Track-mounted transport facility

FIELD: transport.

SUBSTANCE: invention relates to railway vehicles. Proposed transport facility is equipped with at least one train safety antenna system directed to the track. Vehicle car body and axle mounted at train end are electrically connected by capacitive connection. Train antenna is arranged at greater distance from train end than said axle electrically connected with car body.

EFFECT: higher noise immunity.

15 cl, 1 dwg

 

The present invention relates to a rail vehicle, provided with at least one directed to the track antenna for vehicle security system of the train.

Rail vehicle of the specified kind are well known, while the antenna of the respective rail vehicles are usually used for data transfer between located in the track path device, for example, in the form of balise (track sensor), and a rail vehicle. Depending on the relevant security or, respectively, the impact of the trains, as well as the type of track devices may be used various kinds of antennas for vehicles.

Designed to track antenna for vehicles, i.e. essentially aimed down the antenna for vehicles, may, in particular, depending on the type of vehicle to have the problem of the possible effects of electrical noise. So, these rail vehicles which are required for the translational motion of energy from the overhead line or contact rail, in practice is inevitable electric sparks between being on vehicles the e pantographs and or, accordingly, the contact rail, which are transient interference in traction current. When this transient disturbances are called non-periodic noise, which often have relatively steep front rise, and relatively high peak value. The corresponding transient interference is also caused by turning on and off of the main switch is equipped with an electric-motor driven rail vehicle. During the movement of sparking between the contact wire and pantograph occurs, in particular, when a discontinuity of the contact wire, for example, when moving places branch or phase separation.

The phenomena described creating sparks generate like jammer, very broadband, transient spectrum of the noise that is superimposed on the traction current and the reverse current that is flowing in the overhead line or, respectively, the contact wire and rails. When this electrical circuit transient noise current is closed through the parasitic capacitance between the contact network and the rail. Superimposed on the reverse current share of the spark spectrum interference can now, in particular, to impact on the security of trains that operate with antennas for vehicles, designed to track.

In addition to t the th, transient interference caused by the operation of other rail vehicles, in the case when several rail vehicles are on the same plot of power from the traction substation, through transient reverse currents in the rails can also interfere with the security of the train or, respectively, the antennas for vehicles other rail vehicles. This means that the corresponding interference, in principle, can also affect such rail vehicle, which are not equipped with an electromotive drive.

The present of the invention is to provide a rail vehicle, provided with at least one directed to the track antenna for vehicles, which increases the noise immunity of the system to ensure the safety of the train.

This task in accordance with the invention is solved using a rail vehicle, provided with at least one directed to the track antenna for vehicle security system of the train, the car body of a rail vehicle and located in the region of the end of the rail vehicle axle electrically connected through capacitive what about the connection, and the specified at least one antenna for vehicles located at a greater distance from end of rail vehicles than is electrically connected with the car body axis.

The invention of the rail vehicle is different so that the car body and located in the region of the end of the rail vehicle axle electrically connected by means of capacitive coupling. The wording "a car body of a rail vehicle" within the description of the present invention also includes such rail vehicles, which consist of several cars or parts of cars. In this case we are talking about the car body of a rail vehicle, which is electrically connected to the axle by means of capacitive coupling, the car body of one of the cars or, respectively, one end of the carriage rail vehicle.

The basis of the invention is the basic idea about how to allocate spectrum interference in the reverse current is not on the active side of the antenna for vehicles to the railroad, and on the passive side of the antenna for vehicles, i.e. above the antenna for vehicles, car body in the longitudinal direction. When atomredmet to consider that antenna for vehicles usually have exclusive directed action and is relatively insensitive in the upward direction to the car body through various measures, such as, for example, the shield.

But, as a rule, however, is not desirable, in order to redirect transient noise current to direct traction current through the car body and, for example, on the leading bogie then upload in rails. The drawback to this, in particular, would be that the currents of other rail vehicles were involved would be in the back of the car. Therefore, in accordance with the invention by means of capacitive coupling between the car body of a rail vehicle and located at the end of the rail vehicle axis is preferred, the division circuits for transient, high-frequency current and low operating current with a frequency equal to, for example, 50 Hz.

In accordance with the invention, the antenna for vehicles located at a greater distance from end of rail vehicles than is electrically connected with the car body axis. This means that the specified at least one antenna for vehicles in the direction of the eyes from the end of the rail vehicle location is behind the axis, electrically connected with the car body by means of capacitive coupling. As a result of this transient interference currents are transmitted through the capacitive connection to the car body and thus are designed to track, located in the area below the car body, the antenna for vehicles on the passive side. This redirection of the current noise through the car body leads to the fact that the current noise in the rails under the rail vehicle is reduced accordingly, so that the antenna for vehicles affects a much smaller magnetic field interference. In turn, this leads thus to a significant improvement or, respectively, to improve the noise immunity of the antenna for vehicles and yet also of the entire security system of the train in relation to high frequency, in particular crosstalk.

In accordance with one particularly preferred improved ways of carrying out the invention a rail vehicle is designed in such a way that the capacitive connection comprises electrically connected between the car body and the axle of the capacitor, and is also provided on the axis of the grounding contact. This is the preferred way of an especially simple, use what she actually tested the implementation components of capacitive coupling.

