RU2738779C1 - Railway station process control method - Google Patents

Abstract

FIELD: control devices.

SUBSTANCE: invention relates to railway station technological process control means. According to the data of the technological process model, according to the method, the control and monitoring center generates microprocessor centralization system hardware operation protocols, integrated automation system for control of sorting process, control system of traction rolling stock, system for testing brakes of freight trains, system for servicing freight cars, commercial inspection of trains and cars, video surveillance systems, warning systems, data transmission systems and digital radio communication systems, generated protocols transmit on line of data transmission to hardware-software devices of automated workstations of linear enterprises in terms of reference, as well as protocols of operation of station, locomotive crews and executors, which transmit, via data transmission channel, hardware and software to automated workstations of linear enterprises in terms of reference.

EFFECT: higher traffic safety.

8 cl, 3 dwg

Description

The invention relates to the field of railway automation and telemechanics and can be used in control systems for the technological process of a railway station.

Known systems for automated control of the station ACS ST, providing for the planning of train work, train formation and shunting work, freight and commercial work, the work of locomotives and locomotive crews, preparation of cars for loading, operational - statistical accounting of performance indicators. The systems make it possible to increase labor productivity at the station by automating the planning of the main production processes, but, due to the use of schematic models of track development, including only the tracks of the parks, and a large number of operations of "manual" input of information, they are limited to the development of recommendations for railway employees on management the technological process of the station and the documentation of individual operations.

Known intelligent control system for railway transport ISUZHT, which provides for the optimization of planning the passage of trains, providing them with locomotive traction, taking into account the tasks of the landfill, including the station, based on modern digital models of the technological process, working mainly on the basis of automatic data collection (Matyukhin V.G., Umansky V.I., Shabunin A.B.On the current state of the ISUZhT project and the implementation of interval regulation technology on its platform, Proceedings of the eighth scientific and technical conference intelligent control systems in railway transport. Computer and mathematical modeling (ISUZhT-2019), Moscow, November 21, 2019).

However, the hardware and software complex of the system does not provide for direct control of automation and telemechanics devices that provide assignment and closure of the routes of movement of mobile units, as well as traction rolling stock.

Known is a complex automation system for controlling the sorting process KSAU SP, which provides for the control of hump switch drives, wagon retarders and a compressor station, the action of which is limited only by the breaking up of trains, and the sequence of breakups, specialization of tracks, shunting operations for thrusting, upsetting and rearranging cars are carried out by external systems or workers railway (Integrated system of automation of the sorting process (KSAU SP) - general information, http://scbist.com/stati-po-scb/2345-statya-kompleksnaya-sistema-avtomatizacii-sortirovochnogo-processa-ksau-sp-obschie- svedeniya.html, 03.06.2010).

A known method of ensuring the safety of the movement of a train, shunting train or a single locomotive through the station and on the approach to it, in which the control of the movement of the locomotive during shunting work is carried out by setting the route, transmitting it with control information to the locomotive, implementing and monitoring the route (RU2352487 C1, B61L 3/12, 27/00).

The disadvantage of this method is the possibility of violating the safety of shunting operations due to the influence of the "human factor", tk. control over the implementation of the route is assigned to the station attendants. In addition, the presence of a graphical interface with a station diagram on the driver's board distracts the driver from controlling the locomotive and observing the route, which is also a threat to traffic safety.

The closest analogue is a method for controlling the movement of locomotives during shunting work, which consists in the fact that the hardware and software complex of station equipment in real time using microprocessor-based centralization devices monitors objects that affect traffic conditions at the station, the hardware and software complex of the onboard equipment of each of a shunting locomotive on the basis of data from locomotive receivers of satellite navigation, taking into account the correction of the station differential station, determines the coordinates of its location and transmits them to the hardware and software complex of the station equipment, which, based on the results of monitoring and data on the location of shunting locomotives, forms a dynamic model of the placement of mobile units at the station by fixing in real time on a digital model of the track development of the station, containing normative data about the station with a description of the coordinates and parameters of the objects included in it, affecting them on the conditions of movement, the state of sections and switches, the location of locomotives on the tracks of the station according to their coordinates, as well as the state of "virtual signals" for each insulating joint in the even and odd directions, provided for by the microprocessor-based centralization configuration for setting the beginning and end of the route, establishes a correspondence between routes specified by microprocessor interlocking and locomotives participating in the shunting process, on the basis of a dynamic model, determines for each locomotive the zones of permissible movement in even and odd directions, taking into account which it forms a telegram containing a route assignment, including the names of route boundaries in even and odd directions , a description of all route elements and the values of the permissible travel speeds for each, as well as the commands of the station attendant specifying the traffic conditions, and transmits it via a radio data transmission channel to the hardware and software complex of the onboard equipment locomotive, which, based on the data obtained, determines the parameters of the route and the current value of the permissible speed of movement, displays them on the driver's monitor, and also calculates the trajectory of movement, taking into account the position of the locomotive in the shunting train, while the implementation and control of the trajectory of movement of the shunting locomotive or train along the given route provide through the exchange of information between the hardware and software systems of onboard and station equipment about changes in coordinates, speed and factors affecting the conditions of movement along the route (RU2567099 C1, B61L 27/04, 2006.01).

The disadvantages of this method include the exclusion from the control loop of train locomotives, focus on "manual assignment" of routes and "manual" input of warnings about the speed limit, which reduces the efficiency of control due to the negative influence of the "human factor".

In addition, the inconsistency of the exchange protocols, the difference in the models used for the control and planning of the technological process, as well as the lack of synchronization of data streams and control commands with the progress of the technological process in known systems and methods of automation and optimization of technological operations do not allow the station to operate in an automatic motion control mode with taking into account the specified requirements for traffic safety and management efficiency.

The technical result of the proposed invention is to ensure traffic safety, labor protection and increase the efficiency of technological process control due to the automatic operation of the station, including the organization of train and shunting work, control of the movement of locomotives and other traction rolling stock, without locomotive crews, freight and commercial work on based on sparsely populated technologies and electronic document management, preparation of rolling stock and technical means of infrastructure according to predictive analytics and diagnostics data, coordination of the station's technological process with the tasks of the railway landfill, directions, automatic calculation of station indicators, involved linear enterprises and performers, technical rationing, planning overhauls floor devices for the total load and transfer of control results to regional and network-level systems, optimization of technological process control of stations ai by replacing directive decisions with automatic operational planning based on predictive analytics, excluding the "human factor" from indicators affecting traffic safety and efficiency of the production process, reducing the time for performing technological operations, work intervals, downtime of cars and locomotives at the station, trains on the approaches to the station by reducing the length of shunting routes, combining train and shunting operations in the station necks, eliminating speed restrictions due to climatic conditions and the order of movement of the train, negotiation rules and a zone traffic control system, as well as loss of time for changing locomotive crews.

The technical result is achieved by the fact that the method for controlling the technological process of a railway station is that the control and monitoring center at the station interacts in real time with the hardware and software devices of the microprocessor interlocking system and the integrated automation system for the sorting process control, the traction rolling stock traffic control system , network-level control systems, systems for testing the brakes of freight trains, maintenance systems for freight cars, commercial inspection of trains and cars, video surveillance systems, warning systems, automated systems for issuing and canceling warnings, as well as with hardware and software devices for automated workstations of linear enterprises, participating in the technological process, and with wearable terminals of performers of technological operations at the station, based on the results of interaction in real time, automatically generates a dynamic model of a technological process based on a digital model of a station with data at the current time on the state of automation and telemechanics devices, on the location and parameters of movement of mobile units, on the location of performers, on the parameters of the input flow of mobile units to the station, on the numbers of arriving rolling stock, technical the condition of its wagons, securing and safety of cargo, on the beginning, end and performance of technological operations, based on information about the approach of trains to the station, plans for the disbandment and formation of freight trains, the timetable of passenger and suburban trains, forms a daily schedule of the station's work and coordinates it with linear enterprises participating in the technological process, which, according to the terms of reference for each technological operation of the daily schedule, link the performers with an indication for traction mobile units - identification numbers of on-board traction control systems mobile units, for locomotive crews - identification numbers of electronic registration systems, for other performers servicing traffic, carrying out preventive maintenance and repair of station infrastructure - identification numbers of individual terminals they carry, based on the daily schedule, taking into account information about the current parameters of the technological process model , the updated norms of technical rationing for the station and the forecast for a given period of time for the arrival of trains and wagons, the command and control center forms an operational preliminary schedule of the station's work, detailing it on the simulation model up to, at least three, options for address work orders for traction mobile units and to the attached performers of linear enterprises, as well as work order for performers for performing technological operations to prepare mobile units for processing and dispatch and transfers it to the hardware and software device of the automated workstation of the station the dispatcher simultaneously with the dynamic model of the technological process, on the basis of information about the current parameters of the technological process model, the station dispatcher selects the optimal variant of execution of the task orders and sends it to the control and monitoring center by means of the hardware-software device, which, in advance of execution, sends the task-task through the device gateway, carrying out secure gateway of information, for the implementation and control of the hardware and software devices of the microprocessor interlocking system, the integrated system of automation of the sorting process, the traffic control system of the traction rolling stock, as well as the portable terminals of the performers involved in the technological process, while the system microprocessor-based centralization in accordance with the order-tasks automatically sets train and shunting routes that do not contradict traffic safety requirements synchronously with the progress of techno logical process at the station and / or at the command of external control systems, a complex automation system for controlling the sorting process in accordance with the order-task automatically performs the task and closure of shunting routes, and also implements the program and sequence of dismantling trains, a motion control system for traction vehicles the train forms the permissible movement zones and speed modes of traction mobile units, controls by exchanging information via radio communication with on-board control devices of traction mobile units and with wearable terminals of performers, the execution and the possibility of promoting work orders in compliance with work technology, traffic safety, occupational safety and health passengers and performers, and based on the results of the implementation of the operational schedule, the control and monitoring center in real time automatically updates the data of the dynamic model of the technological process, taking into account the current parameters The technological process ditch carries out technical standardization of the station, and also forms a work plan for the maintenance and repair of mobile units and infrastructure facilities of the station according to the actual state.

According to the model of the technological process, the control and monitoring center forms the protocols of operation of the technical means of the microprocessor interlocking system, the integrated system for automating the control of the sorting process, the traction rolling stock movement control system, the system for testing the brakes of freight trains, the maintenance system for freight cars, commercial inspection of trains and cars video surveillance systems, warning systems, data transmission systems and digital radio communication systems, the generated protocols are transmitted via the data transmission channel to the hardware and software devices of automated workstations of linear enterprises in terms of reference.

In addition, on the basis of a dynamic model of the technological process, the command and control center forms the protocols of the station, locomotive crews and performers, which are transmitted via the data transmission channel to the hardware and software devices of the automated workstations of linear enterprises in terms of reference.

At the same time, the systems for the maintenance of freight cars, commercial inspection of trains and wagons additionally include hardware and software devices of integrated posts for automated reception of commercial and technical inspection and diagnostics of rolling stock and reading car numbers installed at the station boundaries, and points of commercial and technical inspection, which are to the radio communication channel, they are connected with the wearable terminals of the performers - inspectors and receivers.

Traction rolling stock movement control system in accordance with the task order implements the technology of shunting automatic locomotive signaling with automatic speed control functions, control of searchlights, sound signals and automatic couplings without a driver for train and shunting locomotives, electric trains and specialized self-propelled rolling stock.

The traction rolling stock motion control system transfers to the performer the control functions of the tethered traction rolling stock to perform the operations stipulated by the work order, in compliance with the requirements of traffic safety and labor protection, monitors the control operation, and after execution transmits the corresponding messages to the performer's wearable terminal and switches control traction movable unit towards itself.

Traction rolling stock movement control is carried out by the traction rolling stock movement control system according to the navigation system, video surveillance system, microprocessor-based centralization system and complex automation system for sorting process control, and performers movement control - according to the navigation system and video surveillance system data.

The traction rolling stock traffic control system, taking into account the data of the automated system for issuing and canceling warnings, corrects the speed modes of traction rolling units, the data on which is transmitted to their on-board control devices, while transmitting to the wearable terminals of the performers who are in the movement zone, as well as to warning system message about the approach of a mobile unit.

