RU2714966C1 - Trains movement control method - Google Patents

Abstract

FIELD: railway automatics.

SUBSTANCE: invention relates to railway automation for controlling train movement. In the method on locomotives devices for receiving and transmitting information to point floor devices are installed, installed on boundaries of stations, which transmit to locomotives information on time of reception and departure of trains from stations and receive information on numbers of trains, on the locomotive due to the received information on the state of the ahead-lying sections, information stored in the locomotive computer memory, on the train movement graph and on the track and train parameters, information on the train location determined using the navigation devices, calculating optimum and lower speed curves, position of locomotive controller and driver's valve for each point of track taking into account actual train situation, at that information on state of track sections prevails over time parameters of train intake and departure.

EFFECT: broader functional capabilities when controlling movement of trains.

1 cl, 4 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.

State of the art

A known method of regulating the movement of trains using tonal rail chains with a centralized placement of equipment [Typical materials for the design of 410306-TMP. Auto-lock with tonal rail chains and centralized placement of ABTC-03 equipment. JSC "Russian Railways", a branch of the Institute for the Design of Signaling, Centralization, Communications and Radio for Railway Transport "GIDROTRANSSIGNALVYAZ". 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 outdoor traffic lights and the ALS system.

The disadvantages of the method is the lack of locomotive information about the time of entry of the train at the station and the hauls.

A known method of controlling the speed of trains, which is embodied in the CLUB device. The device is designed to increase safety during train and shunting operations by receiving ALS signals, displaying them to the driver, measuring and displaying the speed, eliminating unauthorized starting of the locomotive, controlling the speed of movement, braking control in front of a traffic light with a prohibiting signal, monitoring the driver’s wakefulness and alertness, forming signals for the automatic braking control system (SAUT).

The disadvantages of the method is the lack of locomotive information about the time of entry of the train at the station and the hauls.

This technical solution is selected as a prototype.

Disclosure of Invention

The technical result aimed at achieving this technical solution is to expand the system’s functionality, increase train safety, increase throughput, reduce the consumption of electricity and fuel spent on train traction, increase the accuracy of the train schedule, regulate the speed of trains, s taking into account the time of reception and departure of trains from the station, which are determined by computers at the dispatch centralization station.

The technical result is achieved due to the method of regulating the movement of trains by means of signals that transmit information about the state of forward-running distillation and station tracks, the established route, while locomotives are equipped with devices for receiving and transmitting information to point outdoor devices installed at the borders of stations that transmit to locomotives information on the time of reception and departure of trains from stations, and receive information on train numbers to the locomotive thanks to the information received Information about the state of the ahead sections, information stored in the memory of the locomotive computer, about the schedule of the train and about the parameters of the path and train, information about the location of the train, determined using navigation devices, calculate the optimal and reduced speed curves, the positions of the locomotive controller and the driver’s crane for each waypoint, taking into account the actual train situation, the information on the state of the track sections prevails over the time parameters of the train’s reception and departure.

Description of drawings

In FIG. 1 presents: the road plan of the site with sensors and signal receivers for the exchange of information between rolling stock and stationary devices; in FIG. 2 is a structural diagram of locomotive devices; in FIG. 3 - locomotive control panel; in FIG. 4-structural diagrams for connecting stationary sensors and signal receivers.

In FIG. 1, 2, 3 and 4 the following notation is given:

1, 2 and 3 - hauls;

4 and 5 - Art. A and B, respectively;

6 and 7 - posts EC (electrical centralization) Art. A and B, respectively;

8, 9, 10 and 11 - stationary signal sensors located in the approximation area;

12, 13, 14 and 15 - stationary signal sensors located in the removal area;

16, 17, 18 and 19 - stationary receivers of train numbers;

20 - train;

21 - locomotive section A;

22 - receiver of the locomotive section A;

23 - sensor locomotive section A;

24 - the first diode (photodiode);

25 - second diode (LED);

26 - locomotive antenna of a satellite navigation system;