Preferably the invention of the rail vehicle can also be improved so that capacitive connection had the capacity, which is aligned with the inductance electrical connections between the car body and the axle so that the resulting resonant circuit had a resonant frequency in the range of the transmitted frequency antennas for vehicles. This means that the capacitance of capacitive coupling is chosen in such a way that it, in combination with the inductance of the lead wires to the axis, i.e. for example, the ground contact, form a resonant circuit, the resonant frequency of which would be in the range of the transmitted frequency antennas for vehicles. While educated capacitive coupling and inductance electrical connections electrical oscillatory circuit or, respectively, the suction path at the relevant frequency, i.e. when the transmitted frequency antenna for vehicles, has a particularly low complex impedance. Due to this capacitive grounding the preferred way is expanded to "ground suction path, which preferably facilitates the removal of the currents with frequencies in the range of the transmitted frequency antenna for vehicles is. This is preferable because this redirection of transition or, respectively, the generally high frequency currents through the body of the car and together with those of the active area of the antenna for vehicles also becomes possible for such systems to ensure the safety of trains, the transmitted frequency or, respectively, the transmitted frequency which are in megahertzes range. This can be achieved by improving the noise immunity, for example, also for the European security system trains ETCS (European Train Control System, a common European security system trains), the receive channel which operates in the frequency range of about 4.2 MHz.

Preferably the invention of the rail vehicle can be performed so that the car body and located in the other end of the rail vehicles other axis were electrically connected through the other of capacitive coupling. This gives the advantage that for high-frequency transient currents interference is a well-defined chain of reverse current through the car body of a rail vehicle in two directions.

Preferably the invention of rail vehicle also improved in such the way, that at least one other antenna for vehicles located at a greater distance from the other end of the rail vehicle than is electrically connected with the body of the car the other axis. This gives the advantage that it provides a symmetrical position relative to the two ends of the rail vehicle, so it is possible independent of the direction and together with the particularly flexible use of the rail vehicle. It should be noted that antenna for vehicle systems to ensure the safety of trains generally in the direction of gaze in the direction of movement are located in the anterior region of the rail vehicle, to enable the earliest possible data transfer to the rail vehicle. In the specified embodiment, the invention rail vehicle high-frequency interference currents, preferably regardless of the direction of movement of the rail vehicle, go to a car body of a rail vehicle before the respectively active depending on the direction of the antenna for vehicles, making the preferred way, it is possible a significant reduction in magnetic noise fields, the impact is relevant to the appropriate antenna for vehicles.

In another particularly preferred variant implementation of the invention the rail vehicle other capacitive connection comprises electrically connected between the car body and the other axis of the other capacitor, and provided on the other axis the other ground contact. Similarly, implementation of appropriate options connected with the capacitive connection, it is of particularly simple and reliable embodiment of another capacitive connection.

Preferably the invention of the rail vehicle can also be improved so that more capacitive connection had the capacity, which would be consistent with the inductance electrical connections between the car body and the other axis so that the result of the other resonant circuit had a resonant frequency in the range of the transmitted frequency, the other antenna for vehicles. In accordance with similar options for the implementation associated with a corresponding improvement of the invention the rail vehicle in respect of capacitive coupling, while for frequencies interference in megahertzes range may be effective redirection soo the relevant noise currents through the car body of a rail vehicle. To do this, ground the body of the car through another capacitive coupling and the other axis is made in the form of electric suction path.

The invention of the rail vehicle can, in principle, be a rail vehicle equipped with any actual known drive. These include along with equipped with motor driven vehicles, for example, diesel vehicles, locomotives or vehicles equipped with hydrogen drive. As already mentioned above, as is well known, vehicles, do not have their own motor, may also be exposed to noise currents that are created by outsiders vehicles.

In another particularly preferred variant implementation of the invention a rail vehicle equipped with motor drive and includes a transformer, connected via the pantograph and the contact wire. It is preferred, as appropriate fitted with motor driven rail vehicle supplied with alternating voltage, due to the connection with the contact wire in particular susceptible to crosstalk, and therefore for such rela is the lack of vehicles is achieved especially pronounced improvement of noise immunity antenna for vehicles or accordingly, the security of the train.

In another particularly preferred variant implementation of the invention the rail vehicle car body and the palm of the return circuit of the transformer is connected electrically through the first additional capacitive coupling. Thanks this is the preferred way to achieve an even greater reduction of noise currents in the area below the antenna for vehicles, so that the immunity of the antenna for vehicles or, respectively, the security system trains the preferred way increases further. To achieve the best possible effect of the additional capacitive connection should preferably be made so that the first additional capacitor with low inductance was samoltovians or, respectively, located between the branch circuit reverse current or, respectively, the wiring of the reverse current of the transformer and the car body. This may occur, for example, so that the wiring of the reverse current was directed through the first additional capacitor, while the other contact of the first additional capacitor surface, for example, through short tachopro the ode, connected with the body of the car.

Preferably the invention of the rail vehicle can also be done so that the car body and the side of the high voltage transformer were electrically connected through a second capacitive coupling. Similarly, variants of implementation associated with the first additional capacitive coupling, in addition or alternative to this through a second capacitive coupling may be a purposeful transfer of transient noise current, having its origin in the contact wire or, respectively, in the corresponding rail vehicle or, respectively, their interaction, in a car body of a rail vehicle.

In another particularly preferred variant implementation of the invention the rail vehicle is improved so that a rail vehicle equipped with motor drive supplied with DC traction installation. When this traction installation along at least one traction current Converter includes, if necessary, the upstream Converter traction current network filter. Specified preferred wave the improvement offered by the invention of the rail vehicle is preferred as appropriate fitted with motor driven rail vehicle supplied by the DC voltage, due to the connection with the contact wire as previously described vehicle supplied by an alternating voltage is affected by crosstalk, and therefore for such rail vehicles can also be achieved especially pronounced improvement of noise immunity antenna for vehicles or, respectively, the security system of the train.