The wearable terminal is made in the form of a smartphone with the possibility of attaching to the performer's clothes and is equipped with a receiver of navigation signals, an earpiece and a microphone, as well as a manipulator for controlling the speed of the traction mobile unit and sensors for falling and the state of health of the performer.

To implement the proposed method for controlling the technological process of a railway station, it is necessary to have the following infrastructure at the station:

- PPSS posts for reading and monitoring the technical and commercial condition of mobile units installed in the input and output necks of the station or sorting systems;

- the equipment of the automated brake testing system of the NPT (UZOT), installed in the receiving, dispatching and sorting yards of the station;

- hardware for the automated system for issuing and canceling warnings (ASUVOP);

- video surveillance systems on the tracks and parks of the station with the ability to recognize patterns to detect obstacles on traffic routes and control unauthorized entry into the station territory, tracking the movements of the mobile unit (PU) and people across the territory of the controlled object;

- warning systems at the station for targeted informing of passengers and station employees about the movements of mobile units, the arrival and departure of trains;

- a redundant digital radio communication system SCR, made using a broadband data transmission system for traction rolling stock control and information exchange with employees of linear enterprises and security guards equipped with portable terminals on the territory of the station, approach areas and non-public routes;

- microprocessor-based centralization systems (MPC) of horizontal parks of the station with virtual traffic lights of even and odd directions installed in the alignment with each insulating joint, except for entrance traffic lights at the station border, and a route assignment accumulator, which allows you to automatically set any train and shunting routes, including on a busy turnout that do not contradict traffic safety requirements, synchronously with the course of the technological process and, at the same time, minimizing the volume and capital intensity of floor equipment, the length and duration of half-flights, as well as the interoperation intervals between them, interacting with rolling stock derailing devices (UKSPS), stationary devices for securing trains (TCB) and automatic crossing signaling (APS) at station crossings;

- an integrated system for the automation of sorting process control (KSAU SP) on the marshalling humps, supplemented by the function of automatically setting and closing shunting routes of movement, limited by virtual shunting traffic lights, while virtual traffic lights are placed on the slope of the marshalling hump in alignment with hump traffic lights to set the route to thrust paths and for fencing the hump carriage retarders from both sides, and the park ones from the side of the sorting yard, on the hump turnout sections virtual shunting traffic lights are installed from the side of the hill top in an even and odd direction, and on the last arrows - only from the side of the hill top, allowing departure from the tracks of the sorting yard, the program and sequence of the disbanding of trains, as well as shunting routes are set automatically according to the order-tasks of the control center (CC), the fixing of trains on the tracks of the sorting yard is provided by beam barriers with control (BZU DU).

- Traction rolling stock motion control systems (SUDTPS) at the station, in the approach areas and adjacent non-public routes, including a station device that interacts through a digital radio communication system (SCR) with the onboard equipment of a traction mobile unit (TPE), the station device implements the technology of automatic shunting locomotive signaling for train and shunting locomotives and self-propelled specialized rolling stock (SSPS) on the territory of the station and adjoining tracks of non-public use according to the task orders of the Central Administration for TPE;

- equipping train locomotives and electric trains with the BLOK M traffic safety system, which integrates the functions of the MALS-BLOK I on-board equipment, equipment for shunting locomotives and SSPS similar to train locomotives or on-board equipment MALS and a microprocessor decoder DKSV-M, equipping locomotives with automatic speed control systems ATS with the ability to control without the participation of the driver, including control devices for searchlights, sound signals and automatic couplers, as well as proximity sensors installed on the buffer beams of the locomotive (front and rear).

- the station technological process control center (CC), implemented on the basis of the ISUZhT platform, which forms the daily and operational (for 1 - 2 hours) schedules of the station operation, the latter being detailed down to task orders for traction mobile units and performers providing cars and infrastructure maintenance, while the information platform for the operation of the control center is a model of the technological process, automatically generated on the basis of a digital model of the station's track development by introducing the following data in real time:

- on the state of automation and telemechanics devices for centralization systems of the SC (MPC and KSAU SP);

- on the location and parameters of the movement of rolling stock and the location of performers, determined by the traction rolling stock control system (SUDTPS);

- information about the parameters of the input flow of mobile units to the station according to the data of the network control level systems - GID "Ural" and ASOUP;

- information on the numbers of the arriving rolling stock, the technical condition of the cars, the fastening and safety of the goods determined during the passage of the section equipped with the PPSS equipment, as well as the technical and commercial inspections by the workers of the technical and technical department;

- about the warnings transmitted by the automated control system;

- on the results of the performance of technological operations, operations for the maintenance of technical equipment and the protection of infrastructure facilities by employees of the involved linear enterprises;

- on the identification numbers of TPEs and performers of linear enterprises involved in the technological process of the railway station, maintenance and protection of infrastructure and rolling stock: ECH - distance of power supply, station facilities (DS), including PKO - commercial inspection point, TPE - operational locomotive depot , TRPU - a section for the repair of locomotive safety devices, SLD - a service locomotive depot, VChDE - an operational car depot, PTO - a car technical inspection point, ШЧ - signaling, centralization and blocking distance, PCh - track distance, RCS - regional communication center, detachment FGP VOZhDT - a detachment of paramilitary security.

Primary information about the input flow to the station is received in the form of telegram-full-scale sheets (TGNL) from the abutment stations via the ACOUP channels, updated based on the results of writing off the car numbers at the entrances by means of PPSS. Additional data is provided by the line companies responsible for the repair, preparation and cargo operations with PU. According to the TGNL and PPSS data, the Central Control Department determines the inventory number of the car and the gross weight, and by the number of the car (from the normative base of cars), its geometric dimensions. These data make it possible to control the movement of each car at the station, to provide any movement of cars with objective information about the length and weight of the rolling unit, as the sum of the corresponding parameters of the cars and the locomotive included in it.

Based on the data on the parameters of the mobile unit PE and its route, the SUDTPS calculates the braking curve, controls the moments of release and occupation of isolated sections, the filling of the paths of the station parks, the correspondence of the specified and actual composition of the shunting group and the correct functioning of floor centralization systems. CU calculates on a cumulative basis the total load of each section of the track or turnout at the station to determine the timing and scope of work on the overhaul of the track, turnouts and other devices. The listed indicators provide optimization of management processes and control of technological operations, traffic safety and survivability of the control system, as well as a high degree of detection and correction of failures of hardware and software and control system devices, errors of operational and operational personnel involved in the technological process. For example, the interaction of the MPC and SUDTPS systems makes it possible to automatically set and implement the route for the switch, which is often used in shunting work. To do this, the SUDTPS first forms and sets the MPC route to a traffic light at a distance of at least the length of the shunting train from the border of the desired switch section along the route, and after the switch section is released, it stops the train.

MC, in accordance with the plan for the formation of freight trains and the timetable for the movement of passenger and suburban trains, prepares a standard daily schedule of the station's work and sends it over the data transmission network to the involved linear enterprises for approval. Linear enterprises, according to their terms of reference, attach to the schedule locomotives or other traction mobile units TPE, locomotive crews (if necessary), train builders, signalmen, inspectors and other personnel. As identifiers for technical means - TPE inventory numbers, for locomotive crews - numbers of individual wearable electronic registration systems, and for other performers - numbers of individual wearable terminals.

Infrastructure linear enterprises (ШЧ, ЭЧ, ПЧ, РЦС) plan for this period of work, indicate the individual numbers of the performers' terminals, areas and types of work, agree and enter into the ASUVOP "windows" for the maintenance of devices and warnings about speed limits indicating the location, time interval and performers tied to individual wearable terminals. The number and nomenclature of linear enterprises depends on the type and class of the railway station and, in general, is a variable value. Responsible performers of these linear enterprises are obliged during the shift to maintain the attachment of TPE, locomotive crews and performers to the schedule, timely making changes to it. The schedule with the attachment of TPE and performers no later than 1-2 hours before the start of the execution period is sent to the control center, displayed on the terminal of the station dispatcher's workstation, along with the current state of the station model, as well as data of the expected train march. After the approval of the station dispatcher, the daily schedule is transferred to the central control center and line enterprises for control and operational correction, if necessary.

Based on information about the current parameters of the technological process model, the updated technical standardization for a given station and a forecast (for 1 hour) of the arrival of trains and cars from the ACOUP and the Ural GUID, the control center forms an operational preliminary schedule of the station operation, details it on a simulation model built on the basis of the well-known AS TPA technology, up to the level of at least three options for the sequential execution of targeted order-tasks by TPE and assigned employees of linear enterprises of the railway, according to the criteria set by the station or train (by telephone) dispatcher, or formed by the ISUZhT platform and in graphical form presents to the station dispatcher. The version of the operational schedule agreed by the station dispatcher is adopted by the Central Office for the management and control of the technological process, together with the work orders of the performers who are not directly involved in the management of the TPE. The task order of the TPE and the performers participating in their management is transmitted by the control center synchronously with the course of the technological process from the storage unit of the control center, through the interconnection device, to the SUDTPC.

A task order for a traction rolling unit, contains its inventory number, a route task, including the type of route (train / shunting) and the order of movement (by locomotive / cars forward), the number of cars (if any), length of the rolling unit in meters, gross weight in tons and special signs that impose restrictions on the speed of movement, for example, the brake line is closed / open (the locomotive braking system is combined with the carriage / locomotive brake system is disconnected from the carriage), warnings, as well as the assignment of operations and the terminal number of the external contractor, if necessary. The assignment of operations contains the name of the operation to be performed by the traction mobile unit at the end of the route. For example, for a transit train that goes without stopping - transit, with a stop - a stop, with a stop and replacement of the locomotive, or for a train with processing - securing the train / uncoupling, for a locomotive: stopping, attaching, securing / uncoupling, hitching / uncoupling XXX cars on XXX paths of park XX or their combinations. The number-by-number list of cars from the operational schedule is entered into the dynamic model of the technological process at the end of the operation for the number-by-number accounting of the accumulation of cars.

When performing shunting operations accompanied by the compiler, operations for securing / unbinding, hitching or uncoupling wagons, testing brakes that require the transfer of control of the TPE without a locomotive brigade to a station worker (signalman, compiler, inspector), the individual number of the performer is transmitted as part of the task order. TPE with a locomotive brigade, direct control by an external executor is replaced by the issuance of a command from a portable terminal, displayed on the locomotive indicator and reproduced by the voice informant of the on-board equipment of the locomotive.

A task order for performing operations not related to the movement of TPE, for example, technical and commercial inspections, repair of infrastructure facilities, etc., sets the control center, and includes the name and place of the operation, as well as individual numbers of the wearable terminals of the executors.

The performers involved in the direct management of the TPE without a locomotive crew using a portable terminal combine their traditional duties with the functions of remote control of the locomotive. At the same time, an increase in labor productivity and, at the same time, the safety of cars, cargo and labor protection is ensured, by eliminating cases of non-acceptance or misperception of the command, inconsistency in the actions of the driver and compiler, signalman, inspector.

The wearable terminal is made in the form of a smartphone, fixed, for example, on the performer's hand so that the palms are free and supplemented with an earpiece and a microphone connected to the terminal via a Bluetooth wireless network for transmitting and receiving voice commands. For train builders, for the performance of official duties, the device has a manipulator fixed on the chest, with keys: "forward", "backward", "stop smoothly" and "stop urgently", which have manual signs for controlling the locomotive from the carriage steps without visual control. The performer can use the main screen and the keyboard of the wearable terminal only in a stationary position, located on the field, on the brake platform of the car or locomotive.

All wearable terminals are equipped with navigation receivers to control the location and movements of performers, as well as performer status sensors that respond to falls and critical health of the performer in the TPE control mode - by issuing an emergency stop command by TPE and a message about the provision of assistance in case of no response from the performer.

