RU2768305C1 - Method for interval control of train movement, which allows two trains to be located on one block-section consisting of several coordinate sections - Google Patents

Abstract

FIELD: traffic control systems.

SUBSTANCE: invention relates to railway automation and telemechanics and specifically to methods of interval control of train movement with transmission of information on target speed throughout the train route. Method of train traffic interval control, which allows two trains on one block-section, consisting of several coordinate sections, consists in the fact that each block-section is divided into one or several coordinate sections with length less than the length of the train braking path. Each of the coordinate sections is equipped with its own track circuit and/or is limited on both sides by axle counters. For each coordinate section, determining the total length of the coordinate sections lying ahead in the direction of movement to the nearest occupied coordinate section and determining the target speed as the highest speed, at which the total length of the coordinate sections lying ahead in the direction of movement to the nearest occupied coordinate section is the length of all three braking paths of the train at service, full service and auto-stop braking. At that, information on numerical value of target speed for coordinate sections is transmitted to onboard equipment, and onboard equipment receives and processes information on numerical value of target speed for coordinate section, on which the head of the considered train is located. When switching to the next coordinate section in the direction of movement, the on-board equipment stores the value of the target speed for the previous coordinate section, which is considered to be the maximum permissible speed for the considered coordinate section until, while the target speed for the considered coordinate section is less than or equal to the target speed for the previous coordinate section. At that, track light with prohibiting indication, enclosing block section, consisting of several coordinate sections, traffic is allowed in presence of target speed signal, value of which is not zero and excludes collision of considered train with ahead one.

EFFECT: reduced sensitivity to delay in movement of ahead train at reduction of inter-train interval.

12 cl, 2 dwg

Description

The field of technology to which the invention belongs

The present invention relates to railway automation and telemechanics, and in particular to methods for interval control of train traffic with the transmission of information about the target speed throughout the entire train route.

State of the art

Known Integrated locomotive safety device (RU 2420418 C2, B61L 25/00, 06/10/2014). The complex locomotive safety device contains a locomotive electronics unit, a locomotive indication unit, a switching and registration unit, a registration unit, a speed indication unit, a locomotive driver assistant indication unit, an interface coordination unit, included in a closed real-time system with a modular architecture and interconnected by an internal CAN interface. , Gateway. At the same time, the electronics unit is configured to receive and process signals from the ALSN and ALS-EN receiving coils, distance and speed sensors, a satellite navigation system antenna, a signal about the position of the electro-pneumatic valve key, signals from the locomotive control devices, as well as control and organization of the exchange mode information with other devices using the internal CAN interface, organizing the mode of information exchange with a radio modem via a digital interface and generating a control signal for an electro-pneumatic valve. The electronics unit includes a two-channel central processing module connected to the internal CAN interface, an electronic card module, a radio channel module, a two-channel external device module and a two-channel motion parameter meter module, moreover, additional inputs/outputs of the central processing module are connected to the corresponding inputs/outputs of the security system, the output of which is connected to the electro-pneumatic valve amplifier connected to the electro-pneumatic valve, the input of the satellite navigation system module is connected to the antenna of the satellite navigation system, and the corresponding output is connected to the electronic card module, the output of which is connected to the radio channel module, the inputs / outputs of which are connected to the radio modem connected to the duplex filter connected to the radio antenna. The inputs of the external connection block are connected to the distance and speed sensors, the outputs of which are connected to the corresponding inputs of the switching and connection module, the outputs of which are connected to the inputs of the two-channel module of the motion parameters meter. The two-channel module of the external device is connected to the receiving coils ALSN and ALS-EN. The locomotive display unit is configured to prepare and display information, interact with the driver through vigilance handles, enter and display locomotive and train characteristics, as well as display traffic lights and free block sections, current time, time of movement according to the schedule, actual speed, permissible speed , recommended speed, target speed, acceleration, operation mode, ALSN channel frequency or ALS-EN channel operation indicator, display of railway coordinates, names of ahead objects to follow and distance to them, data from brake line pressure sensors, brake cylinder pressure sensors and sensors surge tank pressure, in addition, technological information necessary for system diagnostics, indication of the recording mode on the recording cassette. The indication unit includes a display control board connected to the internal CAN interface, connected to the TFT display, a traffic light module control board connected to the traffic light indication module, an input module, the inputs of which are connected to the vigilance handles and the keyboard. The switching and recording unit is configured to process data from the locomotive devices, data from the pressure sensor in the brake line, the pressure sensor of the brake cylinder and the pressure sensor of the surge tank, to perform service and forced braking, and also to turn on the power of the device, and includes a device connected to to the internal CAN interface, a generation and recording device, the inputs of which are connected to the locomotive devices with analog outputs, the brake line pressure sensor, the brake cylinder pressure sensor and the surge tank pressure sensor, the input / output is connected to the control board connected to the relay board, the outputs of which are connected with an electro-pneumatic valve, a locomotive sandbox, with brake and release valves of the driver's crane attachment, and a control unit for unauthorized shutdown of the electro-pneumatic valve key, the output of which is connected to the electro-pneumatic valve. The registration unit includes a registration module connected to the internal CAN interface, connected to the registration cassette, the interface matching unit includes a signal processing module connected to the internal CAN interface, the input / output of which is connected to the decoupling module, the inputs of which are connected to the telemechanical wakefulness monitoring system driver, alarm buttons, and inputs / outputs - to the automatic braking control system. The gateway includes a control device, the corresponding inputs/outputs of which are connected to the internal CAN interface converter connected to the internal CAN interface, also to the external CAN interface converter connected to the external CAN interface, and to the locomotive interface converter connected to the locomotive interface.