Preferably the invention of rail vehicle also made so that the car body and the palm of the return circuit of the traction setup is electrically connected through the third additional capacitive connection.

In another particularly preferred advanced variant implementation of the invention the rail vehicle car body and the side of the high voltage input traction installation electrically connected through the fourth additional capacitive connection.

The advantages of the two above-mentioned preferred improvements of the invention the rail vehicle in the case of supply constant voltage consistent with the society in the above-described preferred improvements of the invention the rail vehicle in the case of supply of alternating voltage, so in this connection reference corresponding to the above reasoning. Should indicate that the rail vehicle may also be a multi-system vehicle, which is designed as to supply the AC voltage, and to supply a constant voltage.

Antenna for vehicles may constitute, in principle, the antenna for vehicles of any security of the train. Essential is only that the antenna for vehicles aims to track, which is usually located under the body of a wagon or cart, to enable communication with located in the track path device. Track device may represent, in particular, balise (travel sensor), for example, the Spanish national security trains ASFA (Anuncio de Señales y Frenado Automático, alarm system and automatic braking).

In another particularly preferred variant implementation of the invention the rail vehicle at least one antenna for vehicles is the antenna for vehicles of the European security system trains ETCS (European Train Control System, the single European systems the security of trains). This is preferable, because it turned out that ETCS also has sensitivity to interference currents in railway tracks. It should be noted that interference in ETCS usually lead to forced braking of the respective vehicle, which may experience significant delays and disruption of rail traffic. The preferred manner by the invention of a rail vehicle provides, therefore, the possibility of improvement through vehicle noise immunity of this relatively new set for all of Europe's security system trains.

In another particularly preferred advanced variant implementation of the invention the rail vehicle is an electric-powered train. This is preferable because, in particular, also the electric-powered trains with distributed traction can be observed interference antenna for vehicles or, respectively, the corresponding security system trains caused by high-frequency interference currents in the rails.

Below the invention is explained in detail on one of the examples of implementation. In this regard, in figure 1, in simplified schematic image shows one of the three embodiments of the proposed invention the rail vehicle.

The figure 1 shows a rail vehicle 1 in the form of electric-powered trains. For the sake of clarity, shows only half of this train. Rail vehicle 1 includes tail carriage 2, a transformer car 3, and only partially depicts the average car 4. Cars 2, 3, 4 include, respectively, the body 5a, 5b, 5c car and truck 6a, 6b, 6c, 6d, 6e with axles or wheels 7a, 7b, 7c, 7d, 7e, 7f, 7g, 7h, 7i, 7j.

It should be emphasized that shown in the figure, the image is a greatly simplified for the sole purpose of explanation of the invention is a schematic depiction. In addition, it should be stated that the body 5a, 5b, 5c cars 2, 3, 4 rail vehicle 1 below collectively referred to as the body of the car. This makes sense, on the one hand, in the sense that described with this embodiment, the invention can also be used for rail vehicles with a passing car body; in addition, body 5a, 5b, 5c cars 2, 3, 4 in the example implementation shown in the figure are electrically connected to each other through equipotential wires 12a, 12b, so that in this respect from the electrical point of view they can be considered as one unit.

In accordance with the image shape Tran is formatory the carriage 3 through the current collector 15 is electrically connected with the contact wire 35. Withdrawn from contact wires 35 electric power is supplied through main switch 14 on the side of the high voltage transformer 13 of the rail vehicle 1. It is, therefore, about the usual connection of the motors is supplied by motor drive fed by alternating current rail vehicle with a contact wire 35 or, respectively, the corresponding network of high voltage.

You should specify that the following embodiments of essentially similarly apply to the case is equipped with an electric-motor driven rail vehicle, supplied with constant voltage, for example a constant voltage of 600 V, 750 V, 1.5 kV or 3 kV. In this case, figure 1 essentially only the transformer 1 should be replaced by traction installation, which, along at least one traction current Converter if necessary includes are enabled before the Converter traction current network filter, while the other components remain virtually unchanged. In addition, the rail vehicle can be a also a multiboot vehicle, which is designed as to supply a constant voltage, and to supply the alternating voltage, being the m following examples of implementation of the respectively applicable for both systems.

Transformer car 3 or, respectively, the axis 7f and 7g transformer carriage 3 provided with ground contacts 10a, 10b for working the ground. In addition, the axis 7j middle car 4 provides a grounding contact 11 to the protective grounding connection.

When only the presence of the above-mentioned components transient interference that may occur between the current collector 15 and the contact wire 35, through the parasitic capacitance CPand CDfall on the body 5b of the transformer of the carriage 3. From there passed thus through the capacity of the high-frequency current noise through the equipotential wire 12b flowed to the middle of the car and through the grounding protective earth pin 11 would get on the rails 30. In addition, the interference currents directly through the main switch 14 or, in particular, if the main switch 14 is open, through the parasitic capacitance CHSthe main switch 14, and through the parasitic capacitance CTRwinding of the transformer 13 and the grounding contacts for working ground 10a, 10b would get on the rails 30. If the corresponding current interference takes place rails or track 30 at the height of the antenna 25 to the vehicle security system trains around the current interference magnetic field affects the antenna 25 for vehicles. Depending on the modulation frequency range and amplitude of the signal transmission system security of the train, belongs to antenna 25 for vehicles when applying this transitional magnetic field on the useful magnetic field of the antenna 25 to the vehicle may occur interference in the receive channel of the security system of the train.

