RU2541551C1 - Control over scheduled freight train traffic in railway communication - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: train traffic is effected on the basis of integral shift. First, for every railway yard, simulated is freight trains gathering in routs and destinations for a day, for every train an appropriate unoccupied "line" of the traffic actual schedule is selected to simulate versions for locomotives and locomotive crews to be selected for trains. For every train model, train passing is simulated in sections of a traffic route with due allowance for current position in given route. Thereafter, with allowance for current position in the route, appropriate versions are selected for every train model for selection of locomotives and crews to be assigned to selected "line" of actual traffic schedule. Simulation results are used to gather the train at railway yard and appropriate locomotive is assigned thereto as well as locomotive crew to send the train in compliance with traffic schedule preset by actual schedule "line". In real time, train gathering, assignment of locomotives and their crews, departure of train from the station and passing in route sections in compliance with approved schedule.

EFFECT: higher efficiency of control over freight train traffic.

8 cl, 1 dwg

Description

The invention relates to automation and computer technology and can be used in railway transport, mainly for dispatching train work of freight trains on a schedule in the railway direction.

There is a known method of controlling the movement of freight trains, which consists in forming at each station the selected direction of trains, setting the schedule lines to which the formed trains will be organized, and train formation in the direction to reduce rolling stock downtime is carried out continuously (UDC 656.225 S.V. Doroshko, BelGUT, Gomel, Belarus, 06.16.2010).

The known method allows to reduce the loading of stations, increase the transit of low-power car flows, reduce the delivery time of goods.

However, the known method does not allow to link the system of organization of car flows into trains with the schedule of their movement, involves the departure of trains when ready when the accumulation of a full or full train. All this leads to the irrational use of train locomotives and violation of the work-rest regime for the use of locomotive brigades.

The closest analogue is the integrated technology for controlling the movement of freight trains on a schedule, which consists in the fact that for the selected direction of travel, train and car flow simulations are carried out, in which for each formation station they simulate the composition of freight trains, provide them with locomotives and locomotive crews, for each models select a solid “thread” of the traffic schedule and attach a train to it, monitor the formation of the train, as well as their interlock information on the route according to the schedule (V.A. Sharov and others. Art. “Integrated technology for managing the movement of freight trains on a schedule”, railway transport, No. 11, 2010, pp. 11-22).

The known method involves the availability of ready-made locomotives and locomotive brigades for each train on a previously known thread of the schedule (per day or more), which in practice is extremely rare. It is also extremely difficult to predict the formation of the composition of the sorting station in a given direction and destination per day.

The technical result of the claimed invention is to improve the management of train work of freight trains on a schedule in the direction by reducing the time for the formation and departure of trains from the marshalling yard, efficient use of the fleet of locomotives and locomotive crews in the direction, ensuring the fulfillment of the scheduled running times for sections and stops in stations.

The technical result is achieved by the fact that in the method of controlling the train operation of freight trains according to a schedule in the railway direction, the train operation is controlled on the basis of a single dispatch shift, first for each sorting station the directions are used to simulate the composition of freight trains in directions and destinations for a day, for each train choose the corresponding free "thread" of the current movement schedule and model options for providing trains with locomotives and locomotive brig dames, then, for each train model, taking into account the current position in the direction, the train passes through the direction sections are simulated, and then, taking into account the current position in the direction, for each train model, the appropriate options for providing the locomotive and locomotive brigade are selected and attached to the selected “thread” of the current traffic graphics, according to the results of modeling at the marshalling yard, the composition is formed, they are linked to the composition of the corresponding locomotive and locomotive crew, and they send the train according to the dispatch time specified by the “thread” of the current schedule, and in real time they control the processes of forming the train’s composition, linking with the composition of the corresponding locomotive and locomotive crew, sending the train from the station and proceeding along sections of the route according to the approved schedule.

Composition formation models for freight trains in the direction are carried out in an automated mode at the automated workplace of the shunting dispatcher of a single dispatch shift based on data on the approaches of trains to the sorting station from different directions, on cars on the station itself and car flows from approaches to it, volumes of processing car flows on the train itself stations taking into account the transit of trains on the basis of the current schedule.

The modeling of options for providing trains with locomotives is carried out in an automated mode at the automated workplace of the locomotive dispatcher of a single dispatch shift based on data on the availability of locomotives in the depot and station, data on the mileage of each locomotive and the timing of its maintenance, as well as the length and weight of trains.

At the automated workplace of the locomotive dispatcher of a single dispatch shift, based on the data on the approach of each locomotive from the turnover, taking into account its mileage and the term of maintenance, the locomotives are also sent with a reserve to the station to provide trains with locomotives to the selected “line” of the current schedule.

