RU2626441C2 - Method for railway train traction on power distribution system - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: method to implement train traction on the power distribution system includes applicatio of a locomotive is used, divided into separate traction and non-traction sections and functional units. The structure of the locomotive includes a control section, a cargo traction section, a passenger traction section, a traction carload section, a traction carload passenger section and a control unit. Depending on the tasks, the locomotive configuration is performed from the required number of sections and units distributed in the train.

EFFECT: obtaining the necessary characteristics of the locomotive at the time of train formation.

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Description

State of the art

There are ways to implement the traction of trains on the system of many units using several locomotives. For example, patent RU 2482990 C2 implements a method of power distribution using a variety of locomotives that can each function individually. But individual locomotives in this case have excessive functionality and equipment, which increases their cost. In addition, there are difficulties with the configuration and management of the composition of heterogeneous locomotives. A tendency in the world locomotive industry to create universal locomotives is outlined.

Disclosure of invention

It is proposed to abandon the use of individual locomotives, but to implement a method of power distribution and optimize the composition by using separate unitarily functional sections and finished units of one universal, distributed, flexibly configurable locomotive.

The implementation of the invention

To implement power distribution and flexible configuration of the composition, it is proposed to use a universal locomotive in the following standard composition of sections and nodes. Control section (1), cargo traction (booster) section (2), passenger traction (booster) section (3), traction carriage cargo section (4), traction carriage passenger section (5) and control unit (6). The locomotive includes a distributed configuration and control system. Depending on the tasks of the locomotive and the composition of the train, it is completed and configured according to the number and nomenclature of sections and nodes. The nomenclature of sections and nodes of the locomotive, relatively standard, can be increased to improve applicability.

The control section (1) is a motor car that can move independently, it houses a locomotive team for which all the necessary conditions for work and living are created. The section is equipped with a control system, communication and configuration of the train, with which it is possible to choose the number, composition and location of the traction sections in the train before the trip. The locomotive team through the control system can monitor and control all parts and nodes of the train.

The implementation of the control section (1) is possible on the platform of the rail bus. The control section is usually located in the head of the train, but can be located anywhere in the train; in this case, the monitoring of safe movement is carried out through video surveillance.

The control, communication and configuration system is a software-computing and communication complex that includes all the necessary safety devices, including an infrared and video surveillance system. The control system allows you to control the train and its parts remotely and from the control center, with a rigid access control system. It also has the function of anti-slip, auto-driving and schedule management in automatic mode according to the program laid down before departure. GLONASS sensors determine the position and length of the composition. The implementation of the control system has a complex technical task, for example, providing reliable communications, creating software and unifying the interface, but all such elements have already been implemented in various branches of technology.

The cargo traction section (2) is intended for use in freight trains and can be implemented on the platform of booster cargo sections produced in the Russian Federation, with a control unit attached to them (6). All systems and units of the section are controlled by the control unit (6) and do not require direct human intervention.

The passenger traction section (3) is intended for use in passenger trains and can be implemented on the platform of passenger locomotives manufactured in the Russian Federation, with a control unit (6) attached to them, cabs are excluded in this case.

Traction wagon freight section (4) is a motor freight wagon with an attached control unit. Implementation is possible on the basis of motor cars produced in the Russian Federation.

Traction carriage passenger section (5) is a motor passenger carriage with an attached control unit. Implementation is possible on the basis of motor cars produced in the Russian Federation.

The location of the traction sections can be anywhere in the composition. Traction sections and wagons have variations in engine type and power supply from the contact network. For example, a gas turbine locomotive, a diesel locomotive section, an electric locomotive, power 25 kilovolts, 10 kilovolts or 3 kilovolts. The traction section can perform shunting operations, control in this case is carried out remotely through the control unit using video surveillance.

The control unit (6) is one of the elements of the control, communication and configuration system. It includes GLONASS sensors, a telemetry information collection device, a universal section and assembly control unit, a video surveillance system, a communication system and remote information exchange. When installed on a specific section or car, the composition of the unit is configured for this type of section, for example, by entering the serial number of the section or car. The necessary electrical plug-in connections are connected. The configuration of the unit is usually necessary at the time of commissioning of the section or the car, but can be reconfigured if necessary. The control unit (6) can be installed at the beginning or end of the train to determine the position of the end points of the train and video surveillance for traffic safety.

The implementation of the method

In the presence of a universal locomotive and a control system, communication and configuration, the process of implementing the method is carried out in the form of the following sequential actions. Initially, the composition of the cargo is determined by the weight and number of wagons. Then the distance and terrain are determined. Next, the number of destination points is planned. After clarification of these initial data, a distributed locomotive is configured, the number and position of cars, sections and nodes in the train. The configuration is performed using a control system, communication and configuration according to known methods for traction in a system of many units, for example, described in patent RU 2482990 C2. Next, a movement schedule is calculated and entered into the memory of the control system. After performing the above actions, the train starts at the set time and the signal of readiness from the locomotive crew. During movement and execution of the schedule, it is possible to attach or detach various sectors and sections of the train. The locomotive team usually ensures traffic safety. The traffic schedule is carried out by the program, and is adjusted by the road section manager according to GLONASS and the messages of the locomotive team. Then, after the implementation of the traffic schedule, an end-of-track signal is generated, the train is disbanded, removed from control and all the steps of the method are completed.

Description of drawings

The designation of objects described in the implementation of the invention. In FIG. 1 is a drawing of an example of a train using sections with traction in three power systems, diesel, electric traction 2,5 kilovolts and 3 kilovolts. In FIG. Figure 2 shows an example of the composition of a heavy train with a complex terrain. In FIG. Figure 3 shows an example of a passenger train with an increased number of wagons and the possibility of uncoupling a train segment at the point of intermediate arrival. In FIG. 4 shows an example of a shunting configuration. The number and composition of non-motorized cars is presented conditionally, without a designation.

Technical result

The proposed method allows to obtain the following objectives. The development and production of a universal electric locomotive will narrow the range of locomotives produced and will allow the introduction of large-scale and mass production of sections and assemblies, which will reduce the cost of production and repair of locomotives. The novelty of obtaining the specified characteristics not at the time of design, but at the time of composition formation will allow this method to be applied to sites with different types of contact networks and terrain. The flexibility of choosing a train control center during the movement will reduce, and in some cases completely reduce the locomotive crew. Optimization of the number of traction sections will reduce the axle load and obtain fuel and energy savings. The possibility of using booster sections as shunting locomotives with remote control will allow you to abandon the specialized shunting locomotive. The quick change of defective sections due to unification and remote control will reduce the time of repairs and incidents with disruption of the schedule. The use of video surveillance and night vision cameras will increase traffic safety. Reducing the number of locomotive cabs will reduce the cost of manufacturing a locomotive. The distribution of the traction sections by composition will reduce the load on the hitch, which eliminates the possibility of breakage of the hitch.

Claims (1)

A method of realizing traction of a train on a power distribution system, characterized in that when implementing power distribution, a locomotive is used, divided into separate traction and non-traction sections, as well as functional blocks with the possibility of an operational configuration of the use of sections and blocks.

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