Despite the advantage of displaying the target speed on the display unit, i.e. the maximum allowable speed at which it is allowed to follow the border between two sections of the track, separated from each other, for example, by a traffic light, the well-known integrated locomotive safety device implements this function in conjunction with automatic locomotive signaling signals that it receives from existing track devices, including . auto-blocking devices with tone track circuits (which will be discussed in more detail below).

A self-locking device with tonal rail circuits and centralized placement of equipment is known (RU 104136 U1, B61L 23/16, 05/10/2011). It contains track through traffic lights, enclosing block sections and installed on the borders of block sections, rail circuits of protective sections of track through traffic lights and rail circuits of block sections, a track circuit control unit, including generators connected to the beginnings of track circuits, and receivers connected to by the ends of the track circuits, blocks for transmitting numerical code signals to the locomotive, 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, blocks for switching on coding, each of which, with its first and second outputs, is connected respectively to the input of the corresponding block transmission to the locomotive of numerical code signals and the input of the corresponding block of signal indications. The start input of each coding enable block is connected to the corresponding output of the permission to send the QOL code of the track circuit control unit, the configuration input of which is connected to the output of the controller connected via a communication channel to the dispatching control center. The coding enable enable input of the coding enable block is connected to the receiver output of its track circuit. In this case, the coding enable block generates cycles of ALSN signals of a numerical code, starting with a pause of 0.57-1.3 s.

The disadvantage of the known Device is that the ALSN signal depends only on the indication of the ahead traffic light, which determines the permissible speed of its passage, and is the same throughout the block section. In the event of a stop of the train in front, the indication of the traffic light that encloses the considered section of the track will be red, prohibiting the presence of more than one train on one block section. When approaching such a traffic light, a train equipped with a known Device will require a complete stop in front of it. At the same time, passing a traffic light with a prohibitory indication is allowed after stopping at a speed of not more than 20 km / h, with special vigilance and readiness to stop if there is an obstacle to movement. This is an organizational measure that places responsibility for the consequences on the train driver, acting in the absence or incompleteness of information and the location of the ahead train (a red traffic light can mean both the presence of the ahead train right behind the traffic light in question, and its location at a considerable distance: one or more km, on the border of the next block area). This leads to a high level of sensitivity to the delay of the train in front, as it leads to the need for the train behind to reduce its speed until it comes to a complete stop while reducing the passing intervals.

It should be taken into account that for a number of embodiments of auto-blocking systems with tonal track circuits (including for the ABTTs-M and ABTTs-MSh systems), it is known that several short (less than the length of the considered block section) tonal rail circuits. At the same time, the coding circuits in a given direction of movement provide for each short track circuit the formation and transmission of signals containing information on the indication of the ahead traffic light over a continuous channel of automatic locomotive signaling (ALSN) (Kazakov A.A., Bubnov V.D., Kazakov E. .A. Automated systems for interval control of train traffic: Textbook for technical schools of railway transport.M.: Transport, 1995. 320 p.).

In all these systems, within one block section at any point, one ALSN signal is transmitted, more than one train is not allowed to be within the boundaries of one block section according to the indication of a traffic light. This leads to a high sensitivity to the delay of the train in front while reducing the inter-train interval.

