RU79083U1 - MICROPROCESSOR CENTRALIZATION SYSTEM WITH ROUTE DEPENDENCES MPC-MZ-F - Google Patents

Abstract

The utility model relates to railway automation, in particular, the utility model relates to a microprocessor-based centralization system with route dependencies, which is designed for centralized control of arrows, signals, traffic lights and other objects on the railway stations, stages, sorting slides, etc. in order to organize the movement of trains with a high level of safety. The technical result achieved by the implementation of the proposed microprocessor-based centralization system with route dependencies MPC-M3-F is to perform the functions of centralizing and blocking arrows and signals, ensuring the display of the status of monitoring and control objects of local and local automation and telemechanics, and formulating tasks for managing these objects in real scale and time while ensuring automatic interconnection of devices of low-level and local automation and telemechanics with upper levels of control - by dispatchers of the station and signaling and control engineers, which enables them to directly control and control low-level and local automation facilities, while simplifying the system by using standard tools, reducing the number of computers making decisions in real rail traffic, when it is performed with a variable composition functional elements necessary to create the required configurations of input / output channels and implement specific functions and tasks, which greatly simplifies its installation, commissioning, hell tatsiyu all outdoor and pointsman devices and operating without change of managed objects RAT that allows you to use the whole system at the stations, playout, etc. railways of any configuration with a high throughput of six stations, stage, etc., and the necessary security conditions. The microprocessor centralization system with route dependencies MPC-MZ-F can be built on the basis of control computers known and used on railways, including foreign production, and is characterized by its implementation with a variable composition of functional elements, consisting of: a centralization control computer (UVK), which consists of at least two (main and redundant) processor modules (channels) with power and switching units for each; input-output devices (I / O) for interfacing with devices for controlling and monitoring objects; relay-contact devices (RCC) for controlling and monitoring local automation facilities and / or non-contact control devices for low-level automation facilities - arrows and traffic lights; a set of management and control bodies for the station duty officer (DSP), which forms the workplace - DSP workstation; fast food devices (PUP); outdoor equipment (BUT) of objects of low-level and local automation (arrows, traffic lights, rail chains, level crossings, etc.). At the same time, the control computer complex of the UVK consists of at least two microprocessor devices - the main and the redundant ones, which ensure the installation, closure and opening of routes on switches, stations, stages, slides, etc., i.e. centralization functions in compliance with train safety requirements by verifying the fulfillment of the required interdependencies using microprocessor software. At the same time, the control computer complex provides status monitoring and control of the switches, traffic lights and other objects of the station and adjacent lines in compliance with the safety requirements for train traffic in accordance with the principles adopted in existing EC devices.

Description

The utility model relates to railway automation, in particular, the utility model relates to a microprocessor centralization system designed for centralized control of arrows, traffic lights and other objects on the railway. stations, stages, sorting slides, etc. in order to organize the movement of trains with a high level of safety.

The proposed system was developed under the name MPC-MZ-F, tested and recommended for replication on the railway network of the Russian Federation.

Managing the movement of trains with a high level of safety is one of the main tasks of the railway industry, in solving which it is necessary to take into account both the multi-criteria organization of the transportation process itself and the conditions for the technical operation of rolling stock and railway infrastructure.

Currently, to organize the movement of trains, shunting and ensure traffic safety, railway stations are equipped with various relay electric centralization (EC) systems, the control and monitoring of which are:

- arrows, electric rail chains, traffic lights and their combination;

- Moving, shunting columns or towers;

- UKPSPS devices;

- means of warning working on tracks and turnouts;

- device fencing trains.

These systems were developed in the last century and are the basic components of train control systems.

In the prior art, systems of supervisory control and centralization are widely known (“Setun”, “Dialogue”, “Tract”, “South”, etc.), created on the basis of relay electric centralization.

Centralization data allows, along with remote control, to monitor compliance with the technology of the transportation process and is the information basis for the control of technological discipline.

The key element of this process is the train itself, the movement of which is monitored both by direct observation of it at the stations and adjacent hauls, and by means of railway automation, telemechanics and communications (ZhATS) systems.

The technological process of train movement is monitored by the train dispatchers of the road traffic control centers. Dispatchers monitor and control the transportation process on the basis of information received from stations and directly from drivers (via radio) using data from automatic systems.

The composition and management of the train as a whole is carried out by the driver using on-board devices and floor devices, control systems, safety, navigation, diagnostics and issuing recommendations on the optimal train movement.

