RU40284U1 - MICROPROCESSOR AUTO BLOCKING SYSTEM WITH DECENTRALIZED ACCOMMODATION OF THE EQUIPMENT AND THE SPECIALIZED DATA TRANSFER NETWORK - Google Patents

Abstract

Microprocessor-based self-locking system with decentralized equipment distribution and a specialized data transmission network, which includes the first station computer, the first station transceiver, signal point transceivers, the second station transceiver and the second station computer, each network component is assigned a network address, information is transmitted through the network to in the form of requests from a station transceiver and messages from transceivers of signal points, the first the station transceiver transmits transmission requests over the network, sequentially sorting the addresses of all components of the specialized network, the second station transceiver is connected to the first station transceiver, transmits data over the network to the first station transceiver, the first and second station transceivers receive messages from the transceivers of signal points on the stage and transmit them respectively to the first and second station computers, which store information on a hard disk e and display it in graphic and symbolic form, the signal transceivers of the signal points receive transmission requests over the network, in which their network address is indicated, and in response send messages that encoded data on the train situation on the train, signal levels of the rail status monitoring lines (KRL), received code combinations of KRL signals, transmitted code combinations of KRL signals, automatic locomotive signaling ALSN, ALS-EN, traffic light indications and diagnostic information, signal transceiver

Description

The utility model relates to railway automation devices, namely, self-locking systems, and is intended for interval regulation of train movement on track sections using rail chains with insulating joints and without insulating joints, with autonomous and electric traction.

Self-locking systems are known based on rail circuits with insulating joints (AB-E1, AB-CHKE, KEB-1 and KEB-2) / L-1,2 / and based on rail chains without insulating joints (AB-E2, ABTTS- M) / L-4 /.

The signal point of the AB-ChKE self-locking systems (AB-E1, AB-E2) includes / L-1,2 /: microprocessor transceiver (PPM), signal and fire relays, protection devices and coordination with the rail line (UZS), Functions monitoring of the state of the rail line (RRL), reception, decryption and generation of RRL signals are implemented at the software level in the MRP. The microprocessor transceiver has two independent channels. One channel is the main channel, the second channel operates in hot standby. The noise immunity and reliability of the equipment have been increased, the cost of operating the autolock has been reduced.

Known code electronic locking systems KEB-1 and KEB-2 / L-3 /. The structure of the signal point KEB-1 includes a code generator GK-KEB and a receiver-decoder PD-KEB. KEB-2 includes: signal point control units (BUST) located on the stage, and a station device unit (BSU) installed at the station. In the equipment of the signal point KEB-2, electromagnetic relays are completely excluded, their functions are implemented by BUST.

A known system of automatic locking with centralized placement of equipment ABTTS-M / L-4 /. The structure of the system includes an automated workstation of an on-duty electrician of the signaling system (AW ShN), which is connected to and through the control unit (BU)

communicates with the distillation units for monitoring rail circuits (BCRC). BKRC is connected to a power amplifier (UM), a traffic light control unit (BUSP).

Known train detection system, which is used on the railways of the United States and Japan / L-5,6 /. The train detection system comprises track transmitters, track receivers, a track controller, and a personal computer. The track transmitter is connected to the output end of the block section, transmits a signal to the rail circuit to detect the train on the rail line. The track receiver is connected to the input end of the block. It receives a KRL signal from the transmitter from the rail circuit. The directional controller, transmitters and receivers are integrated into a specialized data network. All the responsible functions of the interval regulation are performed by the trip controller. The controller is made in a safe duplicated circuit. The directional controller is located at the station.

Closest to the technical nature of the claimed utility model is a unified microprocessor self-locking system AB-UE / L-7 /. It is selected as a prototype. In a unified microprocessor-based self-locking system, relay equipment is completely eliminated. The block diagram of the signal point AB-UE is shown in figure 1. The AB-UE signal point equipment includes a microprocessor transceiver 1. The signal point PPM is made in a safe manner, with duplication of equipment. The transceiver has two channels 2, 3 and a modem 4. One channel is the main one, the second one works in hot standby. The first 2 and second 3 channels of the transceiver are connected to modem 4 for data transmission to the station. The transceiver controls the operation of the traffic light lamps 5.

