LT5830B - System for the controlled transmission of train numbers for the support of railway traffic control and the manner in which this system operates - Google Patents

Abstract

Each train station connected to the system of transmitting train numbers has at least one station track stack, at least one line track stack, at least one stack of replaced trains and, if necessary, one stack for each factory siding branching off of the line track in the display of the railyard on the interlocking equipment‘s monitor. The transmission of the train numbers are performed by setting and cancelling train or emergency train routes. The automatic generation of dynamic technical operations is performed by passing through the set train or emergency train routes. The necessary defined control commands are performed after evaluating the current traffic situation. A control of the correctness of the control commands relating to the transmission of train numbers can be performed from the perspective of the operation of traffic processes. The system contains a function for replacement the train, stopping and assigning trains, the passage of a train to a factory siding and from the factory siding to the line track and the creation and termination of a train on the line track.

Description

TECHNICAL FIELD

The invention includes a controlled train number transfer system for supporting rail traffic management as part of a station interlocking. Each train station connected to a controlled train numbering system shall have a view of the railway track and branch network displayed on at least one of the interlocking monitors. At least one train number on the rail track and branch network view shall be assigned to a specific track section and a defined train path on the rail track and branch network view. The rail and branch network view includes train number memories based on a "last in, first out", specifically at least one station track and at least one track between which train numbers are automatically transferred depending on interlocking behavior. Operator intervention is only required in order to carry out the selected technical train operations.

The invention also encompasses a method of operating this system.

TECHNICAL LEVEL

The real-time display of train numbers and their position on the interlocking monitor by a visual view of the railway track and branch network in the control area, such that the train number not only indicates the current train position but also the operational state of the train. This is the main function of traffic control centers. From the driver's perspective, this is an important step in improving interlocking. While electronic interlocking has resulted in greater operational convenience and increased safety, reliability and availability, this system has not facilitated the dispatcher's orientation in traffic situations. If one worker controls and manages the interlocking system at more than one station, for example, at eight stations with twelve active trains, it is physically impossible to make decisions by monitoring all important moments and therefore the employee's control is often suboptimal.

For example, 1996. R. Control s.r.o. (Prague, Czech Republic), having updated the interlocking system, developed and introduced a system for the transmission of train numbers on a specific line section. This system was the first application of a train number system in the Czech Republic. From today's perspective, this solution can be considered "primitive" with minimum requirements. At the station and interchanges, the user has the possibility to set, change or cancel the train number. The Edit Train Number function is used for this purpose. Using these features requires many steps, such as up to 5 steps of specialized knowledge of control functions, which is not intuitive and is consistent with the 1996 guidelines. computer technology capabilities.

For example, in the first step, the mouse is used to open the station's road menu. In the second step, the train number is selected from the menu. This menu provides a list of train numbers and the train number adjustment is allowed in step three. Here, one of the four functions below can be accomplished in two further steps:

- Entering the train number when the train number is inserted;

- By changing the train number when replacing an existing train number;

- Deleting the train number where the train number is deleted;

- By changing the order of the train numbers when changing the order of the train numbers on the tracks.

Train numbers are transmitted between individual station and interstation tracks based on established and passed train paths and vice versa.

This system includes functions for the insertion of a train number, the correction of the train number, the deletion of the train number and the reordering of the train numbers of the trains on the mentioned lines. The system also generates dynamic information about actual departures. This system uses "mechanical" branching management, which requires special knowledge of program usage. The train tracks and branch network view shows train numbers and other elements in text mode only. The train numbers are displayed according to the location of the train numbers in the station and interstates. Not on alternate roads.

The disadvantage of the described solution is that the individual functions do not describe the technical operations of the train with sufficient precision and detail. Many important factors are missing to inform the controller about the current state of the train:

- The train cannot be changed or changed at the station track and

- A new train cannot be inserted or an existing train cannot be deleted from an interstation.

With this system it is absolutely impossible to work with the train number, for example in case of generator disconnection, stopping / maneuvering between stations, movement of train parts, auxiliary train movement in case of another train stall and backup.

This system also has a traffic management function for train number portability. The control areas are: the locking of more than one train with the same number in the control area and the control of train paths where a train number is mandatory.

From the perspective of today, the technical solution described is imperfect.

Manufacturers in other countries have also adapted the train numbering system.

