RU2723570C1 - Complex train movement control system - Google Patents

Abstract

FIELD: railway automatics.SUBSTANCE: invention relates to railway automation for controlling train movement. System uses information stored in locomotive computer, on plans and profiles of tracks, track arrangement of stations, marks of frogs, boundaries of station and haul track circuits of entire locomotive train section as a part of train; information transmitted to locomotive via radio channel from receiving station, configuration of established route and information from stations adjacent to haul, on number of free lying ahead track circuits on locomotive, includes a locomotive computer configured to calculate an allowable train speed Vt for each track point, i.e. speed curve between train and obstacle, as well as taking into account information transmitted to locomotive from dispatcher centralization post about approach time or crossing of stations and receiving-raining boundaries, the computer is also configured to determine the optimum speed of the train Vo to the nearest station. Dispatcher circuit computer taking into account train parameters and train schedule stored in memory, parameters of trains transmitted to dispatching control station from train formation stations, trains locomotive coordinates obtained with participation of GLONASS, schedules forecast timetables of delayed trains on the basis of which determines time of approach or intersection of train boundaries of stations and receiving tracks, controls via channels of centralization by switchboards and regulates speed of trains by means of radio channels. System is configured to display on train locomotive train signs with their numbers and approach time or crossing station boundary or receiving-receiving track, obstacles: train or border, if before obstacle is less than 6 km, curves of permissible and optimum speeds, speed of passage of railroad switches.EFFECT: higher traffic safety.1 cl, 3 dwg

Description

FIELD OF THE INVENTION

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

State of the art

A known method of controlling the speed of trains, which is based on the use of auto-lock, supplemented by automatic locomotive signaling devices [Automation devices for telemechanics and communications. Part I. Chaliagin D.V., Tsybulia N.A., Kosenko S.S., Volkov A.A. et al. - M.: Route, 2006 (p. 314-322)]. The driver receives information from the floor and locomotive traffic lights, the signals of which regulate the speed of the train.

The disadvantage of this method is that the driver must independently, on the basis of his experience, using the information of the plan and profile of the track, parameters of the train, as well as the schedule of movement to regulate the speed of the train.

The closest technical solution to the claimed method is a method of controlling the speed of a train with the participation of the unified automatic locomotive signaling ALSU [Automation devices for telemechanics and communications. Part I. Chaliagin D.V., Tsybulia N.A., Kosenko S.S., Volkov A.A. et al. - M.: Route, 2006 (p. 322-331)]. In the ALSU system, information about the speed of a train is transmitted by the lights of a locomotive traffic light with an indication of the controlled speed of the ICS in digital display. Traffic lights indications depend on the number of free travel sections, on the route configuration and marks of crosses of route arrows. An additional signaling and indication device is also used: an indicator for exceeding the controlled speed of the IPKS, an indicator for monitoring the vigilance of the driver of the IKBM, an indicator of the actual speed of movement of the IFS, an audible alarm with the whistle of the electro-pneumatic valve EPK. When a train is received at the station, information about the established reception route to the main or side track is transmitted to the locomotive. When setting the route to the side track, the driver is informed about the permissible speed of the train entering the station, depending on the cross mark of the arrow (1/11, 1/18, 1/22) and the indications of the forward exit traffic light. Similar information is transmitted to the locomotive when the train departs. In case of green light on drugs, the excess of the controlled speed can be controlled automatically, and if necessary, only by the driver. Given the above parameters, the driver adjusts the speed of the train.

The disadvantage of this device is that information about the time of reception and departure of the train is not transmitted to the locomotive, there is no information about the speed, taking into account the plan and profile of the path, weight and length of the train. The listed problems should be solved with the participation of the driver. This technical solution is selected as a prototype.

Disclosure of invention

An integrated system for controlling the movement of trains using information stored in a locomotive computer about plans and track profiles, track development of stations, marks of crosses of arrows, the boundaries of station and railway tracks of the entire locomotive section of the train; information transmitted to the locomotive over the air from the receiving station, on the configuration of the established route and information from stations adjacent to the stage, on the number of free rail chains in front of the locomotive. The locomotive computer, taking into account the aforementioned information, calculates the permissible train speed for each waypoint (speed curve) between the train and the obstacle Vд = ϕ (х), and also, taking into account the information transmitted to the locomotive from the centralization dispatch station about the time of approach or intersection the boundaries of stations and pick-up tracks, this computer determines the optimal train speed Vo = ϕ (x) to the nearest station. The computer of the dispatch circle, taking into account the parameters of the path and schedule of trains stored in memory, the parameters of trains transmitted to the dispatch centralization station from train stations, the location coordinates of train locomotives obtained with GLONASS, plans forecast schedules for the movement of late trains, based on which it determines the time of train approaching or crossing the station borders (in previous systems, these are the places to set the input traffic lights) and pick-up and departure tracks (in previous systems, these are the places to set the output traffic lights), it controls the turnouts via the dispatch centralization channels, and with the help of radio channels it allows you to adjust the speed of trains that differs the fact that the console of the train dispatcher in the stencils of trains, in addition to the train number, provides information about the time of crossing the borders of stations and pick-up and drop tracks, which is determined by the computer of the dispatch circles taking into account the lag of the train from the schedule a, and also taking into account the forecast schedules of trains of the associated direction on the stage. The stencils themselves are painted in different colors depending on the time of the train’s lateness, namely: green - scheduled trains, yellow - with a delay of 10-30 minutes, red - with a longer lag time. Established routes are indicated by dotted arrows. On the locomotive control panel, the designation of the train is presented with their numbers and the time of approach or crossing the station border or pick-up track, obstacles (train or border). If the obstacle is less than 6 km, the curves of permissible and optimal speeds, the value of the speed of the following turnouts, the established routes are indicated by dashed arrows.