A task order for controlling TPE on train routes with a stop at a physical or virtual traffic light without assignment is performed automatically by the commands of the SUDTPS. The work order for the performers involved in the management of TPE, as a rule, has two components:

- notification from the control center about the execution of the operation, transmitted in advance necessary for the arrival of the contractor to the place of the operation;

- a command to perform an operation, which comes from the SUDTPS, after the contractor arrives at the place of work and a report on readiness, and provides for the transfer of TPE control to him, with checking his location

SUDTPS is responsible for the result of the operation, traffic safety and labor protection of the contractor. Work order for performers not participating in the TPE management process (for PTO, PKO, AS OPT) are formed by the Central Administration in terms of notifying the performer, information support of the operation and confirmation of execution.

The order-task of receiving a train at the station with a change of locomotive or processing contains the TPE and executor identifiers, route and speed parameters, and purpose: codes of operations for securing the train and uncoupling the locomotive from the train. When executing the task order, the Central Control Department pre-transmits to the signalman's wearable terminal the commands to secure the train and uncouple the locomotive on the XXX track of the XX fleet, and the SUDTPS task order for TPE about the arrival route, the operations performed and the performer in full.

The station devices of the SUDTPS SU calculate the route task of the TPE with the stop of the first axis of the carriages at the TCS fixing device, the coordinates of which are indicated in the real-time technological process model. On-board equipment of the BA TPE, based on the data of the route assignment, calculates the braking curve, the speed mode on the route and implements them in automatic mode. The signalman, having arrived in the area specified by the task order, from the control zone of the TCB sends a request from the portable terminal to transfer control to the specified TPE and activates the TCB control system from the floor console (shunting column). The SUDTPS SU checks the safety conditions: the presence of a request from the signalman with a wearable terminal attached to the TPE by a task order, the location of the signalman in the TCB zone of this reception path, the location of the TPE on the path in the control zone with an admissible speed, activation of the TCB according to the SC data, and BA TPE and permission to control TPE from the attached terminal to the signalman terminal. The signalman, having received permission, switches the wearable terminal to the control mode. The onboard TPE equipment, having received permission and a request from the attached wearable terminal, transmits the TPE movement parameters and permission for speed control to it. The signalman stops the train so that the first axle of the first car stops in the active zone of the TCB and sends a fixing command from the floor console. The SC, at the command of the signalman, checks the position of the wheel and turns on the TCB mechanism, which applies and closes the brake stop. The signalman visually fixes the fastening and receives a signal from the floor console about the closure of the TCB. The same signals are sent to the SUDTPC SU from the SC.

The SUDTPS control system sends a command to the signalman to the attached wearable terminal: to perform an operation to uncouple the locomotive, which is duplicated by a voice message via Bluetooth. The signalman from the portable terminal gives the command to the rear coupler and at the same time turns on the traction to separate the locomotive from the train. The signalman controls the uncoupling of the locomotive from the train and informs the SUDTPS SU about the completion of the operation. Information about the execution of the operation, uncoupling the TPE from the train, is sent via the SCR to the SUDTPS control system, which control the command execution according to the data from the TPE BA, displays its execution on the PE dislocation model and transmit it to the control center. In parallel, the permission of TPE control from the wearable terminal is canceled. The signalist takes the terminal out of control mode. If the report from the contractor and the control data of the SUDTPCS do not match or the report is absent during the control time, the SUDTPS SU sends a notification to the executor about the need to complete the operation and registers the technology violation by the executor.

The organization of shunting work according to task orders is determined by the Central Control Center on the basis of the current instructions. At present, the driver is responsible for traffic safety during maneuvers when the locomotive moves forward and the compiler when the cars move forward, which should be located on the step of the first car. This means that when shunting locomotives are used without drivers, a compiler is assigned to each locomotive, who accompanies him during any operations.

A task order for performing a shunting operation with a compiler includes TPE and contractor identifiers, route and speed parameters and the purpose: to take XX cars from XXX tracks of XX fleet or put XX cars on XXX tracks of XX fleet. For the SU SUDTPS, the CU details the order-task to a sequence of half-flights with assignments to the compiler for each of them, combined with permission to control the TPE from the compiler's portable terminal. The route to the track with wagons or to the track of the formation of the train generally consists of several half-flights, which do not involve operations with wagons. The compiler initially receives a command to perform a shunting operation from the control center, approaches the controlled train or TPE and switches the wearable terminal to the control mode. The SUDTPC control system checks the safety conditions: the presence of a task order for a shunting route with an attached terminal, applications from the terminal for control, the location of the terminal carrier relative to the shunting train, its compliance with the conditions for safe control of TPE, and allows control, informing the TPE BA and the originator's terminal through SCR. The compiler receives the command: TPE No. XXXX is ready to move and the route of the half-flight. The compiler takes a working position on the front wagon of the shunting train and by pressing the manipulator button allows movement.

The speed control of the train on the route is carried out by the commands of the TPE BA with the control of the position and condition of the originator. It is possible to extend or shorten the route when changing the order-task without stopping the train. The compiler is informed of all route changes, travel speeds, traction and braking positions by voice commands via Bluetooth. During the stop, the compiler can get off the train, use the terminal to determine its position in isolated sections of the station and carry out the operation of pulling the locomotive to the border of the section. After receiving a new task, the compiler takes a working position on the front step of the train and, by pressing the button of the manipulator, allows movement. When performing a semi-flight on the formation track or hitching to the SUDTPC SU train, the braking curve is calculated taking into account the stop at the standing cars according to the track filling data. The compiler can give the command to stop the shunting train or reduce the speed at the end of the route by pressing the button of the manipulator, get off it and sequentially, using the terminal, perform the operations of hitching / securing / uncoupling the cars. Then report the results of the SCR operation to the SUDTPC and wait for the next task-order. In the absence of hostile routes, the SUDCPS control system can initiate the task of the next route without waiting for a message from the originator, but the originator gives the command to start the movement.

The SUDTPS SU controls the execution of the task order for changing the coordinates and speed of the TPE, coordinates and commands of the originator, reflects the progress of the technical process in the model of the technological process, the location of the PE and transfers them to the control center. If the contractor's report does not coincide with the control data of the SUMSCS, the contractor is notified of the need to complete the operation and a similar message is generated about the technology violation. The CU is responsible for the execution of shunting operations, monitors the execution of the task order according to the data of the dynamic model of the technological process and messages of the SUDTPS SU about violations and, based on the results of the control, makes a decision on the correction of the operational plan.

To optimize the control functions of the TPE from the wearable terminal when performing the operations of attaching / uncoupling, securing / unpinning, short commands of the performer are used, which he transmits from the wearable terminal to the on-board control equipment of the TPE. Each short command characterizes a certain sequence of actions.

For example, on the shoe forward / backward, from the shoe forward / backward, hitching to the train / uncoupling from the train forward / backward. Such commands provide for moving at low speed over a short distance with coordinated operation of the TPE traction and braking devices, switching the searchlights, giving sound signals, controlling the TPE automatic couplings taking into account the readings of the proximity and current sensors. Commands to start and stop, approach the work sites, are also accompanied by sound signals provided for by the current instructions on the railways, and the coordinated control of the traction and braking devices of the locomotive. In the general case, the stop command is carried out by a smooth decrease in speed, except in cases of emergency braking, which occur, for example, in the case of a violation of the speed mode when a sudden change in the route of movement or a signal of a fall, or deterioration of the performer's health in the control mode, when the stop is provided with maximum intensity ... In the process of movement, the compiler observes the freedom and serviceability of the path along the movement and, if necessary, can stop the TPE using the emergency or smooth braking buttons of the manipulator.

The compiler's accompaniment of the shunting train when moving wagons is conditioned only by the existing requirements and current instructions on the railways.

When shunting locomotives move without locomotive crews, the function of monitoring the route clearance from foreign objects and people is carried out by an external video surveillance system. The compiler located in the area of operations with wagons, in agreement with the SUDTPS SU, switches the TPE control to his terminal, performs the operations of hitching / uncoupling the wagons, securing and unlocking the train standing in the way and informs the SUDTPS about the completion of the operation, allowing movement. The SUDTPPS SU, with a check of execution, switches the TPE control to itself and transfers the next task to the TPE BA, which is performed without the compiler's support.

In the case of transfer of wagons of a shunting train to another fleet, the operations of hitching / uncoupling and securing the train can be performed by another compiler working in this fleet in accordance with his identifier specified in the task order. When performing each half-flight, the SUDTPS SU updates the information on the filling of the track, after the shunting train leaves, and checks the correspondence of the operation performed to the task order. The results of the operation are reflected in the UE dislocation model and then transferred to the control center.

The proposed technology significantly speeds up the process, for example, by eliminating the transitions of the compiler to the other end of the train when changing the direction of movement, increases the safety of the compilers, excluding movement with the train on the carriage step, and increases their productivity by servicing each neck of the formation fleet by one compiler. The proposed method makes it possible to use the number of one compiler in the task order for hitching to wagons in one fleet, and when uncoupling in another fleet, another.

In the process of performing any operation to move the PU SU SUDTPS measures its length, as the path traveled from the moment of occupying an isolated section until the release of the previous section on the route of movement. Repeated measurement of this parameter during one or several half-flights, without changing the length of the train, makes it possible to obtain a reliable estimate of the length of the unit. The coincidence of the measured length of the PU with that given in the task order, taking into account the length of the locomotive, determined by its type, allows you to control the correctness of the task order. In the event of a discrepancy, the compiler is notified of the SUDTPS SU via the SCR channels about the need to reconcile the train according to the list of wagon numbers transmitted earlier by the control center to the portable terminal. Based on the results of the reconciliation, the SUDTPS SU, if necessary, registers the violation of the formation plan and technology by the contractor in the model of the dislocation of cars and sends a message to the control center, which corrects the operational plan of the station and the sequence of work orders attached to it.

Accompaniment by the compiler of the shunting train along the entire route is preserved only in the non-centralized zone, where there is no information for calculating the speed mode of movement and monitoring its implementation. The exception is the tracks of the marshalling yard and non-centralized tracks, for example, access tracks without non-centralized turnouts, adjacent to the centralized zone and bounded by a protective section, the filling of which and the position of the TPE are controlled by the track filling control system from the KSAU SP, readings of on-board track and speed sensors and the navigation system ...

The boundaries of each UE stopped on the centralized tracks of the station are recorded by the SUDTPS control system after the completion of the half-flight as two coordinates tied to the left isolated junction of the occupied section. One corresponds to the navigation coordinate of the locomotive, adjusted for the placement of the navigation antenna, and the second is spaced from the first by the length of the train, taking into account the order of movement (locomotive / cars forward) and the direction of movement, as well as the placement of the antenna on the locomotive. After the locomotive leaves the reserve or with the cars, the coordinate on the locomotive side is corrected, fixing the current track filling. When the track length is known from the model data, the SUDTPS SU calculates the free length in front of and behind the standing cars. Track filling data is used to calculate the length of a route on a busy track, ensuring safety during such a route, and is adjusted during the formation of a train along this route.

The transfer of information about the filling of the tracks from the SUMSCS to the control center, allows accumulating in cars, weight and real length, minimizing cases of cars going beyond the useful track length, which, in turn, leads to optimization of the control procedure.

With a known length of isolated sections, information about which is contained in the model, and a known length of the PE wheelbase (determined by the inventory numbers of the wagons included in the shunting train), its speed and direction of movement, the SUDTPS control system predicts the moments of occupation and release of isolated sections of the route. The deviations of these events, coming from the SC, from the calculated values, confirmed by several measurements in a row, are the basis for the formation of applications to the technical diagnostics system (STDM) to check the operability of the track circuits in these sections. In addition, the information on the travel time of a section of a known length is used by the SUMSCS to estimate the value of the average TPE speed and compare it with the permissible value in this section. In case of a threat to traffic safety, the SUDTPS SU can change the TPE task and reduce its speed mode, up to a forced stop. Based on information about the moments of occupation and release of isolated sections of known length, received from the SUDTPS control system via SCR channels, the TPE BA checks and, if necessary, automatically adjusts the on-board speed sensors.

The SUDTPS control system registers the movement of the PE of a known weight along the turnout and non-turnout sections, provides an individual account of the load of each section, broadcasting this information to the control center for planning reasonable terms and volumes of overhaul of the track.

