Method of control over complex railway system

FIELD: transport.

SUBSTANCE: invention relates to railway transport and may be used for train control. Method of train control consists in using diagnostics system track equipment to generate flow of diagnostics data on train axle box heating level at different time intervals. Data flow is transformed by logical primary interpreters into flow containing primary digital data on measured temperatures at various particular points of axle box, said data is filtered to remove random noised therefrom and provided with temporary tags and numbers of axle boxes determined by axle box counters and car counters. Data flow is processed by primary service subsystems and converted into flow containing data on excess axle box heating rate and extra data on level of emergency to be transmitted to train operator. Converted data flow is transmitted by stationary radio communication means to locomotive onboard radio communication hardware for further transmission to primary service subsystems corresponding to appropriate automatic driving subsystems and locomotive data visualisation. Data visualisation is performed for making decision on train speed operating conditions.

EFFECT: expanded performances.

6 dwg

 

The invention relates to the field of railway transport and can be used to control complex railway systems.

There is a method of management of complex train local technological systems, which optimize the performance of individual components or groups of components of the railway system, such as a locomotive, for certain characteristics, such as energy consumption, which is one of the main components of operating costs (US 6144901, VT 13/66, 07/11/2000).

However, optimization of the productivity of individual trains, which is only one component of a larger system that includes, for example, the railway network, other trains, staff, depot, station of departure and arrival, etc. may not provide a global optimization of the system as a whole. Optimization of productivity is only one component of the system may lead to an increase in system-wide value, as it does not take into account the mutual influences on other components and the impact on the efficiency of the whole system.

There is a method of global optimization of complex transportation systems on the criterion of minimum delays in the delivery of passengers and cargo (US7219067, G06F 9/44, 15. 05.07). They optimize productivity, only one of global system parameters, can also lead to the velicanu system-wide value, as it does not take into account the mutual effects on other parameters, such as traffic safety and impact on the effectiveness of the system as a whole.

There is a method of management of complex railway technological system based on a unified management system that ensures monitoring of the transportation process by the radio stationary systems with airborne systems management and security traction rolling stock in the implementation of rail transport (EN 2307041, B61L 25/00, 27.09.07).

The method allows us in principle to provide a global optimization of the transportation process, complex railway system, but are not suited for building information model management processes, which is the basis for the implementation of control and optimization, analysis and synthesis of complex interrelated operations to achieve the specific goals of the system.

The closest known ways to declare is selected as a prototype method for management of complex railway system on the multilevel hierarchical model based on the decomposition mentioned rail system through the levels in the hierarchy view of the physical structure of the system and its subsystems, in which information flows containing key operational constraints, and the data for each level, per the given and/or received to/from other levels, associated with this, to control and optimize performance on each level, and the system as a whole (RU2006125429, B61L 27/00, 27.01.08).

The disadvantage of this method of control of complex railway system is the limited functionality of management and information modeling, due to the rigid binding decomposition of information flows to the hierarchy view of the physical structure of the system. This limits the possibilities in the management and modeling of information linkages with other levels of the model the essential aspects of the system, especially in the case of others, in relation to accepted physical perspective, the principles of distribution of levels in the hierarchy.

The technical result consists in extending the functionality of the control system due to more complete modeling of the processes of transmission in the system flow control information for the whole complex of interrelated operations.

The technical result is achieved by a method of controlling a complex railway system, based on its decomposition levels is to develop a diagnostic system equipment information flow with the diagnostic information, the transformation of this information flow logic the interpreters of the primary information in the thread contains the primary digital data on the measured parameters, filtering, data from random noise and supply a time stamp according to the invention the flow of information process primary technological subsystems and is converted into a stream containing data about the discrepancy between measured parameters of the chosen indicators and additional alarm information to alert the driver, the converted information flow is passed through a stationary radio communications of the railway infrastructure on-Board device Radiocommunication locomotive for further data transmission to the primary technological subsystem, the appropriate subsystems automatic driving and visualization of information of the locomotive, after the logical interpretation of the primary technological subsystems, the flow of information is passed to the engine for the visualization of information flow and decision making decisions on the future management of the train.