Patent Application JP2000313337, published May 2000 As of November 14th, the dispatcher manually assigns train numbers to the tracks after receiving an engineering report from the control area. Thanks to the dispatcher, the train number announced on the radio is attached to a special track. The system is designed for trains that are reported via radio. The system is not designed for the dispatcher to manually add train numbers to the tracks.

Patent Application JP54072807, published October 1979. June 11, 2006 describes an improved system for transferring and storing train numbers in computer memory, the processor of which corresponds to the state of the art in that year.

THE SUBSTANCE OF THE INVENTION

The present invention, for the controlled transmission of train numbers as part of station interlocking, is used to support rail traffic management, eliminates or significantly reduces the aforementioned disadvantages. It is an object of the present invention that each train station connected to the train numbering system has a rail track and branch network view displayed on at least one of the interlocking system monitors, and at least one train number displayed on the rail track and branch network view is assigned. for a particular section of the track and for the identified train path. The railway track and branch network view includes train number memories, specifically at least one station track memory and at least one station track, between which train numbers are automatically ported depending on the interlocking operation, requiring user intervention only when the selected technical train has to be taken action. The railway track and branch network image also includes at least one memory for the changed trains, and when at least one alternate path is separated from the interstation track in operational mode, one alternate path memory is created for each alternate path. The train number memories are arranged to execute the necessary control commands.

The method of operation of this system according to the present invention is that the transfer of train numbers is carried out by setting and canceling train paths and user technical commands after evaluating the current traffic situation on the control station and interstates. Technical Departure Train Departure and Train Arrival are generated when the current situation is evaluated by passing trains and commands. The necessary control commands by the driver or dispatcher shall be carried out on the inter-lane after evaluation of the current situation.

In addition to the routing and cancellation of train paths, the transfer of train numbers between station and interstage memory is also done by setting and canceling emergency train paths. Automatic Dynamic Technical Operations Train Departure and Train Arrival are generated by passing a defined emergency train route and a defined train route. Taking into account the current traffic situation, all required control commands by the user, driver or dispatcher shall be performed on each station lane operated, on each interstage lane and, if necessary, on any alternate lane deviating from the lane.

The main advantage of the present invention is to provide the user with a complete set of traffic-technical operations management functions and their quick availability based on intuitive system control. Train numbers indicate a lot of constant and operational information. Displaying train numbers in their current position on the interlocking monitor allows train control. The operator not only directly controls the rail interlock using the system monitor but also directly controls the traffic process. The train number is assigned to a specific track section and a defined train path in the train number transmission system. The transmission of train numbers is carried out automatically on the rail track and branch network in the interlocking monitor depending on the interlocking operation and user intervention is only required when the selected technical operation of the train is required.

The required control commands are executed on the station track after an evaluation of the current traffic situation, specifically the commencement of a new train, commands for train interruption and actual departure, as well as train change command, train change command, train change cancel command, train change completion command, train stop commands, train assignment (activation) after stop, commands for expected departure and cancellation of expected departure.

The required control commands are executed on the interstation, after evaluating the current traffic situation specifically for the Actual Departure Command and the Estimated Departure Confirmation Command, Expected Departure Cancellation Command, New Train Creation Command, Train Abort Command and Train Travel Command.

The required control commands are executed on alternate paths separate from the inter-lane after the assessment of the current traffic situation, in particular the creation of a new train, the termination of the train and the journey of the train from the alternate path.

A functional set of control commands includes extra functions for inserting train numbers, adjusting train numbers, deleting train numbers, and generating dynamic departure information. The deletion of the train number and the re-insertion of the train number in the correct place are carried out in the system for numbering. The system also includes train change function, train stop and reassignment function, train insertion and deletion path and expected departure function

The menu function with commands and control of operational steps are performed intuitively by the user, based on current customary user standards. Special attention is paid to the quick selection of control operations and the minimization of operational steps for each function. Control functions, as is usual in current technological conditions, do not require many steps. The greatest advantage of the present invention is the control functions: the relevant menu can be supplemented with useful functions. Another benefit is the ability to transfer train numbers from one memory to another depending on the train paths and emergency train paths that have been identified and which have passed.