The effects of noise currents described above kind of subject, in particular, electric railcar trains operated with variable and/or constant current with distributed traction. In addition, in particular, are susceptible to the appropriate interference are these types of security systems of trains that currently do not work with two, and with only one antenna for vehicles. The reason for this is that when using only one antenna for vehicles the possibility of common-mode suppression of the noise fields is missing. Appropriate security systems trains, which are respectively equipped with only an active antenna for vehicles typically use balisi located in the railroad.

Now, to improve the noise immunity of the relevant safety systems train, body 5a, 5b, 5c of the carriage rail vehicle 1 and located in the region of the end of the rail vehicle 1 axis 7a is electrically connected to pic what edstam capacitive coupling. This capacitive connection comprises electrically connected between the wheel 5a, 5b, 5c of the car and the axis 7a of the capacitor 16, and is also provided on the axis 7a of the grounding contact 17. This means that the first axis 7a of the rail vehicle 1 through the capacitor 16 is connected with the body 5a, 5b, 5c of the carriage rail vehicle 1. Preferably, in addition, also the other axis in a region not shown in the figure, the other end of the rail vehicle is also equipped with other ground contact, and through the other of the grounding contact is also connected with the body 5a, 5b, 5c of the carriage rail vehicle 1.

In accordance with the figure, the antenna 25 for vehicles regarding passing to the left direction is located behind the axis, is connected electrically with the body 5a of the carriage rail vehicle 1, i.e. the antenna 25 for vehicles is at a greater distance from the end of the rail vehicle 1, in which area it is located, than is electrically connected with the body 5a of the carriage axis 7a. Antenna 25 for vehicles due to space preferably is located after the first trolley rail 6a of the vehicle 1.

As the other measures used to reduce noise currents, impacts the existing antenna 25 for vehicles body 5b of the transformer of the carriage 3 and the branch of the return circuit of the transformer 13 are electrically connected through the first additional capacitive coupling. This includes the first additional capacitors 19a and 19b. Thus, the first additional capacitors 19a, 19b contribute to high frequency currents from the branches of the return circuit of the transformer 13 is also transmitted to the body 5a, 5b, 5c of the carriage rail vehicle 1.

Alternative or in addition to the above measures in figure 1, in addition, it has also been shown in the electrical connection body 5a, 5b, 5c of the carriage rail vehicle 1 and the high voltage of the vehicle 13 by means of a second capacitive coupling. This second additional capacitive connection includes a second additional capacitor 20, which represents a high voltage capacitors. Thanks to this high-frequency interference currents already on the high-voltage side of the transformer 13 are transmitted to the body 5a, 5b, 5c of the carriage rail vehicle 1 or, respectively, more precisely, in the back 5b of the transformer of the carriage 3.

Formed taking into account the measures described above circuit transient current noise shown on the figure corresponding small arrows. So, PE is uhodnye the interference currents, which are exposed from the roof of the equipment through the vessel body 5b of the transformer of the carriage 3, due to inductive coupling between the body 5b of the transformer of the carriage 3 and the contact wire 35 is preferably remain in the back 5b of the transformer of the carriage 3. Through equipotential wire 12a the interference currents are then in tail carriage 2 and there is flow through the condenser 16 and the grounding pin 17 in the rails or track 30.

The share of transient noise current that flows through the capacitance CTRwinding of the transformer 13, passes through a first additional capacitors 19a, 19b between the circuit of the reverse current of the transformer 13 and the body 5b of the transformer of the carriage 3 on the body 5b of the car, and thence again flows through the equipotential wire 12a and the capacitor 16 and the grounding pin 17 in the rails 30. If, in addition or alternative to the first additional capacitors 19a, 19b in the reverse current circuit operating current is a second additional capacitor 20 in the circuit of the high voltage transformer 13, the high-frequency portion of the current goes here also the circuit through the equipotential wire 12a, the body 5a of the carriage, the capacitor 16, and a grounding contact 17 and the axis 7a in the rails or track 30.

Here it must be reiterated that the figure shows only part of April the new vehicle 1. Because the rail vehicle 1 includes another transformer car, in relation to the envisaged components of this carriage is preferably corresponds to the transformer shown the carriage 3. The same is analogously true for the construction of another tail carriage rail vehicle 1.

In the previously described cases, the transition current noise due to inductive coupling with the overground line, i.e. with the contact wire 25, and has a very low resistance, good conductive body 5a, 5b, 5c of the car as the return circuit, prefers, therefore, the body 5a, 5b, 5c of the car, so only a small part of the current noise flowing under the rail vehicle 1 in the rails 30. Due to the fact that the antenna 25 for vehicles located behind the capacitive grounding of the body 5a, 5b, 5c of the car, i.e. behind the capacitive coupling between the body 5a of the car and the axle 7a, the antenna 25 for vehicles affects a much smaller magnetic field interference, since the current interference in the field of rails or rail 30 under rail vehicle 1, respectively decreased due to redirection, in particular, transient noise current through the body, 5a, 5b, 5c of the car. Due to this the preferred way interference immunity according to stuudy system security trains is significantly improved.

