law such Braz, that at the entrance to the second RFID tag 2 have a speed of 2-5 km / h. When approaching the second RF tag 2, it falls into the radiation pattern 15 of the transceiver antenna 14 of the radio frequency reader 6. The read information is processed and checked by the control device 7, that this RF tag is a stopping place and, when a certain criterion is met, for example, the maximum power of the response signal, it gives the control a signal to the speed control device 9 for a complete stop of the railway vehicle 5.

RF reader 6 and RF tags 1 and 2 can be made using radio frequency identification technology with passive RF tags, for example, according to RF patent No. 2222030, while RF tags are installed on the railway track, in particular, they can be attached to sleepers, and the RF transmitter-receiver antenna 14 the reader 6 is installed on the bottom of the railway vehicle, while its radiation pattern is directed downward. The remaining elements of the RF reader can be installed in the driver's cab.

As a device for measuring speed 8 and a device for controlling speed 9, standard devices of a railway vehicle 5 can be used.

The control device 7 can be performed on the basis of a standard microprocessor unit.

The transceiver antenna 14 of the radio frequency reader 6 can be structurally made by any known technology, for example, in the form of a microstrip antenna. Microstrip antenna designs provide good repeatability in serial production. The width of the radiation pattern 15 in the direction of travel can be any, the minimum width of the radiation pattern 15 is selected from the calculation to ensure that at least 3 complete information packets are read at a speed of 2-5 km / h. The width of the radiation pattern 15 will determine the stopping accuracy of the railway vehicle 5 relative to the stop line 4.

Stop accuracy can be improved by using additional criteria. Such a criterion can be, for example, the maximum radiation of the response signal (the transceiver antenna is located directly above the second radio frequency sensor). When using such a criterion, very high requirements may not be imposed on the equipment of the radio-frequency reader 6, in particular, on the characteristics of the transceiver antenna 14, the shaper of the request signal 11, and the receiver of the response signals 12. The search for such a maximum is quite simple technically organized using a rectifier device and an analog-to-digital converter.

It is possible to increase the smoothness of braking and the stopping accuracy by using additional RF tags located between the first and second RF tags. They can contain, for example, their exact coordinates, distances to the second RF mark or other information that can adjust the braking process.

A positioning system, for example, a global satellite navigation system (GPS), in particular, for example, GPS or GLONASS, can be introduced into the system for determining the current coordinates of a railway vehicle. Since the data obtained from the GPSS, in dynamics due to their low accuracy, do not allow for accurate impact braking, the RF tags in this case can contain their exact coordinates and act as correcting beacons to increase accuracy.

The SSSS can also act as a speed meter for a railway vehicle.

GHSN can be used in the system to generate commands to turn on the interrogation signal in the RF reader 6 at the entrance to the first RF tag 1.

A second radio frequency reader may be introduced into the system, the transceiver antenna of which is offset by a known distance in the direction of travel relative to the transceiver antenna of the first radio frequency reader. For example, the transceiver antenna of the first RF reader is mounted on the bottom of the railway vehicle closer to one end, the second antenna to the other end. The introduction of a second radio frequency reader allows you to more accurately position the railway vehicle relative to the platform. This is as follows. When approaching the second, in the direction of travel, RFID tag, the first RFID reader detects the presence of this RFID tag and gives a command to reduce the speed of the railway vehicle, which stops when the signal of this RFID appears on the second RFID reader. The presence of a second radio frequency reader also allows you to determine the instantaneous speed of a railway vehicle, if the distance between them is laid in the control device. The first and second radio frequency readers themselves can be located in the immediate vicinity of the respective transceiver antennas, or in any other place on the bottom of the railway vehicle. If there are two transceiver antennas, one radio frequency reader can be used, working with two transceiver antennas connected to the radio frequency reader, for example, through a switch controlled by a control device.

When using this system on motor-car rolling stock (trains), information read from radio frequency tags containing information about a track or platform (for example, platform code) can be processed in the control unit for a decision to stop. With this construction of the system, a database with codes of sections of the track (platforms) should be recorded in the control device. In accordance with the driver’s route (train schedule), which can be written to the control unit or permanently or entered for this route from any media (for example, a magnetic card), and the data read from the RF tag, the need to stop is determined and braking decision.

To select the optimal braking mode for a railway vehicle, the distance between the first and second radio frequency tags is measured. These data can be recorded both in the first, along the direction of the railway vehicle, radio frequency tag, and in the control device. In the first case, the control device extracts the necessary information from the data stream and makes a decision on choosing the optimal braking process. In the second case, the control device determines the distance between the RF tags based on the code of the path or platform portion obtained from the first RF tag and the value corresponding to this code recorded in the memory of the control device.