The closest in its technical essence to the claimed invention is the following method of interval regulation of train traffic (RU 2006105116 A, B61L 23/00, 11/20/2013). In the known method, the regulation is carried out according to the signals of automatic blocking or automatic locomotive signaling. The haul is divided into block sections, each block section is fenced with a traffic light. When the distance between trains is more than two block sections, a green light is lit at the floor traffic light, and a signal about the permissible speed of movement under the green light is transmitted through the automatic locomotive signaling channel to the rear moving train. At a distance of two block sections between trains, a yellow light is lit at the floor traffic light, and a signal about the permissible speed of movement under the yellow light is transmitted through the automatic locomotive signaling channel to the following train. At a distance of one block section between trains, a red light is lit at the floor traffic light, and a signal is transmitted through the automatic locomotive signaling channel to the rear following train about the permissible speed of approaching the red light at the traffic light. When the distance to the train in front is reduced by less than one block section, information is transmitted to the train via the automatic locomotive signaling channel about the permissible speed of movement in terms of safety relative to the train in front, depending on its coordinates, determined using additional sections into which the block section is divided . With the help of the automatic locomotive signaling channel, information is transmitted about the temporary restrictions on the speed of the train on the section.

The disadvantage of this method is the lack of formation of the target speed of the train. At the same time, the concept of dividing the block section into additional sections is not fully implemented, which also leads to a high level of sensitivity to the delay of the ahead train when the inter-train interval is reduced.

This method is taken as a prototype.

Disclosure of invention

The technical result, to which this invention is directed, is to reduce the sensitivity to delay in the movement of the train in front while reducing the inter-train interval.

The technical result is achieved by the fact that the method of interval regulation of train traffic, which allows the presence of two trains on one block section, consisting of several coordinate sections, consists in the fact that the section of the railway track is divided into block sections, fenced on one or both sides with track traffic lights. Each of the block sections is equipped to monitor its condition with one or more track circuits and/or is limited on both sides by axle counters. The lights of traffic lights are controlled depending on the number of free block sections located behind each of the traffic lights and the selected direction of movement. Signals are transmitted to the trains to the onboard equipment. Control the vigilance of the driver. At the same time, if the maximum allowable speed is exceeded, if full service braking is not started, or if the driver’s vigilance is not confirmed by on-board equipment, auto-stop braking automatically starts. Each block section is divided into one or more coordinate segments with a length less than the length of the braking distance of the train. In this case, each of the coordinate segments is equipped with its own track circuit and/or is limited on both sides by axle counters. For each coordinate segment, the total length of the coordinate segments ahead in the direction of movement to the nearest occupied coordinate segment is determined and the target speed is determined as the highest speed at which the total length of the coordinate segments ahead in the direction of movement to the nearest occupied coordinate segment fits the lengths of all three braking distances of the train at : service, full service and hitchhiking braking. At the same time, information on the numerical value of the target speed for coordinate segments is transmitted to the onboard equipment, and information on the numerical value of the target speed for the coordinate segment on which the head of the train in question is located is received and processed by the onboard equipment. When moving to the next coordinate segment in the direction of motion, the onboard equipment saves the value of the target speed for the previous coordinate segment, which is considered the maximum allowable speed for the considered coordinate segment until the target speed for the considered coordinate segment is less than or equal to the target speed for the previous coordinate segment . At the same time, a traffic light with a prohibiting indication, enclosing a block section consisting of several coordinate segments, is allowed to proceed if there is a signal about the target speed, the value of which is not zero and excludes the collision of the train in question with the one in front.

At the same time, a traffic light with a prohibitory indication, enclosing a block section consisting of several coordinate segments, will proceed with a mandatory stop in front of it.

In this case, a traffic light with a prohibitory indication, enclosing a block section consisting of several coordinate segments, will proceed without stopping in front of it.

In accordance with the signals received and processed by the onboard equipment, the numerical values of the target speeds for the current and previous coordinate segments are displayed using an onboard indicator located in the driver's cab.

Additionally, information on the numerical value of the target speed for one or more coordinate segments located in the direction of movement in front of the coordinate segment followed by the head of the considered train is transmitted to the on-board equipment, received and processed with its help.

In accordance with the signals received and processed by the onboard equipment, the numerical values of the target speeds are displayed for the previous coordinate segment, the current coordinate segment, one or more coordinate segments located in the direction of movement in front of the current coordinate segment, along which the head of the considered train follows.

In addition, information is transmitted to the on-board equipment, received and processed with its help, information about the temporary restrictions on the speed of movement within the boundaries of the coordinate segment along which the head of the train in question moves. In this case, under the action of two or more restrictions within the boundaries of one coordinate segment, information is transmitted about the lower of the permissible speeds.

Additionally, for each of the trains, its actual speed and mode of motion are determined: traction, run-out or braking. For each train, depending on the total length of the coordinate segments separating the train and the nearest occupied coordinate segment ahead in the direction of travel, the actual speed and mode of motion of the ahead train, information on the recommended mode of motion is determined, transmitted to the on-board equipment, received and displayed with its help: or escape.

In this case, the transmission of signals to the onboard equipment is carried out via one or more radio channels.

At the same time, the transmission of signals to the onboard equipment is carried out via at least one inductive information transmission channel using a rail line or a stationary loop.

