RU2828911C1 - Train movement control system in virtual coupling mode - Google Patents

Abstract

FIELD: railway traffic control.

SUBSTANCE: system for controlling train movement in virtual coupling mode contains on the locomotive of each train an automatic driving module, a train movement mode control unit, two modules of central information processing, which are connected to each other and connected to an inter-module interface. Automatic control unit, two motion parameters measurement modules, a route module, a radio channel module connected to the radio modem module, a computer and a message encoding/decoding unit interacting with the engineman interface unit are also connected to the intermodule interface. Inputs of each module for measuring motion parameters are connected to a unit of track and speed sensors, a strapdown inertial navigation subsystem and a GNSS satellite signal receiver. Video camera unit and the lidar unit are connected to a computer with which the artificial neural network module interacts. Wherein GNSS satellite signal receiver is two-channel. Radio modems of trains following each other are made with possibility of interaction via radio channel directly or through radio blocking centre.

EFFECT: reduced train spacing when train movement in virtual coupling mode.

1 cl, 1 dwg

Description

The invention relates to the field of railway automation, telemechanics and communications, namely to train movement control systems, and can be used to reduce the interval between trains in the virtual coupling mode, including with automatic control of the UA4.

A system is known for monitoring the distance between trains following one another based on digital radio communication, which comprises a navigation signal receiver and an on-board radio station installed on each locomotive, a central post device located in the dispatch center and containing an identification unit, a distance calculation unit between trains, a unit for determining the speed of approach of trains, a coordinate control unit, a memory unit, an electronic map generator and a decision-making unit connected to the hardware and software device of the automated work place of the train dispatcher, which is connected to the control unit by an IP data transmission network. An interface matching unit, a navigation signal receiver, a locomotive control unit, a driver's console and an on-board radio station connected via a radio channel through a base station with an IP network are installed on each locomotive. Moreover, the data transmission network control unit, on-board train radio stations and base radio stations using an IP network are designed with the ability to organize digital radio communications based on the DMR standard (RU 2578646 C1, B61L 25/02, 13.02.2015).

In a well-known technical solution, real-time control and operational management of the movement of trains following one another throughout the entire dispatch section is carried out by a train dispatcher.

However, in the known solution, in conditions of failures of satellite navigation receivers, it is not possible to determine the coordinates of trains with high accuracy. In addition, in the known solution there is no possibility of determining obstacles on the track within the dimensions of the train.

The closest analogue is the system of decentralized interval regulation of train traffic, containing on each locomotive in the movement control device a data processing module, to the first input of which a navigation receiver is connected, and the output is connected to the display, and a radio modem connected via a radio channel to a radio modem installed in the tail car, connected to a microprocessor, a software module for calculating the coordinates of the location of the tail car of the train ahead, a software module for monitoring the movement of the train ahead in full, a memory unit with an electronic map recorded in it and track and speed sensors are installed on the locomotive, wherein the track and speed sensors are connected with their outputs to the inputs of the software module for calculating the coordinates of the location of the tail car of the train ahead and the software module for monitoring the movement of the train ahead in full, the inputs/outputs of which are connected to the corresponding outputs/inputs of the radio modem, the output of the software module for calculating the coordinates of the location of the tail car of the train ahead is connected to the second input of the data processing module, and the output of the software module for monitoring the movement of the train ahead in full connected to an additional display input, and an inertial sensor for measuring the acceleration of the car’s movement is installed on the tail car, which is connected to the microprocessor (RU 2725332 C1, B61L 23/34, 02.07.2020).

The disadvantage of the known technical solution is the limited scope of application, due to the use of the known solution mainly for lines with low and medium train traffic intensity, as well as the low accuracy of measuring coordinates from track and speed sensors in conditions of strong interference or lack of satellite navigation signals and the impossibility of determining obstacles on the track within the dimensions of the train in the line of sight.

