RU2307041C1 - Monitoring system of traffic control technological discipline - Google Patents

Abstract

FIELD: railway transport; signaling and communication.

SUBSTANCE: proposed system includes central web-portal, central processing complex, automated workstation for checking execution of technological norms of traffic control, railway transport automatic control system, control computer complex and two-circuit system for interaction with traction rolling stock. Railway transport automatic control system contains data base, provides acquisition of data from railway automatic and telemetering devices and transmission of said data to central processing complex. Combination of central processing complex and workstations provides monitoring of technological discipline, training of personnel, operative system to make a decision at level of railway traffic control center.

EFFECT: improved control and efficiency of operation of rolling stock.

7 cl

Description

The invention relates to the field of railway automation, telemechanics and communications and can be used in railway transport.

A known system of centralized control of railway traffic, including a central high-power computer connected to transmitters installed on trains, from which instructions are sent directly to trains, and from them to the speed information database, geographical data of the location of trains. The same computer controls the movement of all trains on the tracks, sending instructions to each train individually about reducing speed or stopping (GB 2353127 A, 02/14/2001).

A known system for monitoring and controlling the movement of a railway vehicle, including multiple access means for communication and signal transmission between a first location and a plurality of subsequent train locations, a plurality of roadside controllers, each of which is located in respective roadside locations and is electrically connected to said multiple access means, and an operator interface electrically connected to said multiple access means for mutual operator interactions with many roadside controllers (US 6032905 V, 03/07/2000).

Also known is a centralized dispatch system with distributed controlled points and a central control center with a train dispatcher workstation, connected by an external local network. The redundant central control unit of each distributed controlled control center consists of a main set, a backup set and a diagnostic module, which are interconnected. Each of the kits consists of a control module and a communication module. The control module contains a computer, storage devices, indicating devices, a reset device, a display device, an input-output buffer, an input device, a device for matching with a local network, a temperature sensor, a time counter, an interface conversion device, a control unit for the said kit, and a voltage converter (RU 2240245 C1, 02/07/2003).

A control device for controlling locomotives and vigilance of drivers is known, which is a set of modules mounted on a backplane inside a mounted unit. Logically, the modules interact with each other through the CAN system interface. Each module cyclically, with a frequency of 450-500 ms, provides information on its status and the results of its work to the system interface. However, each module extracts from the messages of other modules the information it needs to process data (RU 2262459 C2, 10.20.2005).

The disadvantages of these solutions are the impossibility of simultaneous control of technological means of the entire railway complex and technological processes during the movement of trains, which leads to a decrease in the quality of railway transport products.

The task to which this invention is directed is the creation of a unified corporate control system that monitors the transportation process by radio exchange of stationary systems with on-board control systems and the safety of traction rolling stock (TPS) in the process of railway transportation.

The technical result achieved by the implementation of the proposed invention is to improve the quality of service for passengers and customers, the quality of the transportation process due to a significant reduction in cases of violation of technological discipline and automation of compliance with the established regulated technology of the transportation process, resulting in increased manageability, reduced operating costs, and increased the performance of technical means (infrastructure) and rolling stock, also improves the quality of maintenance of facilities (infrastructure) and rolling stock, increasing the safety of trains.

The specified technical result is achieved by the fact that in the control system of technological discipline of the train control process (SKTD), which includes a central web portal, at least one central processing complex (CSC), at least one automated workstation for monitoring the implementation of technological standards train control system (AWP), automatic railway control system (ACS ZhT), at least one control computer complex (UVK), a dual-circuit intercom system Procedure traction of rolling stock (TPN)

the automatic railway transport control system (ACS ZhT) contains a source data base, and also collects data from railway automation and telemechanics (ZhAT) equipment and transfers them to the central processing complex (CSC),

the totality of the central processing complex (CSC), which collects, processes, analyzes data, communicates with workstations), and workstations (AWS) performs the functions of monitoring technological discipline, training personnel, and an operational decision support system at the level of the road transportation control center (DTSUP),

the first circuit of the interaction system with traction rolling stock (safety circuit), ensuring the safety of train traffic, includes technical means of railway automation and telemechanics, a complex locomotive safety device (KLUB-U), interacting with the traction rolling stock over the air using radio modems, and the inter-circuit interaction system (gateway), while collecting data from an integrated locomotive safety device and from railway rail hardware Omaticaya and remote control, processing and preparation for transmission to the traction rolling is performed by a control computer system further information through interloop interaction system enters the central processing complex,

the second technological circuit of the interaction system with traction rolling stock (technological circuit) includes on-board control devices with the exception of the integrated locomotive safety device (CLUB-U), a digital interaction device that provides interaction with the automatic railway control system on the one hand and with on-board devices on the other , a transportable radio station, a digital radio communication system that provides communication with the central processing complex, which controls the ovym rolling stock,

the central web portal analyzes the data presented from the central processing complex in a visual form.