Humping technological operations for controlling the thrust and breaking up of trains are performed by a locomotive without a locomotive crew and include driving a locomotive under the train, pulling up / associated thrust / main thrust and breaking up the train. In the event of a non-disconnection or an abnormal situation on the lowering part of the hill, unscheduled stoppages of dissolution or upsetting to the depth necessary for uncoupling the cars are possible. The dissolution program is calculated by the Central Administration and entered into the KSAU JV after clarification based on the results of technical and commercial inspection of the train. The parameters of the route of the thrusting of the hump locomotive are registered and calculated by the SUDTPS control system, and then entered into the KSAU SP in accordance with the task order for the thrusting of the train to calculate the variable breaking speed. Additional control over the locomotive during the execution of hump operations on breaking up, upsetting or removing cars that are not allowed for breaking up is carried out by a compiler attached to the mountain locomotive by a task order, who uncouples the cars at the top of the slide. Its functions include operations: stopping the dissolution, for example, in case of non-release, backward movement to settle the train after stopping the dissolution, stop the rolling of the train and permit movement to continue the dissolution. When removing the cars from the hill, the compiler can, by driving the locomotive from the portable terminal, lower the uncoupled train to the upper braking position and give the command to the KSAU SP to brake it in the car retarders of the required braking position, and then perform the operation of uncoupling the car and drawing the train along the thrust path to continue dissolution. The rolling of the cut left in the car retarder is carried out by the KSAU SP in a regular manner or is performed by another locomotive under the control of the compiler in accordance with a separate task order. The notification of the overthrust of the train is sent to the attached portable terminal of the originator from the control center.

The conditions for switching the compiler's portable terminal to the control mode are created when the head car of the oncoming train leaves the virtual repeater of the hump traffic light, with the check of the compiler's exit to the uncoupling zone of the cars and the request for transfer of control, which are checked by the SUDTS. Otherwise, the dismantling of the train stops at a hill traffic light. The dissolution program is transmitted to the portable terminal from the central control center via the SCR channels, and the length of the cuts, synchronously with the dissolution progress and the results of the decoupling, is displayed on the indicators of the number of cars in three adjacent cuts installed in the hump zone and controlled by the KSAU SP. The speed of the hump locomotive is calculated by the KSAU SP according to the conditions for splitting and braking the cuts, based on the analysis of the breakup program, filling the tracks of the sorting yard and the parameters and special features of adjacent cuts indicated in the sorting list. The calculation depth is determined by the total cut length sufficient to reduce the current train speed to the minimum design value. In addition, when calculating the speed, the individual features of the plan and profile of the hump and thrust paths, the safety conditions of the work of the compiler and the ability of the locomotive to implement speed drops are taken into account.

The values of the set dissolution speed are transmitted from the KSAU SP to the SUDTPS control system and then to the BA of the locomotive via the SCR channels synchronously with the dissolution progress. When breaking up or after settling, the speed mode of the KSAU SP is recalculated. At the end of the dissolution, the command to stop the hump locomotive is received from the compiler's portable terminal or from the SUDTPS SU on a command from the KSAU SP about the end of the dissolution.

The arrival of a hill locomotive under the train consists of two or more half-flights: from the top of the hill behind the dividing arrow, and then onto the track occupied by the train prepared for disbandment, with a change in the direction of movement. The Central Control Center notifies the signalman about the operation to remove the fastening on the track XXX of the XXX fleet with a proactive approach to the hitching locomotive. The attached wearable terminal is switched by the signalman to the TPE control mode after checking the SUDTPS control system of the following safety requirements: the attached wearable terminal and the locomotive number correspond to the task order, the signalman is in the zone of the device for securing the specified track of the TCB, the locomotive performs the route of arrival on the track occupied by this train, there is a request to put the wearable terminal into control mode.

The SUUDTPS control system calculates the braking curve of a locomotive with a stop in front of the last car of the train being disbanded, the coordinate of which is determined as the distance from the trainer by the length of the train and according to the data on the filling of the track on which the train is located. The signalman from the control panel of the TCB shunting column gives the SC command to activate the TCB, while the MPC checks the TCB closure and the presence of a car wheel in the working area of the device. According to the readings of the wearable terminal, received from the speed and approach sensors of the locomotive, the signalman controls the speed and distance to the car, if necessary, stops the locomotive in front of the car and gives the command forward (backward) to attach to the train. Having fixed the hitch, the signalman gives the command back (forward) from the shoe and checks the reliability of the hitch by the movement of the train. The operation is repeated if necessary. After the clearing of the working area of the TCB with the carriage wheel, the signalman from the floor console of the TCB gives the command to remove the stop. The SC with the check of the wheel leaving the fixing zone removes the blocking and transfers the TCB to the neutral position. The signalman, having made sure that the TCB is transferred to a neutral position, informs the SUDTPC SU about the completion of the operation, which check the reliability of the event according to the messages of the SC and the TPE BA, reflect it in the deployment model and transmit it to the CU. At the same time, the SUDTPS SU cancel the TPE control mode from the attached portable terminal.

In some cases, when it is necessary to hitch and uncouple a single locomotive from a train, and the train is secured using devices such as car retarders or floor-mounted devices of a point type, the operation can be performed without the participation of a signalman or compiler. In this case, the hitching is carried out according to the readings of the locomotive proximity sensor installed on its front bumper bar in the direction of travel. The signal of the proximity sensor, installed on the locomotive from the side of the car, about the connection with the train serves as a command to stop the TPE. Checking the reliability of the hitch is performed when driving in the opposite direction and is considered successful if the same proximity sensor does not register an increase in the distance from the locomotive to the nearest car of the train.

The uncoupling of the locomotive is carried out by a short movement in the direction of the train with the simultaneous supply of the uncoupling command to the automatic coupler control devices in the direction of travel. To check the uncoupling, the locomotive moves briefly in the opposite direction. If the operation is successful, the locomotive proximity sensor from the side of the train should show the distance from the car.

The operation of unloading wagons in the sorting fleet while securing the accumulated train with the help of hand brake shoes is carried out by the TPE without a locomotive crew by a signalman using a portable terminal according to the technology described above. If at the exit of the tracks of the marshalling yard there is a securing device of the type of a braked carriage retarder, fenced off by track sensors or a remote control unit, then the upsetting procedure is performed without a signalman and provides for:

- assignment of a route to a track occupied by upset cars. In this case, the length of the route is calculated according to the data of the track filling control system of the marshalling yard (KZP);

- hitching the locomotive to the train according to the readings of the locomotive proximity sensor located on the front bumper bar in the direction of travel;

- settling the train along the track of the sorting yard until the KSAU SP fixes the movement of the wagon wheels according to the sensors (axle counters) that enclose the securing device on this track;

- stopping the locomotive at the command of the KSAU SP, broadcast to the BA TPE through the SUDTPS SU via the radio channel;

- command to uncouple the automatic coupler control devices TPE in the direction of travel, stop and move backward with uncoupling checking by the locomotive proximity sensor;

- message to the SUMSTPS on the completion of the operation.

The operation of rearranging the formed train from the marshalling yard to the departure yard provides for a procedure with the participation of the KSAU SP, SUDTPS and MPC systems in terms of forming and closing the route for changing the train. If the station provides for the rearrangement of the train with a closed brake line, then the procedure is supplemented by standard operations for the technical inspection of cars, connecting the brake hoses and testing the brakes. These operations are performed according to separate work orders of the PTO, AS OPT and the inspectors and carriages attached to them, equipped with portable terminals.

An emergency stop of the TPE on a command from the attached terminal, which is in control mode, about a fall or a critical deterioration in the health of the executor is registered by the SUDTPCS and is reported to the station dispatcher. The ability to move is restored if, during the control period, a request is received from the performer to continue the operation, and the readings of navigation sensors and health sensors from the terminal he wears confirm the performer's ability to continue work. If absent, the SUDTRPS control system generates a message to the control center about the replacement of the contractor. The interrupted task order is canceled, and the scene of the incident is fenced off. The operational plan of the station and the corresponding sequence of work orders are being adjusted.

The control of the technological process at the station is carried out by the station dispatcher, whose workstation screens display a dynamic model of the technological process, operational and daily schedules of the station's work, the expected approach of trains.

In the event of emergency situations at the station or failures of technical means of centralization, the dispatcher has the opportunity to stop the dissolution with the help of the SC command to overlap the hump traffic light or cancel the ban on continuing the dissolution, take the train at the invitation signal of the entrance traffic light after the reports of the employees of the involved linear enterprises about the installation of arrows along the route. The station dispatcher coordinates the actions of the performers through digital radio communication channels through portable terminals.

The proposed method implements an integrated process control system of a railway station.

FIG. 1 shows a block diagram of an integrated technological process control system of a railway station; FIG. 2 is a block diagram of the control and monitoring center of the technological process of the station; FIG. 3 is a block diagram of the executive level of an integrated process control system of a railway station.

The integrated control system for the technological process of the railway station includes a center 1 for control and monitoring of the technological process of the station (CU 1).

The inputs / outputs of CU 1 are connected respectively to the outputs / inputs of the hardware and software complexes of the external network systems ASOUP 2 and GID-Ural 3, as well as to the server 4.

At the same time, server 4 is connected by a data transmission network 5 with hardware and software devices of automated workstations of 6-25 dispatchers of the distance of power supply (AWP 6 ECH), station technological center (AWP 7 STC), station management (AWP 8 DS, DSZ), commodity cashier (AWP 9 TVK), receiver (AWP 10 PRS), container site (ACS 11 KP), locomotive crew contractor (AWP 12 TChB), duty operating locomotive depot (AWP 13 TChD), train driver (AWP 14 TChMI), decoder (AWP 15 R), the dispatcher of the section for the repair of safety devices (AWP 16 TRPU), the dispatcher of the service locomotive depot (AWP 17 SLD), the repairman of the car maintenance depot (AWP 18 MPRV), the dispatcher of the washing and steaming station of cars (AWP 19 PPV ), the dispatcher of the signaling, centralization and blocking distance (AWP 20 ShCHD), the dispatcher of the reliability group (AWP 21 ASU Sh), the dispatcher of the track distance (AWP 22 PCHD), the dispatcher of the regional communication center (AWP 23 RCS), electrome communication service (AWP 24 ESMA), dispatcher of the FGP VOZhDT detachment (AWP 25 FGP VOZhDT) security, as well as video surveillance systems 26, point 27 of commercial inspection (PKO 27), point 28 of technical inspection of cars (PTO 28), warning systems 29, systems 30 issuing warnings (ASUVOP 30), main or backup systems 31 digital radio communication (SCR 31), system 32 testing brakes (AC 32 OPT), points 33 (PPS 33), located at the approaches to the station, and device 34 interconnection (UMV 34).

UMV 34 separates the information resources of the control and executive levels of the integrated process control system of the railway station.

The functions of the executive level are performed by centralization systems 35, including a microprocessor-based centralization system 36 (MPTs 36) and an integrated system 37 for automating the sorting process control (KSAU SP 37), as well as a traction rolling stock movement control system 38 (SCC TPS 38).

UMV 34 is connected by inputs / outputs with corresponding inputs / outputs of TsU1, hardware and software complex KSAU SP 37 and station device 39 (SU 39) COURT 38 TPS.

Other corresponding inputs / outputs of SU 39 are connected to the inputs / outputs of SCR 31 and SC35, the input is connected to the output of the hardware and software device ASUVOP 30, and the output is connected to the input of the hardware and software device of the notification system 29

The input of the STDM 40 hardware and software device is connected to the STs35 output, and the output is connected to the input of the hardware and software device of the ACS SH 41 network diagnostic system.

SCR 31 provides interaction via the radio channel SU 39 COURT 38 TPS with onboard equipment 42 (BA 42) TPE, as well as with portable terminals 43, respectively, of the station dispatcher, executors of linear enterprises working on the tracks, and security workers.

In this case, the outputs of TsU 1 are connected to the corresponding inputs of KSAU SP 37 and MPTs 36. The corresponding inputs / outputs of MPTs 36 are connected to the hardware and software complex of the dispatch centralization system 44 (DC 44), the output of which is through the node 45 of the gateway connected to the corresponding input of the hardware- software complex GID-URAL 3, the other input / output of which is connected to another output / input of the hardware-software complex ASO UP 2.