Implementation of the proposed method is illustrated in Fig.1-6.

When solving problems of management modern management system using an information model.

In the inventive method of controlling the flow of information containing key operational constraints, and the data for each level, transmitted and/or received to/from other levels, tie is the R with the data to control and optimize performance at each level and the system as a whole.

Figure 1 explains the interaction between levels of the model railway transport on the physical angle decomposition.

The diagram shows the following levels of physical angle of a complex railway system:

The level of locomotive 1

The level part 2

Level 3 trains that defines the relationship between the trains through, for example, schedule

Level W. D. travel network 4, which defines the set and features routes of trains

The level of rail infrastructure 5 containing track equipment of various systems (including automatics and telemechanics), as well as the location and characteristics of the stations, repair, refueling, etc.

Arrows indicate some of the information flows between levels of the hierarchy in the process of performing a technological function cost-saving materials. Numbers next to arrows indicate the sequence of passing information flows. The letter H next to the number indicates the absence of special requirements for preliminary processing of information.

Figure 1 shows that for optimization of cost rail system for fuel and lubricants it is odimo information interaction between these levels of physical view of the system.

In particular, the operating parameters that can be optimized at the Level of the locomotive 1 and restrictions on the Level of the locomotive 1 include, for example, the engine speed, the excitation voltage of the AC generator, the distribution of torque by the leading axles of the locomotive, engine, etc. These data and limitations streamed 1H-Level structures 2. Joint work coupled locomotives, or distributed on the composition of locomotives under Level structures 2 may be arranged to always be the highest possible in these operating conditions, the efficiency of fuel consumption. For example, for trains or locomotives equipped with control systems friction between the wheels of the composition and the rails way, the amount of friction observed in the loaded cars (especially at high speeds), can be reduced by using materials that reduce friction on the rails behind the locomotive. It is, in General, on the Level of composition 2, reduces fuel consumption, since it reduces the required pulling force to move the load. The amount of lubricant and the distribution of consumption over time can be optimized. This can be done based on knowledge about the characteristics of rails and profile path on m is rsrudu trains, on the basis of the data from Level W. D. travel network 4 transferred in the information flow 2N, as well as data about the workload of the train coming from the Level of composition 2 in the information flow 3H. In General, planning for the resumption of consumables (fuel, sand, water, lubricants) is also associated with the accounting requirements of the graphics on Level 3 trains to be transferred in the information flow 4H, and availability, and performance of gas stations, in accordance with the functioning Level of the railway infrastructure 5 transferred in the information flow 5H. As a result of limitations associated with on certain levels, mode, optimal from the point of view of a particular sub-level can be adjusted upper levels for the purpose of global optimization. For example, the optimum speed from the point of view fuel savings at the Level of structure 2 can be increased on demand from Level 3 trains to ensure the movement of trains on schedule or reduced under the terms of the restrictions imposed by Level W. D. travel network 4, when driving, for example, on artificial structures or curves of small radius. In General, all control information affects the logging mode locomotives trains running at the Level of the locomotive 1.

The introduction of additional angles decomp the positions of the system significantly extends the functionality of the management and optimization of systems, as well as the analysis and synthesis of its technological algorithms due to the possibility of a more detailed modeling of the propagation in the system flow control information.

The logical view of the system reflects a hierarchy of logical levels of processing and interpretation of information. Here especially the use of specific processing operations of the information providing fulfillment of the requirements for reliability, noise immunity and requirements modes real time.

Operational process view system reflects the hierarchy of administrative and technological levels, determining resources such as administrative discipline, subordination and regular units, technological algorithms and rules and regulations for operational and technological cooperation, in the process of implementation of operational and technological tasks.

Figure 2 shows all the above-mentioned angles decomposition in the underlying model railway transport and examples highlighted in their levels.

In the logical view decomposition is highlighted in this example:

The logical level of the primary interpreters of information 6 (for example, information from primary sensors).

The logic level of the primary technological subsystems 7 (for example, logic systems CDM, CLUB and so on).

