RU2743103C1 - System of interval regulation of train traffic - Google Patents

Abstract

FIELD: train traffic regulation.

SUBSTANCE: system contains train control center (1), including microprocessor centralization device (2), radio interlocking device (3), radio communication unit (4), terminal autolock device (5), to which road autolock devices (6), installed on the stretch, are connected. In the front carriage of each train, locomotive security device (7), tool (8), receiving data from the rail chain, radio communication device (9), decision-making and generating control commands unit (10), cryptoprotection unit (20), and transmitting-receiving device (21) are set. At the same time, devices (13) and (14) for monitoring the integrity of the train are installed in head (11) and tail (12) cars of the train, connected by wired communication line (19), each of which includes data processing unit (15), safety code calculation unit (16), system time message generation unit (17), and unit (18) of communication with a locomotive safety device.

EFFECT: improved traffic safety is achieved.

1 cl, 1 dwg

Description

The invention relates to the field of railway automation and telemechanics and can be used in interval control systems in areas with heavy traffic, using radio communication channels.

There is a known system of interval control of train traffic, containing blocks of devices for centralizing arrows and signals located at railway stations, blocks of stationary radio modems of a digital radio communication channel connected to stationary antenna units of a digital radio communication channel and controller units connected by their first ports to blocks of stationary radio modems of a digital radio communication channel, as well as located on each of the locomotives involved in this system of interval train control, an onboard computer unit with a digital radio channel onboard radio modem connected to it, connected to an onboard antenna unit of a digital radio channel, and an onboard receiver unit of a satellite navigation system connected to antenna unit of the satellite navigation system, semi-automatic blocking units installed at neighboring railway stations, interconnected by a linear circuit, and linking units through which the units Semi-automatic blocking kits are connected to blocks of devices for centralizing switches and signals, which are connected to the second ports of the controller blocks, the third ports of which are connected to the blocks of semi-automatic blocking of the corresponding railway stations (RU123748, B61L 27/04, 01/10/13).

This technical solution is aimed at simplifying the system and eliminating the use of dispatch controls in the system. However, such a system cannot be used in congested long hauls to ensure a safe increase in railway capacity and reduce train distances.

As a prototype, a complex system of interval control of train movement was adopted, containing a microprocessor system for centralizing arrows and signals connected through a system of object controllers with traffic lights, turnout drives, a relay interface, as well as with stationary technical means of a digital radio channel for transmitting data to an onboard computer, made in in the form of an on-board safety system for locomotives, along the tracks there are reference sensors made in the form of balis, which are a system of point data transmission, as well as stationary radio block centers connected with a microprocessor system for centralizing arrows and signals and with a dispatch centralization system, on the monitors of which shows the location of trains in real time. The microprocessor system for centralizing arrows and signals, the radio block center and the dispatch centralization system are interconnected according to the feedback principle, and the on-board security system is connected to the radio block center, the balis-based point data transmission system and the train integrity monitoring system, the radio block the center is equipped with a terminal for monitoring the technical condition of the radio block-center devices, the on-board security system is equipped with an integrated locomotive safety device, including an automatic locomotive alarm of continuous operation and an electronic locomotive speed meter (RU138441, B61L 23/18, 03/20/14).

The known system of interval regulation of train traffic has insufficiently high throughput and does not provide the required traffic safety.

The technical result of the invention is to improve traffic safety, throughput and the efficiency of automated train control.

The technical result is achieved by the fact that in the system of interval regulation of train traffic, containing a train control center, including a microprocessor-based centralization device connected to a radio blocking device to which a radio communication unit is connected, and to a station automatic blocking device, to which automatic blocking track devices installed on the tracks are connected, in the head car of each train is equipped with a locomotive safety device with connected means for receiving data from the track circuit, a radio communication device and a block for making decisions and generating control commands, devices for monitoring the integrity of the train are installed in the head and tail cars of the train, according to the invention, each device for monitoring the integrity of the train consists of from a data processing unit to which a two-channel security code calculation unit, a system time message generation unit and a communication unit with a locomotive safety device are connected, etc. and the data processing units of the train integrity control devices are interconnected by a wired communication line, and the data processing unit of the train integrity control device installed in the head car of the train is connected through the crypto protection unit to the transceiver device.

