RU2673315C1 - Method for traffic control of train and shunting systems by means of computers without dangerous failures - Google Patents

Abstract

FIELD: transport traffic control systems.SUBSTANCE: invention relates to railway automation for the regulation of shunting movements. In the method the computer memory contains information about the track development of the station, plan and profile of the path, cyclically enter information about the state of floor distillation and station devices, about the parameters of the trains and their locations, the team from the dispatcher, the shift assistant station chief, the driver-compiler, the received information is processed, teams are formed to control the arrows, as well as commands transmitted by radio to the locomotive, to maintain the optimal speed of trains at each point on the way, i.e. curve of speed, actual speed, position of the crane driver and locomotive controller, which are driven by electromechanical devices, on the driver's watchfulness control points, preparing for braking, beginning of braking, targeted braking.EFFECT: safer train movement.1 cl, 2 dwg

Description

FIELD OF THE INVENTION

The invention relates to the field of railway automation and can be used to regulate the movement of trains.

"Prior art"

A known method of regulating the movement of trains using tonal rail chains with a centralized arrangement of equipment [Typical materials for the design of 410306-TMP, AUTO LOCK WITH TONE RAIL CHAINS AND CENTRALIZED ACCOMMODATION OF EQUIPMENT, ABTZ-03. JSC Russian Railways A branch of the Institute for the Design of Signaling, Centralization, Communications and Radio on Railway Transport GIPROTRANSSIGNALVYAZ. 2004]. Information on the state of the track sections is generated using rail chains and transmitted via linear wires to stations adjacent to the stage. On the rolling stock, information about the state of the forward-lying track sections is transmitted using optical devices and the ALS system.

The disadvantages of the system are the use of floor and locomotive traffic lights, large cable core, low accuracy of determining the coordinates of the tail of the train, as well as standard requirements for each of the block sections along their length in order to ensure a decrease in speed or complete stop of the train, the use of several carrier and modulating frequencies, as well as a large number of track instruments, determining the optimal and maximum permissible speed from the experience of driving a train by a driver, taking into account the plan and profile of the track, parameters oezda and disadvantages pneumatic brake system.

A known method of regulating the movement of trains using relay-computer centralization (RCC). The RCC contains three personal computers equipped with control elements and connected by a double ring connection, designed for the operation (and control) of personal computers, capacitor circuits, control relays and input circuits from the object state monitoring relay, and is additionally equipped with three interface devices connected to input computers circuits of the relay monitoring the state of objects and the windings of control relays through the contacts of the control relays, the first interface being connected to control relays via the front contact of the third control relay and the capacitor circuit, the second interface device is connected to the control relay through the rear contact of the third control relay, the front contacts of the first and second control relays and the capacitor circuit are connected in parallel, the general control relay is configured to check the correspondence between the attempt to initiate a set control relays and their actual excitation, is connected similarly to the control relay, and its front contact is included in the chain of objects but with the contacts of the control relays. Thus, the method of implementing traffic regulation in railway transport is based on a circuit with a triple computer, the input of which receives information about controlled objects, and control is carried out using majority logic (three out of three or two out of three), which helps to improve traffic safety and reliability system action [Patent 2265541 (RF). Relay-computer centralization / Polevoy Yu.I., Polevaya L.V., Yakovlev V.N., Tarasov E.M., Smyshlyaev V.A., Gumennikov V.B., Kandalin N.V., Sakharova E. M. - Publ. Bull. 2005, No. 34, IPC b61l 23/04].

The disadvantage of this device is the limited performance of functions, namely, only station objects are controlled.

This technical solution is selected as a prototype.

"Disclosure of inventions"

The technical result aimed at achieving this technical solution is to expand the functionality, increase the safety of train traffic, increase the reliability of the automation and telemechanics devices, reduce the cost of construction and operation of station, distillation and locomotive train control devices, increase throughput, reduce energy costs for train traction, improving the accuracy of the train schedule, reducing the wear of trains Foot structure.

