RU2529561C1 - Automatic forced stoppage of trains and shunting rolling stock at fixed buffers at motion at station stub tracks - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: proposed system comprises shunting locomotive controller and locomotive control board, radio modem and relay unit connected thereto. Central control station is equipped with tower control device connected with info board, terminals of railway station power interlocking track relay repeaters and with info concentrator and radio modem. Track controller fitted at fixed buffers are connected to info concentrator while microwave radars. Every microwave radar is connected with appropriate track controller while shunting locomotive controller is connected with brake system pressure transducers and wheel turn angle transducers, relay unit extra output being connected with brake valve adapter. Central control station comprises control computer for control via radio modem over forced stoppage at hazard of collision with fixed buffer.

EFFECT: higher reliability, expanded operating performances.

2 cl, 2 dwg

Description

The invention relates to the field of railway automation and telemechanics and can be used as an additional means of increasing traffic safety on straight dead end tracks of a station to prevent collision of rolling stock with track stops on dead ends of passenger stations for high-speed, passenger and suburban traffic and when performing shunting ( upsetting).

As a prototype, an automatic system for forcibly stopping a shunting locomotive during maneuvers on dead ends of stations was adopted, containing a locomotive controller located on the locomotive with a locomotive remote control, radio modem, and a relay unit for opening the electro-pneumatic forced braking valve and switching electric traction control circuits for locomotive located at the central control point is a guard control device connected to the control panel information, with contacts of the repeaters of the track relays of the electrical centralization of the railway station, with a data concentrator, a radio modem that provides radio communication with the locomotive equipment of the system, laser range finders are located on the deadlocks of the monitored sections of the track to determine the distance from the deadlock to the approaching shunting and track controllers are introduced, which connected to a data concentrator and corresponding laser rangefinders (RU 2436698, B61L 27/00, 12.20.11).

The well-known automatic system for forcibly stopping a shunting locomotive when maneuvering at the dead end tracks of stations provides the determination of a dangerous approach of a train to a stationary obstacle by comparing the actual speed V _fact with a permissible V _add depending on the distance S to the obstacle. A laser range finder is used as a measuring device. A dedicated radio channel is used to transfer data and commands to locomotive equipment.

The disadvantages of the known system include the lack of a backup channel for measuring distance and speed, the use of only an autostop mode of braking and a decrease in the sensitivity of laser rangefinders in various environmental conditions, in particular in fog, heavy rain and snowfall.

The technical result of the invention is to increase the reliability and expand the functionality of the system to prevent collision of rolling stock with track stops on the dead ends of passenger stations for high-speed, passenger and suburban traffic and when performing shunting operations (boarding).

The technical result is achieved by the fact that in an automatic system of forced stopping of trains and shunting trains, in which locomotives or head cars are equipped with a locomotive safety device with adapted software (CLUB-U) or locomotive equipment (LO) of the system, when driving on the station’s dead ends, containing a locomotive controller located on a shunting locomotive with a locomotive remote control, a radio modem, and a relay unit for opening electric the automatic hitch braking valve, as well as the electro-pneumatic valves of the attachment to the driver’s crane, which provides service braking, and switching electric locomotive traction control circuits, a control unit located at the central control station, connected to the information console, with the contacts of the repeaters of the track relays of electrical centralization of the railway station, with a data concentrator and a radio modem providing radio communication with the locomotive equipment (LO) of the system, is set Microwave radars are located on the deadlocks of the monitored sections of the track, which are connected to the data concentrator. According to the invention, microwave radars are arranged on the deadlocks of the monitored sections of the track to determine the distance from the deadlock to the approaching train and its speed, with each microwave radar connected to the corresponding track controller installed on the dead end stop of the controlled track section, the locomotive connection controller located on the shunting locomotive with pressure sensors in the brake line (TM), brake cylinder (TC), surge tank (UR) and wheel angle sensors, an additional output of the relay unit is connected to the attachment to the driver’s crane, which performs service braking, and the radio modem at the central control point is made with the ability to provide radio communications with a locomotive safety device with adapted software. The central control point contains a control computer, which, by means of a radio modem communicating with a locomotive safety device with adapted software, manages a forced train stop in the event of a collision with the track stop.

The technical solution with the above set of features makes it possible to prevent collision of a rolling stock or locomotive with a track stop while traveling on the station’s dead ends due to the use of a microwave radar that provides high accuracy in determining the distance from the track stop to the rolling stock and its speed in any weather conditions and by transmitting a command to forcibly stop the locomotive of the train or the head car of the electric train when the permissible speed is exceeded Nia at a particular distance from the head to the track carriage composition abutment.

The invention is illustrated by drawings (figure 1 and figure 2), which shows a diagram of an automatic system of forced stopping of trains and shunting trains when driving on dead end tracks of stations.