Graphics adapters are for displaying images on a lockout monitor and are not required to be displayed in text-only mode. The style, menu, and graphic resolution of the characters displayed depend on the work area. The fact that the train numbers are displayed in the view of the railway track and branch network is important for the respective train number transfer system. Another important feature of the system is the placement of train number memories on the station, interstates and backup tracks.

The control team involved in the transfer of train numbers, the correctness of the traffic control process, specifically the control functions for the monitoring of more than one train with the same number in the control area, the control functions for the necessary insertion of the train number on the train path the insertion of an departure when the train departs from the control area, a train route on a different interstage path than the one foreseen for departure, a re-routed train route, a changed train route, passenger safety in the departure area, timely identification of departing train routes. These management teams increase the safety of the on-going train traffic

Control based on system configuration or user discretion may or may not be executed. If executed, two levels of execution can be defined, depending on how much information the user has about the correctness of a particular command. The first level is informative management based on the principle that the user is only informed of the wrong command.

The second level is tighter control, which forces the user to act according to the process security standards of the traffic rules.

A possible control command to specify a train to be switched from one station track to another is used in the train menu in the station track memory to change the train between station tracks after an evaluation of the current traffic situation. The management team either interrupts the desired change due to the cancellation of a change of a train that is already specified for the change, or the train number is transferred from the station track memory to the changed train memory after passing the stop, and the train number is transferred from the changed train memory to the station track a memo with the help of the management team after the change is received.

After the train has stopped and the work resumed, the available control command for stopping the train on the station track is used in the train menu of the train menu in the station memory after an evaluation of the current traffic situation. A possible control command to assign a train between the active trains on the station track is used in the overwritten train menu in the station's track memory after an evaluation of the current traffic situation.

When a train is traveling on a stand-alone track separate from an interstage, a possible control command for transferring the train number from the interstage memory to the backup memory is used in the interstage memory for the train's actual departure. The available train control command in the train path backup memory is used to interrupt the train on the emergency route after an evaluation of the current traffic situation.

As the train travels from the alternate to the interstage, the available control command in the train path's spare path memory is used to create a new train on the alternate path after an evaluation of the current traffic situation. The available control command in the train menu backup path memory is used to transfer the train number from the backup path memory to the interstage path memory after an evaluation of the current traffic situation.

After the train has been created on the interstage, the train number transfer system operates as follows: The possible control command to create a new train on the interstage is used after the current traffic situation has been evaluated in the train menu in the intermodal memory for the actual departure of the train.

For interrupting a train on the interstage, the train number transfer system works as follows: The available control command in the intermodal path memory in the train menu is used after an evaluation of the current traffic system to interrupt the train on the interstep in the event of an actual departure.

Other advantages of the invention are described in detail in the Examples.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

FIG. 1 is a schematic diagram of a train system which provides a functional map of the relationships between these functions in order to analyze in detail the advantages of the present invention.

PREFERRED EMBODIMENTS

The controlled train number transfer system is represented in a specific application example in real-time on the interlocking monitor.

FIG. Figure 1 (first drawing) depicts a specific application case, a schematic map of the functions of the train number transfer system and the interrelationships between these functions describing the individual and other functions of a given object. The object is considered to be the specific location where the train number may be, i.e. station, inter-station and alternate tracks and replaced trains. Train numbers are transferred from one memory to another according to special rules. The number of trains can be defined per memory. Each function indicates the train traffic / technical operation. The train object is identified by its number.

Event chronology is presented using a sequence of traffic / technical operations arranged in a logical sequence. The interconnections between these operations are obviously shown in Figs. 1. Functional links indicate an increase in the train control traffic information process algorithm.

The functions of the train number transfer system are divided into four groups: 1) to 4), which are presented in the table below.

The automatic functions that the equipment performs during the actual processes are presented in group 1).

Groups 2), 3) and 4) provide features for system users based on their availability. The table also provides examples of specific technical operations and examples of specific abbreviations for (2) function group control commands on the station path, (3) function group control commands on the interstage path, and (4) function group control commands on the backup path separated from the interstage path.

The abbreviations mentioned above are both the names of the control commands in the number system menu and the abbreviations for the specified technical operation.

The following abbreviations are also used for easier understanding of the following text.

