RU2534084C1 - System for interval control of movement of trains at railway haul - Google Patents

Abstract

FIELD: radio engineering, communication.

SUBSTANCE: system comprises a monitoring and control centre, a stationary transceiver, a locomotive transceiver, locomotive receivers of ALS code signals. The output of a unit for determining current coordinates of a train is connected to the first input of a braking control unit, the second input of which is connected to the output of a priority control unit, connected to a memory unit; the output of the locomotive transceiver is connected to the input of a unit for converting monitoring and control centre signals, the outputs of which are respectively connected to the first input of a locomotive speed analyser and to the first input of an identification unit. The first output of the locomotive receiver is connected to the input of an ALS signal conversion unit, the outputs of which are respectively connected to the second input of the locomotive speed analyser and to the second input of the identification unit; the outputs of the locomotive speed analyser and the identification unit are respectively connected to the first and second inputs of the priority control unit; the second output of the locomotive receiver is connected through a request signal former to the input of the locomotive transceiver.

EFFECT: high throughput of sections on railway hauls with interval control of train movement.

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Description

The invention relates to the field of railway automation and telemechanics, and more specifically to systems for interval regulation of train traffic on the hauls between stations located in the area of supervisory control of train traffic.

A known system of interval regulation of train movement on the stage, containing on the way the automatic blocking device with tonal rail chains, centralized equipment placement and track traffic lights guarding block sections, as well as rail chains of protective sections of track passing traffic lights, rail chains of block sections, control unit rail circuits, including generators connected to the beginning of the rail chains, and receivers connected to the ends of the rail circuits, the transmission unit to the locomotive numbers x code signals, connected to the first input of the matching unit, the output of which is connected to the beginning of the rail circuit of the protective section of the traffic light, the signal reading unit, the output of which is connected to the traffic light and the encoding enable unit, the input of which is connected to the starting output of the rail circuit control unit, and the output is connected with the input of the transmission unit to the locomotive of numerical code signals (“Typical materials for design”, 410003-TMP, “Auto-lock with tone rail circuits and centralized placement of equipment”, ABTC-2000, Album 3, MPS GTSS, 2000, p. 21, 24, 27, 29, 39, 41).

The disadvantage of this system is a decrease in the throughput capacity of railway sections due to the fact that when the train is on the rail circuit of the protective section, the prohibitory indication is turned on not only at the passing traffic light that encloses the block section occupied by the train, but also at the previous passing traffic light. The code signals of the automatic locomotive signaling are not sent from the traffic light protecting the train section occupied by the train to the rail circuit of the previous (free) block section. Thus, the minimum spatial interval between normally following trains is the sum of the length of two block sections and the length of the protective section.

A known system of interval regulation of train traffic on the stage, containing on the way the automatic blocking device with tonal rail chains and centralized placement of equipment, track through traffic lights enclosing block sections and installed at the borders of block sections, rail chains of protective sections, respectively, of these track passage traffic lights, and rail chains of block sections, a rail chain monitoring unit including generators connected to the beginning of the rail chains, and receivers connected to the ends rail circuits, blocks of transmission to the locomotive of numerical code signals, each of which is connected to the beginning of the rail circuit of the protective section of the corresponding traffic light connected to the corresponding block of signal indications, coding switching blocks, each of which is connected with the first and second outputs respectively to the input of the corresponding transmission block to a locomotive of numerical code signals and the input of the corresponding block of signal readings, the start input of each block of encoding enable is connected to the corresponding The corresponding output is the permission to send the QOL code of the rail circuit control unit, the configuration input of the rail circuit control unit is connected to the controller output connected via a communication channel to the control center (RU 2387562, B61L 23/16, 04/27/10).

This system, in order to maintain an increase in throughput for trains whose locomotives are equipped with control devices of the KLUB-U type and similar, has the ability to temporarily switch auto-lock according to orders transmitted from the dispatch control center to operation without protective sections.

Its disadvantage is the difficulty of implementation in areas already equipped with a typical auto-lock with protective sections, due to the need for a significant change in the already operating track equipment. This limits the scope of the known system.

Of the known systems closest to the claimed invention is, adopted as a prototype, a system of interval regulation of train traffic on the stage, with supervisory control, containing a central point of supervisory control and / or control, connected by digital communication channels to the locomotive transceiver of each of the locomotives in the control section and / or traffic control, locomotive receivers of ALS code signals which are connected with the equipment of the rail circuits of the block sections, on which curled locomotives, with each of the locomotives having a unit for determining the current coordinate of the train, the output of which is connected to the first input of the braking control unit, and the second input of the braking unit is connected to the output of the priority control unit, the first input of which is connected to the digital output of the locomotive transceiver, the second input is connected with the output of the locomotive receiver of ALS code signals from the rail circuits of the block sections, and the third input is connected to the memory block of coordinates of the places of constant speed limits, on the route of the train sequence (RU 2468951, B61L 27/04, 10.12.2012).