Logic level dispatching the information systems 8 (for example, the logic of such systems, as Setun, Dialogue and so on).

The ACS level RSID 9 (the logic of the information system the top-level enterprise management).

In the operational and technological perspective, the decomposition is highlighted in this example:

The level of process operators TP 10 (for example, machinists, on duty as station managers and so on).

The level of technological teams 11 (for example, this locomotive crews, maintenance crews, and so on).

Level range 12 (for example, signalling and communication, path, etc).

The branch-level road 13.

Level roads 14.

Level OJSC RSID 15 (upper corporate management level).

The proposed multi-level description of the system increases the efficiency of the analysis, design and management and, in particular, it is advisable to implement a layered approach to ensuring the safety of railway systems. This secure process control the movement of trains can be presented in the form of a coherent, for security purpose, a set of scenarios and corresponding system configurations.

Each scenario is represented in the form of set and sequence completed elementary or composite technological functions, and the functions themselves, however, are described and portrayed as the village is egovernance and direction of transfer of information flows, indicating if necessary, the presence, in the transmission of these streams, the stage of preprocessing.

Figure 3 explains the scheme of passing one information flow between the two levels, in the presence of preprocessing stage, with requirements to ensure the safe movement of trains.

Here are the blocks representing:

The level of information Source 16.

The preprocessor 17.

Port configuration 18.

Database 19.

The communication channel 20.

The level of information Receiver 21.

The letter "B" next to the number the sequence number of the thread means of the features of the processing requirements for the safety systems and the letter "C" - features a handle on systems requirements and operational process communications.

Figure 4 explains the scheme of passing one information flow between the two levels in the absence of a preprocessing stage. Presents blocks depicting:

The level of information Source 16.

The communication channel 20.

The level of information Receiver 21.

The feature of the preprocessing stage can act requirements for testing reliability, coding techniques, time limits, etc.

Ways of reflecting the characteristics of information processing in the model are determined by the required level of detail and engineering the renderers. They can range from simple alphanumeric designations to tooltips or hyperlinks.

The configuration of the nodes preprocessing is performed in the system configuration process, including in real-time.

The process of configuration changes may occur automatically and/or be associated with changing priorities and structural connections when changing modes of operation of the equipment, including due to violation of its normal functioning. In particular, the process configuration changes can be initiated promptly and technological hierarchy, in the form of administrative control actions on the system, for example, changing priorities in the current management system.

Preprocessor treatment is carried out nodes that have the resources to analyze, transform, and decision making on the local level of filtering, coding, and adding protective and testing information to the processed stream, and forming, if necessary, the data flow feedback level, which is the source of the input information stream. The setting of the operating parameters of the node preprocessing depends on the received configuration information. So figure 3 flow 1B information from Source-Level detail is rmacie 1B, subjected to pre-processing by matching with the model information from the Database 19 (thread 2B), taken from the area of memory defined by the configuration information received through the Port for configuration 18 (thread 3B) from an external system (not shown). When the Preprocessor 17 prior to transmission over the communication Channel 20 performs pre-processing of information on the principles used in safety systems of trains. As a result, the Preprocessor 17 generates at its output stream 4B, which can be passed to the Information Receiver 21 via a communication Channel 20 5C stream conforming to transfer data through technological channels of communication.

Figure 4 shows the simplest situation, when no special requirements for the transmission of information from Source-Level information 16 over the communication Channel 20 to the Level of Information Receiver 21. This in the adopted notation indicates the letter "N".

At each level of the hierarchy of processing all related to this level of information flow provides a more powerful processor associated with a more powerful database (not shown). Mentioned previously preprocessors and their corresponding database physically can be associated with these powerful processors and databases, or even be in their composition, as could the t to be a completely separate unit of equipment, such as, for example, functional modules with safe self-control is working properly.

The minimal model of the control system, if necessary, can be extended by adding other perspectives, such as, for example, maintenance and repair. In principle, each level is allocated in a certain angle, can be subjected to further decomposition to highlight a sub-level of its hierarchical structure and their information interactions. However, excessive increase in the degree of detail increases the complexity of perception, as you begin to manifest the structural aspects of the organization of subsystems, which are compared with the information aspects are less important for management purposes. So if you need more detail may be to model more appropriate to use other methods, such as object-oriented modelling.