27 - receiver of a satellite navigation system;

28 - locomotive computer (LEVM);

29 - a receiver of time parameters of a locomotive section A;

30 - two-frequency locomotive generator section A;

31 - block locomotive control panel section A;

32 - a device for controlling the movement of a train of section A;

33 - 40 - locomotive connections between devices;

41 - locomotive panel display section A;

42 - indicator of arrival time;

43 - indicator of the name of the station;

44 - indicator of departure time;

45 - controller position indicator;

46 - indicator of the position of the crane operator;

47 - speed scale;

48 - train indicator on the remote control panel;

49 - route plan (for manual control of the train in an emergency);

50 - track profile (for manual control of the train in an emergency);

51 - kilometer marks;

52 - optimal speed curve;

53 - the first curve of the reduced speed;

54 - second curve of reduced speed;

55 - arrow of the end of the established route;

56 - track development;

57 - post DC (dispatch centralization);

58 - central computer (TsEVM);

59 - the central point of the dispatch centralization;

60 - communication within the central post of the dispatch centralization;

61 - communication between the central post of the dispatch centralization and the post of electric centralization;

62 is a linear point dispatch centralization;

63 - dual-frequency track generator for transmitting information in the approximation area;

64 - dual-frequency track generator for transmitting information at the removal site;

65 - receiver of the train number;

66, 67 and 68 - in-plant communications between devices;

69-72 - cable communication lines between the EC station and stationary sensors;

73-74 - cable communication line between the EC station and the stationary receiver of the train number;

75 - third diode (LED);

76 - the fourth diode (LED);

77 - the fifth diode (photodiode).

The implementation of the invention

In FIG. 1 shows the route plan of the site with sensors and signal receivers for the exchange of information between rolling stock and stationary devices. When starting train 20 from st. 4 in an odd direction (glory to the right) from the point sensor 12 to the locomotive information is transmitted on the time the train approaches the border of st. 5 (where the input traffic light was installed) and the time of approach to the border of the reception path (path 3 in Fig. 2 where the output traffic light was installed). When receiving a train at st. 5 in an odd direction from the point sensor 9 to the locomotive information is transmitted about the time of crossing the border of art. 5 and the boundaries of the route of departure. In addition, when departing from Art. 4, receiver 16 receives train number information from a locomotive. This information is necessary to restore the functioning of devices in the event of a malfunction.

Designations of hauls 1, 2 and 3, EC posts 6 and 7 are given for a visual representation of their location. Floor devices 8, 10 and 11 operate similarly to device 9, devices 13, 14 and 15 to device 12, devices 17, 18 and 19 to device 16.

In FIG. 2 is a structural diagram of locomotive devices of section A-21. The locomotive receiver of the satellite navigation system 27 through the antenna 26 receives signals from satellites that allow you to determine the coordinates of the location of the locomotive. This information on the connection 37 is transmitted to the locomotive computer 28. It also receives information about the time of reception and departure of the train from the receiver of the locomotive section A 22, in which the photodiode 24 is used. From the photodiode 24, through the links 33 and 34, the signal is fed to the input of the receiver of the time parameters of the locomotive section A 29, information from which through communication 37 is fed to the input of the locomotive computer 28. Based on the information obtained using the information stored in the memory of the locomotive computer about the path parameters and information about the status of forward-traveling tracks sections, information is issued to the locomotive control panel 31 via communication 38, the train control device for the locomotive section A 32. Information on the time parameters of the train movement (42, 44, 52, 53 and 54) and the positions of the locomotive controller appears on the control panel (tenth, paragraph 45 in Fig. 3) and the crane operator (zero). Information for controlling the locomotive controller and the driver’s crane (not shown in FIGS. 1-4) is supplied to the control device for the movement of train 32 through communication 39 (Fig. 2), and information is also transmitted to the two-frequency generator of the locomotive section A 30 via 40 o train number. On the links 35 and 36, information from the generator 30 is fed to the locomotive sensor section A 23 (Fig. 2), which uses the LED 25.

