RU2387564C1 - System for train traffic centralised dispatching control - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: system contains central control room and distributed controlled points accommodating devices of EC (electric centralisation) posts and devices of remote control and remote signalling of centralised dispatching control. Central control room accommodates stationary computer of automated working place connected via the first interface module with remote control and signalling devices of centralised dispatching control, and via the second interface module - with transport management system. In locomotives automatic train driving system is installed which includes computer connected with visualisation device, locomotive power unit and automatic locomotive signalisation device. Locomotive also has radio modems installed on it which are connected to on-board computer and antenna units. In central control room and controlled points stationary radio modems connected with stationary antenna units and communication controllers are located. The controllers are connected by their first ports via modems to communication backbone and by their second ports - to stationary radio modems. In central control room the communication controller is connected with working place stationary computer the dedicated port of which is connected with train traffic organisation parameters optimisation modes control unit.

EFFECT: improvement of dispatching control efficiency, traffic-carrying capacity of railway hauls and stations, lowering electric energy consumption for traction and lowering psychophysiologic stress for drivers and dispatchers.

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Description

The invention relates to railway transport and can be used in automated digital systems for dispatch control of railway transport.

A centralized dispatch system with distributed control points is known, comprising a central control center with a train dispatcher workstation and distributed control points connected by a trunk communication line. 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 these modules consists of a control module and a communication module. The control module contains computers, 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 set, and a voltage converter (RU 2240245 C1, B61L 27/04, 02/07/03).

The disadvantage of this system is the limitation in the effectiveness of traffic control, due to insufficient exchange with the trains of information necessary for optimal traffic control, especially when there are deviations in the train situation from the schedule that is planned.

A known system of automated control and automated running of trains, which are used on trains that are in particular in areas with centralized dispatch, contains an auto-drive unit on the locomotive, connected to the manual remote control via an input channel, received from the dispatcher via the on-board radio modem with an antenna. The outputs of the auto-driving unit are connected to the acceleration and braking systems of the train, as well as to the inputs of the indication and voice information units (RU 2320498, B60L 15/40, 03/27/08).

The automated guidance system provides control of the movement of the train, including start-up and acceleration, selection of the mode of driving the train on the hauls, braking when speed limits are met, accurate braking for signals requiring travel with a limited speed, and displaying information about the current and rational dynamics of movement. The information stored in the on-board database is used.

The database stored in the memory of the train’s automatic driving device is created using a special automated workstation after carrying out traction calculations to determine the optimal trajectories of trains according to the criterion of minimizing the energy consumption for their traction. The database includes the travel time for the train’s circulation zone, the distance between stops, object coordinates (traffic lights, level crossings, PONAB, current sections, etc.), constant speed limits, names of stopping points, calculated values of traction coefficients for calculating on-board shutdown speed and traction connections for each haul, brake curve options for different braking methods (under the speed limit or stop under the red traffic light), train numbers, service schedule, track profile of sections train, ordered constant speed limits.

A known system for preventing an accident of a train circulating in a centralized dispatch area in which a locomotive involved in a control system is equipped with an automatic train control system including an on-board computer connected to a situation visualizer, a locomotive power unit and an automatic locomotive signaling device with a self-locking device, and also installed on-board computers on-board radio modems of the digital radio communication channel connected to on-board antenna units.

At the central control point and distributed controlled points, stationary radio modems of the digital radio communication channel are connected, connected to the stationary antenna units (RU 2307040, B61L 9/04, 09/27/07).

The disadvantages of these two locomotive systems above are the limited effectiveness of the auto-driving devices, which is explained by the following reasons:

- the conditions of the train’s movement in real time, taking into account the real train situation, the driver chooses at his discretion, as well as taking into account the instructions from the dispatcher, which are generated without taking into account the data that the auto-driving system on each particular train has, which limits the effectiveness of the auto-driving devices, in particular, when the train situation deviates from the planned traffic schedule;

- in order to increase efficiency, the system as a whole requires that the dispatcher have access to information about the current traffic parameters that are used by the automatic driving system on each of the trains in the dispatch control zone.

At the same time, it is important that all the necessary information for the optimal functioning of the system as a whole, comes without delays and errors made by the human operator. The train dispatcher, in comparison with train drivers, on the one hand, has all the primary information about the actual train situation on the site, and on the other hand, has the ability to provide intellectual support from the optimization programs of his workstation.

The closest in technical essence is the train traffic control system at centralized control room, containing a central control center and distributed monitoring points, with devices of EC posts and associated tele-control and tele-signaling devices of centralized control, connected by a trunk communication line. At the central control point there is a stationary computer for the automated workstation of the train dispatcher, connected via the first interface module to the telecontrol and tele-signaling devices of the centralized dispatching center and, via the second interface module, connected to the automated system for the operational management of transportation (ASOUP). (Kravtsov Yu.A. “Systems of railway automation and telemechanics”, M .: Transport, 1996, p. 255, fig. 8.1, p. 304, fig. 8.25).