Automatic system for forced stopping of trains and shunting trains in which locomotives or head cars are equipped with a safety device with adapted software (CLUB-U) or locomotive equipment (LO) of a system equipped with locomotive safety devices with adapted software (CLUB-U) or locomotive equipment (LO) of the system, when driving on the dead end tracks of stations, the locomotive controller 8 located on the shunting locomotive is connected to it a locomotive remote control 9, a radio modem 7, a relay unit 11, designed to open an electro-pneumatic valve that provides autostop braking, and commutate electric locomotive traction control circuits, a control unit 2 located at the central control point connected to the information console 1 with information from the relay follower contacts electrical centralization of the railway station, with a data hub 3 and a radio modem 5, providing radio communication with the locomotive equipment of the system, controllers 4 track mounted on the dead ends of the monitored sections of the track, connected to the data concentrator 3, microwave radars 6 are placed on the dead ends of the controlled sections of the track, designed to determine the distance from the dead end stop and the approaching shunting train and its speed, with each microwave radar 6 connected to the corresponding controller 4 track mounted on the dead end stop of the monitored section of the track located on the shunting locomotive controller 8 locomotive connected to the sensor with the pressure (13-15) of the brake system pressure (in ТМ, ТЦ and УР) and sensors (14-15) of the angle of rotation of the wheels, the additional output of the relay unit 11 is connected to the prefix 12 to the driver’s crane, which brakes at the service speed, and the radio modem 5 the central control point is configured to provide radio communications with a locomotive safety device with adapted software.

Automatic system of forced stopping of trains and shunting trains in which locomotives or head cars are equipped with a locomotive safety device with adapted software (CLUB-U) or locomotive equipment (LO) of the system, operates as follows.

On track deadlock, track equipment is installed containing microwave radar 6, the axis of the antenna pattern of which is directed along the axis of the deadlock railway track towards the approaching rolling stock, and track controller 4.

The data concentrator 3 is designed to collect data from microwave radars. Microwave radars in the system can be up to 16 pieces. Each of the microwave radars 6 is connected to a data concentrator 3 by a wired communication line. The hub 3 data dedicated wire lines connected to the equipment of the Central control point.

The guard control device 2 is a central information processor and provides data processing from microwave radars of all deadlock paths on which they are installed. Determines the permissible speed of the train (locomotive) depending on the measured distance from the head of the train to the track stop and the speed of the train, and also transfers data to the locomotive, as well as commands to apply forced hitch braking or the speed of service (smoother) braking of the train in the event of a threat of a possible collision with the track stop of the dead end. Identification of the possibility of a collision is based on the calculation table of the dependence of the braking distance S of the train on its speed V (Fig. 1). The control device can transmit data and commands to trains and shunting trains in which locomotives or head cars are equipped with a locomotive safety device with adapted software (CLUB-U) or locomotive equipment (LO) of the system.

The locomotive equipment of the system provides interaction between the locomotive driver and the system using the locomotive console 9, from which the deadlock number is entered, into which the train follows and the information for the driver on the distance to the stop and the speed of movement, data on the speed limit on this section of the dead end path are displayed The locomotive controller 8 provides equipment control, the radio modem 7 serves to organize, together with the radio modem 5, the central control point of the radio data channel between locomotives (head cars) of trains and equipment of the central control point. Block 11 of the relay affects the electric control circuits of the traction of the locomotive and the valve 10 of forced braking in order to turn off the traction mode of the locomotive and perform forced auto-stop braking of the shunting locomotive. To perform service braking, the locomotive controller 8 is connected to pressure sensors in the UR, TM, TC, and through the relay block 11, the prefix 12 to the driver's crane. The prefix 12 discharges the brake system of the locomotive (head carriage) of the train, and the sensors (13-15) monitor the degree of discharge of the brake system.

When the rolling stock occupies the dead end track, data from the respective repeaters of the track relays of the electric centralization of the railway station is supplied to the guard station device 2, which connects the corresponding microwave radar 6 installed on the dead end stop of the dead end. Microwave radar 6 begins to measure the distance S to the head carriage (in the direction of travel) of the approaching train. At the same time, these values of the distance from the microwave radar to the approaching head car constantly arrive at the guard control device 2 through the data concentrator 3. The obtained data is used by the guard control device 2 to determine the permissible speed of the train along the dead end track based on the calculation table of the dependence of the braking distance on the speed and number of cars and the type of train.

The system provides a dangerous approach to a train with a stationary obstacle by comparing the actual speed V _fact with a permissible V _add depending on the distance S to the obstacle.

The permissible speed V _additional is determined taking into account the braking distance for individual locomotives (depending on type) and trains (depending on length, weight, etc.), and also taking into account the maximum delay time for transmitting a command to force a stop of a locomotive from the moment of its formation until the impact on the braking and traction equipment of the locomotive.