However, until now these processes have not been balanced enough among themselves, and besides this, low-level automation devices are not always properly connected with upper-level ZhAT systems that ensure the safety of train traffic (centralized dispatch) and information systems (ACS of a large station, etc.) , as well as with single-level ZhAT systems - self-locking, semi-automatic

blocking, which reduces the effectiveness of their use.

These shortcomings can be attributed to the well-known control systems, monitoring and diagnostics of transportation processes on the railways of the Russian Federation and the CIS countries. These devices are not always implemented with the function of monitoring the state of objects, diagnosing the technical condition of devices, self-diagnosing equipment, and logging system operation.

For example, a centralized railway traffic control system is known from the prior art, including a central high-power computer connected to transmitters installed on trains, from which instructions are sent directly to trains, and from them speed data and geographical data on the location of trains are sent to the database. The same computer controls the movement of all trains on the tracks, sending instructions to each train individually about reducing speed or stopping (GB 2353127 A, 02/14/2001). But the presence of one computer makes such a system vulnerable and not reliable in operation, which reduces overall traffic safety. In addition, this system does not take into account the data of outdoor equipment, which also leads to a decrease in the efficiency of its use and safety.

Also known is a centralized dispatch system consisting of a central control center associated with a dispatcher workstation (AWP chipboard) and distributed controlled points (RU 2240245 C1, 02/07/2003).

The central control center consists of a computer and AWP chipboard and is intended for receiving, analyzing and displaying real-time data on tele-signaling objects, for real-time display, archiving and creating copies of the schedule of executed movement, for automated generation of applications for it for the previous and current days. At the central control point, a normative and executed traffic schedule is generated and displayed with translation, display and change of train numbers, as well as automatic assignment of a system number. In addition, the train movement is adjusted and the schedule field of the executed train movement is scaled, the current schedule indicators are automatically calculated, displayed and compared with the planned ones: local and technical speeds, local speed coefficient, average weight and average length of freight trains. The train dispatcher is provided with operational and reference information on approaches to the station's stations, train decomposition, exchange at junctions, approaches of local cars at stations, abandoned trains, freight and passenger locomotives, as well as station performance for freight and train work. In addition, regulatory dispatcher information (longitudinal profile, station technical and regulatory acts, telecontrol command tables, safety rules and emergency response procedures) is displayed to the train dispatcher, technological messages are recorded, dispatcher notes are entered and displayed on the schedule of the executed movement. Distributed controlled points consist of a primary and backup set and a diagnostic module, which are interconnected. Each of the kits consists of a control module and a communication module. The control module contains a computer, storage devices, indicating devices, a reset device, a display device, an input / output buffer, an input device, a device for matching with a local network, a temperature sensor, a time counter, an interface conversion device, a control unit for the said kit, and a voltage converter Distributed functions controlled points consist in the collection and transfer to the central control point of data on the state of technological control objects in sporadically , Cycling or on-demand, as well as receiving, analyzing the transfer for the implementation of remote-control commands, including "responsible". Distributed controlled points provide program execution and control of the implementation of route set logic, which does not require additional circuit solutions. Besides,

it generates acknowledgment messages, monitors the technical condition of signaling devices, diagnoses the system hardware and transfers this information to the central control station.

This system is complex and poorly automated - it contains a lot of computers and memory blocks, failure of at least one can lead to a sharp decrease in the efficiency of the technological process of controlling the movement of trains.

The system has virtually no relationship with outdoor railway automation, which reduces the automation of the transportation process and traffic safety.

The task that this utility model is aimed at is the creation of a microprocessor-based centralization system with route dependencies that provides control, monitoring and monitoring of the process of train movement with a high degree of safety.

The technical result achieved by the implementation of the proposed microprocessor-based centralization system with route dependencies MPC-MZ-F is to perform the functions of centralizing and blocking arrows and signals, ensuring the display of the state of monitoring and control facilities of lower and local automation, and real-time control of these facilities time while ensuring automatic interconnection of low-level and local automation devices with upper control levels - station dispatchers and and of signaling and interlocking systems, which gives them the opportunity to directly control and control the objects of grass-roots and local automation, while simplifying the system, by using standard tools, reducing the number of computers that make decisions in real train traffic and shunting, when it is performed with a variable composition of functional elements, necessary to create the required configurations of input / output channels and the implementation of specific functions and tasks, which greatly simplifies its installation, commissioning, adaptation to all floors and posts m devices and operating without change of managed objects RAT that the whole system can be used at the main railway stations and industrial vehicles of any configuration with high throughput station and if the necessary safety conditions.