Train traffic control under conditions of reduced inter-train intervals in real conditions of the transportation process is used in cases of skipping trains (two or more) during repair work with the closure of the tracks of the section, when restoring the traffic schedule after the failure of technical means of the railway infrastructure, when using the "virtual coupling" technology and in other cases. In this case, train traffic often occurs under conditions of inoperative ALS signals and track traffic lights, under conditions of interference with satellite communications, which creates risks of traffic safety violations.

The technical result consists in reducing the interval between trains when trains are moving in virtual coupling mode due to the use of integrated technical vision systems and high-precision positioning without changing the existing railway automation and radio communication systems.

Said technical result is achieved in that the train movement control system in the virtual coupling mode comprises, on the locomotive of each train, an automatic control unit, the output of which is connected to the train movement mode control unit, and the inputs are connected to the outputs of two central information processing modules, which are interconnected and connected to an intermodule interface, to which the automatic control unit, two motion parameter measurement modules, the inputs of each of which are connected to a path and speed sensor unit, a strapdown inertial navigation subsystem and a GNSS satellite signal receiver, a route module, a radio channel module connected to a radio modem module, a computer and a message encoding/decoding unit interacting with the driver interface unit, a video camera unit and a lidar unit, the inputs/outputs of which are connected to the outputs/inputs of the computer, an artificial neural network module interacting with the computer, wherein the GNSS satellite signal receiver is made at least two-channel, and the radio modems following one after another trains – with the ability to interact via radio directly or through a radio blocking center.

The drawing shows a structural diagram of the proposed train movement control system in virtual coupling mode.

The train movement control system in the virtual coupling mode comprises, on the locomotive of each train, an automatic control unit 1, the output of which is connected to the train movement mode control unit 2, and the inputs are connected to the outputs of two modules 3 and 4 of the central data processing (MCP 3 and MCP 4), which are interconnected and connected to the intermodule interface 5, to which two modules 6 and 7 of the movement parameter measurement (IPM modules 6 and 7) are also connected, the inputs of each of which are connected to the unit 8 of the track and speed sensors (unit 8 DPS), the strapdown inertial navigation subsystem 9 (SINS 9) and the receiver 10 of the GNSS satellite signals (receiver 10 GNSS), the route module 11 (MM 11), the radio channel module 12 (RC 12), connected to the radio modem module 13 (RM 13), the computer 14 and the unit 15 encoding/decoding unit (block 15 K/D), interacting with the driver interface unit 16 (block 16 IM), the technical vision subsystem 17 (subsystem 17 TZ), including the video camera unit 18 and the lidar unit 19, the input/output of each of which is connected to the corresponding output/input of the computer 14, with the other input/output connected to the output/input of the artificial neural network module 20 (INS module 20).

The train control system in virtual coupling mode operates as follows.

An electronic route map (ERM) with an up-to-date digital track model indicating the coordinates of infrastructure reference objects, as well as the length of its train and weight, is optionally recorded into the memory of the 11th route module of each train before each trip.

Blocks 18 and 19 of video cameras and lidars of the subsystem 17 of technical vision are located at the head of the train. Block 18 includes video cameras of the visible and infrared ranges, respectively, for the average distance - up to 600 m and the short distance - up to 100 m, and block 19 - from at least 2 lidars of the short detection zone - up to 100 m and the average - up to 600 m.

The required speed of movement is calculated in block 1 of automatic control and is synchronized with the permissible speed determined in MCO 3 and MCO 4 as elements of the safety device in terms of its observance.

Information about the kinematic parameters of the movement of each train is determined by the high-precision positioning subsystem 21 (high-precision positioning subsystem 21), which includes the route module 11, the IPD modules 6 and 7, the DPS unit 8, the SINS subsystem 9 and the GNSS receiver 10.

Signals from the GNSS receiver 10, consisting of at least two channels for receiving navigation signals, the BINS subsystem 9 and the DPS unit 8, made in the form of a locomotive wheel odometer, are sent to the IPD modules 6 and 7, which determine the values of the actual coordinates of the train locomotive, the distance traveled and the speed by differentiating the acceleration values based on the results of measurements by the BINS subsystem 9.