The disadvantage of this system is also the limitations in the effectiveness of traffic control, due to the insufficient exchange with the trains of information necessary for optimal traffic control.

The technical result of the invention is to increase the efficiency of dispatch control by improving the accuracy of the train schedule, increasing the throughput and carrying capacity of lines and stations, reducing the power consumption for traction, and reducing the psychophysiological load on drivers and dispatchers.

The technical result is achieved by the fact that in the train traffic control system at centralized control room containing a central control center and distributed controlled points, with devices of EC posts and associated tele-control and tele-signaling devices of centralized control, connected by a trunk communication line, and in which at the central control point there is a stationary computer of the automated workplace of the train dispatcher, connected through the first and interface module, with telecontrol and telealarm devices of centralized dispatch and, through a second interface module, connected to an automated system for the operational management of traffic, and on locomotives involved in the control system, an automatic command system is installed, which includes an on-board computer connected to the visualizer of the situation, power plant of the locomotive and automatic locomotive signaling device with a hitch, and also installed onboard computers radio digital modems of the radio communication channel connected to the airborne antenna units, and stationary radio modems of the digital radio communication channel connected to the stationary antenna units according to the invention are installed at the central control center and distributed controlled points at the central control center and distributed controlled points, communication controllers are introduced which their first ports, through modems, are connected to the communication line, and the second ports are digitally connected to stationary radio modems radio communication channel, and at the central control point, the communication controller is connected to a stationary computer of the workstation of the train dispatcher, to a separate port of which the control unit for optimizing the parameters of organization of train traffic is connected.

Figure 1 shows the structural diagram of the devices of the central control center and distributed controlled points (Stationary devices of the system), and Figure 2 is a structural diagram of the on-board locomotive devices involved in the train system (Locomotive devices of the system).

The train traffic control system at centralized control center contains a central control center and distributed controlled points, with devices 1 of EC posts and associated telecontrol and telemonitoring devices 2 of centralized control center connected to them by a communication line 3, while a stationary control center is located on the central control center Computer 4 automated workstation of the train dispatcher (AWS-DNTs), connected through the first interface module 5 with devices 2 t control and tele-signaling systems of centralized dispatch and, through a second interface module 6, connected to the automated system for operational transportation control 7 (ASOUP), and on locomotives involved in the control system, an automatic command system is installed, including an on-board computer 8 connected to the visualizer of the situation 9, a locomotive 10 power plant and an automatic locomotive alarm device with a hitch 11, and also installed on-board computer 8 12-digit radio modems radio communication channel connected to the airborne antenna units 13, and at the central control point and distributed controlled points are stationary radio modems 14 of the digital radio channel connected to stationary antenna blocks 15. Also at the central control point and distributed controlled points are communication controllers 16, which their first ports, through modems 17, are connected to the trunk line 3, and the second ports are connected to stationary digital radio modems 14 a communication channel, wherein the central control station, communication controller 16 is connected to the stationary computer workstation 4 train dispatcher (DNTS-APM), a separate port is connected to control unit 18 parameter optimization mode organization of trains.

The system operates as follows.

A train dispatcher (DCC) manages a dispatch circle 100-150 kilometers long, ensuring the movement of trains on a schedule, and in case of violation of the schedule, the entry of late trains in a schedule. For this, the DSC, for example, reduces the duration of trains at intermediate stations and sidings, changes the order and points of crossing and overtaking trains, sends trains on the wrong track at double-track inserts. Dispatch centralization allows the DSC from the central control center, from its automated workstation ARM-DSC, to control the arrows and signals of all line points included in the dispatch circle. In this case, the control signals of the objects of the signaling and signaling devices are received from the computer 4 of the AWS-DCC, through the communication controller 16, modem 17, communication trunk 3 and remote control and tele-signaling devices 2 of centralization dispatch to posts 1 of the digital signaling center.

In the same way, in the opposite direction, information signals on the state of objects of signaling devices go to the center. As a result, the DC has the ability to control from one point the arrows and traffic lights of the distributed points of the control circle. It also has information about the position and occupancy of the switches, the employment of hauls and tracks at stations, the indications of traffic lights, etc. In addition, the DSC has the ability to transfer stations to backup control and automatically record the schedule of trains running, as well as the ability to change the direction or passage of trains along one way, with double-track auto-lock, in case of repair and track works on double-track railway sections.