Set of technical operations and control commands in train numbering system:

Function group Technical operations Management teams 1) Automatic Train Departure Entering the train Train route setting Train route termination Emergency train route setting Emergency train route termination 2) On Station Road Creating a Train NEWt Train number exchange EDITs Changing the train REPL> Train replacement cancellation REPL < Train replacement fulfillment NEWt

Stopping the train STOP Train activation after suspension ACTIVt Train interruption TERMt Estimated expected departure PDEP> The estimated expected departure cancellation PDEP < Actual departure ADEP> 3) On the interstage road Accepted expected departure PDEP> Actual departure ADEP> Accepted expected departure cancellation PDEP < Creating a Train NEVVt Train interruption TERMt Train travel to backup path SID> (4) On the emergency route, separate from interstage road Creating a Train NEVVt Train interruption TERMt Train travel from backup path SID

Examples of train number transfer system to support rail traffic management are:

Train number memories

Each train station connected to a system for the transmission and processing of train numbers shall have a train number memory created and displayed on the station interlocking monitor. Train number memories are created by:

for each inter-lane, each alternate-track, separate from the inter-lane, for each line in service at the station, for each line in the station other than the existing line, which at least borders on the main signal, for changed trains.

The train number is internally generated and always consists of six digits to associate with systems and is indicated as ΥΧΧΧΧΧ, where: Y indicates whether it is an additional train, where

Y = 0 for main train

Y = 1 for the first additional train

Y = 2 for the second additional train,

ΧΧΧΧΧ is the number of the main train when additional trains with zeros are added as needed on the left (5 digits total). The train number is displayed at the beginning with no zeros for the main train. An additional train is always displayed with a six-digit number.

The color and background of the displayed train number in the system indicate the operational / technical condition of the train. For example, the background color is black.

The presence of a train number in the station's track memory indicates that the train is on a given path - the train number is displayed, for example, in black. If the train route is set on the station track, which means that the train is still arriving, the train number is displayed, for example, in green. In the case of an emergency train route, the train number on the station track is shown, for example, in gray. There are three train numbers in the station road memory; they are displayed horizontally adjacent to each other on the axis of the station track.

The train numbers in open sections of the interchange are displayed in a location in the train number memory next to the symbols of the respective segment. The minimum throughput of the train number of each train number is equal to the number of blocking blocks -t -1.

The train number in the interstage memory indicates that the departing train number on the given interstage will be, for example, white, for an emergency train such as gray. The turquoise color indicates the insertion of the PDEP of the expected departure without the train route. The yellow train number refers to the insertion of the PDEP of the expected intended departure without the train path. The green train number indicates the presence of a train on the intersection of the second access line and the red train number indicates the presence of the train on the first access leg.

Dynamic information is also assigned to the train number on the inter-track line. This is minute-specific information related to a defined technical operation that differs from the selected color, such as:

turquoise - given PDEP departure expected, white - actual departure ADEP, yellow - accepted departure PDEP, absence of dynamic information means that the train has not yet left the station and has no dynamic information yet.

Automatically generated operations

The deviation of the train from the track is the action from the moment when the main signal is moved to the non-pass position, when the train path or emergency train path was previously properly set, i.e. the front of the train transmitted the main signal. The block-generated train departure affects the Actual Departure operation.

The train entry operation is performed from the moment the last train route is closed or the emergency train route is released in front of the track in the control area.

Train routing involves analyzing train path occupancy, replacing switches and providing exit protection and other conditions that will allow the main signal to be set to allow the train to pass. There is a difference between train routing when all the conditions for the basic signaling in the interlocking table are met and emergency train routing when not all the conditions in the interlocking table for the basic signaling have to be met. When determining the route of a train or the route of an emergency train, the train number is transmitted to the memory of the next track in the direction of the set path and is displayed in green / gray.

Canceling a train route or canceling an emergency train route means cancellation of a set of train routes, i.e. undoing all interlocking elements detected during path determination. Canceling routes means, first of all, changing the main signal to a non-pass position and, after a while, deleting the green / gray train number from the multiple memory where it was stored.

Train Number Transfer Control The Create Train operation is used to start the train. The NEWt (create a new train) command on the station path is displayed in a file where the user enters the train number using the numeric keypad. After the box is confirmed, the train number on the station track is displayed, for example, in red. The NEWt option is only available when the station path is busy.