Additionally, the inductive information transmission channel is duplicated using a radio channel.

In this case, the transmission of signals to the on-board equipment is carried out only when the train passes. In this case, the signals are transmitted to the rail lines or stationary loops of two coordinate segments: the current one, on which the head of the train in question is currently located, and the one lying in front of it.

Brief description of the drawings

The essence of the invention is illustrated by the drawings in Fig. 12.

The figure 1 shows a block diagram of a complex for interval regulation of train traffic, which allows two trains to be located on one block section, consisting of several coordinate segments, using track circuits and transmitting information in an inductive way, implementing the proposed method, for a fragment of the haul.

The figure 2 shows a block diagram of a complex for interval control of train traffic, which allows two trains to be on one block section, consisting of several coordinate segments, using axle counters and transmitting information over a radio channel that implements the proposed method for a segment of the haul.

Implementation of the invention

In FIG. 1 adopted the following designations:

1, 3, 5 - passing traffic lights;

H - entrance traffic light of the station;

BU1 - block section, fenced with the first traffic light;

BU3 - block section, fenced with the third traffic light;

BU5 - block section, fenced with the fifth traffic light;

L _BU1 - the length of the block section, protected by the first traffic light;

L _BU3 - the length of the block section, protected by the third traffic light;

L _BU5 - the length of the block section, protected by the fifth traffic light;

P1, P3, P5, P7, P9, P11 - coordinate segments;

L _P1 , L _P3 , L _P5 , L _P7 , L _P9 , L _P11 - the lengths of the corresponding coordinate segments;

APK RTs1 - equipment for the supply end of the first track circuit;

APK RTs3 - equipment for the supply end of the third track circuit;

APK RTs5 - equipment for the supply end of the fifth track circuit;

APK RTs7 - equipment for the supply end of the seventh track circuit;

APK RTs9 - equipment for the supply end of the ninth rail circuit;

APK RTs11 - equipment for the supply end of the eleventh track circuit;

ARK RTs1 - equipment of the relay end of the first track circuit;

ARK RTs3 - equipment of the relay end of the third track circuit;

ARK RTs5 - equipment of the relay end of the fifth track circuit;

ARK RTs7 - equipment of the relay end of the seventh track circuit;

ARK RTs9 - equipment of the relay end of the ninth track circuit;

ARK RTs11 - equipment of the relay end of the eleventh track circuit;

BP - memory block;

BRSD - block for calculating the sums of the lengths of coordinate segments;

BRCS - a block for calculating target speeds according to the lengths of braking distances.

In FIG. 2, the following designations are adopted:

1, 3, 5 - passing traffic lights;

H - entrance traffic light of the station;

BU1 - block section, fenced with the first traffic light;

BU3 - block section, fenced with the third traffic light;

BU5 - block section, fenced with the fifth traffic light;

L _BU1 - the length of the block section, protected by the first traffic light;

L _BU3 - the length of the block section, protected by the third traffic light;

L _BU5 - the length of the block section, protected by the fifth traffic light;

P1, P3, P5, P7, P9, P11 - coordinate segments;

L _P1 , L _P3 , L _P5 , L _P7 , L _P9 , L _P11 - the lengths of the corresponding coordinate segments;

MF1, SC2, SC3, SC4, SC5, SC6, SC7 - first, second, third, fourth, fifth, sixth and seventh axis counters;

CC1, CC3, CC5, CC7, CC9, CC11 - comparison circuits for monitoring the status of the first, third, fifth, seventh, ninth and eleventh coordinate segments, respectively;

BP - memory block;

BRSD - block for calculating the sums of the lengths of coordinate segments;

BRCS - block for calculating target speeds according to the lengths of braking distances;

Radio transmitter.

The complex for interval control of train traffic, which allows two trains to be located on one block section, consisting of several coordinate segments, implements the inventive method as follows.

Let us first consider a complex for interval regulation of train traffic, which allows two trains to be located on one block section, consisting of several coordinate segments, using track circuits and inductively transmitting information, which implements the proposed method (Fig. 1).

The section of the railway track is divided into three block sections: 1BU, 3BU and 5BU, fenced, respectively, by way traffic lights 1, 3 and 5. To the left of the section under consideration, a track input traffic light H is installed. The considered block sections have lengths L _BU1 , L _BU3 , L _BU5 . Each of the block sections is divided in turn into two coordinate segments: BU1 into P1 and P3; BU4 on P5 and P7; BU5 on P9 and P11. The lengths of the coordinate segments are respectively equal to the values L _P1 , L _P3 , L _P5 , L _P7 , L _P9 , L _P11 , - less than the length of the braking distance of the train. Each of the coordinate segments is equipped with track chains: RTs1, RTs3, RTs5, RTs7, RTs9, RTs11. Each track circuit includes the equipment of the supply end, the equipment of the relay end, as well as the corresponding rail line. The outputs of the equipment of the relay end of the track circuits ARC RTs1, ARC RTs3, ARC RTs5, ARC RTs7, ARC RTs9, ARC RTs11 are connected to the corresponding inputs of the MRSD. The BP output is connected to the corresponding input of the BRSD. The output of the BRSD is connected to the input of the BRCS, the outputs of which are connected to the corresponding inputs of the equipment for the supply end of the rail circuits APK RTs1, APK RTs3, APK RTs5, APK RTs7, APK RTs9, APK RTs11.