MRP has two outputs and two inputs. The first output of the transceiver through the USS 6 is connected in the middle of the block section to the rail circuit without insulating joints or at the output end of the block section to the rail circuit with insulating joints. The transceiver generates and transmits to the rail circuit signals KRL, automatic locomotive signaling ALSN and ALS-EN. The first input of the transceiver is connected to the rail line at the input end of the block section through the USS 7. The transceiver receives signals for monitoring the state of the rail line from its rail circuit if there are insulating joints or from its own and adjacent rail circuits in the section with rail circuits without insulating joints. The second output and the second input of the transceiver are used to transmit and receive data on a two-wire communication line through modem 4.

At the station are located: station transceiver 8 and station computer 9 of the automated workstation of the on-duty electrical mechanic of the signaling and signaling center of the workstation AW ШН.

The signal point transceivers and station transceivers are connected via modems via a two-wire communication line to a specialized network. All network components are assigned unique addresses.

In AB-UE transceivers, data exchange between the primary and backup channels is not provided. They are independent components of a specialized network and receive and transmit messages independently of each other.

The AB-UE transceiver software contains tests that detect failures in the primary and backup channels. In the event that a failure occurs in the main channel, then control is transferred to the backup. The faulty channel is restarted, and information on the nature of the failure in this case is lost.

The essence of the claimed utility model is as follows. If a failure is detected in the primary channel, control switches to the backup channel. The faulty channel does not restart during the specified time interval, but remains connected to the specialized network. During this time, it transmits a failure message, and then disconnects from the network and restarts.

The technical result of the claimed utility model is the ability to diagnose failures in any of the MRP channels and transmit through a specialized network failure messages indicating the faulty channel up to a typical replacement element.

Messages about MRP failures are displayed on the AW SHN screen, which allows timely detection and elimination of failures.

The structural diagram of a microprocessor self-locking system with a decentralized placement of equipment and a specialized data network is shown in the figure (see figure 2). The stage between the two stations 10 and 11 is divided into block sections 12, 13, 14. The block sections are equipped with rail circuits without insulating joints. Passing traffic lights 22, 23, 24, an input traffic light 25 and relay cabinets in which microprocessor transceivers of signal points 26, 27, 28, 29 are located at the boundaries of the block sections.

Signal point transceivers are connected to the rail line through protection and coordination devices 15,16,17,18,19,20,21.

At stations 10 and 11, station transceivers 30, 31 and station computers 32, 33 are located. Station transceivers 30, 31 are connected to station computers AWP ШН 32, 33, to electrical centralization systems 34, 35 and centralized control rooms 36, 37.

A transceiver 26 is installed at the input end of the haul and block section 12, which is connected to the traffic light 22 and to the rail line through the USL 15. At the input of the transceiver 26 from the rail circuit, the rail line status signals are received through the USS 15. The transceiver 26 receives signals for monitoring the status of the rail line, turns on the signal lights at the traffic light 22 and monitors their good condition.

A transceiver 27 is located at the input end of the block section 13. The output of the transceiver 27 is connected to the rails in the middle of the block section 12 through the USL 16. The transceiver 27 generates and transmits to the rail circuit the KRL, ALSN, and ALS-EN signals. The input of the transceiver 27 is connected to the rails at the input end of the block section 13 through the USL 17. The transceiver 27 through the USS 17 receives signals from the adjacent rail circuit of the block section 13 and from its rail chain of the block section 12. The transceiver 27 controls the signal readings at the traffic light 23 and monitors the condition of his lamps.

