RU2664023C1 - Method and system of decentralized interval regulation of train movement - Google Patents

Abstract

FIELD: transport traffic control systems.SUBSTANCE: invention relates to railway automation for controlling train movement. System comprises locomotive navigation receiver (3) installed on a locomotive with antenna (7) receiving a signal from satellite constellation (1), processing device (2), output of navigation receiver (3) is connected to the first input of processing device (2), receiver of communication line (4), receiving antenna (9), tail navigation device (5) with antennas (6) and (8) are additionally connected. And the signal from satellite constellation (1) through antenna (6) enters tail navigation device (5), located on the tail car of an ahead train, from which the information processed via antenna (8) and via communication line (10) is input to the input of receiving antenna (9), whose output is connected to the second input of processing device (2), in which the coordinates of the locomotive and the tail car of the ahead train are calculated with the subsequent determination of the distance between them and at the output of which the control information is formed.EFFECT: safer train movement.6 cl, 4 dwg

Description

The invention relates to railway transport and is intended for interval regulation of railway vehicles and railway trains in areas with heavy train traffic.

There is a method of interval regulation of the movement of trains on the hauls, which consists in the fact that the haul is divided into block sections equipped with rail chains to control the free paths, guarded by traffic lights, and control the lights of traffic lights depending on the number of free block sections before the train in progress (patent RF №2305043).

This method is implemented in a pulse-wire, code and other types of auto-lock, using various technical means. Its disadvantages are low reliability and noise immunity.

There is also a method of interval regulation of train traffic, implemented by semi-automatic blocking systems (PAB), in which duty of neighboring stations, when receiving and sending trains, exchange each other with blocking signals “Arrival of a train in full force” and “Consent to train departure”, which are fixed and are used by PAB devices in such a way that the opening of the output signal and the departure of the train is impossible without confirmation by the neighboring station of the consent to receive the train and confirmation of arrival A previous full trains (see. Kazakov AA, et al. System interval traffic control. M .: Transport, 1986, pp. 342-350).

Its disadvantage is the low throughput, since with this method only one train can be on a stretch at a time, batch train movement is impossible.

A device is known according to the patent of the Russian Federation No. 2265543, which determines the approximation value of two vehicles according to their coordinates.

The disadvantages include the impossibility of determining the distance between long transport objects, such as, for example, railway trains.

Of the known devices, the closest to the proposed one is "Device for controlling the movement of trains using artificial Earth satellites" according to the patent of the Russian Federation No. 2305044, which is chosen as a prototype.

The disadvantage of this device is the centralized nature of the control interval traffic of railway vehicles

In FIG. 1 shows the principle of the system according to the method.

In FIG. 2 shows an embodiment of a system block diagram.

In FIG. 3 is a drawing explaining the principle of determining the real distance to the previous railway train.

In FIG. 4 shows an embodiment of a system for electric trains.

For decentralized interval regulation of the movement of railway trains, in particular two railway trains, the proposed method uses two navigation devices to determine the current coordinates, one of which is located on the locomotive, and the second on the tail carriage in front of the train, which is installed after its formation. The periodically measured time coordinate information of the tail car 13 is transmitted by the tail navigation device 5 via the communication line 10, preferably by radio, to the locomotive 12. This information is processed together with the information received by the locomotive navigation receiver 3. Based on a comparison of the two coordinates calculated by solving navigation equations, a locomotive 12 and a tail car 13 in front of a running train, information on the distance between two railways is calculated ozhnymi trains, taking into consideration the profile path. The locomotive navigation receiver 3 and the tail navigation device 5 are preferably implemented as signal receivers of a satellite radio navigation system (SRNS), for example GPS and / or GLONASS.

