RU2683978C1 - Method of controlling train traffic of dispatching range train - Google Patents

Abstract

FIELD: railway automatics.SUBSTANCE: invention relates to railway automatics. Method of controlling the movement of trains dispatching range consists in transmitting to locomotive information on number of free ahead-lying track sections, route configuration, and brand of cross-country spiders. Trains control signals in compliance with the schedule are generated by computer of dispatching range. In case traffic schedule is violated, traffic is corrected with account of categories of trains, which are divided into fast, passenger, suburban and cargo ones. First, fast trains, then passenger, suburban and cargo trains are corrected. Movement is corrected cyclically every 1–3 minutes to complete normalization of all trains. In correction of fast trains traffic graphs of passenger, suburban and cargo trains may be distorted, at correction of passenger trains – suburban and cargo trains, at correction of suburban trains – cargo trains. Both wire and wireless channels are used to transmit information.EFFECT: higher traffic safety.1 cl, 2 dwg

Description

The technical field to which the invention relates.

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

State of the art

There is a known method of regulating the movement of trains, which is carried out by a train dispatcher at the DC using the dispatch centralization system of the DC [Telemechanics and communication automation devices. Part I. Chaliagin D.V., Tsybulia N.A., Kosenko S.S., Volkov A.A. and others - M .: Route, 2006 (p. 314-322)]. The driver receives information from outdoor traffic lights, the signals of which regulate the movement of the train.

The disadvantage of this method is that the driver must independently, based on the indications of train traffic lights, his experience and traffic schedules, regulate the movement of trains.

The closest technical solution to the claimed method is a method for regulating the movement of trains, which is carried out by a train dispatcher at the DC using the dispatch centralization system of the DC [Telemechanics and communication automation devices. Part I. Chaliagin D.V., Tsybulia N.A., Kosenko S.S., Volkov A.A. and others - M .: Route, 2006 (p. 314-322)]. The driver receives information from the locomotive traffic light, according to signals, which regulates the movement of the train.

The disadvantage of this method is that the locomotive does not transmit information about the time of arrival and departure of the train, taking into account the current train situation (late trains, etc.), the speed of the train in accordance with the plan and profile of the track, weight and length of the train. The mentioned problems should be solved with the participation of the driver.

Disclosure of invention

The technical result, which this technical solution is aimed at, is to restore the violated train schedule, determine the optimal train speed taking into account the given train travel time on the stages and stations, increase the safety of train movements and throughput, reduce the cost of electricity for train traction.

The technical result is achieved by the fact that the traffic control of the dispatch circle, which consists in transmitting to the locomotive information on the number of free upcoming track sections, route configuration, brand of crosspieces, is supplemented by the fact that the computer of the dispatch circle generates signals to automatically control the movement of trains following the schedule train control in accordance with the schedule, in case of violation of the train schedule, the movement correction is performed by the same A drafting machine, taking into account the categories of trains, which are divided into fast, passenger, suburban and freight, first corrects fast trains, then passenger, commuter and freight trains, movement correction is carried out cyclically with an interval of 1-3 minutes until all trains are fully normalized, correction of fast trains, the movement schedules of passenger, commuter and freight trains may be distorted, when correcting passenger trains - commuter and freight trains, when correcting commuter trains - g U-train, in subsequent correction cycles carry out similar operations, to correct fast trains, the dispatch circle is divided into sections, the stations of which have a large passenger flow, where fast trains stop, movement correction actions start from the section that is the first in the direction of the fast train after the formation of the train, then the movement is corrected in the area between the following stopping stations along the entire route of the fast train, the correction process consists in traveling: from the place where the fast train starts to the first stop station, trains are marked that can be received at the fast train stop station without interference for the mentioned train, these trains must follow the set speed, the rest of the trains are overtaking the fast train, or passenger train, if this does not interfere with the normalization of the movement of the fast train, the normalization of the movement of passenger trains is carried out similarly to fast trains, except that the stations of wok of passenger and fast trains, normalization of the movement of commuter trains is carried out taking into account progress along the reserve threads or lines of freight trains that are behind or not behind schedule, normalization of the movement of freight trains is carried out taking into account progress on the reserve thread or lines of freight trains that are behind traffic schedules, the listed actions do not reduce the lag time of late trains, but only allow you to not increase this time, to reduce the lag time, reduce the time ki trains or increase the speed if it does not create a dangerous situation, after performing the above steps for all types of trains, information about the time of reception at the station and departure from them, and the numbers of the routes of reception and departure are transmitted to locomotives in a combined way: from a computer dispatch circle to line station computers via wired channels, and from line station computers to locomotive computers, via radio channels.