Devices 46 control the descent and drawing of rolling stock parts (UKSPS 46) outputs are connected to the corresponding inputs SC35.

TsU1 contains a block 47 for forming and controlling the execution of shunting operations, connected by the first input / output with the first input / output of the block 48 for forming and controlling the execution of train operations, the second input / output with the first input / output of the block 49 for forming and controlling the execution of cargo and commercial work connected by the second input / output with the first input / output of the block 50 for forming and controlling the execution of operations for the preparation of cars, the third input / output - with the second input / output of block 48 and the first input / output of the block 51 for forming the daily and operational schedule of the station , the other inputs / outputs of which are connected to the first inputs / outputs, respectively, of the terminal 52 of the station dispatcher and the block 53 for modeling and generating task orders for executing the operational schedule of the station.

The fourth input / output block 47 is connected to the first input / output of the block 54 for forming the model of the station's work schedule, the fifth input / output - with the first input / output of the block 55 for organizing the work of locomotives and locomotive crews, the sixth input / output - with the third input / output block 48 and the first input / output of the storage 56 task orders of the operational schedule of the station, connected by the second input / output with the first input / output of the gateway 57, the second input / output of which is connected to the second output / input of block 54.

The seventh input / output of block 47 is connected to the third input / output of the gateway 57 and the fourth input / output of block 48, the other inputs / outputs of which are connected respectively to the third input / output of block 54, the second input / output of block 55, to the corresponding inputs / outputs in hardware - software complexes ASOUP 2, GID-Ural 3 and server 4, and the input is connected to the output of block 58 for calculating the station performance and technical standardization, the input of which is connected to the output of block 54.

The eighth input / output of block 47 is connected to the server 4, to which the third inputs / outputs of blocks 49 and 55, the second input / output of block 50 and the first input / output of block 58 are also connected.

Another output of block 54 is connected to the inputs of terminal 52 and block 53, the second input / output of which is connected to the third input / output of block 56, and the third input / output to the second input / output of terminal 52, outputs connected to the corresponding inputs of SC 35. Input / gateway 57 output is connected to UMV 34.

The centralization system SC 35 includes a central processor 59 MPTs36 with virtual traffic lights, the inputs of which are connected, respectively, to the outputs of the UKSPS 46, receivers 60 of the rail circuits of electrical interlocking and the first output of the drive 61 of route assignments, and the inputs / outputs are connected to the inputs / outputs of the control units 62 by invitation and input traffic lights, blocks 63 for monitoring and controlling switch drives, stationary brake devices 64 for securing trains, automatic crossing signaling systems 65 APS and interface unit 66.

The output of block 66 is connected to the corresponding input of the STDM 40 hardware and software device, and the second, third, fourth and fifth inputs / outputs, respectively, to the inputs / outputs of the DC 44 hardware and software device, the drive 61 route tasks, the hardware and software device of the workstation 67 electromechanics of signaling, centralization and blocking distance (AWP 67 SHNS) and the first input / output of the central processor 68 KSAU SP37.

The inputs / outputs of the processor 68 are connected, respectively, to the outputs / inputs of the unit 69 for monitoring the filling of the tracks of the marshalling yard, units 70 for monitoring and controlling hump switch drives, unit 71 for monitoring and controlling car retarders, hardware and software of the compressor station control system 72, control unit 73 and closure of shunting routes, block 74 for controlling hump traffic lights and indicators for the number of cars, blocks 75 for controlling remote-controlled beam barriers and the corresponding input / output UMV 34.

The inputs of the processor 68 are connected, respectively, to the outputs of the receivers 76 of the axes counters, the receivers 77 of the track circuits and to the second output of the drive 61 of route assignments.

The second inputs of blocks 62 and 74 are connected to the corresponding outputs of the terminal 52 of the station manager.

The station device 39 of the COURT 38 TPS contains a processor 78, the inputs / outputs of which are connected, respectively, to the sixth input / output of the SC 35 interface unit 66 and the first inputs / outputs of the drive 79 task orders of traction mobile units, the unit 80 of the formation of the PE dislocation model and the identification unit 81 traction movable units.

The outputs of the processor 78 are connected to the inputs of the block 82 for setting routes and speeds and block 83 for controlling the movement of the TPE. Other inputs of block 83 are connected to the first output of block 84 of reference information, to the main and backup sets of SCR 31, and the outputs are connected to the first inputs of block 81, block 85 for perception and generation of a speech control command and block 80, the input of which is connected to the second the output of block 84, and the outputs - to the UMV 34 and the hardware and software device of the notification system 29.

The first output of block 81 through block 82 is connected to SCR 31, and the second to the second input of block 85, the output of which is connected to the second input of block 82, connected to the output of differential satellite navigation station 86 installed at the station.

In this case, the drive 79 input / output is connected to the corresponding output / input of the UMV 34.

The on-board equipment BA 42 of each TPE contains an on-board controller 87, respectively, for a train, shunting locomotive or other traction mobile unit, a receiver 88 for automatic locomotive signaling codes and SAUT signal loops, a receiver 89 for navigation signals, a transceiver 90, an indication and control unit 91, a registration unit 92 and authentication, a system 93 for automatic traction control and braking devices of the SAR locomotive, each of which is connected to the TPE local data transmission network.

Other inputs / outputs of the controller 87 are connected to the second input / output of the block 93, to the first input / output of the control unit 94, to the input / output of the switch 95 of the locomotive control modes with / without the driver, and the output is connected to the input of the block 96 of the driver's voice informant, whose output is connected to the input of block 92.

The output of the block 93 is connected to the locomotive control devices, and the input is connected to the outputs of the current sensors 97 in the locomotive power plant, the speed and direction sensors 98, the pressure sensors 99 in the braking devices, the locomotive proximity sensors 100.

The outputs of the sensors 97-100 are also connected to the first input of unit 94, the second input / output of which is connected to the input / output of the emergency braking unit 101 of the EPC, and the input to the output of the switch 95, connected by inputs to the outputs of the telemechanical system 102 for monitoring the driver's wakefulness and the device 103 vigilance of the driver.

The third input / output of the unit 93 is connected to the inputs / outputs of the control units 104-106, respectively, with sound signals and spotlights, front and rear automatic couplers.

An integrated control system for the technological process of a railway station, which implements the proposed method, operates as follows.

The information platform of the integrated system and the synchronization of the work of its local control systems are based on three dynamic models that consistently complement each other.

The field model is generated automatically in the memory of processor 59 MPTs 36 and processor 68 KSAU SP 37 by interrogating the floor devices included in these systems, controlled by blocks, respectively 60, 62, 63, 64, 65, 69, 70, 71, 74, 75, 76, 77 , states of virtual traffic lights and block 73 for monitoring and closing isolated sections in the route, and then combined into a single field model by block 78 by updating the elements of the digital model of the technological process (DMP).

The model of the location and parameters of the movement of mobile units (PU) is automatically generated by the block 80 SU 39 SUD38TPS by supplementing the field model with the parameters of the movement, control and functioning of the BA 42, registered on the tracks of the TPE station, and wearable terminals 43, arriving through the SCR 31 channels through the block 83 ...

The dynamic model of the technological process is generated automatically in block 54 of TsU1 by supplementing the dislocation model formed by block 80 with the results of technical and commercial inspections of PPSS 33 and PKO 27 and PTO 28 cars, testing of the AS OPT32 brakes, data on cargo operations, work on the preparation of cars, locomotives and locomotive crews, as well as the results of the operation and maintenance of infrastructure devices from linear enterprises in terms of reference.

Thus, the functions of planning, control and execution are performed on the basis of a single dynamic model of the technological process generated automatically. These models of block 54 are used to form the schedules of the station operation and control their implementation, as well as to calculate the station performance indicators, which are transmitted to the terminal 52 for informing the station dispatcher and to the server 4 for transmission to the involved line enterprises.

Block 58, according to block 54, on the basis of representative samples, automatically calculates technical standards for performing technological operations at the station and transmits the results to server 4 for use in preparing daily and operational schedules of the station's work. The samples are grouped according to a number of agreed characteristics, including climatic, seasonal, temporary (day / night) conditions, the volume and nature of the presented car traffic, and other essential qualification characteristics determined individually for each control object. In addition, block 58 generates protocols for the operation of technical means and performers in terms of reference of linear enterprises and analytical information on the operation of the station for network-level systems. Protocols are transmitted to server 4, and analytical reports are additionally transferred to block 48 for broadcasting to systems of the external network level.

Preparation of the daily work schedule of the station is carried out as follows.

The initial sources of information for drawing up a daily schedule are the plan for the formation of freight trains and the timetable for the movement of passenger and suburban trains requested for the next day by block 48 TSU1 from the system of the network level ASOUP 2. Block 48 forms a sequence of operations with trains, as well as other TPE, in part their reception, inspection, readiness and dispatch, and also carries out their storage and documenting these operations in electronic form.

Block 48 generates requests for service of train locomotives for block 55 and carries out the binding of locomotives and locomotive crews to the departure of trains based on the train traffic presented to the station.

Block 48 transmits information about the car flow with processing at the station, about the expected arrival of cars for loading and unloading to block 47, which forms a sequence of operations for disbanding / forming trains, loading / unloading cars together with block 49 and shunting movements of groups of cars within the station and on adjoining tracks, and also carries out documentary registration of these operations in electronic form, forms for block 55 applications for servicing shunting locomotives. In turn, block 47 transmits to block 48 information about the trains formed and prepared for dispatch and determines, based on the results of information exchange with blocks 49 and 50, the expected volume of cargo operations presented for dispatch of loaded and empty wagons, as well as sent for repair, repaired and wagons prepared for loading. Block 49 notifies clients about the expected arrival of wagons and goods via server 4.

The sequence of technological operations at a station is calculated on the basis of technical standardization indicators, individual for a given station. The normalization results are regularly updated by block 58, transmitted to the server 4 and requested by blocks 47-50 according to the combination of qualification signs, if necessary.

The elements of the daily work schedule, formed by blocks 47 and 48, are laid out on the server 4 and via the data transmission network 5 are requested from the hardware and software devices of AWP 6-23 line enterprises, which supplement it with individual numbers of performers, TPE and locomotive crews, if necessary and agree on it as a whole or with changes.

The agreed elements of the daily schedule clarify the capabilities of the enterprises involved in terms of providing the technological process with wagons, locomotives, locomotive crews, the volumes of loading and unloading of wagons and other products. Infrastructure line enterprises ECH, ShCh, FCh and RTSS supplement the daily schedule with work on maintenance of floor devices with previously agreed provision of windows, introduction of speed limits or warning signals and indication of terminal numbers for 43 workers, as well as traffic routes and numbers of JSSS and other specialized equipment.

The elements of the daily schedule agreed by the linear enterprises are laid out on the server 4 and requested by blocks 47 and 48, which link them into technological sequences of operations and are transferred to block 51, which forms the consolidated schedule of the station's daily operation. The block 51 transmits the daily schedule to the terminal 52 of the station dispatcher's AWP and is reproduced on its monitors. The other monitors of the terminal 52 graphically reproduce the data of the expected input flow of trains coming from the network systems ASOUP 2 and GID-Ural 3 through blocks 48 and 51, as well as the current state of the dynamic model of the technological process transmitted by block 54.

The station dispatcher, in accordance with the instructions of the train or nodal dispatcher, which are transmitted by telephone, coordinates the daily schedule and, if necessary, adjusts the planning conditions, which serve as the basis for re-forming individual sequences of operations by blocks 47, 48 and 51. The daily schedule agreed by the station dispatcher is the schedule is transmitted through block 56 to blocks 47 and 48 and further to server 4, and from it through the data transmission network 5 to linear enterprises for management and control of execution.

Line enterprises maintain the relevance of the daily schedule by informing blocks 47 and 48 of TsU1 about changes in the individual numbers of performers, TPE, locomotive crews tied to the schedule, the readiness of cars, TPE and locomotive crews.