If V _{fact is} ≥V _extra , then the system transmits a forced braking command via a radio channel 5 to a locomotive or head car of a train moving to the stop of this dead end track.

Inside information: permissible speed, actual speed of the train, the distance from the stop to the head car of the train are transmitted to the following locomotives, locomotives of passenger trains and shunting trains, as well as to the head cars of high-speed Sapsan trains and suburban electric trains via the radio channel of the system for the shunting locomotive driver on the display of the locomotive console 9.

The process of transmitting data from the control unit 2 of the guard station over the radio channel of the system to the locomotive or the head car of the train ends when a signal is released from the repeaters of the track relays of the electrical centralization of the railway station that the corresponding deadlock has been released.

Service information: permissible speed of movement, actual speed of the train, the distance from the deadlock to the head car of the train is displayed on the information console 1 located at the workplace of the work manager at the station (station duty), which allows you to control the movement of the train on the station’s dead end track. In the case of the execution of the forced braking command, the optical and acoustic signaling on the control panels of the locomotive driver and the work manager at the railway station is turned on.

The system determines the restriction on the speed of movement, and if the actual speed of the shunting train, calculated on the basis of data received from microwave radars, exceeds the set speed on this section of the track, stored in the memory of the guard control device 2, then the locomotive driver (head car ) will be informed about speeding (optical and acoustic alarm).

On a locomotive or head carriage, the KLUB-U safety device with adapted software or the locomotive equipment of the LO system uses data (distance to stop and speed from the microwave radar) and forced stop commands transmitted to determine the dangerous proximity of the train head or shunting train with the track stop) from the guard station control device 2, as well as data from 2 angle sensors (distance to stop and speed). The distance to the stop according to information from the angle sensors is determined as the difference between the length of the dead end path and the distance traveled from the moment the path was taken. The CLUB-U safety device with adapted software or the locomotive equipment of the LO system use the data from the sensors as follows:

1) if at least two of the three reliable values of the distance to the stop (from two locomotive rotation angle sensors and from the microwave radar) coincide with the permissible deviation of the distance differences when comparing no more than ± 5 m, the minimum value from the group is taken as the actual distance to the stop ( groups) matched, but the value that does not fall into the group is not taken into account;

2) if three reliable values of the distance to the stop (from two locomotive angle sensors and microwave radar) do not coincide with the permissible deviation of the distance differences when pairwise comparison is not more than ± 5 m, the minimum of the three values is taken as the actual distance to the stop;

3) if there are no more than two reliable values of the distances to the stop, then the minimum value is taken as the actual distance;

4) in the presence of all unreliable values of the LO distance:

- in the presence of all unreliable distance values for 3 seconds, controls the movement according to the trend of the previous movement for the last 3 seconds, taking into account the possible maximum acceleration and deceleration of the composition;

- if all invalid distance values are available, within 2 seconds informs the locomotive driver of the data inaccuracy:

- in the presence of all unreliable distance values for 4 seconds, it performs hitchhiking braking with informing the driver;

5) in the presence of all unreliable distance values, the CLUB-U device:

- after 2 seconds informs the locomotive driver about the data inaccuracy:

- after 4 seconds, it performs the transition to the protective state (self-locking braking);

6) if at least two of the three reliable speed values coincide (from two locomotive steering angle and microwave radar sensors) with a permissible deviation of the speed differences when comparing no more than ± 2 km / h, the maximum value from the group (s) of matching , but the value that does not fall into the group is not taken into account;

7) if three reliable values of the distance to the stop (from two locomotive steering angle sensors and from the microwave radar) do not coincide with the permissible deviations of the speed differences in pairwise comparisons of not more than ± 2 km / h, the maximum of three values is taken as the actual speed;

8) if there are no more than two reliable speed values to the stop, then the maximum value is taken as the actual speed;

9) in the presence of all unreliable values of the LO speed:

- in the presence of all unreliable speed values for 3 seconds, controls the movement according to the trend of the previous movement for the last 3 seconds, taking into account the possible maximum acceleration and deceleration of the composition;

- in the presence of all unreliable speed values within 2 seconds informs the locomotive driver about the data inaccuracy:

- in the presence of all unreliable speed values for 4 seconds performs autostop braking with informing the driver;

10) in the presence of all unreliable speed values, the value of the maximum design speed is adopted, while the CLUB-U device:

- if all invalid values are available, within 2 seconds informs the locomotive driver of the data inaccuracy;

- in the presence of all unreliable values within 4 seconds, performs actions to switch to the protective state (self-locking braking).