The technical result is achieved by the method of regulating the movement of trains and shunting trains using computers without dangerous failures based on the use of a triple computer, the input of which receives information about the controlled objects, and the objects are controlled using majority logic (three out of three or two out of three) . At the same time, the computer memory contains information about the station’s development, plan and track profile, cyclically entered information on the status of floor distillation and station devices, on the parameters of trains and their locations, commands from the dispatcher, shift assistant to the station’s chief, and train designer, received information is processed, commands for control of arrows are formed, as well as commands transmitted over the air to locomotives about maintaining the optimal speed of trains at each point on the track (curve Length), actual speed, position of the crane operator and locomotive controller, which provides the desired position electromechanical devices of control points driver alertness, preparation for braking, braking start, the impact deceleration.

"Brief Description of the Drawings"

In FIG. 1 shows a block diagram of the interaction of blocks, in FIG. 2 shows a monitor of a locomotive display. In FIG. 1 shows the designation of positions (blocks) and their purpose:

1 - a computer (a troi-based computer without dangerous failures) installed at the EC station receives information necessary to control the arrows and locomotives, processes it, controls the arrows along cable chains (not shown in FIG. 1), and using the EC station radio station (in FIG. . 1 not shown) transmits information to locomotives. The computer carries out the functions of ensuring safety when translating arrows (by analogy with the MPC) and controlling locomotives. The control of the arrows and locomotives is carried out with the participation of the program, drawn up according to the train schedule and emergency information for the teams of DSC, DSP, and DSZ (deputy head of the station) as well as for the commands of the MS (compiler) when performing shunting movements; The computer calculates the optimal estimated speed of trains and shunting trains for each waypoint (speed curve) using the necessary data (parameters of the rolling stock, plan and track profile, conditions of the track sections, commands of the DCC, DSP, DSS), determines the position of the crane operator and controller , points of vigilance control, preparation for braking, the beginning of braking, targeted braking.

2 - block, in the memory of which there is recorded constant information about the plan and the track profile of the hauls and stations, the track development of the stations.

3 - the block is designed to collect information about the state of travel sections and the position of turnouts.

4 - a block on a locomotive with information about the parameters of the train (number, length, weight, speed limit), with a device, fixing the coordinates of the location of trains.

5 - a block that implements the formation of teams from the center, chipboard, MS (driver-compiler), and receiving response information.

6 - block, on a locomotive to store information about the optimal and actual speed of the train at each point on the track (speed curve), the position of the driver’s crane and controller, the coordinates of the driver’s vigilance control points, preparation for braking, the start of braking, targeted braking (the parameters are determined by the computer )

7 - a bus for inputting information into the computer about the plan and profile of the track adjacent to the station and the station's track development.

8 - bus input information in the computer about the status of floor distillation and station devices.

9 - bus input information in the computer about the parameters of trains and their locations.

10 - bus exchange of information between computers and DCC, chipboard, MS. 11 - bus for inputting information on the locomotive about the optimal and actual train speed at each point of the track (speed curve), the position of the driver’s crane and the locomotive controller, monitoring points of the driver’s vigilance, preparation for braking, the beginning of braking, and targeted braking (parameters were obtained based on computer calculations using the necessary data).

In FIG. 2 shows the designations that are used on the monitor of the locomotive display:

12 is a guided train with the number 2345, depicted on the route.

13 - controlled train, shown in the coordinate axes of the path-speed (kilometer marks are not shown).

14 - ahead of the train with number 2343.

15 - point of targeted braking when the train stops at the request of the dispatcher.

16 - section of the approach to the relocation (UP).

17 - point of targeted braking during the approach of trains.

18 - curve of the maximum allowable speed.

19 - curve of the optimal speed.

20 - curve of the optimal speed, taking into account the developing train situation at forward-lying stations and stages.

21 - vigilance control point.

22 - point of preparation for braking.

23 - starting point of braking.

24 - path profile parameters.

25 - path plan parameters.

26 - controller position indicator (actual left, calculated right).

27 - position indicator of the crane operator (braking stage) (actual on the left, calculated on the right).

28 - indicator of the pressure sensor in the brake line.

29 - pointer to reduce the optimal speed for the actual train situation (Vopt * 0.55).

30 - fault indicator in the locomotive.

31 - emergency indicator.

32 - touch button for vigilance control.

33 - toggle switch on / off automatic speed control.

34 - switch to enable emergency braking of the train.

"Implementation of the invention"

Electromechanical control devices for the controller and the driver’s crane are not considered in this article.