The operational schedule is formed on the basis of the daily schedule, taking into account the real approach of trains according to ASOUP 2 and GID-Ural 3 data, the last adjustments of the linear enterprises, the technical process performed at the time of formation for the selected period, for example, 1 hour. In the general case, the period for the formation of the operational schedule is set individually for the object, its value is inversely proportional to the intensity of the control object. The sequences of technological operations of the operational schedule are formed by blocks 47 and 48, taking into account the accumulated changes in the executed technological process relative to the daily schedule, are combined by block 51 and transmitted to block 53.

Block 53 is built on the basis of the well-known AS TPA technology, taking into account the specific features of the control object and the use of individual indicators of technical regulation coming from blocks 47 and 48 through block 51. Block 53 implements a simulation model of the technological process based on a real dynamic model of the technological process transmitted from block 54, predicted by block 53 at the time of the start of formation. If necessary, the station dispatcher from terminal 52 enters into block 53 an additional criterion for modeling, for example, the priority processing of gondola cars. According to the results of simulation, block 53 converts the operational schedule into a variant sequence of work orders. For each UE, from the beginning of its origin at the station until it leaves or merges with other UEs, block 53 forms, within the planning period, end-to-end sequences of work orders that correspond to the threads of the operational schedule. Sequences of independent UUs can be executed in parallel, if the routes of their movement are not hostile to each other or are coordinated by the technological process.

The order-tasks, providing for the participation of performers with wearable terminals 43, are attached to the order-tasks of the PU ahead of time necessary to arrive at the place of the operation.

The graph threads corresponding to train locomotives originate in the sections approaching the station, and end in the sections of removal. For shunting locomotives, continuous schedule lines are formed from working and empty half-flights or idle times, for example, under the train waiting for a thrust. The thread of the PE schedule, representing the unification of a locomotive with wagons, can at a certain stage split into a locomotive or a locomotive with a part of wagons and the remaining wagons, for example, for technical and commercial inspection, or merge with the schedule of wagons already on the track. The order-tasks performed with the participation of performers include commands synchronized with the course of the technological process, transmitted to them on portable terminals 43 via the SCR31 channels.

Block 53 transmits at least three variants of work order sequences to terminal 52 for approval by the station dispatcher.

The selected version of the operational schedule at the command of the dispatcher, block 53 transfers to the drive 56. The drive 56 carries out the synchronous output of work orders related to the TPE and the wearable terminals 43 of the executors attached to them through the gateway 57 and UMV 34 to the drive 79 SU39 SUD38 TPN, and to the processor 68 of the KSAU SP 37 order - tasks with programs for the dissolution of trains, corrected according to the results of commercial and technical inspections by blocks 27 and 28. In blocks 47 and 48, according to the intended purpose, for control and execution of the operational schedule, the drive 56 transfers all work orders.

The parallel sequence of the operational schedule threads ensures the simultaneous execution of TPE movements at the station along non-hostile routes while ensuring safety requirements and increasing the efficiency of the technological process, excluding the influence of the "human factor".

In this case, the order-tasks from the storage 56 are entered into the storage 79 with some advance in order to create a temporary reserve for making a decision on their feasibility and the possibility of changing in the event of emergency situations. The decision on the feasibility of work orders is made by the processor 78 based on the analysis of the state of the model 80 of the UE dislocation at the station. From the agreed work orders, the processor 78 selects the starting and ending points of the routes of the half-flights and through the interface unit 66 transfers them to the storage unit 61 SC35 with the sign of the control zone of the processor 59 or processor 68.

The STs35 accumulator 61 and the accumulator 79 create, with the participation of the processor 78, stack sequences of movement routes according to the number of TPEs simultaneously operating at the station with priority signs when crossing the routes of various TPEs. This approach makes it possible to reduce the interoperation intervals between work orders belonging to the same line of the schedule due to the timely or preliminary assignment of routes, including by extending them without stopping the movement after the release of the previous PU. Another advantage is the containment of the effects of disruptions and the ease of adjusting the operational schedule.

The next route assignment is entered individually for each line of the UE movement schedule after completion or during the execution of the next route assignment, depending on the train situation, at the command of processor 78. Central processors 59 and 68 through block 66 cyclically transmit information about the state of the system devices to processor 78 centralization in the scope of the field model. Diagnostic information about the functioning of the hardware and software complexes of both systems is entered through node 66 into STDM 40 and hardware and software devices AWP 67 SHNS.

When the station is transferred to dispatch control, route assignments enter the drive 61 and the processor 59 from DC44 through node 66, and in the opposite direction - the state of the microprocessor interlocking devices MPTs 36.

After the transfer of the route task to the processor 59 or 68 in the drive 61 route tasks, it is erased, and the queue of route tasks of this thread of the schedule advances.

Processor 59 to define each route sequentially performs the following operations:

- forms a logical sequence of isolated sections, corresponding to the track development of the station, between the elements of the beginning and end of the route, and the beginning of the route can be a physical or virtual traffic light, and the end of the traffic light, an occupied section or a route outside the station;

- checks the vacancy of the route sections according to the data received from the receivers of 60 track circuits, their non-closure in other routes and not hostility to other routes according to the data received from the block 62 and the processor 59 itself;

- establishes turnouts along the route of movement by giving commands to blocks 63 and closes the turnouts and sections in the route, excluding their transfer until the route is completed and the turnout section is released or the route is canceled;

- switches the input traffic light of the train route by acting on the corresponding receiver 62, if necessary, and other associated train traffic lights to enable indication;

- switches the passing traffic lights of the shunting route to permissive indications;

- controls the crossing signaling system 65, taking into account the commands from the SU 39 SUD38TPS through the interface unit 66 and the processor 59;

- transmits a message in the next cycle of information exchange with the control system 39 of the SUD38TPS to the processor 78 through the node 66 about the state of the field model elements;

- analyzes the state of the sections on the route and proceeds to the implementation of the next route of this line of the schedule, if it is available in the drive 61.

In the process of implementing the route, processor 59 sequentially performs the following operations:

- controls the release of sections of the route according to the data of receivers 60;

- switches train traffic lights to a prohibitive indication, after occupying the next section after it, shunting - after clearing the section in front of the traffic light or the section behind the traffic light, if the section in front of the traffic light is occupied;

- removes the closure of route sections after their release.

Changes in the state of sections, traffic lights and turnouts are registered and displayed in the hardware and software device AWP 67 SHNS, as well as diagnostic information on the functioning of the hardware and software SC 35. In addition, in the diagnostic mode in the area of the agreed "window", a dialog search mode is provided and elimination of malfunctions using AWP 67 SHNS.

For the KSAU SP 37 zone, two modes of operation of the centralization system are distinguished: the dissolution of the train and maneuvers. It is allowed to combine both modes in the absence of hostile routes. The dissolution program, indicating the number of the train and the route of arrival, is sent to the central processor 68 of the KSAU SP 37 from block 56 TsU1 through the gateway 57 and UMV34.

The route of advancing and dissolving the train enters block 66 in the form of a route assignment from block 78 of CS 39. The memory of processor 68 stores programs for dissolving into trains prepared for dissolution. The choice of the required program is carried out along the route of the main thrust, which indicates the letters of the path of the reception park and the hill traffic light.

During dissolution, processor 68 performs the following operations:

- calculates the high-speed mode of movement of the hump locomotive to a certain depth and complements the calculation during the dissolution;

- transfers the speed mode to the processor 78 through block 66 synchronously with the progress of the dissolution;

- controls the lights of the hill traffic light in accordance with the calculated speed limit;

- manages indicators of the number of cars in three successive cuts through block 74 in accordance with the program of dissolution and the results of uncoupling of cars;

- controls the correctness of uncoupling of cars on the hill through receivers 76;

- provides routing and braking of cuts on the lowering part of the hump, controlling the hump switches through block 70, car retarders and compressor units through blocks 71 and hardware-software devices 71;

- monitors the routes and speed modes of rolling cuts through the readings of block 69, receivers 76 and 77, registering starts, excess of the permissible impact speed and intervals between cuts in the sorting yard;

- transmits information about the results of the executed dissolution through UMV34, gateway 57 to block 47 for control and to block 54 to update the dynamic model of CU1,

- manages and monitors the boom and removal of the boom of trains on the tracks of the marshalling yard through block 75;

- switches the hump traffic light to prohibiting indication through block 74.

The organization of the shunting movement along the lowering part of the hump as a whole does not differ from the maneuvers in the MPC 35 zone. Route assignments from the storage device 61 are fed to the processor 68 of the KSAU SP 37. The processor 68 for setting each route sequentially performs the following operations:

- generates a logical sequence of isolated sections or sections bounded by axes counters between the elements of the beginning and end of the route, and the beginning of the route can be a physical or virtual traffic light, and the end of the traffic light, an occupied section or path of the marshalling yard;

- checks the vacancy of the route sections according to the data of receivers 76 and 77, their freedom from other routes according to the data of block 73;

- installs turnouts along the route by giving commands to blocks 70 and closes the turnouts and sections in the route, excluding their transfer until the route is completed and the turnout section is released or the route is canceled by giving a command to block 73;

- releases the brakes on car retarders and barriers in the sections included in the shunting route by issuing commands to blocks 71 and 75; opens passing virtual traffic lights for a shunting route;

- transmits a message in the next cycle of information exchange with the control system 39 of the SUD38TPS through block 66 about the state of the route elements; analyzes the state of the sections on the route and proceeds to the implementation of the next route in the sequence, if it is available in the storage device 61.

In the process of implementing routes, processor 68 sequentially performs the following operations:

- controls the release of sections of the route according to the data of receivers 76 and 77;

- switches the shunting traffic lights to a prohibiting indication after vacating the section before the traffic light or the section behind the traffic light, if the section before the traffic light is occupied;

- cancels the closure of the route sections after their release, by commanding block 73.

The CMPR of the track development of the station is recorded in the memory of block 84 of SU 39 and is updated in real time with information about the places and time of work with signs of stopping movement, speed restrictions or sound alerts to those working on the track.

The operation of the SU 39 SUD38TPS system is regulated by the flow of work orders that enter block 79 from block 56 TSU1 through gateway 57 and UMV34. Simultaneously with the work orders, the block 79 receives from the video surveillance system 26 through the transmission network 5 and the UMV34 video of the objects of observation, which include controlled TPEs with cars and people on the route of their movement.

The processor 78 for each controlled TPE requests a work order and checks the possibility of implementing the work order using the data of the UE deployment model and video surveillance coming from block 80 and drive 79, as well as current changes in the field model.

If it is impossible to implement the work order, for example, due to the failure of technical means or an accident on the previous route hostile to this, the processor 78 through block 79, UMV34 and gateway 57 CU1 informs block 56 about the need to correct the work order of the tested sequence. Correction of work-orders is carried out by CU 1. If necessary, before receiving the corrected work-orders, the formation of routes of movement of the corresponding TPE and its movement is stopped.

The work order that has passed the check is classified by the processor 78 according to the control zones of the MPTs 36 / KSAU SP37 and routes. another PE. The processor 78 selects the starting and ending points of the route from the job order and enters them into the storage device 61 through the interface unit 66 intended for TPE XXXX with the sign of MPC 36 or KSAU SP 37.

The accumulator 61, having received a route assignment with such a feature, enters it, depending on the movement zone indicated in the route, respectively, into the processor 68 or into the processor 59 at the command of the processor 78. Routes that do not provide for operations with carriages or a stop to skip another unit are assigned the status is as follows. Routes with such a feature are entered into the corresponding TPE channel of the drive 61 without a command from processor 78 and are transmitted to processors 59 or 68 immediately after specifying the previous route for this TPE.

For routes beyond the turnout, the processor 78 determines, based on the model of block 80, the first traffic light in the direction of travel, the distance from which to the release of the turnout section exceeds the length of the UE, and transmits its number through the interface 66 and accumulator 61, respectively, to the processor 59 or 68 as the end of the route.

For work orders that involve operations with cars or a stop to skip another TPE, the next sequence route is entered through block 66 into the accumulator 61 only at the command of the processor 78.