The disadvantage of this system is the preservation of the throughput capacity of railway sections equipped with a typical self-locking with protective sections at a lower level compared to automatic blocking without protective block sections.

The problem to which the invention is directed is to create an interval control system for trains on the stage with dispatch control centers and locomotives with integrated locomotive safety devices of the CLUB-U type, with a minimum spatial interval between normally following trains.

The technical result consists in increasing the throughput capacity of railway sections on the stages with interval regulation of the movement of trains with locomotives equipped with complex safety devices of the CLUB-U type.

The technical result is achieved by the fact that in the system of interval control of train traffic on a stage with supervisory control, containing a central point of supervisory control and management, the stationary transceiver of which is connected by digital communication channels to the locomotive transceiver of each of the locomotives in the traffic control and control section, locomotive code signal receivers ALS are connected with the equipment of the rail chains of the block sections on which the mentioned locomotives are located, and on each and a unit for determining the current coordinate of the train, the output of which is connected to the first input of the braking control unit, the second input of which is connected to the output of the priority control unit connected to the memory unit, in which the coordinates of the places of constant speed limits along the route of the train, according to the invention each locomotive introduced signal conversion blocks ALS and the center of supervisory control and management, an analyzer of the locomotive's speed, a signal shaper for dew and an identification unit, while the output of the locomotive transceiver is connected to the input of the signal conversion unit of the center of supervisory control and management, the outputs of which are connected respectively to the first input of the locomotive speed analyzer and to the first input of the identification unit, the first output of the locomotive receiver is connected to the input of the signal conversion unit ALS, the outputs of which are connected respectively to the second input of the locomotive speed analyzer and to the second input of the identification unit, the outputs of the locomotive’s speed analyzer and the identification unit are connected respectively to the first and second inputs of the priority control unit, the second output of the locomotive receiver is connected to the input of the locomotive transceiver through the request signal shaper, and the dispatch control hardware-software complex is located in the central point of supervisory control and management, in which The communication port of the supervisory control unit of this section of the railway is connected to a stationary digital transceiver a marketing communication.

The drawing shows a structural diagram of the proposed system of interval regulation of the movement of trains on the stage.

The system of interval regulation of train traffic on a stage with supervisory control contains a central point 1 of supervisory control and management, the stationary transceiver 18 of which is connected by digital communication channels 2 to the locomotive transceiver 3 of each of the locomotives 4 in the traffic control and control section, locomotive receivers 5 of ALS code signals are connected with the equipment of the rail chains of the block sections 6, on which the mentioned locomotives 4 are located, a determination unit 7 is installed on each of the locomotives 4 the current coordinate of the train, the output of which is connected to the first input of the braking control unit 8, the second input of which is connected to the output of the priority control unit 9, connected to the memory unit 10, in which the coordinates of the places of constant speed limits along the train route are recorded, on each locomotive 4 there is an output locomotive transceiver 3 is connected to the input of block 11 of the signal conversion center of the supervisory control and management, the outputs of which are connected respectively to the first input of the analyzer 14 speeds and the movement of the locomotive and to the first input of the identification unit 15, the first output of the locomotive receiver 5 is connected to the input of the ALS signal conversion unit 12, the outputs of which are connected respectively to the second input of the locomotive speed analyzer 12 and to the second input of the identification unit 15, the outputs of the speed analyzer 14 of the locomotive and the identification unit 15 are connected respectively to the first and second inputs of the priority control unit 9, the second output of the locomotive receiver 5 through the soy request signal generator 13 dinene with the input of the locomotive transceiver 3, in the central point 1 of supervisory control and management, the hardware-software complex 16 of supervisory control (APK-DK) is located, in which the communication port of the supervisory control unit 17 of this section of the railway is connected to a stationary digital transceiver 18.

The system of interval regulation of the movement of trains on the stage operates as follows.

On locomotives equipped with KLUB-U integrated safety devices, or similar, priority control unit 9 receives information on current restrictions on the maximum speed of the train and information on the current coordinate of the location of the train. In the locomotive speed analyzer 14, the minimum locomotive speed is selected according to information from the supervisory control unit 17 of a given section of the railway, and the rail chains of block sections 6. Information about the minimum speed from the two compared speeds is sent to priority control unit 9 and compared with information from block 10 of the memory, which recorded the coordinates of the places of constant speed limits along the route of movement. Information about the minimum of the permitted speeds is transmitted to the train braking control unit 8, which selects the desired speed mode.