To appropriately improve the robustness of antennas for vehicles with high transfer frequencies, i.e. for example in megahertzes range, capacitive connection preferably has a capacity, which is aligned with the inductance 18 electrical connections between the body 5a of the tail of the car 2 and the axis 7a so that the resulting resonant circuit has a resonant frequency in the range of the transmitted frequency antenna 25 for vehicles. Without the appropriate approval of the inductance of the connecting line between the condenser 16 and a ground contact wheel or, respectively, the ground contact 17 at high frequencies would have produced a too high impedance, so that the exhaust noise through the condenser 16 under certain circumstances no longer would be carried out in a satisfactory manner.

Thanks to the coordination capacity of the capacitor 16 with the inductance 18 connecting line is now consistent with the transmitted frequency or, respectively, frequency alarm antenna 25 for vehicles "grounding suction path. Thanks to this reliable ensures that the drain noise current for high frequencies, for example, in megahertzes range. This gives the advantage is STV, it is possible to improve the noise immunity, for example, also for the European security system ETCS trains, which operates in the receive channel in the frequency range of about 4.2 MHz.

It should be stated that the described principle is consistent suction path accordingly can also be used, in principle, in respect of the first additional capacitor 19a, or 19b, respectively, in respect of the second additional capacitor 20. This applies, in particular, to the case when the connection with low inductance between the high voltage or, respectively, the wire of the reverse current and the body 5a, 5b, 5c of the car is impossible, as, for example, the required power transmission line to the first additional capacitors 19a, 19b or the second additional capacitor 20.

Below is the example describes as may be agreed capacitance of capacitive coupling, i.e. the capacitor 16, the inductance 18 electrical connections between the body 5a of the carriage and the axis 7a. For example, this can occur so that for series vehicles - preferably on the first built - vehicle once we determined the capacity of 16, i.e. the capacity of the suction path. It may be first determined by calculation capacity 16 p and the estimated inductance of the line, equal to, for example, 1 µh/m, the connector ground contact 17 and the reception frequency of the system security of the train according to the following formula:

where C is the capacitance, L is the inductance and f is the frequency of the reception or the transmission frequency of the system security of the train.

Then the capacitor with a certain thus the capacity can be introduced into the connecting line to ground contact wheel or, respectively, the ground contact 17 or, respectively, electrically connected. This must exactly reproduce the real situation of installation of capacitor 16 for a series of solutions to simultaneously consider the effects of parasitic capacitances and inductances are already in the experimental design. In one of the tests can then be determined resonant frequency thus obtained oscillating circuit. This may occur, for example, so that the lead wire to the ground pin 17 has been wound with wire that shorts closes the output of the control generator with an internal resistance equal to, for example, 50 Ohms. The voltage on the capacitor 16 is removed and measured, for example, that can be performed by the oscilloscope and the preliminary Dubovoy heads 10:1 with an internal resistance of 10 Mω. By vary the testing frequency is determined by the maximum voltage in the capacitor 16 and reads the corresponding frequency. Taking into account the parasitic capacity Dubovoy head can now be accurately determined, the inductance of the line. Then when re-measured with the capacitor 16 having respectively a modified capacity, the frequency at which occurs the maximum voltage should essentially be the same transmitted frequency security system of the train.

In General, you should strive to tolerances of structural elements in different vehicles of the same series were as little as possible to the process described above approval was required only once. This can be achieved for the inductance of the line by maintaining a constant length of capacitive coupling, and through the same path of the strip through the clamps to secure the cable to the pin 17 ground. Preferably the capacitor 16 must also have the smallest possible tolerance, and temperature and long-term drift.

Since the quality factor of the suction path is relatively low, i.e. there is no too strong increase of the height of the resonance curve, this gives the effect or advantage that in this case the suction circuit has a broadband action, and the tolerances or drift structural elements have a relatively small impact on efficiency the efficiency of the scheme.

In accordance with the previously described example implementation of the present invention a rail vehicle allows by relatively simple and associated with relatively low cost measures implemented on the vehicle, significantly improve the noise immunity designed to track antennas for vehicles or, respectively, the corresponding safety systems train.

1. Rail vehicle (1)equipped with at least one directed to the rail track (30) antenna (25) vehicle security system trains, characterized in that
- the body (5A, 5b, 5C) of the carriage rail vehicle (1) and located in the region of the end of the rail vehicle (1) axis (7a) are electrically connected by means of capacitive coupling, and
- indicated at least one antenna (25) of the vehicle is located at a greater distance from the end of the rail vehicle (1)than is electrically connected with the body (5A, 5b, 5C) of the carriage axis (7a).

2. Rail vehicle according to claim 1, characterized in that the capacitive connection comprises electrically connected between the body (5A, 5b, 5C) of the car and the axis (7a) of the condenser (16)and provided on the axis of the grounding contact (17).

<> 3. Rail vehicle according to claim 1 or 2, characterized in that the capacitive connection has a capacity, which is aligned with the inductance electrical connection between the body (5A, 5b, 5C) of the car and the axis (7a) so that the resulting resonant circuit has a resonant frequency in the range of the transmitted frequency of the antenna (25) of the vehicle.

4. Rail vehicle according to claim 1, characterized in that the body (5A, 5b, 5C) of the carriage and located in the other end of the rail vehicle (1) other axis are electrically connected through another capacitor connection.

5. Rail vehicle according to claim 4, characterized in that at least one other antenna of the vehicle is located at a greater distance from the other end of the rail vehicle (1)than is electrically connected with the body (5A, 5b, 5C) of the car the other axis.