The system according to this method consists of two subsystems connected by a communication line 10. One stationary subsystem is located on the locomotive 12 and consists of a locomotive navigation receiver 3, the input of which is connected to the antenna 7 for receiving navigation signals. The output of the locomotive navigation receiver 3 is connected to the first input of the data processing device 2. The second input of the data processing device 2 is connected to the output of the receiver of the communication line 4, the input of which through the receiving antenna 9 receives a signal from the second subsystem containing the tail navigation device 5 and mounted on the tail car 13 of the ahead railway train. The data processing device 2, based on the information received from the locomotive navigation receiver 3 and the communication line receiver 4, generates an information signal about the distance between the locomotive 12 and the tail car 13 of the ahead railway train. The second subsystem is removable and is located on the tail carriage 13 of the railway train after its formation and consists of series-connected antennas 6, navigation receiver 14, microprocessor pre-processing device 15, transmitter 16 and antenna 8. The second, tail subsystem is installed on the tail carriage 13 and is located on it until the train disbanded.

The system operates as follows.

At the station for the formation of railway trains, the navigation device 5 is fastened to the tail carriage 13 of the train by any known method. After the start of the movement, information with coordinates periodically, for example, 1 time per second, is received from the tail navigation device 5 via the communication line 10 through the next locomotive 12 railway train, the receiver of the communication line 4 to the data processing device 2 to the second input. From the output of the locomotive navigation receiver 3, the information is sent via a wire line to the first input of the data processing device 2, in which the coordinates are determined by solving the navigation equations. In the data processing device 2, the time synchronization of the coordinates of the locomotive 12 and the tail car 13 occurs and the distance between them is calculated. This result is displayed on the locomotive information display 17 and / or in the form of control commands to the speed control device 11 of the train.

In the data processing apparatus 2, a path profile is stored. In FIG. 3 shows the actually traveled path 17 by the tail navigation device 5 from the point of the current position of the locomotive navigation receiver 3. Without taking into account the path profile, the data processing device 2 will determine the distance between the locomotive navigation receiver 3 and the tail navigation device 5 as the distance 18, which can lead to a decrease in reliability determining the distance between railway trains on curved sections of the track. Given the profile of the track, programmed in advance or formed on the basis of data periodically obtained from the tail navigation device 3, the distance between railway trains is determined based on the actually traveled track 17.

Navigation receivers 3 and 14 can be made in the form of a receiver of a satellite radio navigation system and implemented, for example, in the form of a standard GLONAS / GPS receiver or according to RF patent No. 2161317.

When using the signals of the satellite radio navigation system (SRNS) to determine the initial coordinates of the locomotive 12 and the tail car 13 at the stations of train formation, to improve the accuracy, the signals of correction stations can be used [Dukhin S.V. and others. Formation of a single geographic information space // Automation, Communications, Informatics, No. 9, p. 11-13].

To receive navigation signals, navigation receivers have receiving antennas tuned to the appropriate frequency. The transmitter of the communication line and the receiver of the communication line are tuned to the same frequency range and have respectively transmitting and receiving antennas. In this case, the transmitting antenna can be made in the form of a narrowly directed microstrip antenna, the maximum of which is directed backwards. The receiving antenna can also be made in the form of a narrowly directed microstrip antenna, the maximum of which is directed forward in the direction of travel.

The data processing device 2 can be made in the form of a standard microprocessor unit or controller with appropriate software.

Each tail navigation device 5 in the microprocessor pre-processing device 15 generates a unique code that is transmitted in the information train by the transmitter of the communication line 16 and which allows the receiver of the communication line 4 located on the locomotive to uniquely identify the upcoming railway trains and their coordinates.

In the event of short-term loss of signals at the receiver, the communication line 4 from the tail navigation devices 5 of the ahead train in the data processing device 2 can develop a probabilistic model of the movement of the train in front of the train, based on previously obtained data on its speed and track profile.

In the particular case, in the absence of railway cars in a railway train, i.e. in the presence of only one locomotive, a locomotive navigation receiver can be used as a tail navigation device, provided that the locomotive has a transmitter communication line connected to the output of the data processing device to transmit its coordinates to the next railway train.