The drawing shows a diagram of an interval train control system.

The system of interval train control contains a train control center 1, which includes a microprocessor-based centralization device 2 connected to a radio blocking device 3, to which a radio communication unit 4 is connected, and to an automatic blocking station device 5, to which automatic blocking track devices 6 (AB / ALS) installed on the tracks are connected. / ALS-EN), a locomotive safety device 7 is installed in the head car of each train with connected to it means 8 for receiving data from the track circuit, a radio communication device 9 and a block 10 for making decisions and generating control commands, in the head 11 and tail 12 cars of the train installed devices 13 and 14 for monitoring the integrity of the train, each device 13 (14) for monitoring the integrity of the train consists of a data processing unit 15, to which a two-channel unit 16 for calculating a security code, a unit 17 for generating a message about the system time and a unit 18 for communication with a locomotive safety device are connected,the data processing units 15 of the train integrity control devices 13 and 14 are interconnected by a wired communication line 19, and the data processing unit 15 of the train integrity control device 13 installed in the head carriage 11 of the train is connected through the crypto protection unit 20 to the transceiver device 21.

The system of interval regulation of train movement works as follows.

At the train formation station on the tail car 12, a removable device 14 for monitoring the integrity of the train is fixed, consisting of a data processing unit 15, to which a two-channel unit 16 for calculating a security code, a unit 17 for generating a message about the system time and a unit 18 for communication with a locomotive safety device are connected, when The data processing units 15 of the devices 13 (in the head car 11 of the train) and 14 for monitoring the integrity of the train are interconnected by a wired communication line 19. In the operating mode, messages are exchanged between the devices 13 and 14 for monitoring the integrity of the train with a given period, based on the correct transmission and reception of data, a decision is made about the integrity of the train. The organization of a wired communication channel can be implemented on the basis of an Ethernet network connection already installed on some electric trains, for example ES2G.

Installed in the head car 11 of the train, the device 13 for monitoring the integrity of the train generates and transmits via Ethernet a message containing its current system time T (generated by the block 17 for generating a message about the system time) to the device 14 for monitoring the integrity of the train installed in the tail car 12. Device 14 for monitoring the integrity of the composition by the block 16 for calculating the security code in two-channel mode calculates the security code CRC-32 of the received message and returns the message T + CRC-32 to the device 13 for monitoring the integrity of the composition. In the head car 11 of the train, the device 13 calculates the security code according to the same algorithm for the message T, after which, through the communication unit 18 with the locomotive safety device, it transmits both packets to the locomotive safety device 7 for comparison. In case of coincidence, the time interval between the current time and the time T is analyzed. If the time distance is acceptable, a conclusion is made about the integrity of the train and a message about the integrity of the train is sent to the internal CAN bus of the locomotive safety device 7.

The format of the integrity monitor packet for the train integrity monitoring algorithm can be as follows:

Field name Field range (bytes) Field length (byte) / (bit) System time (UTC) 0 ... 3 four 32 CRC-32 checksum 4 ... 7 four 32

If, within a given tolerance in time T _add (determined by the time required to transmit messages in both directions and the time for generating a response telegram by the train integrity monitoring device 14 located in the tail car 12 of the train), a message with the expected system time and security code is not received, the locomotive device 7 security waits for the connection to be reestablished during the movement time of 10 seconds. Cyclic transmission of the system time continues. If within 10 seconds the correct answer is not received, the transition to the protective state "data on the integrity of the train is absent".

To implement interval regulation of the movement of trains, the tracks are equipped with automatic blocking track devices 6 (AB / ALSN / ALS-EN), stations - with station automatic blocking devices 5 and microprocessor centralization devices 2 that implement the track circuit control technology. The track devices 6 transmit information to the station automatic blocking devices 5 about the state of the track circuits. Data on the state of floor devices (arrows, traffic light signals) from the station automatic blocking device 5 are fed to the input of the station device - the microprocessor centralization device 2.

This information is transmitted to the radio blocking device 3, which also receives information about temporary speed limits, indicating the place, time and value of the speed limit, readings of a single time and changes in the train schedule from external devices (not shown in the drawing).