For an outbound train, the user may use the PDEP> (specified expected departure) command before the train route is set, where appropriate. The red train number is highlighted, for example, in white. The user enters dynamic information about the expected departure in the time window, the open window is offered at the factory default and completes the setting with an interstage path - by selecting the path with the click of a mouse, the white highlighting color disappears. The turquoise number and turquoise departure information are entered into the interstage memory. The expected departure can be indicated by the train on the station track when it is not actually on the track, so this option is available not only for the red train station number but also for the green train station number.

To cancel an estimated departure in an interstage memory, you need to use the PDEP <(estimated departure) option, which removes the turquoise estimated departure information and the turquoise train number from the interstation. If this train already has an outbound train route, the white train number will appear on the interstage, only the turquoise information will be removed, and the white number of the train on the interstage will be retained.

The white number shall be transferred to the interstage route to determine the route of the departing train or the departure route of the emergency train. If the expected departure has already been specified, the turquoise train number changes to a white turquoise information regarding the intended departure.

Train departure is the transmission of the departure signal at the front of the train, which is transmitted to the interstage as the actual departure of the train, white information (dynamic information). The train number is deleted from the station track.

The train may complete its journey after the actual departure from the interchange. The TERMt (train stop) function is used for this purpose. The train number is removed from the inter-track memory.

Using the NEVVt (Create New Train) command, you can create a new train on a cross-country track. Selecting the NEVVt (create new train) option on the first train in the queue creates a new train (with the same travel direction) in front of the selected train. If the function is selected at the last train, a new train (with the opposite direction of travel) will be inserted after the last train in the sequence. Selecting this NEVVt (create new train) command will display a box where the user will have to enter the track number using the numeric keypad. After the box is confirmed, the train number will be displayed in white on the inter-lane track and the inserted information in turquoise. The NEVVt command options are only available for the first and last trains in the sequence.

The Received Predicted Departure operation is used when the train is traveling to the control area. Selecting the PDEP> (Accepted Estimated Departure) command on the interstage will display a box where the user can enter the train number and expected departure time using the numeric keypad. Time in the open window will be offered by default The white train number and turquoise information about the expected departure will be entered on the interstation after confirmation.

Accepted Departed Departure can be canceled with the PDEP <(Estimated Departure Cancellation) option, the white train number and turquoise information about the expected departure are deleted from the interchange.

The actual departure can be entered on the interstage track when the train enters the control area using ADEP (Actual Departure) selection, then a box will appear in which the user can determine the actual departure time. The factory default setting will be the previously entered scheduled departure time. After confirmation, the turquoise information about the assumed expected departure on the interstage is updated to the new white information.

If the alternate path is separated from the interstage, the user can move the train number to the alternate path by selecting the SID> (Train Travel to Alternate) option. This option is available for the actual departure of the train. The white train number is deleted from the inter-lane, together with the white information about the actual departure, and the white train number is transferred to the backup path memory.

A train on an alternate path can be canceled by selecting the TERMt (Train Abort) function. The train number is removed from the backup path memory.

The Create Train command is used in the NEWt option to start a train from an alternate path. Selecting this NEWt (create a new train) command displays a box where the user can enter the path number using the numeric keypad. After the confirmation of the field, the train number is displayed in red.

The train journey from the siding is carried out by transferring the train number from the siding to the interstage. The SID <(Train Travel from Exit) option deletes the red train number from the Exit Track memory, while the Intermediate Track memory displays a white train number with turquoise information for train entry from the Intermediate Track.

When the outbound train path is set, the train number is transmitted to the station track and is shown in green. If an emergency train path is set, the train number is displayed in gray.

When the second runway in front of the station is busy, the white train number changes to green. When the first lane in front of the station is busy, the train number changes from green to red. When the front of the train transmits an entry signal, the red train number is erased from the interstage lane memory. When the front of the train is on the station track, the green train number changes to red.

The train on the station track can be overrun (to the alternate path), the STOPt (train stop) option highlights the red train number in blue, which informs the train to stop (override) the overwritten train can be placed between active trains via ACTIVt (train activation) select, the blue highlight of the red train number disappears.