Based on the current coordinates of the train locomotive location determined by the GNSS receiver 10, based on integration with the data from the ECM stored in the route module 11, the IPD modules 6 and 7 calculate the exact location of the train locomotive and the distance to the speed limit locations (Method of integrating data from electronic maps and satellite measurements for high-precision positioning of moving objects / S.V. Sokolov, V.A. Pogorelov, A.L. Okhotnikov, M.V. Kurinenko // Mechatronics, automation, control. - 2023. - Vol. 24, No. 10. - P. 551-559).

Information about the exact location of the train locomotive, the distance to the speed limit places and the actual speed of movement is transmitted by modules 6 and 7 of the IPD via the intermodule interface 5 to the MCO 3 and 4 (for calculating the required speed) and then the calculation result is transferred to the automatic control unit 1. The automatic control unit 1 calculates the required speed mode of the train by comparing the received data of MCO 3 and 4 with the permissible speed on the route section and, based on the comparison results, selects the train control mode (acceleration, coasting, braking), which is transmitted for implementation to the train control unit 2.

Information concerning the parameters of safe train movement (distance to the tail of the leading train and the current speed) is simultaneously calculated in MCO 3 and 4, and the obtained values are processed by the automatic control unit 1 for subsequent calculation of the braking curve taking into account the check of compliance with the safe traffic pattern. In case of violation of compliance with the safe traffic pattern, the automatic control unit 1 generates the required traffic mode for the traffic control unit 2, ensuring the required train braking mode (emergency or service).

In the standard case, modules 6 and 7 of the IPD determine the coordinates of the locomotive of each train moving in the virtual coupling mode based on data from the GNSS receiver 10.

In order to ensure control of the relative position of trains, the current information about the kinematic parameters of movement of the leading train is transmitted by the IPD units 6 and 7 via interface 5 through the radio channel module 12 and the radio modem 13 to the radio modem 13 of the slave train. The received information is transmitted by the radio modem 13 of the slave train via the radio channel module 12 via interface 5 to the MCO 3 and 4 of the slave train. Based on the received data, the MCO 3 and 4 calculate the safe parameters of movement of the slave train, which are taken into account by the automatic control unit 1 to select a safe movement mode.

The 18 video camera unit and the 19 lidar unit continuously scan the space in front of the train to detect obstacles within its dimensions and infrastructure objects along the route and measure the exact distance to them. The 18 video camera unit and the 19 lidar unit of the trailing train similarly determine the tail car of the leading train and the distance to it (in the line of sight).

The 18 video camera unit performs real-time shooting at a frequency of about 10-20 frames per second in the visible and infrared ranges and preliminary digital processing of the frames of images of the space in front of the train. The captured frames from the output of the 18 video camera unit are fed to the computer 14. The computer 14 transmits the array of captured frames to the INS module 20 and stores them in its memory, in particular for the possibility of subsequent machine learning of the INS module 20, identification of infrastructure objects and obstacles when they are detected.

When an obstacle or infrastructure object is detected by the 18 video camera and 19 lidar units, the computer 14 selects the corresponding frame segments to focus on processing the necessary data, which makes it possible to identify the detected objects (in the case of processing video images) and determine the exact distance to them (in the case of processing lidar data).

The computer 14 uses the data on the coordinates of the reference objects stored in the route module 14, specifies the current location of the train locomotive relative to these objects and determines the speed of the train by means of visual odometry according to the data of the video camera units 18 and lidars 19.

The use of reliable a priori information about the coordinates of the reference infrastructure objects specified in the ECM in the route module 11, and the type of obstacles and their images in the INS module 20, as well as the use by the computer 14 of algorithms for filtering the noise of the processed images, makes it possible to increase the reliability of determining and identifying objects located on the train's route, information about which is output through the intermodule interface 5 and the message encoding/decoding block 15 to the display of the driver's interface block 16.