Notes

1. Under the concept of “coincidence of two parameter values (distance L or speed V) from two of three sources (from two locomotive rotation angle sensors and from a microwave radar) with an allowable deviation of the difference in values when comparing no more than a given (± ΔL, ± ΔV) »It is understood: if the difference in the parameter values does not exceed the set value modulo (| L1-L2 | ≤ΔL, | V1-V2 | ≤ΔV), then the parameter values coincide with the permissible deviation. If the condition is not fulfilled, this means that the two parameter values do not match.

2. The data are considered reliable:

- from a locomotive angle sensor - provided that no skid and wheel slip are detected;

- from microwave radar - provided that the data corresponds to the trend of the previous movement.

Data exchange between the stationary equipment of the CO system and the equipment installed on locomotives and electric trains (KLUB-U devices or locomotive equipment of the system) is carried out via a separate dedicated radio channel using data radio stations (radio modems) in the frequency range 160 MHz, which are allowed for use in Russian Railways, or through the channels of a digital radio communication system (TETRA, GSM-R).

When using a dedicated radio channel in the frequency range of 160 MHz, a modified radio channel communication protocol of the KLUB-U device with a universal computing system for the interval control system for train movements using satellite navigation means, a radio data channel and with a coordinate control method is used as the basic protocol for exchanging over the radio channel ( UVK SIR) in terms of interaction with the system. The radio channel interaction of the CLUB-U devices with the SIR SIR with the modified protocol does not change.

Within one station, operation on one radio channel of the system and the SIR SIR is excluded.

For each option during radio exchange (when using a dedicated radio channel in the frequency range 160 MHz and when working on the channels of a digital radio communication system (TETRA, GSM-R)), the following are performed:

1) the registration procedure of the system of a moving object (locomotive, head car of an electric train) in the area of radio monitoring of the system;

2) the procedure for the exchange of information (commands, data, messages) of the RM system with registered moving objects;

3) the procedure for removal by the system of registration of a moving object when it leaves the established zone of the radio monitoring of the system or if it loses contact with it in a specified time (5-10 seconds).

The LO system equipment and the CLUB-U device provide:

1) the detection of the location in the radio monitoring zone of the system (being within the station and on the approaches (within 1 km outside the station)) using the GPS / GLONASS navigation system data on the geographical coordinates of the controlled locomotive or head train of the electric train;

2) upon detection of the locomotive or the head car of the electric train, the system sends to the system’s radio control zone a request for registration as a subscriber of the system’s radio network, with the transfer of its geographical coordinates;

3) transmits answers to the address requests of the CO via the radio channel (requests by the number of the locomotive or head car registered as a subscriber of the radio network of the system);

4) upon detection of an exit from the radio monitoring zone of the system, it transmits a corresponding message to the address of the CO upon request;

5) when in the control zone and not receiving requests from the CO within the specified time (5 min), it re-transmits the registration request with the transfer of its geographical coordinates.

Stationary equipment of the system provides:

1) upon receipt of a registration application from a mobile unit in the system’s radio control zone, it registers a locomotive or head car of an electric train as a registered subscriber of the system’s radio network with verification of its location upon application;

2) periodically exchanges data with each object registered on the network;

3) removes the object from registration upon receipt of a notification of leaving the radio control zone or if no response is received from the object within a specified time (5 minutes).

All data transmitted from microwave radars, all messages and commands transmitted over the radio channel of the work manager’s action system at the station with information desk 1 and the actions of the shunting locomotive driver with locomotive console 9, are recorded in the registrars of locomotive equipment and guard control devices.

Claims (2)

1. An automatic system for the forced stopping of trains and shunting trains in which locomotives or head cars are equipped with a locomotive safety device with adapted software or locomotive equipment of the system when driving on dead ends of stations, containing a locomotive controller located on the shunting locomotive with a locomotive control connected to it , a radio modem, a relay unit designed to open the electro-pneumatic valve for self-locking braking, and of electropneumatic valves of the attachment to the crane of the driver, providing service braking, and switching electric circuits of locomotive traction control, a control unit located on the central control point, connected to the information console, with contacts of the track relay relays of the electrical centralization of the railway station, with a data concentrator and radio modem providing radio communication with the locomotive equipment of the system installed on the dead ends of the monitored sections of the path to track controllers that are connected to a data hub, characterized in that microwave radars are located on the dead ends of the monitored sections of the track, designed to determine the distance from the dead end stop to an approaching train and its speed, with each microwave radar connected to a corresponding track controller installed on the dead end stop of the controlled section of the track, the locomotive controller located on the shunting locomotive is connected to pressure sensors in the brake line, brake qi the cylinder, surge tank and wheel angle sensors, an additional output of the relay unit is connected to the attachment to the driver’s crane, which performs service braking. 2. The automatic system for forced stopping of trains and shunting trains according to claim 1, characterized in that the central control point contains a control computer that, by means of a radio modem communicating with a locomotive safety device with adapted software, manages a forced stop of the train in the event of a collision with way emphasis.

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