The advantage of the proposed method of control and modeling in comparison with the prototype, is the possibility of a more comprehensive management system based on an integrated approach to the design of information processing in the system. This is due to the possibility of identifying critical transitions in the exchange of information between significant levels of hierarchy, and in particular levels, the cat is who belong to different perspectives of the system. The choice of such, semantic and technological significance levels of abstraction for the selected angles of the system allows to monitor and/or to organize the relationship between the information streams of the same order of importance involved in carrying out each of the main technological features of the system. This improves the observability of the process and control system and facilitates effective analysis of problems and synthesis of management solutions.

For example, if the task of maintaining a high level of accurate control of the correct functioning of the system in case of failure of equipment to implement the strategy, multilevel security, the approach to the synthesis of technological processes can be carried out comprehensively.

Must first be considered operational process view of the system from the point of view of adaptation to this particular task.

For example, in scenarios of system behavior when failures may be revised prioritization and/or modified consistency in decision making.

For example, it may relate to selection decisions on system configuration depending on the accuracy of the information coming from the levels of physical and logical view.

For example, you can change the priority of decisions taken by the man-about what oratorum, compared with the automation system. So, based on the requirements of accurate control, the transition of control system on standby mode for process instructions related to operational process view of the system, may provide for the movement of a human operator in a more convenient place of observation or work, and/or adding an additional one operator and collegial responsible decisions by two operators. In this case, the human operator administrative, after he moves to the assigned place of work, set a higher priority in the hierarchy of decision-making.

All these changes in technological scenarios of system behavior adequately displayed by changing the routing of information flows between the respective levels of the first operational process view of the system, and then other aspects of the system. For example, the presence of two operators with the same priority level and collegial decision making, is displayed in two independent information stream exiting the level of the operator TP 10, operational and technological perspective system and treated at the appropriate level Logical view in the preprocessor, which implements logical grouping for the safe scheme "And".

Dan is the first example shows using the proposed method can, for example, to effectively manage the testability of the system by rational choice of procedure and methods of interaction of the operating state and automation at various events in the system.

5 explains an example of communication between levels of the model railway transport on the physical, logical and operational-technological perspectives decomposition for a single script function detecting anomalous overheating overlays in the system Diagnostic composition.

Events that cause the information flow depicted in Figure 5 occur as follows.

The level of rail infrastructure 5 physical view containing track equipment diagnostic system composition, with infrared cameras detect overheated journal boxes (not shown), generates a 1D flow diagnostics (the letter D designates the requirements for testing reliability for railway systems diagnostics) information about the levels of heating concrete overlays passing train at different points in time. This thread is a Level of logical interpreters primary information 6 Logical view is converted to a 2D flow containing a primary digital data on measured temperatures in the various characteristic points of the design is oxy. These data are filtered from random noise and is equipped with a time-stamp and rooms Buchs, certain sensors account axes and passing cars. Flux 2D is processed by the logic Level of the primary technological subsystems 7 Logical view and is converted into a stream of 3D that contains information about speeding heating specific books and additional information to alert the operator, such as, for example, the level of anxiety. The 3D flow returns information on the Level of rail infrastructure 5 physical view of data on the Level of the locomotive 1 physical view using information flow 4P (P denotes the requirements for data transmission over the radio channel between the stationary and airborne radio communications Level locomotive 1 physical view. After taking onboard radio communications Level locomotive 1 physical view of information flow 5H transmitted to the logic Level of the primary technological subsystems 7, corresponding to the subsystems automatic driving and visualization of information of the locomotive. After interpreting the logic Level of the primary technological subsystems 7 flow 6N information visualization takes place at the Level of the locomotive 1 physical view and in the form of visual information flow 7H displayed in the operational process p is the rate for the train driver, as the representative of the Level of the operators TA 10. The driver takes note of the warning and decides on further maintenance mode trains, for example, passing the automatic driving system resolution to maintain speed so as to avoid damaging the axle box and stop for this train in transit, and/or by the Manager application maintenance suspicious pan during the nearest Parking lot of the train (not shown).