Modeling of options for providing locomotives with locomotive crews is carried out in an automated mode at the automated workplace of the duty of the unified dispatch shift based on data on the availability of locomotive crews at the station and in the rest house, as well as taking into account the “sending” of locomotive crews to passengers at the sorting station.

Simulation of the passage of each train in the direction sections in an automated mode is carried out at the automated workplace of the train dispatcher of a single dispatch shift based on data on the arrival of trains at the butt stations of the direction from neighboring directions, the departure of trains from the marshalling yard and repair work in the railway direction.

Taking into account the real situation in the direction, at the automated workstation of the dispatcher in the control area of the unified dispatch shift, for each model of the composition, they choose the option of providing the locomotive and locomotive crew with their attachment to the selected “thread” of the current traffic schedule and subsequent real-time monitoring of the composition formation processes trains, binding to the composition of the corresponding locomotive and locomotive brigade, departure of the train from the station, its following sections on Board according to the approved schedule.

The processes of forming the composition of the train, linking the composition of the corresponding locomotive and locomotive crew, departing the train from the station, and following it to sections of the direction according to the approved schedule are displayed in the appropriate form on the graphical display of the automated workstation of each participant in a single dispatch shift dispatcher in the control area.

The proposed method is implemented using a system for controlling the train operation of freight trains on a schedule in the railway direction.

The structural diagram of a system for controlling the train operation of freight trains on a schedule in the railway direction is presented in figure 1.

The system for managing the train operation of freight trains on a railroad schedule includes a central processor 1, the corresponding inputs / outputs of which are connected to the outputs / inputs of a single database 2, processors 3-7 workstations 8-12, respectively, of the dispatcher in the control area, locomotive dispatcher , duty depot, shunting dispatcher and train dispatcher for each section of the unified dispatch shift direction (AWP 8 DRU, AWP 9 TNTs, AWP 10 TCHD, AWP 11 DSTs, AWP 12 DNTs).

In addition, the other inputs / outputs of the central processor 1 through the data transfer network 13 are connected to the hardware and software devices of the automated systems 14 and 15 for controlling the sorting station and technical stations of direction (ACS 14 SS and ACS 15 ST), as well as the automated operational control system 16 the transportation process (ASOUP 16) and the automated system 17 of maintaining and analyzing the schedule of the executed movement. As an automated system 17 for maintaining and analyzing the schedule of the executed movement, the well-known GUID system “Ural-VNIIZHT” (GUID “Ural-VNIIZHT” 17) is used.

AWP 8 DRU includes a block 18 simulating the direction of work, input / output connected to the corresponding output / input of the processor 3. AWP 9 TNC includes a block 19 simulating the work of locomotives in the direction, input / output connected to the corresponding output / input of the processor 4. AWP 10 block 20 simulating the work of locomotive brigades in the direction connected with the input / output to the corresponding output / input of the processor 5. AWP I DSC includes a block 21 modeling the work of the sorting station, input / output connected to tvetstvuyuschemu exit / entry workstation 12 processor 6. DSC of block 22 includes simulation of train traffic on sites, input / output connected to the corresponding output / input of the processor 7.

The display units 23, 24, 25, 26, 27, respectively, AWP 8 DRU, AWP 9 TNCs, AWP 10 TCD, AWP 11 DSTs, AWP 12 DNTs are made in the form of graphic displays and are connected to the outputs of processors 3, 4, 5, 6, and 7.

The system also includes means for monitoring the real train situation in the railway direction, which include microprocessor-based dispatch centralization (DC) devices 28, means 29-31 for determining the location of a train, wagon, locomotive, and wagon identification means 32, the outputs of each of which are connected to the ACS inputs 14 SS, ACS 15 ST and ASOUP 16. In this case, the outputs of devices 28 and means for determining the location of the train are connected to the corresponding inputs of the automated system 17 for maintaining and analyzing the schedule of the completed about the movement.

The system for managing the train operation of freight trains on a schedule in the railway direction works as follows.

Freight train operations are controlled by a single dispatch shift, including a dispatcher in the control area, a locomotive dispatcher, a duty officer on duty, a shunting dispatcher, and a train dispatcher for each section of the direction.

In real time, the data of the DC device 28, the means 29, 30 and 31 for determining the location of the train, wagon and locomotive, as well as the wagon identification means 32, determine the real situation in the railway direction. Data from their outputs through appropriate matching devices (not shown) are transmitted via communication channels to the corresponding inputs of ACS14SS and ACS 15 ST of the selected direction, as well as to the corresponding inputs of ASOUP 16, and data from the outputs of devices 28 and means 29 also go to the GUID input URAL »17.