The action of the method of regulating the movement of trains is described below.

Brief Description of the Drawings

In FIG. 1 shows a track plan of a section with trains of odd direction, FIG. 2 additionally depicts speed curves for fast, passenger and freight trains, curves for speed and braking, as well as time and speed scales.

The implementation of the invention

The legend in FIG. 1-2:

1 - station of category A with a large passenger flow, all passenger trains stop;

2 - station of category B with an average passenger flow, passenger and commuter trains stop;

3 - station category B with low passenger traffic, commuter trains stop;

4, 5 and 6 - hauls G, D and E;

7, 8, 9, 10, 11, 12, 13, 14, 15, 16 and 17 - trains;

18, 19, 20, 21, 22 and 23 - odd and even borders of stations A, B and C;

24, 25, 26, 27, 28 and 29 - the odd and even borders of the receiving-departure tracks of stations A, B and C;

30 - timeline of a fast train;

31 - time scale of a passenger train;

32 - timeline of a suburban train;

33 - speed scale;

34 - curves of speed gain;

35 - braking curves.

The traffic control of the dispatch circle trains is carried out by the computer of the computer of the dispatch centralization center of the DC, which, based on the train schedule, the train situation, the track development of stations and lines, the plan and track profile, train parameters determines the time of arrival and departure of trains at the stations. The parameters of the track and rolling stock, speed curves for different modes of the train, as well as information about the positions of the locomotive controller and the driver’s crane, are stored in the memory of the locomotive computer of the computer for possible situations along the entire route of the locomotive. This reduces the risk of transmission errors.

Category A stations are located on the railway section (Fig. 1), serving large passenger traffic - interchange nodes; stations of category B - average passenger traffic; Category B stations - small passenger traffic.

When trains move on schedule, the computer computer generates control signals for trains in accordance with the schedule. In case of violation of the train schedule, the sequence of normalization of the schedule is carried out taking into account the category of trains. The first category includes fast trains, the second - passenger, the third - suburban, and the fourth - freight. All calculations for the normalization of motion are carried out cyclically after a predetermined time interval (1-3 minutes). First, normalize the movement of fast trains, then passenger, commuter and freight. When correcting fast trains, the movement of passenger, commuter and freight trains may be distorted, when correcting passenger trains - commuter and freight trains, while correcting commuter trains - freight trains. In subsequent cycles, similar operations are carried out.

To correct fast trains, the control circle is divided into overtaking sections, the boundaries of which are category A stations with large passenger flow, where all trains stop. The movement correction actions begin from the section that is the first in the direction of the fast train, which includes: stage 4 (Fig. 1), station 1, stage 5, station 2, stage 6, station 3. Then, the movement of fast trains is corrected in the section between the following adjacent stations of category A along the entire route of fast trains (in Fig. 1 they are not shown). The correction process is as follows: on the section in front of the fast train to the station of category A, trains are marked that are received at the station of category A without interference to the fast train, the rest of the trains are placed under the overtaking of the fast train.

Correction of the movement of passenger trains is carried out similarly to the correction of fast trains, except that the boundaries of the overtaking sections are stations of category B and A.

Correction of the movement of suburban trains lies in the fact that the departure of trains from stations is carried out on the reserve threads or threads provided for freight trains that are behind or not behind schedule.

Correction of freight trains consists in the fact that the departure of trains from stations is carried out on reserve lines or on lines of other freight trains that are behind schedule. If necessary, carry out the correction in manual mode.

After correction for all types of trains, information about the time of reception and departure from stations and the numbers of the routes of reception and departure are transmitted to locomotives in a combined way: from a computer of a computer to a station computer of a computer via wire channels, and from a computer of a computer to a locomotive computer on the radio channels.