Changing the train number is done during Renumbering of Train or Modification of Train Number operations or during interruption and the creation of a new train at the same time. Changing the train number can only be done on the station track with the red train number (on the road) or the green train number (with the defined train path on this path) or with the gray train number (the emergency train on this path). Selecting the EDITt (train number adjustment) function in the menu displays a box for entering a new train number. When a new train number is confirmed, the train number changes at the station path where the EDITt option was selected and, in the case of a train route or emergency train route for the train to another station or stop, replaces the original train number in all subsequent memories.

The Train Replacement function is used in a situation where a train travels on a rail track and branch network, such as an incoming train, without a train number and it is not clear which route it will stop on or it is clear that it will stop on a different route than the one it started or stop on the same route. By selecting REPL> (Train Change), the train number on the station track is highlighted in gray, i.e. indicates the train to be replaced. When a change is made, the train number is erased from the station's track memory and stored in the modified train memory, the global station's modified train memory, and is not displayed on any track during a stop. The REPL> option is only available on the station track and with the red train number (train on the road) or the green train number (with the train path on this path) or with the gray train number (on the emergency train path on this path).

The train change instruction may be revoked if the change operation has not yet begun. In this case, the REPL <(train change cancel) option is available on the station track and in the red, green or gray train number highlighted in gray.

The journey is completed after the change is made. The number of the selected changed train is entered from the memory of the changed trains using the NEWt option. In this way, the numbers of all recently changed trains from the changed trains memory are displayed in the station's path menu, and when a particular train is selected its number is displayed in red. The NEWt option is only available when the station path is busy.

The train interrupt function is used when the train journey ends at the scheduled station. The train on the station track can be canceled using the TERMt (train interruption) function. The train number is then removed from the station's track memory.

Traffic control function for train number transmission

This function may be called a traffic control function related to process safety and reflecting traffic logic.

The interlocking system ensures the correctness of this operation. Areas of control include:

(a) more trains with the same number in the control area,

(b) train path with train number,

(c) expected departure when the train departs from the control area,

(d) the train path to an alternative route other than the intended departure,

(e) the route of the converted train (to the alternate route),

(f) modified train path,

(g) passenger safety at the station of departure,

(h) punctual train path departure.

The operator is informed of the control functions (a) to (g):

A warning table and, if necessary, a sign alerting you to the missing technical data.

When informing the user by means of a warning table or a sign indicating the missing technical data, the principle is that the confirmation of the selected warnings proceeds with the action, and when the selection is canceled, the selected action is canceled.

-> Control functions (h) The user is informed of the blocking table.

For more trains with the same number in the control area, entering the train number via the NEVVt new train creation operation and the PDEP option for the expected departure verifies that the number entered is not used in the control area of another train. If such a train number already exists in the control area, a warning table with the text "A train with this number exists" will appear.

Once the selection is confirmed, the same train number is entered into the train numbering system.

Canceling the selection will cancel the train creation or scheduled departure.

Train route with train number

Before locking / blocking the train path, it shall be checked that the train standing in front of the signal at the beginning of the train path has an identifying train number. If there is no train number at the beginning of the train path in front of a signal on a busy road, a sign will appear warning you to enter the train number (same as during train creation).

entering the train number determines the train route with the number entered. Canceling the selection will cancel the train routing command.

Estimated departure of a train from the control area

Before blocking an outbound train with an interstage route leading to another control area or another level of service switchboard, a check shall be made to see if that train is scheduled to depart. If the departure is not scheduled, a warning message will appear indicating that the scheduled departure time will be entered. The system time is set at the factory. You can adjust the system time using the +/- buttons.

Once the time selection is confirmed, the expected departure is inserted into the interstage path where the end of the selected train route is inserted and the train route is subsequently determined.

If you unselect, the train routing command is canceled.

The route of the train to another interstation is more than the intended departure

Before blocking an outbound train in the event of an expected departure of a train on an interstage, it shall be checked whether the end of the train path corresponds to the expected departure. If these roads are different, the warning message "Predicted Departure to Another Line Track" appears.

A window for entering the estimated departure time appears when confirming the selection.

The system time is set to the factory default. It can be adjusted with the +/- buttons.

Upon confirmation of the scheduled departure, the initial scheduled departure shall be canceled.

If you unselect when a warning table is displayed, or unselect when a window for entering the estimated departure time is displayed, the train routing command is canceled.

The route of the (override) overrun train

Before blocking an outgoing train, it shall be checked that the train is not switched to an alternate route. If the train is on an emergency route, a warning table will appear with the text "Cancel the Shunted Train?".