The dispatcher for the control area using the input / output unit (not shown) AWP 8 DRU generates the corresponding requests, which through the central processor 1 via the data transfer network 13 are sent to the hardware-software devices ACS 14 SS, ACS 15 ST, ASOUP 16, GUIDE "Ural" 17.

In response to the received request in the automated mode, the composition plan for the next 3-6 hours, including the number of formed trains for each train composition with the formation index, formation station, destination station, number from the beginning of the day, is received in the central processor 1 from ACS 14 SS , the time the train is ready, the length, weight of the train, the train number on which the train is formed. From the ACS 15 ST system, data are received on the presence of locomotives at the current operating range at stations with an indication of the registration depot, series, number, condition of the locomotive, the last event (date, time, station, operation, direction), the presence of locomotives in the sections in motion indicating the train number, its index, weight, length and locomotive brigade, as well as data on the availability of locomotive brigades at stations and in the rest house, as well as on sections in motion, additionally for each locomotive with the surname, name, patronymic, t Bel'nov numbers, road registry, registry depot, the driver's class, availability of time and the end of the holiday. From the automated system 17 for maintaining and analyzing the schedule of executed traffic, data are received, including information on the location of each train, on its parameters, locomotive and locomotive crew, on the availability of planned and current windows, on the use of tracks at stations and stages. From ASOUP 16 - information that duplicates data coming from an automated system 17 of maintaining and analyzing the schedule of executed movement, ACS 14 SS, ACS 15 ST.

In real time, the central processor 1 converts the data arriving at its inputs, generates the corresponding data banks and sends them to a single database 2 for storage.

At the first stage of control of the train operation of freight trains in the direction, detailed modeling of the composition for the sorting station of the direction for the day is carried out. To this end, the processor 6 AWP 11 DSC requests from a single database 2 data on the approach of trains to the marshalling yard from various directions and their composition for the coming day, on the availability of cars at the station and their location at the current time, as well as on the volumes of processing of car flows for a marshalling yard, taking into account the transit of trains on the basis of the current plan for the coming days and the current schedule. The processor 6 sends the data to block 21, which generates models of the composition of freight trains in directions and destinations for a day, for each train model selects the corresponding free "thread" of the current traffic schedule, i.e. simulates the implementation of the current plan for the garter trains on the "threads" of the current schedule for departure from the marshalling yard for a day.

Block 21 transmits the simulation results through processor 6, to central processor 1, which processes the received information accordingly and sends it to a single database 2. Moreover, each of the participants in the dispatch shift, upon request, on his block 23 (24) (25) ( 26) (27) of the display, made in the form of a graphic display, can obtain the results of the composition of freight trains at the sorting station of the direction in the form of a corresponding image.

At the second stage of managing the train operation of freight trains in the direction, detailed modeling of the depot operation is carried out.

The processor 4 AWP 9 TNC requests the Central processor 1 the results of modeling the composition of freight trains for the sorting station and sends them to block 19. Block 19 simulates the operation of locomotives in the direction.

At the same time, processor 6 from a single base 2 requests for the coming day data on the availability of locomotives in the depot, at the station, data on the mileage of each locomotive and the timing of its maintenance (TO-2, TP1-TP3) and sends them to block 19.

Block 19 in an automated mode simulates options for providing a locomotive for each train by the time of shipment specified by the selected “thread” of the current traffic schedule. In the simulation, block 19 takes into account the length and weight of each train, data on the availability of locomotives in the depot and at the station, on the mileage of the locomotive and the timing of its maintenance, on the possibility of sending locomotives in reserve to the sorting station, determines the readiness of the locomotive to the dispatch time specified by the selected “thread” " graphic arts. Based on these data, he models the options for providing locomotive for each train.

The simulation results are sent by the block 19 through the processor 4 to the central processor 1, which accordingly processes the received information and sends it to a single database 2. Each of the participants in the dispatch shift at the appropriate request on its display unit 23 (24) (25) (26) (27) can receive simulation results of options for providing locomotives of freight train trains at the sorting station of the direction in the form of a corresponding image.

After that, the processor 5 AWP 10 APD requests from the central processor 1 the results of modeling the composition of the sorting station and the options for providing each train with an appropriate locomotive and sends them to block 20. In addition, processor 5 requests from a single database 2 data on the presence of locomotive crews at the stations and in the rest house, as well as in areas in motion, additionally for each locomotive, indicating the surname, first name, patronymic, personnel number, home road, home depot, class of the driver, time ready STI and closure leisure and transmits them to the unit 20. On the basis of the received data block 20 performs a simulation of the locomotive crew on direction.