The centralization functions performed by the proposed system include: remote centralized control of arrows, traffic lights and other objects of outdoor equipment on the railway stations in order to organize the movement of trains, as well as monitoring the state of technical equipment involved in the implementation and control of train traffic, issuing to the station duty officer (DSP) operational, archival and normative-reference information, as well as generating protocols for the operation of devices (events and conditions) and personnel actions, monitoring the state of railway automation facilities and managing the condition of facilities, diagnosing the technical condition of devices, self-diagnosis of equipment, recording work with Stem, control and management system in interactive mode, which greatly improves the operational performance of the rail sections, improves traffic safety.

Application of microprocessor centralization system according to ??? MPC-MZ-F also allows you to organize remote control of adjacent stations. In addition, it includes the possibility of using axis counters to control the free / busy tracks, track sections and turnout sections.

The microprocessor centralization system with route dependencies MPC-MZ-F can be built on the basis of well-known and used control computers on railways, including foreign production, which, together with domestic application software, allows us to solve the problems of processing train and shunting routes with the following techniques -economic indicators:

1) reduction of material and energy consumption of the station system of electrical centralization of arrows and signals;

2) reduction of capital investments in the construction and reconstruction of electric power plants due to:

- reduction of required space;

- reducing the time and complexity of design, installation volumes and commissioning;

3) reduction of operating costs for the maintenance of devices and areas;

4) reduction of losses in the transportation process due to the expansion of functionality;

5) improving the working culture of operational and maintenance personnel.

The indicated technical results are achieved by the microprocessor centralization system MPC-MZ-F, characterized by its implementation with a variable composition of functional elements, consisting of:

- a centralization control computer (UVK), which consists of at least two (main and redundant) processor modules (channels) with power and switching units for each;

- input-output devices (I / O) for interfacing with devices for controlling and monitoring objects;

- relay-contact devices (RKU) control and monitoring of local automation facilities

- contactless devices (BKU) for controlling low-level automation objects - by arrows and traffic lights;

- a set of control and monitoring bodies for the station duty officer (DSP), which forms the workplace - DSP workstation;

- fast food devices (PUP);

- outdoor equipment (BUT) for low-level and local automation facilities (arrows, traffic lights, rail chains, level crossings, etc.).

The whole complex of system devices, except for outdoor equipment, is located at the EC station.

The control computer complex of the UVK consists of at least two microprocessor devices - the main and backup, providing processing of the logical dependencies of centralization while observing the safety requirements of train traffic. The control computer complex also provides status monitoring and control of arrows, traffic lights and other objects of the ground station automation and adjacent hauls in compliance with train safety requirements in accordance with the principles adopted in existing relay EC devices.

The spatial structure of microprocessor centralization MPC-MZ-F is characterized by the construction in the form of a three-level hierarchical structure,

the upper level is at least one automated workstation of the station duty officer containing command input means for controlling railway automation and telemechanics objects, diagnosing the state of railway automation and telemechanics objects and providing a status display of monitoring and control objects, as well as formulating tasks for the management of objects of railway automation and telemechanics in real time, and

connected to the information processing level, which is at least one control computer complex, consisting of a redundant microprocessor computer with a power and switching unit, providing centralization functions with route dependencies according to the state of railway automation and telemechanics objects and / or control of arrows, traffic lights and other objects of railway automation and telemechanics,

and which is connected to the lower level of control and monitoring of railway automation and telemechanics facilities, consisting of relay-contact devices and non-contact control and monitoring devices.

Figure 1 shows a General diagram of the hierarchical structure of a microprocessor centralization system;

The architecture of the hardware of the microprocessor centralization system with route dependencies MPC-MZ-F, shown in Figure 1, is a complex of components that allows you to create any configuration of the system in accordance with the specific project of the station with subsequent reconfiguration when changing the direction of development.

The time for presenting information on changes in the state of controlled objects (from the time the change occurs to the time the corresponding display appears on the monitor screen) does not exceed 2 s.