6 explains an example of communication between levels of the railway system on the physical, logical and operational - technological perspectives decomposition system for one system features the CLUB, for one of the technological scenarios of system behavior that is responsible for the safety of movement of trains in the system of the CLUB, in certain operational situations.

The scenario is the adoption by the operator and Manager of the joint decision on the continuation of the movement of the train, after the train stopped in front of the closed traffic light a block section, the instrument which gives a false signal of employment.

Event script call information flows depicted in Fig.6, and occur as follows.

The level of rail infrastructure 5 physical view containing the track equipment is the W systems Autolock and ALS, with track chains and track lights, generates a stream 1B with information about employment block, for example, due to a malfunction of the monitoring equipment track circuit of the block.

This thread is a Level of logical interpreters primary information 6 Logical view is converted into a stream 2B containing the data interpreting the employment of the block, in the form of a command code generation QOL.

This command stream 2B is transmitted to the logic Level of the primary technological subsystems 7, where the encoding. Next, the generated code stream 3B is transmitted to the Level of the railway infrastructure 5 physical view, where the flow 4B, arrives at the Level of the locomotive 1 physical view. From the level of the locomotive 1 physical view with stream 5B information is transmitted further to the logic Level of the primary technological subsystems 7, the corresponding subsystem logical processing of information in the system of CLUB-U. After interpreting the logic Level of the primary technological subsystems 7 information visualization takes place at the Level of the locomotive 1 physical viewpoint and a stream 6N information on the Level of the locomotive 1 physical view and displays a visual flow 7H in Operational and technological perspective for the train driver, as the representative of the Level of the operators TA 10. is aginist when receiving information about employment located ahead of the unit area according to the instruction after the train stopped if he is satisfied that the employment ahead of laying the block takes an abnormally long talks over the car radio with the dispatcher. To do this, the operator operates using voice stream control information 8H in relation to the Level of the locomotive 1 physical view of the locomotive radio station, and sends a request for a train dispatcher for permission to proceed on the false-occupied unit area. The stationary radio station on the CWP of a train control and related to the Level of the railway infrastructure 5 physical perspective, receives the flow 9R (R notes requirements for the transmission of information technology telecommunication), receives the request and via a built-in intercom, voice thread 10H, passes the request to the operational and technological perspective on the level of the road 14 and forth from his speech stream 11N train dispatcher, as the representative of the Level of the operators TA 10. Manager, based on available system-wide information and based on the information of the scene from the operator, for example, allows the operator to move forward with a speed not exceeding 20 km/h at a distance. To simplify further the figure shows that the presence of two operators with different levels of priority and peer acceptance is right, displayed in two independent information stream coming from the operators TA 10 (thread Manager designated by the numeral 12B, and the driver figure 13B) on operational and technological perspective of the system and processed by the logic Level of the primary technological subsystems 7 Logical view in the processor prepares a logical grouping of information in compliance with the safe movement of trains. In particular, to ensure safety requirements at logic processing level 7 information can be processed in parallel on independent channels using heterogeneous algorithms for encoding and decoding and subsequent use for comparison safe schema matching (not shown) at the Level of the locomotive 1 Physical view model management. This is depicted in the form of two independent information streams 14B and 15B, going from level 7 to Level locomotive 1 physical view. Thus formed the order to permit movement is used at the Level of the locomotive 1 Physical view of the device of the CLUB-for automatic control of the actions of the driver in control of the train when driving on a busy block-area.

From these examples, it is seen that the inventive method provides a significant expansion of the functional who is onesta management and information modeling system.