When trains move in the controlled area of the radio blocking device 3, commands for controlling the mode of data exchange with the station are received on board the locomotive. In accordance with the established mode, at a predetermined frequency, data containing the train number, the location of the train head and tail, a sign of the train's integrity, and speed of movement are transmitted to the radio blocking device 3. This data is sent to the microprocessor centralization device 2, where the state of the switches and traffic lights, the number of free track circuits and the location of a pair of trains following along the way are analyzed. Then, each train is transmitted through the radio blocking device 3, information about the location of the tail of the train in front, the current time speed limits and their location in front of the train, as well as changes in the train schedule. For the reliability of wireless data transmission between trains and the radio blocking device 3, the communication channel is built on the principle of "2 of 2" with the possibility of comparison from two sources.

As the main radio channel for data transmission between plant equipment and on-board safety devices
LTE digital radio channel is used as backup GSM-R or POPC GSM. Information protection in the communication channels between the devices is carried out by using the crypto protection unit 20 on the train, as well as in the radio blocking device 3, which ensures the fulfillment of security requirements from unauthorized access to information.

On-board devices are equipped with radio communication devices 9 for communication with other trains, which receive and transmit data via an additional radio channel between trains following each other along the way, from the train in front to the next one. The radio communication device 9 periodically transmits a data packet with a predetermined period, which contains the current track number, the railway coordinate of the train head and tail, a sign of the train's integrity.

As a locomotive safety device 7, one of the known safety devices (CLUB / BLOCK) can be used, which includes a non-volatile memory with train characteristics, a module for measuring the actual speed of movement, a navigation receiver with an antenna, a non-volatile memory for storing an electronic map of a traffic area with a description path objects.

Based on the results of the data exchange between the head and tail of the train, the integrity of the train is determined, the length of the train is calculated in accordance with the characteristics of the train, and the railway coordinates of the head and tail of the train.

The means 8 for receiving data from the track circuit continuously receives data on the number of free track circuits, which are then analyzed by the block 10 for making decisions and generating control commands together with the data received from the radio blocking device 3. Additionally, in the decision block 10, the data on the coordinate of the tail of the ahead of the train, received from the radio blocking device 3, are compared with the data from the radio communication device 9, received in a decentralized mode. After analyzing the information received in the decision-making block 10, a command of the priority of the devices with which the locomotive safety device 7 needs to work is formed.

Based on the set of recommended data, the locomotive safety device 7 calculates the permissible train speed. In the event of a loss of radio communication with the radio blocking device 3, the distance to the place of speed limitation and the value of the permissible speed are calculated according to the data of the automatic blocking track devices and the train in front.

In the absence of radio communication, the on-board security system
automatically switches to driving according to the traditional system
regulation of train traffic based on automatic locomotive signaling, switching back to radio control occurs automatically after a stable radio signal is established for the time required to restore the secure connection mode.

Control of train traffic can be carried out centrally, from station radio blocking devices, as well as autonomously by receiving information directly from the train in front, using decentralized board-to-board communication technology, as well as from rail circuits from automatic blocking track devices. Based on this data, the distance to the train in front and the permissible train speed are calculated. This greatly simplifies implementation and reduces the cost of implementing the system.

Thus, the safety of train traffic increases, the reliability of the interval control system, the interval between the passing trains decreases, it becomes possible to maintain the high-speed mode without unreasonable downtime and reduce the time intervals between trains passing along the route.

Claims (1)

An interval train control system containing a train control center, including a microprocessor-based centralization device connected to a radio blocking device to which a radio communication unit is connected, and to a station automatic blocking device, to which automatic blocking track devices installed on the tracks are connected, a locomotive is installed in the head car of each train. a safety device with connected to it means for receiving data from the track circuit, a radio communication device and a block for making decisions and generating control commands, train integrity monitoring devices are installed in the head and tail cars of the train, characterized in that each train integrity monitoring device consists of a data processing unit , to which a two-channel block for calculating the security code, a block for generating a message about the system time and a communication block with a locomotive safety device are connected; The train integrity trolleys are interconnected by a wired communication line, and the data processing unit of the train integrity monitoring device installed in the head car of the train is connected through the crypto protection unit to the transceiver device.

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