After confirming the selection, the train is assigned the same as in the ACTIVt (train activation) operation and the route of the selected train is determined.

Canceling the selection will cancel the train routing command. The train remains derailed.

Modified train route

Before the outbound train is blocked, it shall be checked that the train is not in changeover mode. If the train is in replacement mode, a warning table with the text "Cancel the Replaced Train?" Appears.

After confirming the selection, the train change is canceled as in REPL <and the selected train path is determined.

Canceling the selection will cancel the train routing command. The train remains in change mode.

Passenger safety at departure station

This control function is related to passenger trains, the train number is in the range Y1 ... Y39999 (and additional trains Y) as well as stations:

without separate platforms with partial platforms - where railways do not have separate platforms.

The control function is used when the passenger train is already at the station with the platform - the train route can be determined on the closest route near the passenger destination (ticket office, waiting room, entrance, exit) by approving a warning sign with text "PLATFORMS: Possible Conflict" platforms: possible collision). Canceling the selection will cancel the collision of the train route.

The control function is used when the train route has to be set for a passenger train on a platform with a platform - such a train route can be set if the train route blocking is performed on another train closest to the passenger's destination (ticket office, waiting room, entrance, exit) if this path is occupied after the "PLATFORMS: Possible Conflict" warning text has been approved. Canceling the selection will cancel the collision of the train route.

the equipment always plays traffic only on the closest road near the destination! This function does not work with AB> (Auto Master Signal) function!

The driver, not the interlocking system, is always responsible for the safety of the passengers on the platform.

Punctual train departure route determination

If a train has scheduled a departure at a station by means of the PDEP> option and the route of that departing train is not defined at the scheduled departure time, the interlocking system shall display a passenger information table with the station name, train number, estimated departure time with "Not a departure for a train" departure of this train). You will also hear a beep, for example, 2 short beeps.

Once the selection has been confirmed, the information table shall be validated, the train routing procedure must be performed separately. Once the dashboard has been approved, the train routing will not start.

Industrial Application

This solution is intended for rail traffic management both at individual railway stations and in larger technical structures such as railway junctions, for centralized remote control of track blocking.

Claims (15)