For each locomotive, block 20 models the options for providing locomotive crews by the time the train leaves the station given by the selected “thread” of the current schedule. The simulation results are sent by block 20 through processor 5 to central processor 1, which converts the received data accordingly and sends them to a single database 2. The conversion results allow each participant in the dispatch shift to receive, on the corresponding request, on their display unit 23 (24) (25) (26) (27) the results of modeling options for providing locomotives with locomotive crews in the form of a corresponding image.

At the third stage, for each train model, taking into account the current position in the direction, the train passes are simulated in the direction sections.

For this, the processor 7 AWP 12 of the DSC of each section requests data from the central processor 1 for the coming day about the arrival of trains at the connecting stations of the direction from neighboring directions, about the departure of trains from the marshalling yard, repair work in the direction, as well as the results of modeling the provision of trains with locomotives and locomotive teams. The requested data, the central processor 1 from a single base 2 sends to the processor 7, which transfers them to block 22.

Block 22 simulates the passage of trains in areas of direction based on the current current schedule and a detailed forecast of the approach of transit trains to the butt stations of the section. Block 22 sends the simulation results to processor 7, which transmits them to central processor 1. Central processor 1 performs the corresponding conversion of the received data and sends them to a single database 2. The results of the conversion allow each participant in the dispatch shift to receive, on the corresponding request, on their display block 23 (24) (25) (26) (27) the results of modeling options for skipping each train in the direction sections.

At the fourth stage, complex modeling of the railway direction is carried out.

First, based on the simulation results, the central processor 1 determines the readiness of trains for dispatch from the sorting station based on data from AWP 11 DSC, the number of finished locomotives and locomotive crews according to the sorting station based on data from AWP 10 TCH, evaluates the situation regarding the passage of trains and the progress of repair work in areas of the direction with the identification of non-standard and emergency situations and determines the approach of trains to the direction of the butt stations based on data from AWP 12 DSC.

As a result of the analysis of the real situation, the central processor 1 generates the corresponding output forms and transmits them to the processor 3 of the AWP 8 of the switchgear for transmission to the direction modeling unit 18.

Based on the presented complex information about the current position in the direction, block 18 generates options for traffic schedules for departure from the station; options for the arrival of trains to the direction of the butt stations with data on trains (category, weight, length), options for traction services for trains within the boundaries of the destination, options for departing trains from the marshalling yard, options for passing trains to sections within the boundaries of the direction, taking into account the plan for the “windows” .

Block 18 sends the simulation results to processor 3. Processor 3 performs the corresponding conversion of the received data so that it can be displayed on the graphic display of the AWP 8DRU display unit 23.

The dispatcher for the control area using the input / output unit (not shown in the drawing) selects the most efficient from the indicated options and gives a command to the processor 3 to accept it for execution.

In accordance with the selected option of the direction, the processor 3 generates tasks for a single dispatch shift on the direction for the current shift in the following form:

- for the shunting dispatcher - the current plan for the formation of trains at the marshalling yard;

- for a locomotive dispatcher - the current plan of traction services for trains within the direction;

- for the duty officer on the depot - the current plan for attaching the finished locomotives and locomotive crews to the trains on departure from the station;

- for the train dispatcher - the current plan for the passage of trains to sections of the direction, incl. in the conditions of the "windows" in the direction.

The processor 3 sends the indicated data through the central processor 1 to the AWP 11DSTS, AWP 9TNTs, AWP 10 TCHD and AWP 12 DC.

In accordance with the assignment, a train is formed at the sorting station, the corresponding locomotive and locomotive crew are linked and the train is sent according to the dispatch time specified by the “thread” of the schedule.

Depending on the actual situation in the direction, the options for the traction service of freight trains within the direction of the direction can be adjusted by the locomotive dispatcher using the input / output unit (not shown) of the workstation 9 of the TNC, the options for sending trains from the sorting station can be adjusted by the shunting dispatcher using the input / output (not shown) AWP 11 DSC, and options for passing trains to sections within the direction of the train dispatcher using the input / output unit (not shown) AWP 12 DN .

Any corrections in an automated mode are displayed on the graphic display of the display unit of each participant in the dispatch shift. This allows the real-time dispatcher to control the formation of the train in real time, providing it with the appropriate locomotive and locomotive crew by the time the train leaves the station, set by the selected thread of the current schedule, the train departs from the station and follows the directions according to the approved schedule.