In FIG. Figure 3 shows the locomotive control panel of section A 41, where indicators 42-46, speed scale 47, speed curves 52, 53 and 54, train indicator 48 and direction signs 49 - 51 and 55 and 56 are displayed. Train indicator 48 is displayed stationary, curves speeds 52-54, indicators 49-51 and 55, 56 continuously move towards the train at a speed proportional to the speed of the train. Curve 52 represents the optimal speed of the train, taking into account all the influencing factors, curves 53 and 54 represent reduced speeds, taking into account the predicted time of reception shown on indicator 42 (15 = 15) and departure - on indicator 44 (15 = 45). At the top of the screen, information is given on the name of station 44, information on the positions of the controller and the driver’s crane is 45 and 46. The speed scale 47 is shown on the left side of the screen, and kilometer marks 51, plan and profile 49 and 50, an arrow about the set route 55, track development 56.

In FIG. 4 is a structural diagram of the EC station 6 with sensors 8 and 12 and the receiver 16, as well as the devices of the DC station 57 with a central computer 58 and the central station of the centralization control room 59, connected by communication 60. Information about the train situation at the control circle is transmitted to the central computer 58, the condition of the track sections and the position of the arrows, which allows her to determine the time of reception and departure of trains. The central computer 58 controls the operation of the station stations through the central station 59 and the line points of the centralized control room (in Fig. 4, one device 62 with communication 61 is displayed), in addition, information about the time of receipt and departure of trains from the stations is transmitted to the linear control center point. Linear dispatch centralization points over links 66 and 67 control the operation of dual-frequency generators 63 and 64. A generator 63 over links 69 and 70 controls the operation of the sensor 8 installed in the approach section and the sensor 12 installed in the removal section. The sensor 12 is connected to the generator 64 via communication lines 71 and 72. Inside the sensor housings, LEDs 75 and 76 are installed, which transmit the time of arrival and departure of trains to the locomotives. By communication 68, the linear dispatch centralization point 62 is connected to the train number receiver 65, which is connected by links 73 and 74 to the train number receiver 16, in the housing of which a photodiode 77 is installed. Using photodiode 77 of the receiver 65, EC 6 linear station, via communication 68 , through the linear dispatching centralization point 62, communication 61, the central dispatching centralization point 59, communication 60 transmits the number of the train sent for the transfer to the central computer 58. This information is already available in the central computer, but in the event of a system failure, the information was restored INDICATES.

Thus, the locomotive receives information on the predicted time of train reception and departure from the station, which allows the locomotive computer 28 to calculate speed curves taking into account the actual train situation and to control speed control devices taking into account the calculated predicted speed. When fixing the train approach, the locomotive computer takes this situation into account and drives the train taking into account this approach.

The locomotive computer calculates the speed of the train on the stage, taking into account the coordinates of the train, the coordinates of the obstacle (the border of the station or the departure track if the route is not established, rolling stock) and the time of arrival at the station according to the schedule.

The locomotive computer calculates the speed of movement at the station, taking into account the steepness of turnouts in the route, the presence of moving cores, the length of the routes of reception and departure. The speed control of the train is carried out automatically, by means of a locomotive computer and control devices by a locomotive controller and a driver’s crane.

Claims (1)

A method for regulating the movement of trains by means of signals that transmit information about the state of forward-moving distillation and station tracks, an established route, characterized in that devices for receiving and transmitting information to point floor devices installed at the boundaries of stations that transmit time information to locomotives are installed on locomotives receiving and departing trains from stations and receiving information on train numbers on a locomotive thanks to received information about the state of forward of their sections, information stored in the memory of the locomotive computer, about the train schedule and about the parameters of the path and train, information about the location of the train, determined using navigation devices, calculate the optimal and reduced speed curves, the positions of the locomotive controller and the driver’s crane for each point the track, taking into account the actual train situation, while the information on the state of the track sections prevails over the time parameters of the reception and departure of the train.

Images