The following is an example of regulation (input into the schedule) of the movement of fast 7 (P1), passenger 9, 13 and 14 (P3, P7, P8) and freight trains 8, 10, 11, 12, 15, 16 and 17 (P2, P4, P5, P6, P9, P10 and P11) in a section (Fig. 1) with one-way traffic (one way of a double-track section).

Furthermore, in FIG. 1 shows: 1, 2 and 3 - stations B, B and A; 4, 5 and 6 - hauls G, D and E; 18, 19, 20, 21, 22 and 23 - odd and even borders of stations B, B and A; 24, 25, 26, 27, 28 and 29 are the odd and even borders of the receiving-departure tracks of stations B, B and A.

In FIG. 2 additionally depicted: 30 - time scale of the fast train; 31 - a time scale for the movement of a passenger train; 32 - time scale of the movement of the freight train; 33 - speed scale; 34 - curves of speed gain; 35 - braking curves.

The movement of trains is carried out according to schedules that are stored in the memory of computers of the dispatch circles of the computer. Each computer stores information about the time of reception and departure of trains, the routes of reception and departure of trains, as well as the parameters of the rolling stock and track structure. Information about the parameters of the train schedule (the time of reception and departure of trains, the number of the route of reception and departure) is transmitted by the computer of the computer to linear computer circuits to the computer computers of the electronic computer. Computers of the EVMS correct the information received taking into account the actual state of the station devices (the turnout is damaged, the path is false, the cable circuits are damaged, etc.). Then, information is transmitted via radio channel to locomotives, where the locomotive computer EML generates information about the curve of the speed of the train, which is reflected on the locomotive control panel to control the movement of the train by the engine driver of the ML locomotive, in addition, the locomotive computer EML affects the electromechanical control devices of the EMU that switch the position of the crane operator and controller in order to maintain the estimated speed of the train. Information on speed curves when following trains along these sections with different time intervals (travel times) is stored in the memory of the computer.

When a train moves on a predicted timetable, the computer computer generates information about the time of reception and departure of trains, the number of ways of reception and departure in accordance with the schedule of trains.

If you deviate from the train schedule, the following points must be taken into account:

1. All late trains can be divided into categories A, B and C (A - fast, B - passenger, C - freight) and carry out their promotion in accordance with the categories.

2. Distances between stopping points of category A trains can range from 30 to 300 km. For these trains, it is necessary to determine the running time to the nearest stop and set the running time to the same stop of other ahead trains. If the travel time of a part of the trains ahead is less than the travel time of the fast train, and their reception at the stop station does not interfere with the reception of the fast train, then these trains must follow at the set speed. The rest of the trains ahead should be overtaken in such a way as not to interfere with the movement of other trains.

3. Distances between passenger train stopping points can range from 10 to 100 km. For category B trains, it is necessary to determine the travel time to their nearest stop, otherwise the regulation of the movement of these trains is similar to fast trains.

4. For freight trains, the delay can be reduced with the participation of the train dispatcher of the DSC, for example, by forming packages of freight trains. The intervention of the train dispatcher of the Center is also necessary for the passage of emergency recovery trains, military personnel, etc.

5. Reducing the delay time of passenger trains is facilitated by the laid reserve threads of the schedule with or without violation of the passenger train schedules. To reduce the lateness of freight trains, you can use the reserve threads or use the threads of the freight train schedule, which are behind for a longer time interval.

6. The operations of paragraphs 1-5 should be cyclically repeated with a small interval, for example, one to three minutes.

7. At the beginning of the cycle, all operations are carried out in areas adjacent to the station where the train dispatcher of the DSC is located, then in more remote areas until the end of the dispatch circle.

8. Between the computers of dispatch circles carry out communication for the timely transfer of operational information.

Consider the situation with the train situation that developed on the site (Fig. 2), where three stations 1, 2, 3, three hauls are located on the track plan, eleven trains 7, 8, 9, 10, 11, 12, 13 are on the way , 14, 15, 16, 17, two of which 10 and 14 are at stations 1 and 2, respectively, the rest are moving on stages 4, 5, 6. The fast train 7 is significantly late, for example, by 30 minutes, the nearest station stops this the train is station 3. Between train 7 and station 3, two passenger trains 9, 13 and six freight trains 8, 11, 12, 15, 16, 17 are on the stages.