The Central Processing Complex (CSC) is a server installed mainly in road transportation control centers, in separate large centers of local work management and at stations, and carries out monitoring functions.

Workstation (AWP) is a personal computer that provides real-time dialogue.

The automatic railway control system (ACS ZhT) consists of a supervisory control and centralization system, an information system that conducts a train model of roads, on the basis of which an electronic schedule of the movement is kept using data from railway automation and telemechanics and manual input.

Interaction with traction rolling stock is carried out through rail circuits and over a radio channel in a dedicated frequency band of 160 MHz using bridge radio modems. Digital radio communication is carried out at a frequency of 460 MHz.

The first circuit of the interaction system with traction rolling stock, which ensures safety, has a higher priority than the second technological circuit.

The main functions of the control system for technological discipline of the train control process are:

- in the control and operational impact on the train position in sections and on the road as a whole based on information received from locomotives and external automated and information management and information systems about the arrival, departure and investigation of trains for decision-making;

- in the introduction of each of the trains according to the energy-optimal schedule, which entails an increase in technical speed, throughput, a decrease in the downtime of locomotives, wagons, etc .;

- in a forced stop of the train in the service braking mode in the event of an emergency;

- in the control of technical means and technological processes during the movement of trains, namely

- in carrying out routine maintenance of rolling stock;

- in carrying out routine maintenance on technical facilities of farms that ensure the process of train movement;

- in compliance with the regime of work and rest of locomotive brigades;

- the correct formation of the composition;

- in the transportation of dangerous and oversized cargo;

- in compliance with the technical and administrative acts of stations (TPA);

- in the current maintenance of the operated facilities (track superstructure, ISSS, power plants, communication facilities, etc.);

- in the dangerous approach of trains on the site, etc.

Traffic control is a complex task, the solution of which requires taking into account both the multi-criteria organization of the transportation process itself and the restrictions on the conditions of technical operation of rolling stock and railway infrastructure. The key element of this process is the train itself, the movement of which is monitored both by direct observation of it, and by means of railway automation and telemechanics (ZhAT) systems.

Traffic control is carried out by the train dispatchers of the road transportation control center (DCSC). Dispatchers manage the transportation process based on information received from stations and directly from drivers (via radio), as well as using data from automatic systems.

One of the main means of automation of train control is the system of supervisory control and centralization (Setun, Dialog, Trakt, South, etc.), created on the basis of electric centralization (EC), auto-lock (AB), semi-automatic blocking (PAB) and other means of ZHAT. The main information system leading the train model of roads is ASOUP, on the basis of which an electronic timeline of the executed movement (GUI) is maintained using the data of the ZAT and manual input (dialogue). There is a complex of other information systems, united under the general concept of "ACS ZhT". Information and information management systems both control compliance with the technology of work, and are the information basis for possible control systems of technological discipline.

Direct control of the movement of the train is carried out by the locomotive driver (traction rolling stock - TPS), the interaction with which (information exchange) occurs through the following means:

- outdoor traffic lights, fencing signals, signal indicators and signs;

- manual signals given by road workers (station attendants, inspectors of rolling stock, trackmen, level guards, etc.) with the help of flags, lights, discs or with their hands;

- sound signals (whistles, sound horns, firecrackers, etc.);

- Signals of automatic signaling (ALS) operating using rail circuits; on board the TPS, the decoder, analyzer and user of information are safety devices (KLUB-U, etc.), through which information is generated visually perceived by the driver, and automatic means of forcibly stopping the train (PC) work;

- automatic train braking control system (SAUT); information is transmitted by means of special outdoor devices at the beginning and end of the station, the information receiver of which is the on-board equipment of the SAUT, which provides the driver with visual and audio information and, if necessary, carries out official braking of the train;

- automatic identification of rolling stock (AIS "Palma");

- television monitoring systems for rolling stock, axle counters and other train control systems;

- voice radio communication, through which the driver receives the information necessary for the train.

TPN management and train management as a whole is carried out using on-board instruments and control systems, ensuring safety, navigation, diagnostics and issuing recommendations for optimal train movement. The main ones are:

- integrated locomotive safety device (CLUB-U);

- automatic train braking control system (SAUT);

- train auto-driving system (USAVP, SAVPE, etc.);

- microprocessor control system for locomotives (ISUL);

- a single integrated control system TPN (CEN);

- driver vigilance control system (TS KBM);

- automatic control units (BAU);

- shunting automatic locomotive alarm (LITTLE);

- hill automatic locomotive alarm (GALS);

- dual train driving systems (Consul, SMET, etc.), etc.