When the current coordinates of the locomotive 4 of the train are known, and the coordinates of the beginning of the speed limit location are constant (for example, this may be the location zone of some crossings, bridges, sharp turns on the steps, etc.), the system slows down the rate of decrease in the speed of trains so that the speed reaches the value specified in the new speed limit only when the train reaches the coordinate of the beginning of the limit. Similarly, the system slows down when information from the central point 1 of supervisory control and control via radio channels 2 on locomotives 4 on the speed limits, supplemented by information about the presence of a constant coordinate at the beginning of the restriction point. This increases the average speed of trains along a railway section, without worsening the safety conditions for trains.

In the proposed system, unlike the known one, the auto-lock always works in the mode with protective block sections. In order that the absence of ALS code signals does not require fulfilling the speed limits of the ALSN system, when a locomotive 4 equipped with KLUB-U or a similar safety device moves, its on-board devices automatically calculate the braking mode from the condition that the length of the block section in front of the traffic light actually occupied by the previous train, it is equal to the sum of the lengths of the protective section, and the block section that follows it, which immediately precedes the occupied block section. The block section, actually occupied by the previous train, to ensure a given level of traffic safety is determined by the coincidence of the information received on the locomotive 4 from two independent sources. The first such source is the ALS-EN code signal received at locomotive 4 by the locomotive receiver 5 of the code signals. The second source is the information requested from the locomotive 4 from the block 17 of the supervisory control of this section of the railway. Information from the supervisory control unit 17 is requested at times when the locomotive 4 is approaching (with high-speed movement) to the train ahead for the distance of the block section plus the protective section. On the CLUB-U locomotive indicator (not shown in the drawing), an image of the traffic light nearest to the locomotive 4 appears with a yellow signal indication, while from the second output of the locomotive receiver 5, a signal is transmitted to the driver 13, which generates a request signal for the number of the rail circuit of block section 6 really busy in front of a running train. The request transmitted by the transceiver 3 over the digital communication channel 2 to the stationary transceiver 18 is received in the supervisory control unit 17 of this section of the railway, which generates a response signal. Upon receipt of a response about the requested rail circuit number from the supervisory control unit 17 to the locomotive 4, the received information signal after conversion in block 11 is sent to the identification unit 15, in which the received information about the number is compared with the information about the rail chain number of the block section 6 (busy by the previous train) contained in the current signal ALS-EH received by the locomotive receiver 5 and transmitted through the signal conversion unit 12 to the identification unit 15. If the mentioned numbers of the rail circuits and the data on the numbers of the rail circuits of the block sections from the KLUB-U route electronic map or a similar safety device coincide, the identification unit 15 generates a signal with a high level of reliability of this information, sufficient for use in calculating the impact braking curve of this locomotive 4, before the block section 6 actually occupied in front of it. The generated signal from the identification unit 15 is fed to the second input of the priority control unit 9. Moreover, the presence of an unencrypted protective section is ignored by the braking control unit 8, due to the signal generated by the priority control unit 9. In this case, the border of a really busy block section becomes the target point of the calculated train braking curve in front of the red light, and the train continues at the speed optimal for ensuring a safe stop of the train in front of the border of the really busy block 6. After calculating the braking curve, taking into account adding the length of the protective section to the braking path, a warning is displayed to the driver on the locomotive indicator that the train is allowed to follow the traffic light with a red signal with a fence protecting the area without stopping, and at the same time this permission is recorded in the CLUB-U recording device (not shown in the drawing).

The present invention allows, with high traffic density, to further increase the average speed of trains along a railway section equipped with self-locking with protective sections, without worsening the safety conditions for trains and reducing the reliability of track automatic locking equipment.

Claims (1)

The system of interval control of train traffic on a stage with supervisory control, containing a central point of supervisory control and management, the stationary transceiver of which is connected by digital communication channels to the locomotive transceiver of each of the locomotives in the control and traffic control section, locomotive ALS code signals receivers are connected to the equipment of the rail circuit block -sites on which the mentioned locomotives are located, and on each of the locomotives a unit for determining those the current coordinate of the train, the output of which is connected to the first input of the braking control unit, the second input of which is connected to the output of the priority control unit connected to the memory unit, in which the coordinates of the places of constant speed limits along the train route are recorded, characterized in that each locomotive is entered signal conversion blocks of the ALS and the center of supervisory control and management, a locomotive speed analyzer, a request signal shaper and an identification unit, while the output lock a motive transceiver is connected to the input of the signal conversion unit of the supervisory control and control center, the outputs of which are connected respectively to the first input of the locomotive speed analyzer and to the first input of the identification unit, the first output of the locomotive receiver is connected to the input of the ALS signal conversion unit, the outputs of which are connected respectively to the second the input of the locomotive speed analyzer and to the second input of the identification unit, the outputs of the locomo speed analyzer the line and the identification unit are connected respectively to the first and second inputs of the priority control unit, the second output of the locomotive receiver through the signal shaper is connected to the input of the locomotive transceiver, in the center of supervisory control and control there is a hardware-software complex of supervisory control, in which the communication port of the supervisory control unit This section of the railway is connected to a stationary digital communications transceiver.