For each TPE processor 78 generates a routing task, including the following parameters:

- TPE number;

- control mode - with a driver / without a driver, autonomous / with a performer, the brake line is closed / open, locomotive / cars forward;

- parameters of the route of movement, including: train or shunting route, the final element of the route (up to signal XXXX, on the occupied track / section XXXX, behind the arrow XXXX), route length (in m.), length of PE (in m.), profile on the route, warnings on the route, through XXX m. action (stop / decrease in speed to XX km / h and sound signal / sound signal), the value of the permissible speed of XX km / h and the next lower speed XX km / h, after XXX m ...

The processor 78 transmits the routing task to block 82, which supplements it with the value of the differential correction coming from block 86, encrypts and transmits the BA 42 TPE in the form of a codogram through the SCR31 channels, and to block 81 for identification and tracking in the process of implementing the routing task.

Alerts come from the ACS VOP 30, which accumulates the agreed applications of linear enterprises, transmitted over the data transmission network 5. The DMPR parameters and warnings are transmitted from block 84 to blocks 80, 81 and 83, where they are updated by data streams about the current state of SC35 devices coming from processors 59 and 68 through interface unit 66 and processor 78. Information about the parameters of movement, location and operation of controlled TPEs , which is transmitted via SCR31 channels from BA42 TPE, as well as information on movements, on the results of operations performed by performers involved in the management of TPE and the state of employees of infrastructure enterprises during preventive and repair work in the TPE movement area, transmitted by radio through portable terminals 43 is received block 83.

In block 83, the codograms transmitted over the radio channel are decoded, the movements of the TPE and the actions of the performers are converted into the DMPR format and transmitted to block 80 for maintaining a dynamic model of the location of the PE and performers at the station and to block 81 for analyzing the correctness of the implementation and updating the current parameters of the work order tasks functioning of elements of the control system and performers.

BA 42 TPE records the entry to the railway station according to the data of the navigation receiver 89, tied in the BA 42 to the electronic route map for train locomotives, and for shunting locomotives - to the CMPR station and the SCR31 coverage area installed in block 92. Onboard controller 87 TPE records the entry of TPE to the station and through the transceiver 90 sends a codogram via SCR31 channels indicating its number, type of locomotive, location coordinates and the distance from the front buffer bar to the navigation antenna of the receiver 89.

Block 83 decrypts the codogram - a request and transmits it to block 81. Block 81 generates a response request and transmits it through block 82 together with a differential correction determined by block 86 via SCR31 channels to BA 42.

On-board controller 87 BA 42 TPE generates a request to enter TPE into the control loop of SU 39, which includes the data of navigation coordinates, corrected taking into account the differential correction, data on the parameters of movement and TPE control, and transmits it through the transceiver 90 via the SCR31 radio channel to block 83.

Block 81, according to block 83, determines the orientation (the locomotive is deployed in an even / odd direction according to the ratio of the locomotive reverse position: forward / backward and the direction of movement recorded by sensors 98), positions a new TPE on the CMPR, the parameters of which are received from block 84. Then it asks processor 78 confirms the appearance of a new TPE according to the data of receivers 76 and 77 STs35, including areas of approach to the station, or notifies that the TPE is located in a non-centralized zone.

The processor 78, according to the data of the corresponding order-task from the accumulator 79, generates a routing task for the new TPE, which is transmitted through block 82 via the SCR31 channels to BA42. Block 81 transfers the numbers and routes of the identified TPE through the processor 78, the drive 79, the UMV34 and the network 5 to the system 26 as registered objects of video surveillance. Data on the movements and the freedom of the route of movement of the identified TPE are received from the video surveillance system 26 via the SCR31 channels to block 83.

Block 83 decodes the received codograms from BA 42, controls the movement of cars and TPE, calculates the filling of the tracks and the accumulation of cars on the tracks in the centralized zone of the station. The block 83 transmits the control results to block 80 for making changes to the model of the UE deployment and forming, if necessary, a command to the system 30 to notify railway workers and passengers over the loudspeaker of the approach of a train or other TPE.

Block 80 transmits data on changes in the UE dislocation model through UMV34 and node 57 to block 54 of control center 1 to update the station's dynamic model.

Block 54 sends diagnostic information about the operation of technical means to block 58, which generates protocols for the operation of technical means and puts them on server 4.

In addition, block 83 transmits the control results to block 81 to check the correctness of the route assignment and the functioning of the hardware and software of the TPE control systems.

Block 81 controls the execution of each TPE of its route assignment and the permissible speed mode according to the distance traveled, transmitted by the BA 42 TPE via the SCR31 channels, and the readings of the receivers 60, 76 and 77 STs35. Block 81 generates every 1-2s. confirmation of the TPE execution of the route assignment with the corrected values of the current route length and the permissible speeds of the current and the next lower through XXX m, the determination of the speed mode is performed taking into account the warnings in effect on the route transmitted from block 84. The confirmation of the route assignment block 81 transmits to BA 42 TPE through block 82 via SCR31 radio channels.

From the BA 42 controlled by the TPE in real time, the block 83 receives information about the navigation coordinate and about the value of the current speed and direction of movement, the path traveled on a cumulative total from the beginning of the movement along the route, the current control of the locomotive and the operability of the TPE devices.

In this case, block 81 calculates the length of the UE and compares it with that specified in the route assignment, controls the correct operation of the track circuits in the process of movement of the UE, and keeps track of the weight load on each isolated section. In case of incorrect operation of the track circuits, block 81 makes a decision about false vacancy or false occupation of the section with the permission to move at a reduced speed or forced stop of the TPE on the route, and also transmits through the interface unit 66 to AWP SHNS 67 and STDM 40.

Information about the failure or failure in the operation of SC35 processors 59 and 68 are transmitted to processor 78, as well as through block 66 to STDM 40.

In the event of an emergency stop of the TPE, the processor 78 transmits a corresponding message to the SC35 about the PE fence and to the block 80 for displaying on the dislocation model. At the same time, through block 79 and UMV34 processor 78 sends information to CU1 about the need to adjust the operational schedule.

The processor 78 also sends the information about the discrepancy between the length of the UE to the job order to block 80 for displaying on the dislocation model with subsequent transmission to DC1 for making an appropriate decision and accounting.

When a route task is changed, for example, a route extension, the processor 78, having received confirmation of the extension from the processor 68 through the interface 66, generates a new route task and sends it to block 82, which transmits a new task via the SCR 31 radio channel to the BA 42. The processor 78 also cancels the job confirmation procedure from block 81 and sends a new job to it for identification and control. If violations are detected in the execution of the route assignment or the failure of TPE devices, block 81 informs the processor 78, which makes a decision about correcting the route or speed mode, up to a forced stop and sending a command to blocks 59 or 68 about fencing the TPE stopping place. Simultaneously, processor 78 transmits information about this event to block 80, where it is recorded in the deployment model.

In turn, the block 80 changes in the dislocation model transmits through the UMV 34, the gateway 57 to blocks 54 for correcting the model, to block 56 to cancel work orders and to block 47 for adjusting the operational plan and transmitting messages through the channels of the data transmission network 5 to the hardware -programming device ARM14TCHMI for calling the driver to the locomotive.

When performing shunting or train operations with the participation of compilers, signalmen or other railway workers, the task order indicates the route for the TPE, the number of the attached portable terminal 43 and the destination, including the place and list of operations. In the route task generated by the processor 78 for TPE, the number of the attached wearable terminal 43 of the executor is indicated. In this case, the TPE motion control algorithm changes. The initial initialization of the wearable terminal 43 attached to the TPE is carried out by the command of block 48 CU1 for train operations or block 47 for hump or shunting operations, transmitted ahead of its beginning, determined according to technical standards, taking into account the distance between the location of the performer and the place of operation.

The initialization command includes terminal number 43, destination, TPE number, destination (path or section) and is transmitted by blocks 47 or 48 of TsU1 through gateway 57 to UMV34, which converts it into a codogram and transmits it over network 5 to SCR31 for transmission to terminal 43 performer.

After receiving confirmation from the executor about readiness, block 47 or 48 initiates the issuance of a task order TPE with the number of the executor's terminal 43 from block 56 through the gateway 57, UMV31 and block 79 to the processor 78. which through the processor 78, block 79 and UMV34 transmits the identifier of the wearable terminal 43 of the performer to the video surveillance system 26 as a registered object of observation. In the absence of confirmation from the executor, the transmission of the initialization command of the terminal 43 is repeated. The second lack of confirmation leads to the registration of a violation of the technical process and the adjustment of the work order by blocks 47 or 48 for the intended purpose, as well as notification of the corresponding line company about the need to replace the contractor.

Cases of violation of the technical process are recorded by block 54 CU1 for each TPE, technological operation, linear enterprise and performer and transferred to block 58, which processes the information received and includes it in the report on the station operation.

After the initial initialization of the wearable terminal 43 by attaching it to the TPE, it regularly after 1-2 sec. transmits over STsR31 channels codograms with its address, navigation coordinate and TPE number. Block 83 receives, decrypts these messages and transmits to block 81 for identification, which in turn generates messages about the location and movement of the executor attached to the UE, and transmits it to block 85. Block 85 confirms the initial command, supplemented by the coordinate and motion parameters of the TPE attached to the executor, converts it into a digitized speech message and transmits it to block 82, which supplements it with a differential correction coming from block 86, encrypts it and transmits it in the form of a codogram via SCR31 channels to terminal 43. The voice message is played back to the performer via Bluetooth.

Block 81 receives a route assignment for TPE generated by processor 78, supplemented with the number of the attached wearable terminal 43.

In addition, block 81 checks the safety conditions of the operation, including determining the location of the performer by the navigation coordinate of the wearable terminal 43 and data from the video surveillance system 26 relative to the controlled UE. When the safety conditions are met, the block 81 generates a command to enable the transfer of control TPE to the wearable terminal 43.

Block 81 transmits this command to block 85, which converts it into a text and voice command and sends it to block 82 for transmission over the SCR network 31 to the wearable terminal 43. At the same time, block 81 generates a TPE command allowing motion control from the attached wearable terminal 43, which transmitted through block 82 through the channels SCR31 BA 42 TPE. With a TPE delay, the transfer of control to terminal 43 is postponed until it reaches the operation site. If the performer is delayed relative to the estimated time, TPE stops and waits for the performer's approach. The fact that the executor is late is recorded by block 80 and transmitted through processor 78 to block 80, which introduces changes to the dislocation model. In addition, block 80 transmits information about a violation of a technological operation through UMV34 and gateway 57 to block 54.

The contractor controls the TPE in the scope of the above functions and within the permitted speeds until the completion of the operation or a series of sequential operations provided for by one or more adjacent work orders. After completion of the work, the terminal 43 and BA42 TPE receive commands from block 81 in the same way to terminate the TPE control mode from the wearable terminal 43. The contractor puts the terminal 43 into sleep mode and goes to the place of permanent deployment. Violations caused by the fall or deterioration of the performer's condition during TPE control are recorded by block 81 and similarly transferred to block 54. In case of danger to the performer's life, the wearable terminal 43 automatically generates an emergency stop command TPE. Block 81 records the emergency stop TPE and the state of the executor. If within the specified time the executor does not confirm his readiness to continue the operation, block 81 informs the processor 78 about the cancellation of the operation, which through block 66 gives the command to the SC 35 about fencing the stopping point, reflects this in the model of block 80 and further in the model of block 54 and on the terminal 52 the station dispatcher, through blocks 79, 34 and 47 or 48, requests the adjustment of the work order and the replacement of the performer.

Work with warnings of passengers and places of maintenance of infrastructure devices SU 39 SUD38TPS carries out according to ASUVOP 30 data. To block 84, ASUVOP 30 transmits warnings providing for stopping TPE, proceeding at a reduced speed and proceeding with a sound signal, as well as warnings requiring a voice notifying passengers and employees about the approach of a PE. The last type of notification is performed by block 80, which, based on the information from block 84 about the entry of the UE into the active zone, generates a message and transmits it to the notification system 26 for announcement over the station or the station area via loudspeaker communication.

To issue warnings to TPE devices, block 81, on the basis of information from block 84, includes warnings in the TPE routing task and warns about it performers of wearable terminals 43 attached to this TPE, which are in control mode through block 85, which generates and digitizes voice and text messages for transmission through block 82 via SCR31 radio channel to portable terminals 43.