6. Rail vehicle according to claim 4 or 5, characterized in that the other capacitive connection comprises electrically connected between the car body and the other axis of the other capacitor, and provided on the other axis the other ground contact.

7. Rail vehicle according to claim 4, characterized in that the other capacitive connection has a capacity, which is aligned with inductivist the Yu electrical connection between the body (5A, 5b, 5C) of the car and the other axis so that the result of the other resonant circuit has a resonant frequency in the range of the transmitted frequency, the other antenna of the vehicle.

8. Rail vehicle according to claim 1, characterized in that the rail vehicle (1) is driven by an electric motor and has a transformer (13), connected through a current collector (15) contact wire (35).

9. Rail vehicle according to claim 8, characterized in that the body (5A, 5b, 5C) of the car and the branch of the return circuit of the transformer (13) is connected electrically through the first additional capacitive connection.

10. Rail vehicle according to claim 8 or 9, characterized in that the body (5A, 5b, 5C) of the car and the side of the high voltage transformer (13) is electrically connected via a second capacitive connection.

11. Rail vehicle according to claim 1, characterized in that the rail vehicle (1) equipped with a motor drive supplied with DC traction installation.

12. Rail vehicle according to claim 11, characterized in that the body (5A, 5b, 5C) of the carriage and chain reverse current traction installation electrically connected through the third additional capacitive connection.

13. Rail transport is the things the tool 11 or 12, characterized in that the body (5A, 5b, 5C) of the car and the side of the high voltage input traction installation electrically connected through the fourth additional capacitive connection.

14. Rail vehicle according to claim 1, characterized in that the at least one antenna (25) of the vehicle is the antenna of the vehicle of the European security system trains ETCS (European Train Control System).

15. Rail vehicle according to claim 1, characterized in that the rail vehicle (1) is an electric-powered train.



 

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2 cl, 2 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway ACS and telemetry systems, namely, to traffic control systems, and may be used for increasing validity of locating the train in route. System sets of integrated train control and safety system mounted in front and rear control cabins, each comprising interconnected via CAN-interface the automatic train handling subsystem, automatic service braking control subsystem and traffic safety control subsystem consisting of interconnected via CAN-interface satellite navigation receiver, route electronic map module, traversed track measurement module and train physical parameters memory module, train length memory module and onboard radio modem connected via digital radio communication channel with stationary radio modem of dispatcher station equipped with electrical centralisation of points and rail circuits control. Automatic traffic safety subsystem incorporates current coordinate correction module with its first port connected to CAN-interface of its cabin and, further, to satellite navigation system receiver, route electronic map module, traversed track measurement module, train length memory unit and onboard radio modem. Current coordinate correction module is connected to memory unit. Current coordinate correction module is connected to route electronic map module control port. Device of electrical centralisation of points and rail circuits control is connected with dispatcher station stationary radio modem port via station of track occupancy and unoccupancy control post.

EFFECT: higher reliability of train handling control by route electronic map.

1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway automatic control systems and serves to automatically control shunting routes. Proposed device comprises control board and locomotive hardware. Control board consists of train number setting device, motion program setting unit, adder, controlled switch, communication termination generator, comparator, indicator, first decoder, encoder and control board radio station. Locomotive hardware comprises second decoder, comparator, train number dialing unit, communication termination memory, second controlled switch, second adder, second encoder and locomotive radio station. Control board and locomotive radio stations consists of transmitter and receiver to operate in frequencies F1 and F2.

EFFECT: higher reliability and noise immunity.

1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway automatic remote control. The system contains following devices installed on each locomotive: induction coupling antenna (1) connected to input of data receiving unit (2) installed on the journal box of a wheelpair (3); angle encoder (4) connected to path metre (5), speed metre (6) and the first input of wheelpair tread diameter metering device (7); program speed unit (8) connected to path metre (5), data receiving unit (2), locomotive automatic signaling unit (9), braking capacity metre (10), ROM unit (11), acceleration metre (12), speed metre (6); program speed unit (8) connected to three-position relay element (13); speed metre (6) connected to acceleration metre (12), brake line pressure sensor (14) connected to braking and release valves (15). The braking capacity metre (10) is connected with acceleration metre (12), brake line pressure sensor (14) and with ROM unit (11) which is connected to block section limits former (16), to wheelpair tread diameter metering device (7) which is connected with path (5) and speed (6) metres. At each station, permanent transceiver (17) is installed which is connected with electric interlocking device (18) and automatic block signalling device (19). On each locomotive, on-board radio modem (20) connected to data receiving unit (2), to program speed unit (8), to data recording input of ROM unit (11) data of which is received over digital communication radio channel via which on-board radio modem (20) is connected with permanent transceiver (17).

EFFECT: higher reliability and optimisation of train driving modes.

1 dwg

FIELD: transport.

SUBSTANCE: proposed method consists in organising wireless communication between locomotive control unit (LCU) 14 mounted onboard and portable operator control unit (OCU) 12 to control locomotive by remote means and comprises computing error control values to be transmitted bit-by-bit via wireless communication line. Wireless communication comprises explicit consecutive number assigned to message so that explicit consecutive number proves to be implicitly encoded in transmitted error control magnitude. Encoded message transmission between LCU and OCU can be effected, error control magnitude being transmitted bit-by-bit and without implicit consecutive number.

EFFECT: efficient reduction in total volume of data.