The upper level of information support contains at least one automated workstation of the station duty officer - dispatcher (AWP DSP) and, if necessary, an alarm signaling engineer (AWP SH), database and application servers with functions for displaying the train movement process and status diagnostics objects and reference information, as well as additional devices for interfacing with information systems for various purposes. The dialogue subsystem - should provide a complete display of information and the interaction of chipboard and signaling engineers with the system, as well as communication with higher systems.

Automated workstations of the station duty officer (AWP DSP) and the signaling and control engineer (AWN SHN) provide the status of monitoring and control objects, allow the collection and processing of diagnostic information about the technical condition of automation devices at the station, predict the occurrence of failures and optimize the maintenance process, in addition to of this AWP DSP forms tasks for managing objects in real-time dialogue mode (without checking dependencies and security conditions) as well as maintaining and of the events archive.

Control commands are entered on all DSP AWS using standard computing tools (alphanumeric keyboard, mouse-type manipulators).

Monitoring the condition of objects at the station and adjacent hauls and train situation is carried out according to the image on the monitors.

Management commands are entered with the exception of unauthorized access.

PROFIBUS port cards designed for transmitting information via PROFIBUS communication channels are installed in the AWP DSP system units.

Communication with remote monitoring systems is organized through modems using TCP / IP.

AWP DSP exchanges information (sending TU commands or requesting and receiving vehicle signals) with a control computer (UVK), for example, via PROFIBUS communication channels.

The permissible reaction time of the system to the effects on the AWS information input devices (keyboard, manipulator) does not exceed 0.5 s.

The total time for transmitting control commands from the AWP to the executive devices does not exceed 1 s.

To increase the reliability of the system, you can use additional AWP chipboard. Then control is performed from one of the AWP DSP, which is in control mode, the other in this case is in control mode. The main and backup sets of AWS DSP are connected with other consumers (remote monitoring, ASOUP, DTs) via TCP / IP communication channels. Ethernet switch

(EDG-6528 of the ADVANTECH company) serves for the organization of the Ethernet Local Area Network.

Commands from the automated workplace of the chipboard are received and processed at the level of logical processing of information containing a control computer complex (UVK), built on the basis of a control computer, which provides the functions of centralizing and blocking arrows and signals in order to ensure high throughput of the station under the necessary security conditions.

UVK represents a complex of processor devices that provides the installation, closure and opening of routes at the station, while observing the safety requirements of train traffic by verifying the fulfillment of the required interdependencies using software-processor means.

At the same time, any existing centralization computer can be taken as the basis of the control computer, for example, based on elements of the control computer (SIMIS - ECC) of the centralization system (SIMIS-W) of SIEMENS.

UVK is located at the electric centralization station in a relay or separate room.

The UVK hardware is located in computer cabinets and may include the following elements and components:

- frame of computer modules (for example, SIMIS - ЕСС);

- power supplies of external circuits of interface modules;

- surge protection devices;

- communication module;

- surge control devices;

- switching connections.

The cabinet is a metal frame with removable side walls made of sheet steel. Sheet metal doors are installed on the front and back sides, the front door of the computer cabinet is equipped with a transparent viewing window.

The frame of the computer modules, power supplies for the external circuits of the interface modules -, surge protection devices, communication module, patch terminals, patch cable fasteners are installed in the computer cabinet.

The processor core of the control computer consists of at least two, and most preferably three, identical modules and has a structure of two out of three.

The processor core modules perform data processing using technological (centralization logic) and system software algorithms.

On the front panel of the processor core module are local control, switching and indication.

Structure 2 of 3 represents three independent processor modules identical in design and software, which are synchronized by hardware-software method.

Identical data is entered into each processor module.

The results of processing (calculations) in the processor modules are compared in three independent output and comparison devices, and a decision is made to issue a command to the control devices.

Checking channels is carried out cyclically. The maximum time for one cycle should not exceed 30 minutes. If the test cycle time is exceeded, the processor modules are put into safe mode.

This structure of the processor core allows you to maintain the fully functional performance of the control computer even if one processor module fails, as well as identify and disable a faulty processor module according to the results of calculations during their comparison.

The control actions of this subsystem are carried out through the subsystem of control and monitoring of objects of grass-roots and local automation - the level of a safe input / output interface made in the form of an input / output device that provides direct control and monitoring of objects of grass-roots and local automation.

The I / O device of the relay-contact interface is designed as an INOM I / O module, which has two independent I / O channels with 8 inputs and 8 outputs each and can control 8 × 2 = 16 and control 8 × 2 = 16 objects. Each channel controls interface or proximity relays.