Warnings to the employees of the infrastructure linear enterprises working on the track are received from block 84 to block 83, which transmits to block 85 a message about the approach of a PE. Block 85 generates commands transmitted through block 82 via the SCR31 radio channel to the wearable terminals 43 of the performers indicated in the warning.

The direct control of TPE devices is carried out by BA 42 SUD38TPS. The codogram with the route assignment is transmitted from block 82 via the SCR31 radio channel to the transceiver 90 BA 42, decrypted and entered via the TPE local network into the on-board controller 87. The differential correction transmitted along with the route assignment from block 90 enters block 89, which calculates the differential navigation the TPE coordinate and transmits to the on-board controller 87. The on-board controller 87, based on the received information and data on the current parameters of movement and control devices transmitted from the outputs of blocks 93 and 94, determines the control mode with or without a driver by interrogating the switch 95, generates every 1- 2c. a response message confirming the reception of the route, and also includes data on the parameters of movement, on the location and operation of TPE devices and transmits it to the transceiver 90, which sends it via the SCR 31 radio channel to the block 83 of the SS39.

The controller 87 transmits the parameters of the route and the composition to block 93, which calculates the braking curve and transmits the data about it to the controller 87. The controller 87 at each stage of the movement determines the value of the permissible speed based on the calculated values of the braking curve and active warnings. The command to start and the direction of movement comes with a route assignment in the autonomous control mode without a driver, or is set by the driver in a regular manner or by the performer using a portable terminal 43 in accordance with the specified route. The execution of the high-speed mode is controlled by the controller 87 according to the data of block 94, which registers the readings of the sensors 97-99 of the current, speed and direction of movement and pressure, and according to the data of block 93 about the control mode being implemented.

To inform the locomotive crew, the controller 87 generates messages about the current route length and speed, which are converted by block 96 into voice commands. For a performer with a wearable terminal 43 tied to the TPE, when controlling the TPE during movement, the unit 92 encodes in a predetermined way and transmits via the transceiver 90 via the SCR31 radio channel to the wearable terminal 43 messages about the current route length and speed with transmission and via Bluetooth. In a non-centralized area, messages about the speed and position of the thrust or braking TPE are transmitted to the performer by means of a wearable terminal 43 in a similar way.

All TPE control modes in the centralized zone of the station provide for the priority of the route assignment and the permissible speed limit. In case of violation of the permissible speed mode, the controller 87 generates the appropriate commands that correct the driving modes and transmits them to block 93 for execution, and when the permissible speed is exceeded by the limit value, it turns off block 93 and generates an emergency braking command and transmits it to block 94 to turn it on. block 101.

Forced stop of TPE can be performed by the command of controller 87 in the absence of route assignments from SU39 for three communication cycles in a row, failure of communication channels between controller 87 and blocks 93 and 94, as well as in case of failure of any of the sensors 97-99 or rolling when TPE starts move without a command to move.

When the TPE is working with a locomotive crew, the driver switches the switch 95 to the mode of working with the driver, while the blocks 102 and 103 are connected by the switch 95 to the corresponding inputs of the block 94 to monitor the driver's wakefulness and vigilance. When blocks 102 or 103 are triggered, block 94 generates an emergency braking command TPE and transmits it to block 101.

A feature of the TPE work in the mode with the driver is the identification of his personality, which is installed according to an individual cassette inserted into block 92 and confirmed by a task order.

Block 88 - receiver of ALS codes and SAUT loops is used mainly when driving on the tracks.

The controller 87 generates a corresponding message about the beginning and the end of any half-flight and transmits it to block 93 to turn on block 104, which controls the spotlights and sound signals.

Units 105 and 106 for controlling automatic couplers are used according to the commands of unit 93 for hitching and uncoupling TPE from cars, while unit 93 performs control based on the readings of proximity sensors 96.

The implementation of preventive and repair field work by infrastructure linear enterprises is regulated by warnings from ASUVOP30. Anticipating the declared time of field work, ASUVOP30 transmits a warning to block 84 of SU39.

Block 83 monitors the progress of work and generates a message with a warning to the performers. Having received a warning from block 84, block 83 controls the movement of performers and involved TPE through the station to the place of work, Registers the performer's command about the start of work and, starting from this moment, through the blocks 85 and 82 sends messages to the portable terminals 43 of the performers, warning of the approaching PE, and through blocks 81 and 82 informs the BA 42 TPE about the place of work.

The on-board controller 87 BA42 TPE in the control mode without a driver, having received a warning about the place of work through the transceiver 90 via the SCR31 circuits through the transceiver 90, generates a command to block 93 about the speed mode of following the place of work and sound signals. Block 93 automatically implements the speed mode set by the controller 87, generates control commands and transmits them to block 104 for sound signals.

In the control mode with the driver, the controller 87 generates a warning message and transmits it to the monitor of block 91, informing the driver, and at the same time sends a command to block 96 to output the warning voice message. In both cases, control of the execution of the route assignment, the high-speed mode of serviceability of the TPE equipment and the supply of sound signals is carried out by controller 87.

Block 83 transmits information on carrying out preventive and repair work on the automation and telemechanics facilities through block 80, processor 78 and interface block 66 to STDM 40 and through blocks 80, UMV34 and data transmission network 5 to the ECMA 24 system and to the hardware and software devices of the AWP linear farms by appointment.

Thus, the method for controlling the technological process of a railway station ensures traffic safety when performing train, shunting and hump operations; labor safety of railway workers through the use of sparsely populated and deserted technologies, individual informing people on the tracks about the approach of rolling stock, giving sound signals, reducing the speed of dissolution and emergency stop of TPE in case of warnings, accidents or deterioration in the health status of performers; control of traction rolling stock of TPE on the territory of the station and adjacent tracks without the participation of locomotive crews; assignment of routes in train, shunting and hump modes without station attendants and marshalling hump; automatic execution of planning operations, assignment of routes for movement and control of TPE on the route, technical regulation, documentation and reporting when controlling the technological process at the station, which can significantly reduce capital costs for organizing the technological process at the station, increase the station's throughput, reduce losses from failures and failures of floor devices, improve the quality of service and discipline of workers of infrastructure linear enterprises, - ensure transparency and objectivity of the station's technological process for control systems of the regional and network levels, introduce paperless workflow at the railway station, ensure control of timely prevention, repair and replacement of elements of the track development of the station eliminates significant impact on traffic safety and the efficiency of the technological process "human factor".

Claims (8)

1. A method of controlling the technological process of a railway station, which consists in the fact that at the station the control and monitoring center in real time interacts with the hardware and software devices of the microprocessor interlocking system and the complex automation system for the sorting process control, the traction rolling stock traffic control system, the network system control level, systems for testing the brakes of freight trains, maintenance systems for freight cars, commercial inspection of trains and wagons, video surveillance systems, warning systems, automated systems for issuing and canceling warnings, as well as with hardware and software devices of automated workstations of linear enterprises participating in technological process, and with wearable terminals of performers of technological operations at the station, based on the results of interaction in real time, automatically forms a dynamic model of technological process based on the digital model of the station with data at the current moment of time on the state of automation and telemechanics devices, on the location and parameters of movement of rolling stock, on the location of performers, on the parameters of the input flow of rolling stock to the station, on the numbers of arriving rolling stock, the technical condition of its cars , securing and safety of goods, on the beginning, end and performance of technological operations, based on information about the approach of trains to the station, plans for disbandment and formation of freight trains, timetables of passenger and suburban trains, forms a daily schedule of the station and coordinates it with linear enterprises participating in the technological process, which, according to the terms of reference for each technological operation of the daily schedule, link the performers with an indication for traction mobile units - identification numbers of on-board control systems of traction mobile units, for locomotive brigades - identification numbers of electronic registration systems, for other performers servicing traffic, carrying out preventive maintenance and repair of the station infrastructure, - identification numbers of individual terminals they carry, based on the daily schedule, taking into account information about the current parameters of the technological process model, updated technical standards rationing for the station and forecasting for a given period of time for the arrival of trains and wagons, the command and control center forms an operational preliminary schedule of the station's work, detailing it on a simulation model up to at least three options for targeted work orders for traction mobile units and attached executors of linear enterprises, and also a work order for performers for performing technological operations to prepare mobile units for processing and dispatch, and transfers it to the hardware and software device of the automated workstation of the station dispatcher simultaneously with di a dynamic model of the technological process, based on information about the current parameters of the model of the technological process, the station dispatcher chooses the optimal variant of execution of task orders and, using a hardware-software device, sends it to the control and monitoring center, which, in advance of execution, transmits the task-task through the gateway device , carrying out secure gateway of information, for the implementation and control of the hardware and software devices of the microprocessor interlocking system, the complex automation system for the sorting process control, the traction rolling stock movement control system, as well as the portable terminals of the performers involved in the technological process, while the microprocessor interlocking system is in accordance with with work order automatically sets train and shunting routes that do not contradict traffic safety requirements synchronously with the progress of the technological process at the station and / or by commands from external control systems, an integrated system for automating the control of the sorting process in accordance with the order-task automatically performs the task and closure of shunting routes, and also implements the program and sequence of disbanding trains, the traffic control system of traction rolling stock forms permissible movement zones and high-speed modes of traction mobile units, controls by exchanging information via radio communication with on-board control devices of traction mobile units and with wearable terminals of performers, the execution and the possibility of promoting work orders in compliance with work technology, traffic safety, occupational health and safety of passengers and performers, and the results of the execution of the operational schedule, the command and control center in real time automatically updates the data of the dynamic model of the technological process, taking into account the current parameters of the technological process carries out technical standardization of the station, and also forms a work plan for the maintenance and repair of mobile units and infrastructure facilities of the station according to the actual state. 2. The method according to claim 1, characterized in that, according to the data of the technological process model, the control and monitoring center generates operation protocols for the technical means of the microprocessor-based centralization system, the complex automation system for the sorting process, the traction rolling stock traffic control system, the brake testing system for freight trains, systems for the maintenance of freight cars, commercial inspection of trains and cars, video surveillance systems, warning systems, data transmission systems and digital radio communication systems, the generated protocols are transmitted via the data transmission channel to the hardware and software devices of automated workstations of linear enterprises according to the terms of reference. 3. The method according to claim 2, characterized in that, on the basis of the dynamic model of the technological process, the command and control center generates protocols for the operation of the station, locomotive crews and performers, which transmits via the data transmission channel to the hardware and software devices of automated workstations of linear enterprises according to the terms of reference ... 4. The method according to claim 1, characterized in that the systems for the maintenance of freight cars, commercial inspection of trains and wagons additionally include hardware and software devices of integrated posts for automated reception of commercial and technical inspection and diagnostics of rolling stock and reading car numbers installed at the boundaries of the station , and points of commercial and technical inspection, which are connected via radio communication with the wearable terminals of the performers - inspectors and receivers. 5. The method according to claim 1, characterized in that the traction rolling stock motion control system transfers to the performer the control functions of the tethered traction rolling stock to perform the operations stipulated by the work order, in compliance with the traffic safety and labor protection requirements, controls the control operation, and after execution transmits corresponding messages to the performer's wearable terminal and switches control of the traction mobile unit to itself. 6. The method according to claim 1, characterized in that the movement control system of traction rolling stock is controlled by the navigation system, video surveillance system, microprocessor-based centralization system and an integrated system of automation of sorting process control, and the movement of performers is controlled according to the data navigation system and video surveillance system. 7. The method according to claim 1, characterized in that the traction rolling stock movement control system, taking into account the data of the automated system for issuing and canceling warnings, corrects the speed modes of traction rolling units, the data of which is transmitted to their on-board control devices, while transmitting to wearable terminals performers in the movement area, as well as a message about the approach of a mobile unit in the warning system. 8. The method according to claim. 1, characterized in that the wearable terminal is made in the form of a smartphone with the possibility of attaching to the clothes of the performer and is equipped with a receiver of navigation signals, an earpiece and a microphone, as well as a manipulator for controlling the speed of the traction mobile unit and sensors for falling and health status of the performer ...

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