The computer 14, by analyzing the sequence of video frames from the video camera unit 18 and the distance to the obstacle measured by the lidar unit 19, determines the speed of approach to the obstacle and the distance to it, the data on which it transmits via the intermodule interface 5 to the MCO 3 and 4 and then to the automatic control unit 1 for adjusting the driving mode. The MCO 3 and 4 calculate the result of the majority comparison of the data, and, via the intermodule interface 5, the message encoding/decoding unit 15 transmits the data to the display of the driver's interface unit 16 for displaying to the driver in real time information on the state of the track sections located ahead, the presence of obstacles, infrastructure reference objects, the indications of the track traffic lights, as well as the distance to the obstacle and the permissible speed of the train.

If the obstacle is recognized by the computer 14 of the slave train as the tail car of the lead train, then the current coordinate and the distance to the tail car of the lead train from the locomotive of the slave train with the calculation of the braking curve are calculated in the automatic control block 1 in accordance with the requirements of the maximum safety integrity level and taking into account the errors of measurements and calculations of the train movement parameters (see Methodology for selecting the length of a virtual coupling according to safety requirements in intelligent train control systems / L.A. Baranov, P.F. Bestemyanov, E.P. Balakina, O.E. Pudovikov // Problems of safety management of complex systems: Proceedings of the XXX international conference, Moscow, December 14, 2022 / Under the general editorship of A.O. Kalashnikov, V.V. Kulba. - Moscow: V.A. Trapeznikov Institute of Control Sciences of the Russian Academy of Sciences, 2022. - pp. 261-267).

The safe distance to the tail of the leading train and the braking curve are also calculated by the automatic control unit 1 of the trailing train based on the data on the kinematic parameters of the train from modules 6 and 7 of the IPD, which are taken into account when calculating the safe parameters of the train movement in MCO 3 and 4 by independent methods and are then compared by the automatic control unit 1. If the calculation data does not match, a cycle of three calculations is performed sequentially and if the calculations continue to differ, the result corresponding to the maximum safety level for the train movement is selected.

The first method for calculating the inter-train interval determines the coordinate of the tail car of the lead train as the sum of the current coordinate of the head of the locomotive of the follower train, measured by processing the navigation information received from the GNSS receiver 10 by the IPD modules 6 and 7 and the measured distance from the head of the locomotive of the follower train to the tail of the last car of the lead train (or obstacle), measured in the range determination mode by the lidar unit 19 taking into account the current speed of the follower and lead trains, measured by the IPD modules 6 and 7 and/or the lidar unit 19, as well as their weight and track parameters (slope, rise) according to the ECM data of the route module 11 taking into account safe movement during service braking of the follower and lead trains at the current moment in time.

The second method for calculating the inter-train interval allows determining the coordinate of the tail of the last car of the lead train as the difference between the current coordinate of the head of the locomotive of the trailing train and the coordinate of the head of the locomotive of the lead train according to the data of modules 6 and 7 of the IPD based on measurements of navigation signals from the GNSS receiver 10, taking into account the known length of the lead train (with a correction for the curvature of the track according to the ECM stored in module 11 of the route). The length of the train and the weight of the train are entered by the driver of each train before each trip in the ECM of module 11 of the route.

The coincidence of the calculation results, taking into account the permissible error of the two mentioned methods of initial data for measuring coordinates from the GNSS receiver 10 on the leading and trailing trains, allows the automatic control unit 1 of the trailing train to maintain the minimum possible distance while ensuring the maximum level of safety integrity.

The exchange of data on coordinates measured by the GNSS receiver 10, the current speed, weight and length of the train between trains is carried out through their radio modems 13 and radio channel modules 12 in real time.

Depending on the selected motion control algorithms, the data on the inter-train distance measured by lidar unit 19 and the braking curve calculated by automatic control unit 1 are used to select the train braking mode via train motion mode control unit 2 and to inform the driver via IM unit 16.