The functioning of the system is as follows. Information from the ZhAT is transmitted through hardware-software joints (APS) to the UVK and CSC. Interaction with a locomotive at stations is carried out at a frequency of the range of 160 MHz by means of radio modems installed on one side of the station and on the other hand on locomotives. The safety device KLUB-U acts as an element that receives and processes the information received from the UVK on the locomotive. APS fulfills the task of a gateway for safe interaction between elements integrated by the system during information transfer.

Information received in the CSC from the technical equipment of the ZhAT and automated railway control systems (ZhS ACS) is processed and analyzed. Based on the analysis of data in the CSC, information solutions are developed that are confirmed or denied by means of the workstation.

The combination of the central processing center and automated workplace (in terms of the number of workplaces of the operational personnel of the DCMU) implements the functions of monitoring technological discipline at the level of a control center. In the same place (at the DCMS level), the system performs the functions of training personnel and a classifier simulator (classifying personnel according to professional suitability parameters), and also works as an operational decision support system.

Confirmed decisions requiring a direct impact on the locomotive are broadcast over a public data network through UVK. In addition, through the TDP data transmission unit and digital radio communication of the TETRA standard at a frequency of 460 MHz, it is also transmitted to the TPS in the locomotive equipment of the SAUT system, which acts as an element that receives and processes information from the CSC.

All system operation is displayed in the form of reporting forms on the system’s web portal. The web portal performs the task of analyzing the actions of the operational personnel of dispatch centers, stations, etc. (information received from the AWP), the correct functioning of the technical equipment of the ZhAT and locomotive equipment, etc. At the same time, the web portal can issue recommendations based on a comprehensive analysis of interrelated events. For example, from the analysis of the frequent delays in the signals of the input traffic lights, a solution follows, which together carries recommendations on laying additional paths along the main course, preparedness of the infrastructure, etc.

In the process of the system’s work, automatic control and organization of an automated computer dialogue with operational personnel in real time for each case of a technology violation (deviation from the technology) is performed to eliminate or identify the causes and personally responsible for the event to further eliminate the root causes.

Initial data are taken from automated railway transport control systems (ACMS), hereinafter - directly from the locomotive and infrastructure facilities, including express diagnostics and verification systems. Processing and analysis of data allows to identify deviations from the adopted technology. For each case, a dialogue takes place on the automated workplace (personal computer) of the corresponding operational employee (train, locomotive, wagon or other dispatcher, service employee, station duty officer, station duty officer, etc.) to find out the reason for the violation responsible for the violation and accepted measures. The processed information is stored on the central web-portal of the system for further analysis. The impact on the control system according to the results of the analysis of the system data is carried out by:

- processing of normative documents, adjustment of work technology;

- staff training;

- reallocation of duties;

- strengthening the technical infrastructure base;

- changes in the motivation of transport workers.

A tracking (monitoring) system is created on the basis of existing information, information management and automatic systems operating in railway transport. The system monitors technological discipline, fixing the main parameters of the technological process and random violations of regulatory documents: loading, fastening, technical operation, technical and administrative acts of stations, etc.

In the event that violations of the technology are detected during the transportation process, measures are taken to block a possible dangerous situation - a corresponding message is issued to the responsible operational personnel at a particular workplace along the entire control vertical. The responsible executor either takes measures to eliminate the situation that has arisen, or, on his own responsibility ("electronic signature"), allows him to continue working with the violation identified. The dialogue between the contractor and SKTD is carried out at the workplace through a personal computer with the appropriate software: Dialog Workstation.

Responsible actions, including those with violations and deviations from the technology, are recorded in a specially created database. Further analysis of the flow of violations should be the basis for the processing of instructions, staff training, claims against related organizations, etc.

At the same time, an internal monitoring system of rolling stock supporting digital radio communication with TPNs is interconnected with TPNs within the DCM.

The system interacts with the traffic control system according to a two-circuit scheme, where, along with the safety circuit, a technological circuit is created that, due to the control of technological discipline and the operational interaction of the employees of the road transportation control center (DCC) with the traffic control system (voice communication with the driver and automatic interaction with on-board control systems) and security) improves management efficiency and further enhances security. Along with TPN, interaction with stationary systems for diagnosing and checking rolling stock and infrastructure should be organized.

The main safety device on the locomotive is KLUB-U, which interacts with the system via rail circuits, through which the code signals of automatic locomotive signaling (ALS of various modifications) are received, the receiver, decoder and user of which is the device itself.