To explain the operation of the method, ciphers of employees of the traffic and traction services should be presented. Codes of employees involved in the management of train traffic and shunting: DSP - shift assistant to the station head, DSZ - deputy station head involved in the regulation of train traffic in case of emergency, DSC - shift manager on the site, MS driver, S - compiler, MS - compiler.

The main functions of traffic service employees are those that they perform in the absence of computers, i.e. the ones they are doing now. Additional functions of these employees are those that they will perform in the presence of computers.

The main functions of traffic service employees.

Chipboard - performs operations on the installation and cancellation of train and shunting movements, transfers arrows to local control.

DSZ - no.

DSC - performs installation and cancellation of train and shunting routes, transfers the station or switch to local / central control.

C - carries out the process of coupling / uncoupling of cars;

MS - no.

Additional functions of traffic service employees:

Particleboard - no.

DSZ - enters information about emergency situations - late trains, temporary interruptions of movement, etc.

DSC - enters information about emergency situations - late trains, temporary interruptions of movement, etc.

MS - provides remote control of the arrows and shunting locomotive using voice messages through a laryngophone with the participation of computers.

M - no.

C - no.

When performing emergency recovery work, other employees may be involved.

The action of the method is based on the fact that the main functions of regulating the movement of trains and performing shunting movements are carried out by a computer. This computer carries out the switch and control of locomotives with a check of all traffic safety conditions, the computer issues the best commands for locomotives to set the speed mode, taking into account late trains, temporary stoppages and other emergency situations.

The computer carries out the functions of the MPC, chipboard (partially), the linear point of the DC, control of shunting movements with the participation of the MS, auto-driving devices, and the driver (partially).

The computer monitors the track sections (according to the program) according to the principle of operation of the RRC combined rail circuits (the voltage of the receiving end measured at different times (relative rail circuits of the ORC), as well as the voltage of the receiving ends of several adjacent rail circuits measured simultaneously (the relative rail circuits of the RRC are compared) )) [Field Yu.I. Improving the control of railway track control devices. - Samara: 2005 .-- 134 p. Field Yu.I. Improving methods for monitoring the state of railway track sections. - Samara: 2009 .-- 135 p. Field Yu.I. Adaptive rail chains. - Samara: 2010 .-- 96 s. Field Yu.I. Study of adaptive rail chains. - Samara: 2010. - 142 s].

On circuits and stations rail circuits are provided without insulating joints [Patent 2581277 (RF). The method of controlling the freedom of the rail line / Field Yu.I., IPC b61l 23/16], which allows you to design rail circuits with virtually no choke transformers.

To reduce power consumption by distillation devices, the state of short rail circuits (450-550 m) is alternately monitored [Polevoy Yu.I. Improving methods for monitoring the state of railway track sections. - Samara: 2009. - 135 s], which makes it possible to abandon the construction of a high-voltage line for longitudinal power supply. This is facilitated by the rejection of outdoor traffic lights, incl. and barriers, from automatic locomotive signaling using rail lines. Information exchange between locomotives and EC posts is carried out exclusively by radio. Information from the stages is transmitted to the EC post cyclically by analog signals (at the EC post they are converted to digital). Alternately, signals about the state of each rail line are transmitted from the haul (instead of one group of objects, as was done in the DC of the LUCH system [Egorenkov NG, Knononov VA Remote control devices of the centralized control system of the LUCH system. M. Transport, 1988 - 304 p.]). Reception and processing of signals is carried out by means of a computer. Such monitoring of the state of the rail lines allows reducing the cable core to 2-3 pairs, and the need for electricity, which contributes to the rejection of the use of high voltage longitudinal power supply lines.

The control of the release of the rail line can be carried out by other methods using rail chains [Field Yu.I., Fedorov N.E. Methods of monitoring the state of railway track sections. - Samara: 2006. - 134 s], or without the use of rail chains with the participation of a wagon inductor and other tail sensors (isotopic, bar code, etc.).