When carrying out repair and track works in the conditions of continuous movement of freight and passenger trains, to ensure them, long-term windows are provided in the traffic schedule (6 hours or more). At the closure of one of the two main tracks on the stage, the second organizes the passage of trains of opposite directions, i.e. the stage functions as a single track line. Naturally, for large amounts of traffic (for which a double-track line is provided), passing a single-track train causes a significant increase in operating costs associated with temporary losses due to the limitation of the speeds of freight and passenger trains in the area of repair and railway work, and also the need for crossing trains of opposite directions and overtaking passenger trains of passengers, an increase in energy costs caused by acceleration and braking of crossed and overtaken trains.

In order to develop effective management, the DSC uses communication with the automated transportation management system ASOUP, which implements a set of optimization algorithms for organizing train movements, for example, to select the order of passage of freight and passenger trains through the repair work site or energy saving modes. In this case, the main optimization modes are:

- ensuring the minimum total costs associated with delays of trains of all or certain categories, taking into account the energy costs of acceleration and braking;

- ensuring minimum delays in the movement of trains, excluding energy costs for acceleration and braking;

- ensuring minimum energy costs for acceleration and braking, without taking into account delays in the movement of trains;

- ensuring minimum train delays at reception at the arrival station.

In the proposed system, for the best management (in particular, accounting for energy costs), information is received from AWP-DSC, as well as from ASOUP, from systems of automatic driving of trains. This information passes from the on-board computer 8, through the on-board radio modems 12 of the digital radio channel, the on-board antenna units 13, the digital radio channel (not shown), the stationary antenna units 15, the stationary radio modems 14 of the digital radio channel, to the communication controllers 16. Communication controllers 16 accumulate information coming from trains within stable radio communications with this item.

The channel of the 160 MHz band currently available in rail transport provides the possibility of digital communication within the range of up to 20 kilometers. The information accumulated in the communication controllers 16 of the distributed controlled points is further converted by the controllers 16 and transmitted through modems 17 and the communication trunk 3 to the communication controller 16 of the central control center. The communication controller 16 of the central control center also receives information from closely located trains directly, through its stationary antenna unit 15 and the stationary radio modem 14 of the digital radio communication channel.

Further, from the controller 16 of the communication of the Central point, information about the parameters of the movement of trains enters the computer 4 AWP-DC. From the computer 4, through the second interface module 6, the information is transmitted to ASOUP 7, where it can be used in optimization algorithms.

In the opposite direction, information on recommended arrival times to the next station, recommended departure times, recommended speed, etc. is transmitted to trains from ASOUP 7 and computer 4 ARM-DNTs. This information allows auto-driving systems and train drivers to further increase the efficiency of the train.

The train dispatcher, depending on the situation that has arisen during the passage of trains, acts on the block 18 control modes of optimization of parameters of organization of movement of trains and sets the appropriate optimization mode. Block 18 provides a fixation of the selected mode, to exclude spontaneous change of modes during interference and malfunctions, due to the construction of non-volatile memory elements (in the particular case, this can be a mechanical switch in several directions).

Block 18 acts on a stationary computer 4 ARM-DNTs, which at a set frequency requests from ASOUP the necessary parameters, individually for each train. The information transmitted from the DSC through the communication channels discussed above to the auto-driving devices allows the driver to conduct the train more optimally, both in automatic and manual mode. In the manual mode of the train, the movement parameters transmitted by the system from the DSC and displayed by the visualizer of the situation 9 are of a recommendatory nature.

The system as a whole provides a significant, in comparison with well-known counterparts, increase in the efficiency of supervisory control by increasing the accuracy of the train schedule, increasing the throughput and carrying capacity of lines and stations, reducing the power consumption for traction and reducing the psychophysiological load on drivers and dispatchers.

Claims (1)

A control system for the movement of trains at centralized control center, containing a central control center and distributed controlled points with devices for EC posts and associated telecontrol and telemonitoring devices for centralized control systems, connected by a communication line, while a central computer for an automated workstation is located at the central control center train controller seats connected via the first interface module to telecontrol devices and tele-alarms of centralized dispatch and through a second interface module connected to an automated system for the operational management of traffic, moreover, on the locomotives involved in the control system, an automatic control system is installed, including an on-board computer connected to the visualizer of the situation, the locomotive power unit and an automatic locomotive signaling device with a hitchhiker, and also installed on-board computers are the on-board radio modems of the digital radio communication channel, connected connected to the onboard antenna units, and at the central control center and distributed controlled points are stationary radio modems of the digital radio channel connected to the stationary antenna units, characterized in that communication controllers with information storage and conversion functions are introduced at the central control center and distributed controlled points, which with their first ports are connected via modems to the trunk communication line, and the second ports are connected to stationary radio demons of a digital radio communication channel, while at the central control point the communication controller with the functions of accumulating and converting information is connected to a stationary computer of the workstation of the train dispatcher, to a separate port of which is connected a control unit for the optimization of parameters for organizing the movement of trains with the function of fixing the selected mode to non-volatile memory elements .

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