In the particular case, for electric trains, both navigation devices can have the same structural diagram. Instead of the receiver 4, a transceiver 19 is used, which performs the functions of the receiver 4 if the navigation device is in the first carriage in the direction of movement and performs the function of the transmitter 16 if it is in the last carriage in the direction of movement. The choice of mode is determined by the data processing device 2 depending on the signals from the control device of the electric train. If the electric train car is the last in the electric train, then the data processing device 2 disconnects the speed control device 11 and the locomotive information display 17.

For electric trains, for example, for integrity control, two navigation devices located on one electric train can be connected by a wired communication line 10.

As a device for controlling the speed 11 can be used a system of automatic guidance of a railway vehicle (auto). The auto-driving system can be performed, for example, according to the patent of the Russian Federation No. 2273567.

In order to increase traffic safety and take emergency measures, information about the distance between railway trains can be transmitted via a communication channel to a control center with subsequent informing the driver of a violation of the traffic schedule and / or automatic activation of the speed control device 11.

This system of interval regulation of the movement of railway trains can be implemented in the case where the information on the locomotive of the second railway train comes not from the tail navigation device, but from the navigation device located on the locomotive of the first train ahead. For this, the transmitter 16 with the antenna 8 should be on the locomotive of the first railway train. The input of the transmitter 16 should be connected to the third output of the data processing device 2 of the locomotive of the first railway train. The advantage of this version of the system compared to the above is the absence of a removable tail navigation device, the absence of the need to charge and / or replace the power sources of the tail navigation device, the absence of theft or vandalism with respect to navigation receivers, since they are located in the driver’s cab . The disadvantages of this version of the system compared with the above can be attributed to the procedure of manually entering the actual length of the first railway train ahead in front of the locomotive of the second railway train into the data processor 2 and increasing the transmitter power, since the distance of the communication line 10 increases by the length of the train.

Claims (6)

1. The method of decentralized interval regulation of train movement, consisting in the fact that the data processing device located on the locomotive simultaneously receives information from both the locomotive navigation receiver of the train and the radio signal receiver receiving the signal via the radio link from the navigation device located on the tail car in front a running train, while the data from the tail navigation device is processed taking into account the curvature and profile of the track in the data processing device, the cat Roe calculates the coordinates of the locomotive and the tail of the car in front of a moving train, determines the distance between them and generates control and / or data signals. 2. A system of decentralized interval regulation of train traffic, comprising a locomotive navigation receiver (3) mounted on a locomotive with an antenna (7), receiving a signal from a satellite constellation (1), as well as a processing device (2), the output of the navigation receiver 3 being connected to the first the input of the processing device 2, characterized in that a communication line receiver (4), a receiving antenna (9), a tail navigation device (5) with antennas (6) and (8) are introduced into the system, the signal from the satellite constellation (1) through antenna (6 ) enters the tail navigation device (5) located on the tail carriage of the ahead train, from which the necessary information is processed through the antenna 8 and through the communication line (10) to the input of the receiving antenna (9), the output of which is connected to the second input of the device (2) processing, in which the coordinates of the locomotive and the tail carriage of the train ahead are calculated, with the subsequent determination of the distance between them and at the output of which control information is generated. 3. The system according to claim 2, characterized in that an information display is inserted into the system, the input of which is connected to the output of the processing device. 4. The system according to claim 2, characterized in that a speed control device is introduced into the system, the input of which is connected to the output of the processing device. 5. The system according to claim 2, characterized in that the following data: the coordinates of the locomotive and the tail of the train in front, the distance between them, the speed of the trains are transmitted from the locomotive via a radio channel for subsequent display at a fixed point: a control center and / or station duty room . 6. The system according to claim 5, characterized in that, taking into account the transmitted data, commands are generated and sent to the train driver and / or to the speed control device of the train at a stationary point.

Images