Moreover, the processor 1, using the data of a single base 2, at the level of the railway direction as a whole in an automated mode provides:

- Coordination of the operation of the sorting station with areas for the current planning period;

- assessment of the current work plan of the marshalling yard in cooperation with the work of the railway direction for the current planning period;

- Assessment of the current plan for the passage of trains in sections (taking into account the plan for the "windows") of the railway direction;

- the issuance of tasks AWP 11 DSC for the planning period (for the formation of trains and the departure of trains from the station);

- the issuance of tasks AWP 9 TSC for the planning period on the attachment of locomotives to trains on the sorting station;

- the issuance of tasks AWP 10 TCD in areas of locomotive crews and the work of locomotives in the control area;

- the issuance of AWP assignments to 12 DCs to sections for passing trains in the direction for the planned period, taking into account the plan for the “windows”.

Thus, the proposed method allows a unified dispatch shift in real time to interconnect the train operation of freight trains on a schedule in the railway direction, to verify the implementation of the current plan for processing car flows at the marshalling yard, train departures from the marshalling yard with attachment of locomotives and locomotive crews to the time of dispatch, set by the "thread" of the current schedule, the movement of trains along sections in conditions of remo tnyh works.

Claims (8)

1 A way to control the train operation of freight trains on a schedule in the railway direction, namely, that train work is controlled on the basis of a single dispatch shift, first for each sorting station the directions are used to simulate the composition of freight trains in directions and destinations for a day, for each train choose the corresponding free "thread" of the current traffic schedule and model the options for providing trains with locomotives and locomotive teams, then for each of the train model, taking into account the current position in the direction, the train passes over sections of the direction, then, taking into account the current position in the direction, for each train model, select the appropriate options for providing the locomotive and locomotive crew and attach them to the selected “string” of the current schedule, The results of the simulation at the marshalling yard form the train, link to the train of the corresponding locomotive and locomotive crew, and send the train from to pulley sending time specified by "thread" current schedule, wherein the real-time control processes of forming a train composition, binding composition corresponding to the locomotive and the locomotive crew, train departure station and with portions of prosledovaniya direction of the approved schedule. 2. The method according to claim 1, characterized in that the formation of models for the composition of freight trains in the direction is carried out in an automated mode at the automated workplace of the shunting dispatcher of a single dispatch shift based on data on the approaches of trains to the sorting station from different directions, on cars on the station itself and wagon flows from approaches to it, volumes of processing wagon flows at the station itself, taking into account transit train passes based on the current schedule. 3. The method according to claim 2, characterized in that the modeling of options for providing trains with locomotives is carried out in an automated mode at the automated workplace of the duty officer at the depot of a single dispatch shift based on data on the availability of locomotives in the depot and at the station, data on the mileage of each locomotive and timing its maintenance, as well as the length and weight of the compounds. 4. The method according to claim 3, characterized in that at the automated workplace of the locomotive dispatcher of a single dispatch shift, based on the data on the approach of each locomotive from the turnover, taking into account its mileage and the term of maintenance, the locomotives are sent by reserve to the station to provide trains with the locomotives to the selected "Thread" of the current schedule. 5. The method according to claim 4, characterized in that the modeling of options for providing locomotives with locomotive crews is carried out in an automated mode at the automated workplace of the duty of the unified dispatch shift on the basis of data on the availability of locomotive crews at the station and in the rest house, as well as taking into account “Sending” locomotive crews to passengers at the sorting station. 6. The method according to claim 5, characterized in that the simulation of the passage of each train in the direction sections in an automated mode is carried out at the automated workplace of the train dispatcher of a single dispatch shift based on data on the arrival of trains at the connecting stations of the direction from neighboring directions, the departure of trains from the sorting station and carrying out repair work in the railway direction. 7. The method according to claim 6, characterized in that at the automated workplace of the dispatcher in the control area of the unified dispatch shift, taking into account the real situation in the direction, a choice is made for each model of the composition of the option of providing the locomotive and locomotive crew with their attachment to the selected "thread" of the actual schedule and subsequent real-time monitoring of the processes of formation of the train, linking to the composition of the corresponding locomotive and locomotive crew, departure of the train from the station AI, it prosledovanie directions on sites on the approved schedule. 8. The method according to claim 7, characterized in that the processes of forming the composition of the train, linking to the composition of the corresponding locomotive and locomotive crew, sending the train from the station, and following it to sections of the direction according to the approved schedule are displayed in an appropriate form on the graphical display of each workstation participant in a single dispatch shift dispatcher for the area of management.

Images