The method of controlling the train, which consists in forming a travelling equipment diagnostics system information flow with diagnostic information about the levels of heat pan trains at different points in time, wherein the information stream convert logical interpreters of the primary information in the stream that contains the primary digital data on measured temperatures in the various characteristic points of the design of the pan, filter the data from random noise and supply them with time stamps and rooms Buchs, certain sensors account axes and passing cars, while information flow process primary technological subsystems and is converted into a stream containing data about excess heating rate books and additional information about level alarm to alert the driver, the converted information flow is passed through a stationary radio communications of the railway infrastructure on-Board device Radiocommunication locomotive for further data transmission to the primary technological subsystem, the appropriate subsystems automatic driving and visualization of information of the locomotive, after the logical interpretation of the primary technological subsystems, the flow of information is passed to the engine for visualization sweat the CA information and decision on further high-speed maintenance mode trains.



 

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5 cl, 4 dwg

FIELD: transport.

SUBSTANCE: invention relates to handling both combined and separate trains. Proposed method, for coupling of train on the run, dividing it and handling separate trains at minimum distance, comprises recording parametres by tail car instruments and transmitting data to both head locomotive and following locomotive. Proposed system comprises locomotive control devices and tail car hardware. Note here that locomotives are equipped with appliances to measure distance to train in front, for example, by GPS and range finder. System uses automatic coupler with dynamometre and automatic controlled coupling-uncoupling, as well as coupling-uncoupling control devices, e.g. rotating video cameras. Tail car hardware comprises auxiliary transceiver to transmit traffic control parametres in two communication channels.

EFFECT: expanded performances and higher traffic safety.

12 cl, 1 dwg

FIELD: transport.

SUBSTANCE: proposed system comprises two eddy current transducers to detect irregularities of the track connected to inputs of the unit designed to calculate mutual correlation of signals generated by reference signal senders. Output of said unit is connected via scaling unit with first input of track element identification unit with its second input connected to first output of memory unit. Second output of memory unit is connected with second input of computing unit with its first input connected to output of track element identification unit. Proposed system comprises additionally the receiver of identifying code signals connected via decoder with third input of computing unit with its output connected with rail vehicle control unit. Input of the receiver of identifying code signals is electromagnetically coupled with electric track circuits, each comprising track transmitter of identifying code signal and track occupancy/unoccupancy and serviceability control unit.

EFFECT: higher train-handling capacity at failures in accurate detection of train position.

1 dwg

FIELD: transport.

SUBSTANCE: invention relates to methods of keeping track of rolling stock integrity and train running by multiple virtual blocks along the track. Proposed method comprises detecting multiple states of failure that can cause invalid apprehension that the train crossed the boundary of one of the blocks and collecting data location of the train head end and tail end. Then multiple rules of comparing data collected at train head end location with data collected at train tail end location are stored and processed to determine is the train crossed the block under control. In case comparison indicates passing by controlled block, said block is considered unoccupied and available for another train entry. In case there is no passing by, said block is considered occupied and unavailable foe another train entry.

EFFECT: higher reliability of tracking of train running by blocks.

10 cl, 6 dwg

FIELD: physics, communications.

SUBSTANCE: invention relates to railway transport and can be used on railway stations. The complex has electronics, display, switching and data input units inside an operator's cabin. The electronics unit has two data central processing modules, a route module, a digital radio channel module, two modules for measuring motion parametres, two modules of external devices, a safety control system and an electro-pneumatic valve booster. The display unit has a recording module, a control module and display module. The switching unit has a unit for generating data on state of the railway engine control circuits. The complex also has a stationary device which has a control unit, a wireless modem with a radio channel antenna, system blocks for automated workstation computers, a display filter, a lightning protector, a navigation receiver with an antenna, a device for interfacing with systems for electrical and dispatcher centralisation and dispatcher control, and a fail-safe power supply.

EFFECT: high failure resistance of the system for providing safe movement of trains owing to duplication of signals for automatic cab signalling and transmission of instructions over a radio channel or further automatic facilitation of safe movement by on-board devices.

1 dwg

FIELD: physics, communications.

SUBSTANCE: invention relates to railway transport and can be used on railway stations. The complex has electronics, display, switching and data input units inside an operator's cabin. The electronics unit has two data central processing modules, a route module, a digital radio channel module, two modules for measuring motion parametres, two modules of external devices, a safety control system and an electro-pneumatic valve booster. The display unit has a recording module, a control module and display module. The switching unit has a unit for generating data on state of the railway engine control circuits. The complex also has a stationary device which has a control unit, a wireless modem with a radio channel antenna, system blocks for automated workstation computers, a display filter, a lightning protector, a navigation receiver with an antenna, a device for interfacing with systems for electrical and dispatcher centralisation and dispatcher control, and a fail-safe power supply.