Brief Description of the Drawings

In FIG. 1 is a structural diagram of a computer connection; FIG. 2 is a fragment of a control panel of a train dispatcher; FIG. 3 is a fragment of a control panel of a locomotive of a train 2220, FIG. 4 is a fragment of a control panel of a locomotive of a train 2000, FIG. 5 is a fragment of the control panel of the locomotive of the train 1020.

In FIG. 1-5 presents the following notation:

1 - central electronic computer of the computer;

2, 3 and 4 - travel electronic computers of electronic computers;

5, 6 and 7 - electronic computers of dispatch circles of the computer;

8, 9 and 10 - station electronic computers EMC;

11, 12 and 13 - locomotive electronic computers of computers;

14 - trip plan;

15, 16, 17, 18 and 19 trains, respectively 2220, 2222, 222, 2221 and 2224;

20, 21, 22 and 23 train routes, respectively 2220, 2222, 222

and 2224;

24 - curve of the permissible speed of the train 2220;

25 - curve of the optimal speed of the train 2220;

26 - pointer (icon) of the actual speed of the train 2220;

27 - speed scale on the remote control panel of the locomotive 2220;

28 - coordinate control vigilance on the remote control panel of the locomotive 2220;

29 - coordinate of the start of braking on the remote control panel of the locomotive 2220;

30 - a free section of the track in front of the train 2220 (route);

31 - the coordinate of the stopping place of the locomotive of the train 2220;

32 - kilometer marks on the remote control panel of the locomotive 2220;

33 - curve of the permissible speed of the train 2000;

34 - curve of the optimal speed of the train 2000;

35 is a pointer to the actual speed of the train 2000;

36 - train 2000;

37 - speed scale on the remote control panel of the locomotive 2000;

38 - coordinate control vigilance on the remote control panel locomotive 2000;

39 - coordinate of the start of braking on the control panel of the locomotive 2000;

40 - a free section of the track before the train 2000 (route);

41 - the coordinate of the stopping place of the locomotive of the train 2000;

42 - kilometer marks on the remote control panel of the locomotive 2000;

43 - an indicator of the actual speed of the train 1020;

44-train 1020;

45 - speed scale on the remote control panel of the locomotive 1020;

46 - curve of the permissible speed of the train 1020;

47 - curve of the optimal speed of the train 1020;

48 - a free section of the track before the train 1020 (route);

49 - kilometer marks on the remote control panel of the locomotive 1020;

The implementation of the invention

Traffic control is carried out with the participation of computers, the structural diagram of the connections of which is presented in FIG. 1. The central computer 1 exchanges information with the road computers - computer computers 2, computers 2 3, computers 3, ..., which exchange information with the computers of their control circles - computers 5, computers 2, computers 7, ..., which exchange information with the computers of their stations 8, EVMS2 9, EVMS3 10, ... that exchange information with the computers of the locomotives EVML1 11, EVML2 12, EVML3 13, ..., which are located at stations and adjacent hauls. Single-level computers - road computers, dispatch circles computers, station computers also exchange information with each other. Such a hierarchical structure allows the computers of the dispatch circles EVMK1, EVMK2, EVMK3, ... to calculate the optimal speed Vo for the trains of their dispatch circle taking into account the actual train situation, information about which comes from the road computers EVMD1 2, EVMD3 3, EVMD3 4, ..., the central computer 1, information about the parameters of the train, which comes from the formation stations from the station EVMS1 8, EVMS2 9, EVMS3 10, ..., information about the path parameters (plan and track profile, track development of stations), which is stored in the memory of the computer of the dispatch circles EVMK1, EVMK2, EVMK4 , ..., and transmit it through the station EVMS1 8, EVMS2 9, EVMS3 10, ..., to locomotive EVML1 11, EVML2 12, EVML3 13, ...