A computer is a computer system with safe failures (a triple computer with control of the results of the comparator with safe failures and signature analysis of these computers, majority logic (the results are realized if three computers give the same result, or at least two out of three, i.e. the system is operable with two operational computers) can improve the reliability of the results of the operation of railway automation and telemechanics systems and the reliability of the operation of these systems [Patent 2173278 (RF). Relay-computer centralization / Po left Yu.I., Yakovlev V.N., Shumakov V.M., Gumennikov V.B., Makarov P.I. - Publ. Bul. 2001, No. 25, IPC b61l 27/04. Patent 2265541 (RF) Relay-computer centralization / Polevoy Yu.I., Polevaya LV, Yakovlev VN, Tarasov EM, Smyshlyaev VA, Gumennikov VB, Kandalin NV, Sakharova E .M. - Publishing Bul. 2005, No. 34, IPC b61l 23/04].

The advantage (efficiency) of the method is to increase the safety of train movements, the reliability of the automation and telemechanics devices, reduce the cost of construction and operation of station, distillation and locomotive train control devices, increase the throughput, reduce the cost of electricity for train traction, increase the accuracy of the schedule trains, reduction of rolling stock depreciation, reduction in the staff of drivers, chipboard (instead of 4-5 chipboard, one chipboard). In addition, the switch is switched without human intervention, automatic control of train locomotives is carried out under the control of the driver, automated remote control of shunting locomotives is carried out by the compiler).

The technical result in terms of reducing costs for the construction and operation of automation and telemechanics is achieved by refusing to use floor and locomotive traffic lights at stations and stages [Patent 2572457 (RF). A method for controlling shunting movements without shunting traffic lights / Polevoy Yu.I., IPC b61l 3/20], insulating joints, choke transformers, longitudinal power supply lines for powering automation and telemechanics devices, ALS systems based on rail chains. For power supply of crossings (control of crossing signaling, barriers, lighting with the use of LED lamps), one high-voltage overhead or cable line to the nearest station and a battery backup at the crossing are provided.

Information exchange between EC posts and locomotives occurs over the air. Information is transmitted from the locomotive on the parameters of the train to the coordinates of its location (see Fig. 1, position 4), information on the optimal and actual speed of trains at each point of the path (speed curve), the position of the crane operator and controller, control points is transmitted to the locomotive vigilance of the driver, preparation for braking, the beginning of braking, targeted braking (parameters obtained on the basis of computer calculations using the necessary data) (see Fig. 1, position 4).

On the locomotive display reflects the information received (see Fig. 2). Information about the coordinates of trains is reflected in positions 12, 13 and 14; train stop at the request of DSC - 15, section for moving closer to 16, train stop in front of a busy section of track - 17, permissible train speed - 18, optimal train speed - 19, train speed taking into account the developing train situation ahead of the train - 20 (with a speed reduction factor of 0.55), the vigilance control point is 21, the braking preparation point is 22, the braking start point is 23. The path profile is 24 (the radius of the curves in km is indicated), the path plan is 25 (to scale, ), locomotive controller position (actual on the left, calculated on the right) - 26, the stage of braking of the crane of the operator - 27, the pressure sensor in the brake line - 28, the indication of the speed reduction indicator - 29, the information on the fault indicator - 30, the emergency information - 31, the touch alert button - 32 , speed adjustment switch - 33, emergency brake toggle switch - 34. The driver monitors the situation on the scoreboard, confirms vigilance, in the event of an emergency, takes control "upon himself", and if necessary, performs emergency braking. In a normal situation, switching the positions of the locomotive controller and the steps of the crane operator is carried out by electromechanical devices. The driver has the opportunity to refuse to control these devices and independently switch the positions of the driver’s crane and the locomotive controller.

Claims (1)

A method of regulating the movement of trains and shunting trains using computers without dangerous failures, based on the use of a triple computer, the input of which receives information about controlled objects, and objects are controlled using majority logic, in particular three out of three or two out of three, characterized in that the computer memory contains information about the station’s track development, plan and track profile, information on the status of floor distillation and station devices, on the parameters of trains and their locations, commands from the dispatcher, shift assistant station manager, compiler, the received information is processed, commands for the control of the arrows are formed, as well as commands transmitted over the air to the locomotive, about maintaining the optimal speed of trains at each point of the way, t. e. curve of speed, actual speed, position of the driver’s crane and locomotive controller, which are brought to the required position by electromechanical devices, about the points of control of the vigilance of the driver, preparation for braking, the beginning of braking, targeted braking.

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