EFFECT: high failure resistance of the system for providing safe movement of trains owing to duplication of signals for automatic cab signalling and transmission of instructions over a radio channel or further automatic facilitation of safe movement by on-board devices.

1 dwg

FIELD: physics, communications.

SUBSTANCE: invention relates to telecommunication equipment and can be used on railway transport for technical radio communication and radio communication of workers organising movement of trains. The system for integrated digital/analogue railway radio communication has mobile radio station (1), dispatcher control panels (2), base radio stations (3), a switching unit (4), a transcoder (5) and a base station controller (6), a visiting (7) and a home (8) location recorder, an equipment identification unit (9), a computer (10) for an automated workstation for a radio communication operator. The system also has control panels for station duty officers (11), primary multiplexers (12), a first EI/Ethernet gateway (13), a radio station position server (14), stationary radio stations with digital interfaces (15), a second (16) and a third (17) EI/Ethernet gateway, a real-time technical communication control station (18), real-time technical communication execution centres (19), stationary radio stations (20) with an analogue interface, a unit of intercommunication devices for station duty officers (21).

EFFECT: meeting requirements for management engineering used on railway transport, new possibilities for an integrated system, as well as efficient control of a communication network and design of a modern system for its operation.

3 cl, 1 dwg

FIELD: machine building.

SUBSTANCE: invention refers to railroad automation, telemechanics and communication and can be used at railroad transport with implementation of radio channel. The system of forced stop of an engine consists of a locomotive station including units of electronics, indication, switching, recording, and data input located in a driver's cab. The electronics unit includes two modules of data central processing, routing module, digit radio channel module, two modules of motion parametres measurement, two modules of remote facilities, a system of safety control and amplifier of an electric-pneumatic valve. The indication unit consists of the recording module, control module and indication module. The switching unit comprises a block of data generation on state of engine control circuits. The station facility containing radio modification with its internal interface connected to an automated work place of a duty yard master is introduced into the system. This station facility prepares necessary information to a driver for generation of a command to a forced stop.

EFFECT: facilitating forced stop of engine either by duty yard master or by traffic controller; also facilitating control of each moving unit on base of data of navigation, control over stops of both all engines in yard zone and over singular stops with determination of line coordinates.

3 cl, 1 dwg

FIELD: transport.

SUBSTANCE: invention relates to railway automatics, teleautomatics and communication and can be used on two-section locomotives and in systems of time interval control via radio channels. In compliance with this invention, second section of locomotive additionally comprises parametre acquisition unit connected with surge chamber pressure pickup, locomotive control circuits and unauthorised cutout control unit, "АЛСН" and "АЛС-ЕН" signals receiver connected with receiving coils and display unit connected with operator acknowledging contact output, all said unit being interconnected and connected with locomotive first section via system CAN interface cable. Second output of amplifier incorporated with electronics unit of locomotive first section is connected with second section electropneumatic valve. Protection control circuit incorporated with locomotive first section electronics unit can act, via amplifier, on electropneumatic valves of locomotive first and second sections.

EFFECT: higher efficiency of control, simplified design and reduced costs.

1 dwg

FIELD: railway transport; traffic safety.

SUBSTANCE: with vehicle on block section before stop track signal, RY code signals are stopped. Red-yellow (RY) signal time on locomotive light signal is increased by 2-4 s at preset distance in block section from point of changing of light from yellow to red-yellow on locomotive light signal or to stop at said distance. According to other version red-yellow light of locomotive light signal is held on entire length of block section or to stop on block section or at preset distance in block section from point of change over of locomotive light signal from yellow to red-yellow.

EFFECT: prevention of errors at transfer from one block section to the other, prevention of interferences or interferences of duration exceeding 6 s.

3 cl

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