In the absence of a satellite navigation signal or a high level of interference, for further high-precision determination of the coordinate of the head of the trailing train relative to the coordinate of the tail car of the lead train and determination of the distance between them, the data of modules 6 and 7 of the IPD for measuring the train's motion parameters based on the measurement results of subsystem 9 of the SINS, unit 8 of the DPS, and also unit 19 of the lidars when the tail car of the lead train is visually visible. The current coordinate of the head of the train is determined by incrementing the path from the coordinate determined by receiver 10 of the GNSS, when the data of the navigation parameters were valid, and the current data from modules 6 and 7 of the IPD based on the measurement results of the motion parameters of unit 8 of the DPS and subsystem 9 of the SINS (based on the values of the speed module), as described for the positioning device of a rail vehicle (RU 2799734 C1, G01C 21/18, B61L 25/02, 20.04.2023).

MCO 3 and 4 process data from modules 6 and 7 of the IPD based on the results of measurements by the DPS unit 8, the SINS subsystem 9 and the computer 14 based on the data from the lidar unit 19. The results of processing at each current moment in time in the form of the permissible speed and the values of the distance to the obstacle are transmitted by MCO 3 and 4 to the driver's interface unit 16 via the interface 5 and the message encoding/decoding unit 15. The estimated speed and travel time along the section from the automatic control unit 1 are also transmitted via the intermodule interface 5 and the message encoding/decoding unit 15 for displaying information in the driver's interface unit 16.

The computer 14 transmits information about the distance to the obstacle and the value of the current coordinate of the head of the slave train through the MCO 3 and 4 to the automatic control unit 1 for calculating the braking curve. The speed of the train is regulated so that the dynamic distance to the obstacle is not less than the minimum possible distance, taking into account the requirements for traffic safety and possible errors in calculations and measurements. Upon reaching the minimum possible distance and recording a violation of compliance with the safe traffic pattern, the action is transmitted from the automatic control unit 1 to the control unit 2, ensuring the necessary braking mode of the train.

In the event of the absence of data from the lidar unit 19 or the invalidity of this data, the computer 14 generates signals initiating the transmission of odometry data from the IPD modules 6 and 7 to subtract the distance traveled based on the results of processing the data from the IPD modules 6 and 7 from the last measurement of the distance to the obstacle by the lidar unit 19 of the TZ subsystem 17.

Modules 6 and 7 of the IPD receive acceleration values from the BINS subsystem 9 from the output of the accelerometers, speed values and speed vector projection values to calculate the current speed value in real time by combining data from at least two path and speed sensors of the DPS block 8.

Based on the received data, modules 6 and 7 of the IPD calculate with high accuracy the current values of the speed module of the slave train and the current values of the path increment, as specified in the description of the positioning device of a rail vehicle (RU 2799734 C1, G01C 21/18, B61L 25/02, 20.04.2023).

Block 1 of automatic control of the slave train, taking into account the data from MCO 3 and 4, calculates the braking curve based on information about the distance to the obstacle and the current speed and ensures the required braking mode of the slave train. When a violation of the safety scheme is detected, block 1 of automatic control generates a corresponding message to block 2 of the train movement modes control to ensure the required braking mode of the train.

Thus, the proposed system ensures a reduction in the inter-train interval when trains are moving in virtual coupling mode without changing the existing railway automation and radio communication systems, which makes it possible to increase the capacity of the section during repair work or during a rush.

Claims (1)

A train movement control system in virtual coupling mode, characterized in that it comprises, on the locomotive of each train, an automatic control module, the output of which is connected to a train movement mode control unit, and the inputs are connected to the outputs of two central information processing modules, which are interconnected and connected to an intermodule interface, to which the automatic control unit, two motion parameter measurement modules, the inputs of each of which are connected to a track and speed sensor unit, a strapdown inertial navigation subsystem and a GNSS satellite signal receiver, a route module, a radio channel module connected to a radio modem module, a computer and a message encoding/decoding unit interacting with the driver interface unit, a video camera unit and a lidar unit, the inputs/outputs of which are connected to the outputs/inputs of the computer, an artificial neural network module interacting with the computer, wherein the GNSS satellite signal receiver is made with at least two channels, and the radio modems of trains following one another are with the ability to interact via radio directly or through a radio blocking center.