In FIG. Figure 2 shows a fragment of the control panel of the train dispatcher, which shows the situation with trains 15, 16, 17, 18 and 19 with established routes (dashed arrows) 20, 21, 22, 23 (routes for trains 17 and 19, free sections of the track in front of trains 15 and 16). On the trains their numbers are indicated (2220,2222, 222,2224 and 2221) and in color (cr - red, yellow - yellow, evil - green) - the degree of their delay from the schedule. Train 15 (image contour is colored red) goes off the schedule (with a large lag), train 16 (image contour is colored yellow) is on the adjusted schedule (with moderate lag), trains 17, 18 and 19 (image contours are colored green) go on schedule.

Locomotive computers 11 11, computers 2 12, computers 3, ... calculate the permissible speed Vd for their trains taking into account information about the plan, profile and track development of the track section before the train (taking into account marks of crossings of turnouts), which is stored in the computer memory, information about the number of free lying track sections ahead, which is transmitted over the air from one of the nearest stations. On the way, the actual train speed Vf is continuously monitored, which should not exceed the permissible speed Vd. This control is carried out by a locomotive computer.

In FIG. Figure 3 shows a fragment of the locomotive control panel of the image of train 15 to the next stage with number 2220 and train 16 (train 16 is in front of train 15), curves of permissible 24 and optimal 25 speed, as well as the actual speed of train 15, which is indicated by 26. the conditional image of train 15, in addition to train number 2220, indicates the time of approach / border crossing in front of the station at 15:20. If the train follows the station, then on the conditional image of the train, in addition to the train number, the time of approach / crossing the border of the departure route is indicated. Also in FIG. 3 shows the point of monitoring the alertness of the driver KB 28, the point of the start of braking of NT 29, the speed scale 27 and the placement of kilometer marks 32.

In FIG. Figure 4 shows a fragment of the locomotive display panel of the image of train 36 with number 2000 of the next one in front of the station, curves of permissible 33 and optimal 34 speed, as well as the actual speed of train 36, which is indicated by 35. On the conventional image of train 36, in addition to train 2000, the approach time is indicated / crossing the border in front of the lying station 16:20. Also in FIG. 4 shows the point of the alertness control point of the driver of the design bureau 38, the point of the start of braking of the NT 39, the speed scale 37 and the placement of kilometer marks 42.

In FIG. Figure 5 shows a fragment of the locomotive display panel of the image of train 44 with number 1020 passing through the station without stopping, curves of permissible 46 and optimal 47 speed, as well as the actual speed of train 44, which is displayed by 43. On the conventional image of train 44, in addition to train number 1020, the time of approach / crossing the border in front of the lying station 17:20, as well as the time of entry to the station 17:20 (duplicate pointer) and the time of exit from the station 17:22. Also in FIG. 5 shows a non-stop route 48 and placement of kilometer marks 49.

Dispatch circle computers (EVMKs) form orders for setting routes at stations and orders transmitted to locomotives with the participation of station computers. Communications between computers are carried out along linear circuits, except for communications between station computers (computers) and locomotive computers (computers), which are carried out over the air. To control the movement of trains, information about the coordinate of their location from the locomotive is transmitted to the computer of the dispatch circle of the computer.

When trains move between adjacent control circles, information about them is transmitted between the computer.

Claims (1)

An integrated system for regulating the movement of trains using information stored in a locomotive computer about plans and track profiles, track development of stations, marks of crosses of arrows, the boundaries of station and railway tracks of the entire locomotive section of the train; information transmitted to the locomotive over the air from the receiving station, on the configuration of the established route and information from stations adjacent to the stage, on the number of free rail circuits in front of the locomotive, including the locomotive, made with the possibility of calculating the permissible train speed Vd for each point paths i.e. the speed curve between the train and the obstacle, and also taking into account the information transmitted to the locomotive from the dispatch centralization station about the time of approach or crossing the borders of the stations and pick-up and drop-off tracks, the computer is also made with the possibility of determining the optimal speed of the train Vo to the nearest station, the computer of the control circle with taking into account the parameters of the path and the schedule of trains stored in memory, the parameters of trains transmitted to the dispatch centralization station from train forming stations, the coordinates of the locomotives of trains obtained with GLONASS, it is possible to plan forecast schedules for late trains, based on which it determines the time the approach or crossing by train of the borders of stations and pick-up tracks, control via centralized dispatch channels with turnouts, and with the participation of radio channels, allows you to adjust the speed of trains, characterized in that on the remote control panel of the train the train dispatcher’s stencils, in addition to the train number, provide information on the time of crossing the station and pick-up lines, which is determined by the computer of the dispatch circles taking into account the lag of the train from the schedule, and also taking into account the predicted timetables of trains running along the route, the stencils themselves are painted in different colors depending from the time of the train’s delay, namely: green - scheduled trains, yellow - when the lag is 10-30 minutes, red - when the lag is longer, the established routes are indicated by dashed arrows, on the locomotive console there is a train designation with their numbers and time of approach or crossing the station’s border or the departing track, obstacles: train or border, if the obstacle is less than 6 km, curves of permissible and optimal speeds, the speed of the turnout of turnouts, established routes are indicated by dashed arrows.

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