A transceiver 28 is installed at the inlet end of block 14. The output of transceiver 28 is connected to the rails in the middle of block 13 through UZS 18. The transceiver 28 generates and transmits to the rail circuit the KRL, ALSN, and ALS-EN signals. The input of the transceiver 28 is connected to the rails at the input end of the block section 14 through the USL 19. The transceiver 28 through the USS 19 receives signals from the adjacent rail circuit of the block section 14 and from its rail chain of the block section 13. The transceiver 28 controls the signal readings at the traffic light 24 and monitors the condition of his lamps.

At the output end of the block section 14 is placed a transceiver 29, which is connected to the fire relay of the input traffic light 25. The fire relay of the input traffic light is not shown in the diagram. The output of the transceiver 29 is connected to the rails in the middle of the block section 14 through the UZS 20. The transceiver 29 generates and transmits to the rail circuit signals KRL, ALSN and ALS-EN. The input of the transceiver 29 is connected to the rails at the output end of the block section 14 through the USL 21. The transceiver 29 through the USS 21 receives signals from its rail circuit of the block section 14.

At station 10 are located: a station transceiver 31 and a station computer 33. The station transceiver 31 is connected to the station computer 33, to the electrical centralization system (EC) 34 and the centralization control center (DC) 36. The transceiver 26 at the input end of the haul through a modem via a two-wire communication line connected to the station transceiver 31 at station 10.

At station 11 are located: the station transceiver 30 and the station computer 32. The station transceiver 30 is connected to the station computer 32, to

EC system 35 and DC 37. The transceiver 29 at the output end of the haul through a modem is connected via a two-wire communication line to the station transceiver 30 at station 11.

The first station computer 32, the first station transceiver 30, the microprocessor transceivers of the signal points 29, 28, 27, 26, the second station transceiver 31 and the second station computer 33 are connected in series to a dedicated network. Each network component is assigned a network address. Information over the network is transmitted in the form of requests from the station transceiver and response messages from transceivers of signal points. The first station transceiver 30 transmits transmission requests, sequentially sorting the addresses of all components of a specialized network. The first station transceiver is connected to the second station transceiver. The second station transceiver 31 performs the functions of translating messages over the network to the first station transceiver 30 and the second station computer 33. The first and second station transceivers 30, 31 change direction.

Signal point transceivers receive transmission requests over the network that indicate their network addresses and transmit messages. The messages from the transceivers of the signal points encoded data on the train situation on the stage, the levels of the KRL signals, the received code combinations of the KRL, the transmitted code combinations of the KRL, ALSN, ALS-EH, traffic light signal indications, diagnostic information about the operation of the transceivers, including failure messages in the main and backup channel. The first and second station transceivers 30 and 31 broadcast network messages, the first 32 and second 33 station computers. The first and second station computers 32 and 33 store on the hard disk the information received from the station transceivers and display it in graphic and symbolic form. The first station computer 32 sends messages to the first station transceiver 30 and, with the help of these messages, controls the operation of the signal transceivers 26, 27, 28, 29: sets the signal levels of the RRL, ALSN, ALS-EH, receiver response thresholds, ALS-EN code numbers for each specific indication of a traffic light.

The transceivers of the signal points 26, 27, 28, 29 are made according to a safe two-channel scheme, one of the channels is the main one, the second one works in hot standby.

The software of the transceivers of the signal points 26, 27, 28, 29 contains tests that allow you to detect a malfunction in the main and backup channels up to a typical replacement element.

The main and backup channels of signal transceivers 26, 27, 28, 29 are independent components of a specialized network with unique network addresses. One channel receives and transmits messages over the network independently of the second channel. If a failure is detected in the primary channel, control is transferred to the backup. The faulty channel remains connected to the network for a specified period of time. During this time, it transmits a failure message, then disconnects from the network and restarts. If the channel restart was successful, then it continues to work as a backup. If the repeated restart was unsuccessful, then after eight attempts to restart the faulty channel is turned off.