To improve the reliability of the ALS, to ensure the functionality of KLUB-U on non-encoded side tracks, as well as to automatically transmit critical commands to the TPS, a radio modem connection was developed with KLUB-U via special ground-based UVK (information is collected from on-board devices, from railway automation and telemechanics devices , its processing and preparation for transmission to the TPN and the identification of rolling stock), which provide two-way communication with the TPN through bridge radio modems on a dedicated frequency band of 160 MHz. This is the first circuit - the security circuit.

It is proposed to organize technological interaction with TPNs using modern types of digital radio communications in the frequency range 460 MHz - the second radio communication circuit designed to implement integrated interaction with TPNs in the process of transportation. In the technological circuit there is no direct connection with the CLUB-U. The interaction takes place through devices that are not directly safety devices: an automatic train braking control system (SAUT), a train automatic driving system (USAW), a microprocessor-based locomotive control system (MSUL) or other control systems. As a result, automated information interaction is ensured between the train control center (DCSC, station, etc.) and TPN.

Thus, the first circuit includes means of railway centralization, telemechanics, blocking, automation (STsB, ZhAT), a complex of on-board devices KLUB-U, a system for interacting with a TBL via a radio channel and an inter-circuit interaction system (gateway) and is a combination of signaling, centralization and blocking (terminal terminal devices that make up automatic blocking, technical means of centralized control and monitoring, electrical centralization, diagnostic tools for rolling stock, etc.) . The principles of dual-circuit control do not interfere with the operation of these circuits, but imply only one-way receipt of information through specially organized inter-circuit interaction devices (gateways).

The second circuit includes: on-board TPS control systems (not directly responsible for safety), digital radio communication at a frequency of 460 MHz and information systems (ASUZhT), a digital interaction device (provides interaction with ASUZHT and devices), a transport radio station, and a central processing complex to provide interaction with the rolling stock at the landfill, the control center and the station and is external with respect to the primary circuit, in connection with which its control actions on the TPS are secondary (have less priority) in relation to the impact of the primary circuit. Information exchange with control systems on board the TPN is carried out in the background. The main user of the technological circuit is the DCM. Interaction with the TPN is carried out through digital radio communication through two terminal devices: a central processing complex located in the DCS, and an on-board digital interaction device, which are computers that deliver data to the TPN using standard secure data routing protocols. On-board digital interaction device, on the one hand, acts as an information router, on the other hand, it provides interaction with on-board control devices.

A two-circuit radio exchange circuit with a TPS allows, while maintaining and improving safety, to significantly expand the control capabilities and improve the quality of technological processes within the management system (QMS).

Claims (7)

1. A control system for technological discipline of the train control process, comprising a central web portal, at least one central processing complex, at least one automated workstation for monitoring the implementation of technological standards for train control, an automatic railway control system, at least at least one control computer complex, a dual-circuit system for interacting with traction rolling stock, in which the automatic system is controlled The railway transport system contains a source data base, and also collects data from railway automation and telemechanics and transfers them to the central processing complex, a set of central processing complex that collects, processes, analyzes data, communicates with workstations, and workstations places performs the functions of monitoring technological discipline, staff training, operational decision support system at the road level about the transportation control center, the first circuit of the interaction system with traction rolling stock, ensuring the safety of train traffic, includes technical means of railway automation and telemechanics, an integrated locomotive safety device that interacts with traction rolling stock over the air using radio modems, and an inter-circuit interaction system, while data collection from an integrated locomotive safety device and from railway automation equipment and bodies mechanics, their processing and preparation for transfer to the traction rolling stock is carried out using a control computer complex, then the information through the inter-circuit interaction system enters the central processing complex, the second process circuit of the interaction system with traction rolling stock includes on-board control devices with the exception of a complex locomotive device security, a digital interaction device that provides interaction with an automatic system railway control, on the one hand, and with on-board devices, on the other, a transportable radio station, a digital radio communication system that provides communication with the central processing complex that controls the traction rolling stock, the central web portal analyzes the data presented from the central processing complex in a visual form. 2. The system according to claim 1, in which the central processing complex is a server that is installed mainly in the road traffic control centers, in separate large local work control centers and at stations, and performs monitoring functions. 3. The system according to claim 1, in which the workstation is a personal computer that provides dialogue in real time. 4. The system according to claim 1, in which the automatic railway control system consists of a supervisory control and centralization system, an information system that conducts a train model of roads, on the basis of which an electronic schedule is kept using data from railway automation and telemechanics and manual input complete movement. 5. The system according to claim 1, in which the interaction with the traction rolling stock is carried out through rail circuits and over a radio channel in a dedicated frequency band of 160 MHz using bridge radio modems. 6. The system according to claim 1, in which digital radio communication is carried out at a frequency of 460 MHz. 7. The system according to claim 1, in which the first circuit of the interaction system with the traction rolling stock, which ensures safety, has a high priority compared to the second technological circuit.