Let the coordinate segment 1П be occupied by the railway rolling stock. Then traffic light 1 is red, traffic light 3 is yellow, and traffic light 5 is green (three-digit auto-lock is implemented). The train is moving from right to left. Having entered the coordinate segment 11P, the on-board equipment (hereinafter - BA) of the corresponding train receives the target speed from the rail line of the track circuit of the coordinate segment 11P, i.e. the maximum speed with which it is allowed to proceed to the coordinate segment 9P. At the same time, the on-board equipment of the train in question remembers, when entering the coordinate segment 11P, the target speed for the previous coordinate segment 13P (not shown in the drawings). This speed becomes the maximum allowable speed for the 11R coordinate segment as long as the 11R target speed is equal to or less than the stored target speed for the 13R coordinate segment. The existing and used microprocessor-based main safety devices can be considered as on-board equipment: an integrated locomotive safety device (CLUB) and its modifications, as well as a safe locomotive integrated complex (BLOK) and its modifications. The on-board equipment provides the functions of checking the driver's vigilance due to well-known solutions: sound and light indication, which requires pressing at least one vigilance handle. The on-board equipment also provides for the initialization of auto-stop braking when the maximum allowable speed is exceeded, if full service braking has not been started, or in the absence of confirmation of the driver's vigilance. The train can move both in autopilot mode and under the control of the driver.

The target speed for the coordinate segment 11P is determined as follows. Before 11P and before the coordinate segment 1P occupied by the rolling stock, the following coordinate segments are free: 9P, 7P, 5P, 3P. Their freeness is fixed by the corresponding equipment of the relay end of the track circuits: ARC RTs9, ARC RTs7, ARC RTs5, ARC RTs3 - receiving a control signal of the rail line with the specified parameters from the HSC RTs9, HSC RTs7, HSC RTs5, HSC RTs3, respectively, through the rail lines of the corresponding track circuits. The equipment of the supply end of the track circuit can be assembled according to any of the known schemes, including the use of track generators of tonal track circuits, in particular GP3. In this case, the freedom can be fixed both by the relay, which is part of the equipment of the relay end of the track circuit (for relay circuits), and the microprocessor receiver of the control signals of the rail line.

Information about the freedom of the indicated coordinate segments is fed to the corresponding inputs of the MRSD. The BRMS receives from the BP information about the lengths of each specified coordinate segments. These lengths are recorded in the BP during the design and equipment of the track section. The PSU is a permanent storage device.

Based on the information received, the MRSD determines for 11P the sum of the lengths of the coordinate segments 9P, 7P, 5P and 3P that lie ahead of the occupied coordinate segment 1P and transmits it to the input of the BRCS. The BRCS calculates the lengths of braking distances of three types: service, full service and hitchhiking - for all speeds until such a speed is determined for which the length of any of the braking distances is not greater than the sum of the lengths of the coordinate segments 9P received earlier from the BRSD , 7P, 5P and 3P. The previous speed value (i.e., the one that ensured the fulfillment of the condition that the length of all three types of braking distances fit into the sum of the lengths of the coordinate segments) is taken as the target. It is transmitted to the corresponding equipment of the supply end of the track circuit, in this case to the HSC RTs11, through which it is transmitted to the rail line of the track circuit of the coordinate segment 11P. From the rail line, the value of the target speed is perceived by the BA of the considered train in an inductive way. The target speed for each of the coordinate segments is determined similarly. This provides a reduction in the inter-train interval.

The on-board equipment of the train can implement auto-guidance functions, in which case the indication of target speeds may not be displayed in the driver's cab. However, in cases where the train control functions are assigned to the driver, the on-board equipment includes an on-board indicator (not shown in the drawings) located in the driver's cab and displaying two numerical values of the target speeds: one for the current coordinate segment, the other for the previous coordinate segment.