22 cl, 1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway automatic control and telemetry systems and can be incorporated with microprocessor systems of centralisation of intermediate stations. There are blocks with unlimited rail circuits and lights between EC stations. Every rail circuit has one end connected with floor device for connection with adjacent transmitting end of rail circuit and its other end connected with floor device for connection with its receiving end. All said floor devices are connected via cable lines with ES stations. ES stations accommodate receivers of rail circuit tone frequency code signals and main transmitters of said signals. Receivers inputs are connected via cable circuit with outputs of appropriate floor devices. Additionally, said system incorporates switching units for ES stations, control units and standby transmitters. Outputs of all main transmitters are connected via said switching units and cable circuit with inputs of floor devices, while via communication ports they are connected with those of ES station control units. Standby transmitters are connected via their communication ports with those of ES station control units, while their outputs are connected with separated outputs of ES station switching unit. Control ports of every control unit are connected with switching unit control ports.

EFFECT: higher reliability.

1 dwg

FIELD: transport.

SUBSTANCE: centralised system of control of trackside tone-frequency rail circuits between adjacent stations cabs comprises block-sections with unlimited tone-frequency rail circuits and passage signal lights. One end of every rail circuit is connected to floor device of matching with adjacent rail circuit transmitting end, while its another end is connected with device to match with its reception end floor device. All floor reception end and transmission matching devices are cable-connected with dispatcher cabs adjoining their block-sections. Stations cabs accommodate tone-frequency code signal receivers and tone-frequency code signal transmitters. Transmitters outputs are connected to floor devices of rail circuit transmitting ends and alternate by carrier frequency of code signals. Every pair of tone-frequency code signals receivers has their inputs connected with first and second output of switching unit corresponding to said pair. First and second inputs of switching unit are cable-connected via appropriate pair of floor matching devices with adjacent rail circuit receiving ends. Switching unit control input is connected with control unit output. Fist and second communication ports of the latter are connected with communication ports of appropriate pair of code signal receivers in appropriate adjacent rail circuits.

EFFECT: higher reliability of system.

1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway automatic control and telemetry systems and can be used in locomotive safety hardware. Proposed safety device comprises module of central locomotive safety system data processor connected, via its port, with system interface and control module first port connected thereto. Control module second and third ports are connected to first and second encoding and indication module ports, respectively. First encoding and indication module port is connected to that of recording cassette. Encoding and indication module output is connected to locomotive indication panel and its input is connected to locomotive operator data input module output. Additionally, proposed device comprises occupied section boundary crossing permission module with its port connected to control module fourth port.

EFFECT: expanded performances thanks to additional traffic control component.

1 dwg

FIELD: railway signaling and communication.

SUBSTANCE: proposed device contains coding and indicating module, control module, coding and recording module, recording cassette and locomotive indication panel. Coding and indicating module is made for input of data for safe driving of train and it is connected with control module. Recording cassette is connected with coding and recording module. The latter is connected with control module by CAN-type system interface interacting with locomotive safety systems. Locomotive indication panel is connected with coding and indicating module and is made for representing readings of light signals, actual, rated and tolerable speed of train running, direction of running, type of target and distance to target.

EFFECT: provision of maximum amount of information for driver required for safe driving of train.

4 cl, 1 tbl, 2 dwg

FIELD: railway transport.

SUBSTANCE: proposed device contains transmitting antenna arranged at beginning of each block-section and connected with generator, and receiving antenna connected with data reception unit, turning angle pickup installed on wheel axle box and connected with inputs of distance meter and speed meter, brake efficiency meter, program speed unit and three-position relay unit, all mounted on locomotive. Brake efficiency meter is connected to outputs of acceleration meter and pressure pickup in brake main line. One input of program speed unit is connected with output of distance meter, second input is connected with output of data reception unit, third input is connected with output of cab signaling unit, and fourth input, with output of brake efficiency meter. Three-position relay unit is connected to train brake system brake and release valves. Device is furnished with read-only memory unit, track block-section limit shaper and wheelset tyre diameter meter. One input of wheelset tyre diameter meter is connected with output of pickup, second input, with second output of data reception unit and third input, with first output of read-only memory unit, and outputs are connected to inputs of distance meter and speed meter. Second output of read-only memory unit is connected with input of brake efficiency meter, and third output is connected with fifth input of program speed unit and each of its two inputs is connected, respectively, with third output of data reception unit and track block-section limit shaper. Input of track block-section limit shaper is coupled with output of automatic cab signaling unit.

EFFECT: improved accuracy of speed control and train braking, enlarged operating capabilities.

3 cl, 1 dwg

FIELD: transport.

SUBSTANCE: transport system consists of a circuit of guide tracks and incorporates, at least, one junction wherein, at least, two track sections of the said guide track system are adjacent and multiple bogies moving along the guide tracks in their circuit, every one being equipped with a control unit. Every bogie is associated with, at least, one bogie running behind the former or the data on the latter, and/or it is associated with one bogie running ahead or the data on the latter. Note here that the data on the bogie ahead and behind of the controlled bogie is kept in the control unit of this very bogie and is renewed by this control unit every time the bogie passes the junction of the guide track circuit junction.

EFFECT: reliable control over motion of large amount of bogies.

30 cl, 26 dwg

FIELD: transport.