DEFINITION OF INVENTION 1. A managed train number transfer system comprising a train station and a rail track and branch network to support rail traffic as part of a station interlocking system, characterized in that each train station connected to the train number transmission system has a view of the railway track and branch network at least one of the monitors of the interlocking system, and at least one train number shown on the rail track and branch network view is assigned to a specific track section and defined train path, the track and branch network view includes train number memories, specifically at least one station roadside memo, and - at least one intermodal track record in which train numbers are automatically ported based on the operation of the interlocking and the intervention of the driver is only necessary for the execution of the selected technical train operations, at least one memory for the changed trains, and - in the event that at least one alternate lane separates from an interstage lane during operation, freeing up the interstage lane then creates one lane for each alternate lane. 2. A system as claimed in claim 1, wherein the station track memory is designed to execute necessary operational commands on the station path, such as (NEWt) new train creation, (TERMt) train termination and (ADEP>) actual departure commands, also: (EDITt) command for changing train number, (REPL>) command for changing train, (REPL <) command for canceling train change, (NEWt) command for completing train change, (STOPt) command for train stop, (ACTIVt) command for train assignment after stop, ( PDEP>) command for a given expected departure and (PDEP <) command for cancellation of the expected departure. 3. The system of claim 1, wherein the interstage path memory is designed to execute the necessary control commands on the interstage path, except for the (ADEP>) command for the actual departure, as well as: (PDEP>) command for accepted scheduled departure, (PDEP <) command for canceled scheduled departure, (NEWt) command for new train creation, (TERMt) command for train termination and (SID>) command for train journey to alternate path. 4. A system as claimed in claim 1, wherein the memory of the alternate lanes is designed to execute the necessary control commands on the alternate lane, in particular: (NEWt) command to create a new train, (TERMt) command to cancel a train, and (SID <) command for a train journey from an alternate path. 5. The method of using a train controlled train number transfer system to support rail traffic management as part of a station interlock according to claim 1, comprising the steps of: - the transfer of train numbering by determining and canceling train paths and user instructions following an assessment of the current traffic situation at the station and on the interstates, - automatic generation of the Train Departure and Train Arrival traffic technical operation on trains, and - the necessary instructions for the driver or dispatcher to follow the traffic situation on the station road, - the necessary instructions for the driver or dispatcher to control the traffic on the interchange, and - the transfer of train numbers between the train path and between the station and the interstates, by setting and canceling emergency train paths, and - automatic generation of dynamic technical operations "Train Departure" and "Train Arrival" also performed after passing a defined emergency train route where - after an evaluation of the current traffic situation, all necessary control commands are carried out on each station lane in operation, on each interchange lane and, if necessary, on each alternate lane separate from the interstage lane. 6. The method of claim 5, comprising executing the required control command on the station track after evaluating the current traffic situation using the station path memory, specifically the (NEVVt) command for creating a new train, the (TERMt) command for terminating a train, and (ADEP>) the team for the actual departure, including: (EDITt) command to change train number, (REPL>) command to change train, (REPL <) command to cancel train change, (NEVVt) command to complete train change, (STOPt) to stop train, (ACTIVt) to assign train after stop, ( PDEP>) command for the given scheduled departure and (PDEP <) command for the canceled scheduled departure. 7. The method of claim 5, further comprising executing the required command on the station path after evaluating the current traffic situation using a station path memory specifically for the actual departure (ADEP>) command, as well as: (PDEP>) command for the scheduled departure, (PDEP <) command for the canceled departure, (NEVVt) command for the new train, (TERMt) command for the train termination and (SID>) for the train journey to the alternate path. 8. A method as claimed in claim 5, comprising executing the required control command on a non-stop lane, having evaluated the current traffic situation using the backup lane memory, in particular: (NEWt) command to create a new train, (TERMt) command to cancel a train, and (SID <) command for a train journey from an alternate path. 9. The method of claim 5, comprising controlling commands relating to train number transfer, wherein the correctness is controlled based on traffic management processes, specifically one control function for controlling more than one train with the same number in one control area and one control. function for enforced train number as well as other control functions for: - the mandatory introduction of an estimated departure when a train departs from the control area, - the train route to an interstation other than the scheduled departure, - the route of the converted train (alternate route), - the route of the changed train, - passenger security at the station of departure, - punctual train departure route. 10. The method of claim 5, further comprising using the control commands listed below in the event of a train change on a station track after an evaluation of the current traffic situation, wherein: - Possible (REPL>) control command in the train path memory of the train menu to instruct a train to be switched from one station to another station, and - the planned change will be either canceled (REPL <) by the control command for the cancellation of a train that has already been identified as having to be replaced - or the train number will be removed from the station's track memory to the changed train memory, - The train number is transferred from the changed train memory to the station train memory using the (NEWt) command. 11. The method of claim 5, further comprising the following control commands used to stop or activate the train on the station track after an evaluation of the current traffic situation, wherein: - possible (STOPt) control command in the train menu of the train menu to stop the train on the station track, - Possible (ACVITt) control command (to back-up path) in the reversed train menu in the station track memory for assigning a train on the station path. 12. The method of claim 5, further comprising the following commands being used to run the train on a non-station siding, after assessing the current traffic situation, wherein: - the available (SID>) control command in the intermodal memory, in the train menu for passing the train to the backup, to transfer the train number from the interworking memory to the emergency memory in case of actual departure of the train, and - Possible (TERMt) control command in the train path backup path memory for interrupting the train on the alternate path. 13. The method of claim 5, further comprising the following commands used by the train to run from alternate to interstage after assessing the current traffic situation, wherein: - available (NEWt) command in the spare path memory for creating a new train on the emergency path, and - Possible (SID <) control command in the train path memory for transferring train numbers from the spare path memory to the interstage path memory. 14. The method of claim 5, further comprising the following commands used to create a train on the station track after an evaluation of the current traffic situation, wherein: - Possible (NEVVt) control command for creating a new train on the inter-track in the train menu in the inter-track memory for the actual departure of the train and when the train is the first or last train in the inter-track. 15. The method of claim 5, further comprising the following commands used to terminate the train on the station track after an evaluation of the current traffic situation, wherein: - Possible (TERMt) control command for interrupting the train on the train path in the train memory on the train path in the event of the actual departure of the train.