It should be noted that not only the corresponding target speeds can be transmitted to each of the rail lines of the track circuits of the coordinate segments 1P, 3P, 5P, 7P, 9P and 11P. So for the considered case (1P is busy, the train is on 11P), the target speed for the 9P coordinate segment or for several coordinate segments at once, for example, for 9P, 7P and 5P can be additionally transmitted by means of the rail line of the 11P coordinate segment. This reduces the level of uncertainty both for the on-board equipment, which provides the auto-guidance functions, and for the driver. In this case, the specified information can be displayed along with information about the target speeds for the previous and current coordinate segments on the on-board indicator (not shown in the drawings).

The complex can also implement a number of additional functions. For example, the transmission of information about temporary speed limits and the recommended driving mode.

To implement the function of transmitting information about temporary speed limits, the Complex includes additionally connected in series an automated operator's workstation, a second memory unit and a control and distribution unit (not shown in the drawings). At the same time, the outputs of the control and distribution unit are connected to the corresponding inputs of the APC RTs1, the APC RTs3, the APC RTs5, the APC RTs7, the APC RTs9, the APC RTs11. The operator (station duty officer, train dispatcher or other authorized person) enters, using an automated workstation, information about the presence of temporary speed limits on the track section, indicating the start and end times of the restrictions, the current speed limit, the coordinate segments covered by this restriction, and other information, such as the reason for such restriction. The data received from the workstation is recorded in the second memory block. From the second memory block, information about the permissible speed is transmitted through the control and distribution unit to the equipment of the supply ends of the track circuits of the corresponding coordinate segments, i.e. coordinate segments for which any temporary restrictions apply, up to the cancellation of the restrictions. Under the action of two or more speed limits within the boundaries of one coordinate segment, the lower of the allowable train speeds is transmitted.

To implement the function of transmitting information about the recommended mode of movement, the Complex includes at least one radio receiver and a processing unit connected in series (not shown in the drawings). A radio transmitter is introduced into the on-board equipment, transmitting packets of information about the current speed of the train in question and the selected mode of its movement: traction, run-out or braking. Another input of the processing unit is connected to the corresponding output of the BRSD. The outputs of the processing unit are connected to the corresponding inputs of the APC RTs1, the APC RTs3, the APC RTs5, the APC RTs7, the APC RTs9, the APC RTs11. Information from the radio transmitter of each of the trains located on the section is fed to the input of the radio receiver, and from there to the input of the processing unit. The processing unit receives, in addition to the above information, about the total length of the coordinate segments separating each train and the nearest occupied coordinate segment ahead in the direction of travel. After processing this information, for each of the trains, information is generated on the recommended mode of movement: traction or run-out. The traction mode is formed, for example, in the case when the actual speed is below the target, and also when the train in front has started to accelerate (for example, in the case when it left the platform), taking into account safety conditions. The braking mode is formed in the opposite case, when the train in front either started braking or stopped completely and the number of coordinate segments separating the train behind and the nearest occupied coordinate segment is reduced. For each of the trains, information about the speed mode is transmitted to the corresponding equipment of the supply end of the track circuits: APK RTs1, APK RTs3, APK RTs3, APK RTs7, APK RTs9 or APK RTs11.

The inductive channel formed by the rail lines can be duplicated. In this case, the corresponding outputs of the BRCS unit, the control and distribution unit (if any), the processing unit (if any) are connected to the input of at least one radio transmitter.

Along with rail lines, an inductive information transmission channel can be formed using stationary loops (not shown in the drawings). Stationary loop - a wire or cable laid in a certain way along the rail. Forming an electromagnetic field around itself when an electric current flows through a loop, a stationary loop provides the formation of an inductive information transmission channel in the same way as a rail line of a rail circuit. Stationary loops are laid each within the boundaries of their coordinate segment by any of the known methods, for example, in accordance with the requirements of the Instructions for the equipment, maintenance and repair of test loops and track devices ALS control point ALSN No. 35002-000-00. The stationary loop is connected to the corresponding output of the equipment of the supply end of the track circuit. As a result, the transmission of higher frequency signals (compared to a rail line) and a greater amount of information can be achieved.

It is not obligatory to continuously broadcast signals to on-board equipment by all rail lines or stationary loops of free coordinate segments. It is sufficient to transmit signals only when the train is in motion: to the rail line or test loop of the coordinate segment on which the head of the moving train is located, as well as to the rail line or test loop of the coordinate segment ahead in the direction of travel. This will reduce the consumption of electrical energy by the Complex.

At the same time, it should also be noted that the target speeds for each of the coordinate segments are calculated separately and may differ from each other, in contrast to the well-known ABTTs-M systems (where, within the same block section, information about the ahead traffic light, and, therefore, information about the target speed, is the same at any point of the block section). So, when the train occupies the 9P coordinate segment, the BA input receives the target speed for proceeding from the 9P coordinate segment to 7P, etc. In this case, obviously, the target speed for the coordinate segment 11P is higher than or equal to the target speed for the coordinate segment 9P. The condition that the target speed for the 11P coordinate segment can be higher than the target speed for the 9P coordinate segment just ensures the higher speed of the PS, taking into account all safety conditions and a shorter inter-train interval.