The braking process can be made even more optimal by software correction of the speed of a railway vehicle. For this, between the first and second radio frequency tags, it is necessary to arrange additional radio frequency tags with the coordinates of their location recorded in them. Coordinates can be both absolute and relative. In the second case, for example, the distance between the first RF tag and the first additional tag may be recorded in the first RF tag. The control device based on the information received from the first RF tag should be able to identify additional RF tags.

The aim braking system can also work in manual mode. In this case, an indicator device can be used that provides information to the driver about the need for braking. In the presence of a manual mode, the system can perform the function of a control device that records the real process of movement relative to RF tags, the location of which relative to the platform is known, for subsequent analysis of the actions of the driver.

When using systems of automatic driving of a railway vehicle (auto-driving), the control device 7 can issue a control signal to this system. The auto-driving system can be performed, for example, according to the patent of the Russian Federation No. 2273567.

On single-track roads with two-way traffic, at least four radio-frequency tags can be installed, with each pair of radio-frequency tags containing information that allows them to be identified by a railway vehicle moving only in the corresponding direction. The remaining RFID tags can be used to correct motion parameters.

Claims (14)

1. The method of aimed stopping a railway vehicle, which consists in the fact that at each section of the railway track at the entrance to the stopping point, in each direction of movement, at least two radio-frequency tags are located, the first mark being at the entrance to the stopping area, and the second is located at the stopping place, and the control device located on the railway vehicle processes the information received from the speed measuring device and through radio frequency readout spruce from the first radio-frequency tag located on the section of the railway track when approaching the stopping point at a known distance from the second radio-frequency tag on this section of the track, and generates a control signal to the brake system of the railway vehicle, which performs the braking process according to a predetermined law, so that by the time the railway vehicle reaches the second RF mark, the speed of the railway vehicle would be close to well Eva, and stop the railway vehicle made a signal obtained from the second RF reader RFID tag, the characteristics of the route section to the stop locations are encoded in the first RFID tag and the second RFID tag information is logically associated with the first information label. 2. The system for targeted stopping of railway vehicles, containing at least two radio frequency tags on each section of the track, where a stop is required, installed at known places on the railway track, and a radio frequency reader located on the railway vehicle, the output of which is connected to the first input of the device control, the output of which control signals are fed to a speed control device of a railway vehicle, characterized in that the system introduces a device for measuring the speed of a railway vehicle, the output of which is connected to the second input of the control device, which generates control signals depending on the current speed of the railway vehicle and information received by the radio frequency reader from the first radio frequency tag in the direction of travel, which contains information about the braking area and the distance to the second radio frequency tag, upon reaching which there is a complete stop of the railway transport go means. 3. The system according to claim 2, characterized in that the radio frequency reader is turned on when the railway vehicle approaches the first radio frequency tag. 4. The system according to claim 2, characterized in that a second radio frequency reader is introduced into the system, the transmitting and receiving antenna of which is offset by a known distance in the direction of travel relative to the transmitting and receiving antenna of the first radio frequency reader, the output of which is connected to the input of the control device. 5. The system according to claim 2, characterized in that the control unit records a database with the driver’s route, the information with which is compared with the code of the track section where the stop is necessary, recorded in the first RF mark, and a decision is made on braking. 6. The system according to claim 2, characterized in that the first and second radio frequency tags are at a known distance from each other, the value of which is recorded in the control device. 7. The system according to claim 2, characterized in that the first and second radio frequency tags are located at a known distance from each other, the value of which is programmed in the first, in the direction of travel, radio frequency tag. 8. The system according to claim 2, characterized in that between the first and second RF tags there are additional RF tags with the coordinates of their location recorded in them. 9. The system according to claim 2, characterized in that the control signal is supplied to the indicator. 10. The system according to claim 2, characterized in that the speed control device is made in the form of a system for automatically maintaining a railway vehicle. 11. The system according to claim 2, characterized in that at least four radio-frequency tags are installed on single-track roads with two-way traffic, with each pair of radio-frequency tags containing information allowing them to be identified by a railway vehicle moving only in the corresponding direction. 12. The system according to claim 2, characterized in that a positioning system is used to measure the current coordinates. 13. The system according to claim 2, characterized in that a global satellite navigation system is used to measure the current coordinates. 14. The system according to claim 2, characterized in that a satellite positioning system is used as a speed measuring device.

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