Station transceivers 30 and 31 receive fault messages over the network and transmit them to station computers 32 and 33. Station computers display fault messages indicating the faulty channel, accurate to the typical replacement element.

During the tests of decentralized auto-blocking, failures in the primary and backup channels of signal transceivers 26, 27, 28, 29 were simulated. Tests showed that the primary and backup channels of signal transceivers transmit fault messages via a dedicated network that are displayed on the computer screen of the workstation AW SH .

Sources of information taken into account when compiling a description of a utility model:

1. Systems of railway automation and telemechanics. Textbook for universities./ Kravtsov A.Yu. et al .: Ed. Kravtsova A.Yu. - M.: Transport-1996-S.82-131. / L-1 /.

2. Lisenkov V. M., Belyakov I. V., Grushka V. A., Kovalev I. P., Neklyudov Yu. N. The principles of construction and methods for the technical implementation of the AB-E2 microprocessor system // Automation, Communications, Informatics.-1998.-No. 1.-S.8-11. / L-2 /.

3. Polyvany D.V., Gurov S.V. Development and implementation of electronic code locks KEB-1 and KEB-2 // Automation, Communications, Informatics.-2001.-No.10.-S.35-37. / L-3 /.

4. Zorin V.I., Voronin V.A., Shukhina E.E., Kovalev I.P. Microprocessor self-locking system with centralized deployment of ABTC-M equipment // Automation, Communications, Informatics. -2003.-No. 9.-S.8-10. / L-4 /.

5. US Patent US 6.317.664 B2 Train Detection System and Train Detection Method, Nov 13.2001./L-5/.

6. Masayuki Matsumoto, Yosuke Mizukami. New ATC System for Yamanote and Keihin-Tohoku Lines. // Japanese Railway Engineering, No. 147, 2001, p.6-9. / L-6 /.

7. Belyakov I.V., Kochkin A.G., Neklyudov Yu.N., Rybakov A.A., Sukhanova N.V. Microprocessor-based unified system of automatic blocking AB-UE // Automation, Communications, Informatics, 2002.-№6-С. 11-14./L-7/.

Claims (1)

Microprocessor-based self-locking system with decentralized equipment distribution and a specialized data transmission network, which includes the first station computer, the first station transceiver, signal point transceivers, the second station transceiver and the second station computer, each network component is assigned a network address, information is transmitted through the network to in the form of requests from a station transceiver and messages from transceivers of signal points, the first the station transceiver transmits transmission requests over the network, sequentially sorting the addresses of all components of the specialized network, the second station transceiver is connected to the first station transceiver, transmits data over the network to the first station transceiver, the first and second station transceivers receive messages from the transceivers of signal points on the stage and transmit them respectively to the first and second station computers, which store information on a hard disk e and display it in graphic and symbolic form, the signal transceivers of the signal points receive transmission requests over the network, in which their network address is indicated, and in response send messages that encoded data on the train situation on the train, signal levels of the rail status monitoring lines (KRL), received code combinations of KRL signals, transmitted code combinations of KRL signals, automatic locomotive signaling ALSN, ALS-EN, traffic light indications and diagnostic information, signal transceiver glasses through the first protection and matching device are connected to the rail circuit in the middle of the block section with continuous rail circuits or at the output end of the block section with rail circuits with insulating joints, the transceiver generates and transmits to the rail circuit signals KRL, ALSN and ALS-EN, the signal transceiver through a second protection and matching device is connected to the rail circuit at the input end of the block, the transceiver receives KRL signals from the rail circuit and controls the traffic light, in the transceiver at the signal point there are two channels, one of the channels is the main one, the second one works in hot standby, the first and second channels of the transceiver are connected to the modem, through which messages are received and transmitted over a specialized network, characterized in that when the main channel fails, the control switches to backup channel, the faulty channel does not restart during a specified time interval, but remains connected to a specialized network, during which time it transmits a failure message, and then disconnects from Eti and restarts.