SUBSTANCE: proposed method comprises defining the route, transmitting control data to locomotive and controlling its motion route. An integrated electronic data base covering all possible routes of motion at the station, specifying coordinates of major railway objects on every route and comprising digital encoding of every route is formed for stationary station and locomotive equipment. Along with initiation of clear signal, the preset route code and information on the factors influencing the motion along the route, about occupancy tracks adjoining to the route under consideration and readiness of the other routes are transmitted to locomotive. The motion trajectory along the route is formed at the locomotive and station in compliance with the route code and the aforesaid factors to allow the locomotive operator clearly visualise the preset motion trajectory and the data sent to the locomotive. Note here that safe motion along the preset trajectory is automatically controlled via simultaneous exchange of data between the locomotive and station concerning variations in coordinates, speed and aforesaid factors, especially, on occurrence of abnormal conditions.

EFFECT: higher safety, optimised traffic.

4 cl

FIELD: railway transport.

SUBSTANCE: invention is related to railway beacon and method for its manufacture. Railway beacon has body (3) that supports electronic circuit (4), which receives electromagnet permission signal from transport facility that moves along railway line and generates coded response signal (message), which is transmitted to transport facility. Body (3) is made in the form of single piece of insulating material and has at least one recessed seat (12a), into which electronic circuit (4) is installed, which is submerged into layer of insulating silicon resin (40), which is poured and hardened inside recessed seat. Method for manufacture of railway beacon includes: manufacture of body having recessed seat, insertion of electronic circuit formed at least on printed circuit board, preparation of resin that substantially does not contain water particles or air, supply of specified resin inside mentioned recessed seat so that specified support and components are submerged on mentioned support inside specified resin, afterwards resin is left to harden to achieve stable position of mentioned electronic circuit inside mentioned body.

EFFECT: invention is aimed at increase of beacon stability to external factors.

12 cl, 9 dwg

FIELD: railway transport.

SUBSTANCE: invention relates to locomotive remote control systems. Proposed system (10) comprises pickup to be generated data about locomotive (16). System comprises also transmitter (13) to transmit data on locomotive from the latter to operator control unit (12) located outside locomotive. Operator control unit is connected with graphic display (24) to reproduce data on locomotive for operator. Locomotive control unit (14) connected with operator control unit can control locomotive motion in response to operator actions. Proposed system comprises data base for operator to access it. Note here that aforesaid data base stores job card particularising required configuration of build-up train. Note also that job card is displayed on aforesaid graphic display for operator to execute said job card when locomotive moves at railroad terminal in building up train.

EFFECT: higher safety of remote control, expanded performances.

20 cl, 1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway automatic control and telemetry systems and can be used in locomotive safety hardware. Proposed safety device comprises module of central locomotive safety system data processor connected, via its port, with system interface and control module first port connected thereto. Control module second and third ports are connected to first and second encoding and indication module ports, respectively. First encoding and indication module port is connected to that of recording cassette. Encoding and indication module output is connected to locomotive indication panel and its input is connected to locomotive operator data input module output. Additionally, proposed device comprises occupied section boundary crossing permission module with its port connected to control module fourth port.

EFFECT: expanded performances thanks to additional traffic control component.

1 dwg

FIELD: transport.

SUBSTANCE: centralised system of control of trackside tone-frequency rail circuits between adjacent stations cabs comprises block-sections with unlimited tone-frequency rail circuits and passage signal lights. One end of every rail circuit is connected to floor device of matching with adjacent rail circuit transmitting end, while its another end is connected with device to match with its reception end floor device. All floor reception end and transmission matching devices are cable-connected with dispatcher cabs adjoining their block-sections. Stations cabs accommodate tone-frequency code signal receivers and tone-frequency code signal transmitters. Transmitters outputs are connected to floor devices of rail circuit transmitting ends and alternate by carrier frequency of code signals. Every pair of tone-frequency code signals receivers has their inputs connected with first and second output of switching unit corresponding to said pair. First and second inputs of switching unit are cable-connected via appropriate pair of floor matching devices with adjacent rail circuit receiving ends. Switching unit control input is connected with control unit output. Fist and second communication ports of the latter are connected with communication ports of appropriate pair of code signal receivers in appropriate adjacent rail circuits.

EFFECT: higher reliability of system.

1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway automatic control and telemetry systems and can be incorporated with microprocessor systems of centralisation of intermediate stations. There are blocks with unlimited rail circuits and lights between EC stations. Every rail circuit has one end connected with floor device for connection with adjacent transmitting end of rail circuit and its other end connected with floor device for connection with its receiving end. All said floor devices are connected via cable lines with ES stations. ES stations accommodate receivers of rail circuit tone frequency code signals and main transmitters of said signals. Receivers inputs are connected via cable circuit with outputs of appropriate floor devices. Additionally, said system incorporates switching units for ES stations, control units and standby transmitters. Outputs of all main transmitters are connected via said switching units and cable circuit with inputs of floor devices, while via communication ports they are connected with those of ES station control units. Standby transmitters are connected via their communication ports with those of ES station control units, while their outputs are connected with separated outputs of ES station switching unit. Control ports of every control unit are connected with switching unit control ports.

EFFECT: higher reliability.

1 dwg

FIELD: transport.

SUBSTANCE: proposed method consists in organising wireless communication between locomotive control unit (LCU) 14 mounted onboard and portable operator control unit (OCU) 12 to control locomotive by remote means and comprises computing error control values to be transmitted bit-by-bit via wireless communication line. Wireless communication comprises explicit consecutive number assigned to message so that explicit consecutive number proves to be implicitly encoded in transmitted error control magnitude. Encoded message transmission between LCU and OCU can be effected, error control magnitude being transmitted bit-by-bit and without implicit consecutive number.

EFFECT: efficient reduction in total volume of data.

22 cl, 1 dwg

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