When proceeding along the coordinate segment 5П, the received target speed can be equal to zero (if, for example, RC3 is also occupied) or be different from zero (only RC1 is occupied), thus excluding the collision of the considered train with the one in front. In one of the options, a mandatory stop is used for the train to pass the traffic light 1 with a prohibiting indication (for the period of transition to the application of the method in question), in the other, it is not required. Shorter train intervals (compared to methods that exclude more than one train in the same block section) and shorter segments for which target speeds are set provide a faster response to changes associated with the movement of the ahead train.

This ensures less sensitivity of the train behind to the delay in the movement of the one in front, which is especially important for sections with high traffic intensity in the conditions of reducing the inter-train interval to the minimum possible values, for example, for suburban areas of large agglomerations.

As soon as the 1P coordinate segment is free, the target speed for all subsequent coordinate segments will be changed. This is true for other coordinate segments as well.

Otherwise, the work of the Complex corresponds to the known systems of interval control.

When any of the track circuits is occupied, the level of the track line control signal at the input of the corresponding ARC is below the threshold value, and the track circuit is considered busy. If at least one of the track circuits within the boundaries of any of the block sections is occupied, then a red light turns on at the traffic light enclosing it. So, for example, if the track circuit of the first coordinate segment 1P is busy, then at the traffic light 1, enclosing BU1, a red signal indication will light up. At the next traffic light, a warning signal will turn on - one yellow. In the above example, the yellow signal will turn on at traffic light 3. At the next traffic light, i.e. in our example, at 5, the enabling indication will be lit, which does not require speed reduction: green or green with yellow (when implementing a four-digit auto-lock).

The complex of interval control of train traffic operates in a similar way, allowing two trains to be on one block section, consisting of several coordinate segments, using axle counters and a radio channel (Fig. 2).

The section of the railway track is divided into three block sections: 1BU, 3BU and 5BU, fenced, respectively, by way traffic lights 1, 3 and 5. To the left of the section under consideration, a track input traffic light H is installed. The considered block sections have lengths L _BU1 , L _BU3 , L _BU5 . Each of the block sections is divided in turn into two coordinate segments: BU1 into P1 and P3; BU4 on P5 and P7; BU5 on P9 and 11P. The lengths of the coordinate segments are respectively equal to the values L _P1 , L _P3 , L _P5 , L _P7 , L _P9 , L _P11 , - less than the length of the braking distance of the train. Each of the coordinate segments: 1P, 3P, 5P, 7P, 9P, 11P is limited on both sides by two counters of the axes MF1, SC2, SC3, SC4, SC5, SC6, SC7. The axle counters are connected in pairs with their outputs to the inputs of the comparison circuits corresponding to the coordinate segments: SC1 and SC2 - to CC1; MF2 and MF3 - SS3; MF3 and MF4 - SS5; MF4 and MF5 - SS7; MF5 and MF6 - SS9; MF6 and SC7 - SSP. The outputs of the comparison circuits СС1, СС3, СС5, СС7, СС9 and SSP are connected to the corresponding inputs of the BRSD. The BP output is connected to the corresponding input of the BRSD. The BRSD output is connected to the BRCS input, the output of which is connected to the Radio transmitter input.

The only difference is that the coordinate segment is considered free when the number of counted wheel pairs for the corresponding pair of axle counters is the same (the decision on this is made by the corresponding comparison circuit). And already according to the data obtained from the comparison schemes, the BRSD provides the calculation of the sums of the lengths of the coordinate segments (similar to the above). Based on the obtained sums of the lengths of the coordinate segments, the BRCS determines the target speeds for each of the coordinate segments (according to the above). In this case, the information is transmitted to the train not in an inductive way (i.e. from the rail line of the corresponding track circuit), but via a radio channel through a radio transmitter. The UA, which includes a radio signal receiver, perceives the target speed corresponding to the coordinate segment on which the head of the train under consideration is currently located.

It is possible to organize several radio channels between the track devices and on-board equipment. This may be necessary, among other things, to improve the reliability of the information transmission channel.

In addition, the described complex for interval control of train traffic, which allows two trains to be on one block section, consisting of several coordinate segments, using axle counters and transmitting information over the radio channel, can be supplemented with both track circuits (similar to that described in relation to the complex for interval traffic control trains, allowing the presence of two trains on one block section, consisting of several coordinate segments, using track circuits and transmitting information inductively), and stationary loops.

Additional functionality, such as: displaying target speeds on the display unit, transmitting information about temporary speed limits and the recommended mode of movement, is provided by the use of additional units (not shown in the drawings) in accordance with the above for the interval train control complex, which allows finding two trains on one block section, consisting of several coordinate segments, using track circuits and inductively transmitting information.