If the fast train 7 will go to station 3 with a set speed (scale 30), then it will be on the way for 35 minutes. Taking into account braking in front of the 29 GPPAC track border (at stations with traffic lights this is the place to set the output traffic light) of station 3 in the even direction (Figs. 1 and 2), the travel time of train 7 will increase by 8 min (- 5 + 3 + 4 +6 min) (see the braking curve in front of the GPAC 29 boundary in Fig. 2). Thus, the delay of the train is not reduced, even if there are no trains on lines 4, 5, 6. It is possible to reduce the delay of a train by reducing the number of stops and increasing the speed if it is permissible under the conditions of safe train traffic.

The presence of trains on the lines aggravates the situation with the delay of train 7. It is necessary to exclude the negative impact of trains 8-17 on the movement of the train 7. To do this, select from the list of these trains those that do not interfere with the movement of train 7 on the stages 4, 5 and 6. These are trains whose arrival at station 3 will occur before the arrival of train 7, in the absence of interference from other trains. These include trains 13, 15, 16 and 17. The arrival time of these trains at station 3 does not exceed 32 minutes (see Fig. 2). Trains 8, 9, 11 and 12, if they follow their schedule, will interfere with train 7, because they will arrive at station 3 in no less than 43 minutes. Therefore, trains 8 and 9 are overtaken at station 1, and trains 11 and 12 at station 2.

In FIG. 2 shows the speed curves (straight lines to simplify the explanation) 31, 32, the acceleration and deceleration curves 34 and 35, the speed scale 33, for determining the time of trains to station 3. Trains 10 and 14 are shown to demonstrate that in a real situation all pick-up and drop-off tracks may be free, which will change the order of passage of trains.

Claims (1)

A method of regulating the movement of trains of the dispatch circle, which consists in transmitting to the locomotive information on the number of free upcoming track sections, the route configuration, the mark of the crosspieces of the route arrows, characterized in that control signals are generated for automatically regulating the movement of trains following the schedule by the computer of the dispatch circle trains in accordance with the schedule, in case of violation of the train schedule, traffic correction is carried out through the same a simulator machine, taking into account the categories of trains, which are divided into fast, passenger, commuter and freight, first carry out the correction of fast trains, then passenger, commuter and freight, the movement correction is carried out cyclically with an interval of 1-3 min until the normal movement of all trains, with correction of fast trains, the schedules of passenger, commuter and freight trains may be distorted, when correcting passenger trains - commuter and freight trains, when correcting commuter trains - freight trains, in subsequent correction cycles, carry out similar operations to correct fast trains, the control circle is divided into sections, the boundaries of which are stations with large passenger traffic, where fast trains stop, traffic correction actions begin from the section that is the first in the direction of fast trains after the formation of the train, then they carry out the correction of movement in the area between the following stations along the entire route of the fast train, the correction process is as follows: that the start of the fast train to the first stop station is marked by trains that can be received at the fast train stop station without interference for the train, these trains must follow the set speed, the rest of the trains are overtaking the fast train or passenger train, if this does not interfere normalization of movement of a fast train, normalization of the movement of passenger trains is carried out similarly to fast trains, except that the stations of passenger stops are the boundaries of the correction sections x and fast trains, the normalization of the movement of suburban trains is carried out taking into account the progress on the reserve threads or threads of freight trains that are behind or not behind the schedule, the normalization of the movement of freight trains is carried out taking into account the progress on the reserve threads or threads of trains that are behind the schedule the movements listed above do not reduce the time lag of late trains, but only allow you not to increase this time, to reduce the time of lag reduce train stops and and increase the speed if it does not create a dangerous situation, after performing the above steps for all types of trains, information about the time of reception at the station and departure from them and the numbers of the routes of reception and departure are transmitted to locomotives in a combined way: from the dispatch circle computer to the computers linear stations via wired channels, and from computer computers of linear stations to locomotive computers - via radio channels.

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