The implementation of the proposed method for interval control of train traffic, which allows two trains to be located on one block section, consisting of several coordinate segments, is possible both within an independent, newly created system, and within existing systems by changing the algorithm of their track devices or blocks management.

Claims (12)

1. The method of interval regulation of train traffic, allowing the presence of two trains on one block section, consisting of several coordinate segments, consisting in the fact that the section of the railway track is divided into block sections, fenced on one or both sides with traffic lights; each of the block sections is equipped to monitor its condition with one or more track circuits and/or is limited on both sides by axle counters; control the lights of traffic lights depending on the number of free block sections located behind each of the traffic lights and the selected direction of movement; transmit signals to the trains to the onboard equipment; control the vigilance of the driver; at the same time, when the maximum allowable speed is exceeded, if full service braking is not started, or if the driver’s vigilance is not confirmed by on-board equipment, hitchhiking braking automatically starts, characterized in that each block section is divided into one or more coordinate segments with a length less than the braking distance trains; at the same time, each of the coordinate segments is equipped with its own track circuit and/or is limited on both sides by axle counters; for each coordinate segment, the total length of the coordinate segments ahead in the direction of movement to the nearest occupied coordinate segment is determined and the target speed is determined as the highest speed at which the total length of the coordinate segments ahead in the direction of movement to the nearest occupied coordinate segment fits the lengths of all three braking distances of the train at : service, full service and hitchhiking braking; at the same time, information about the numerical value of the target speed for coordinate segments is transmitted to the onboard equipment, and information about the numerical value of the target speed for the coordinate segment on which the head of the train in question is located is received and processed by the onboard equipment; when moving to the next coordinate segment in the direction of motion, the onboard equipment saves the value of the target speed for the previous coordinate segment, which is considered the maximum allowable speed for the considered coordinate segment until the target speed for the considered coordinate segment is less than or equal to the target speed for the previous coordinate segment ; at the same time, a traffic light with a prohibitory indication, enclosing a block section consisting of several coordinate segments, is allowed to proceed if there is a signal about the target speed, the value of which is not zero and excludes the collision of the train in question with the one in front. 2. The method according to claim 1, characterized in that a traffic light with a prohibitory indication, enclosing a block section consisting of several coordinate segments, will be followed with a mandatory stop in front of it. 3. The method according to claim 1, characterized in that a traffic light with a prohibitory indication, enclosing a block section consisting of several coordinate segments, will proceed without stopping in front of it. 4. The method according to claim 1, characterized in that, in accordance with the signals received and processed by the on-board equipment, the numerical values of the target speeds for the current and previous coordinate segments are displayed using an on-board indicator located in the driver's cab. 5. The method according to claim 1, characterized in that it is additionally transmitted to the onboard equipment, receiving and processing with its help information about the numerical value of the target speed for one or more coordinate segments located in the direction of movement in front of the coordinate segment along which the head of the considered trains. 6. The method according to claim 5, characterized in that, in accordance with the signals received and processed by the onboard equipment, the numerical values of the target speeds are displayed for the previous coordinate segment, the current coordinate segment, one or more coordinate segments located in the direction of movement in front of the current coordinate segment, along which the head of the train in question follows. 7. The method according to p. 1, characterized in that it is additionally transmitted to the on-board equipment, receive and process with its help information about the time restrictions on the speed of movement within the boundaries of the coordinate segment along which the head of the train in question moves; in this case, under the action of two or more restrictions within the boundaries of one coordinate segment, information is transmitted about the lower of the permissible speeds. 8. The method according to claim 1, characterized in that, in addition, for each of the trains, its actual speed and mode of motion are determined: traction, run-out or braking; for each train, depending on the total length of the coordinate segments separating the train and the nearest occupied coordinate segment ahead in the direction of movement, the actual speed and mode of movement of the ahead train, they determine, transmit to the on-board equipment, receive and display with its help information about the recommended mode of movement: traction or escape. 9. The method according to p. 1, characterized in that the transmission of signals to the onboard equipment is carried out via one or more radio channels. 10. The method according to claim 1, characterized in that the transmission of signals to the onboard equipment is carried out via at least one inductive information transmission channel using a rail line or a stationary loop. 11. The method according to claim 9, characterized in that the inductive information transmission channel is additionally duplicated using a radio channel. 12. The method according to any one of paragraphs. 9 or 10, characterized in that the transmission of signals to the on-board equipment is carried out only when the train passes; in this case, the signals are transmitted to the rail lines or stationary loops of two coordinate segments: the current one, on which the head of the train in question is currently located, and the one lying in front of it.

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