The relay and control circuits are powered by 2 independent protected 24 V power supply channels, a positive potential (ПЕх-х) is supplied to the reverse pole of the power supply circuit of the relay windings, and a negative potential (Мех-х) is supplied to the control pole.

Control circuits are powered by the negative pole (MEX-x).

To obtain reliable information about the state of objects that directly affect the safety of train traffic and their control, a two-channel anti-valent data input scheme is used (two-channel, secure input).

The principle of antivalence is that when reading information from the inputs of the INOM module, the state of both inputs of the two-channel input is analyzed.

Inputs must be in antiphase state, otherwise the input is considered to be faulty.

The input takes a value of 1 when the negative pole of only its control voltage source is connected to it, the connection of other voltage sources is detected and is considered an error, which leads to a protective shutdown of the INOM module. The input of the INOM module, which is active when the front contact of the relay is closed, is called direct. The input of the INOM module, which is active when the rear contact of the relay closes, is called inverse.

Reading the status of the relay contacts is performed cyclically with a period of 100 milliseconds (0.1 seconds). The input state is considered changed if the same state is read out over two cycles (200 ms). If during four cycles (400 ms) a different input state is read, then the input state is transmitted equal to 0.

With two-channel control, the command is perceived only when two interface relays are operated simultaneously, which are controlled from different channels of the INOM I / O module. As interface relays, relays of the type D3-2700, REL, C2, NMSh are used. The control action is transmitted through the closed front contacts of the interface relays. The interface relay is controlled from the command output of the INOM module.

For power supply of the processor modules of the control computer, AC 230 V / DC 5 V (SV 230/5) 5 V DC power sources are used. Each processor module is powered by an individual power source.

Power supplies powered by a redundant 220 V AC source.

The MPTs-MZ-F contains software containing data on the station's track development, algorithms and programs that implement the functions of the system. The technical algorithms and procedures that make up the mathematical support of the system are independent of the station's track development. The binding of software to a specific station is performed during the design process.

Technological software is object-oriented software.

Data exchange in the system and outside it occurs through the technical means of the workstation, which may include:

- duplicated workstation duty station arm;

- Workstation of an engineer of signaling and interlocking.

Each of the workstations or only one of them can contain an archive application and database server designed to control the process on

station

Information exchange with UVK can be carried out through the ProfiBus network (from the ARM side) through the communication adapter CP5613 or CIF50. To communicate with the ProfiBus driver of the UVK M-module, which is part of the UVK-CPM32 operating system, the “ISO Level 2 - Data Link Layer” of the ProfiBus interface (FDL) is used. To protect information from distortion and maintain the integrity of data structures in the event of unforeseen interference, the checksum is calculated using the MD5 algorithm and the sequence numbers of all incoming and outgoing packets are taken into account. To work with the CP5613 or CIF50 communication module and to configure the connection parameters, the ProfiBus SimaticNET driver is used.

The buffer is an intermediate storage of information between ProfiBus and TCP-IP parts, and is blocked for the duration of read or write operations.

TCP-IP server exchanges with TCP clients. At the same time, additional protection against information distortion is realized due to the specific construction of information packet headers.

The microprocessor-based centralization system with route dependencies MPC-MZ-F has the ability to interact with the corresponding software and hardware of high-level ZhAT, ensuring the safety of trains (dispatch centralization) information systems (ACS of a large station, etc.), as well as single-level COMPRESSED - self-locking, semi-automatic locking. Systems that do not meet information security requirements must be connected through information security devices that meet the requirements for ensuring the safety of train traffic.

In the route control mode, the microprocessor centralization system ensures the installation of train and shunting routes, the opening of traffic lights that enclose this route, while ensuring all safety conditions by checking the necessary interdependencies and the interlocking of arrows and traffic lights.

The assignment of the main route is ensured by indicating the start and end points of the route to the AWP DSP.

In the separate control mode, the system provides individual control of objects (arrows, traffic lights, etc.) with a check of all the dependencies related to this object. Separate control mode is applied if there are restrictions associated with preventive and repair work: turning off arrows and sections from dependencies, disconnecting arrows from control, closing tracks and sections for movement, etc.

The software MPTS-MZ-F contains a control computer program consisting of two modules: the main module and the configuration file.

A configuration file is intended to describe the configuration of I / O devices. The main module provides an interface between the I / O module drivers and the application program. At the time of start, it reads the configuration file, from which it receives a list of input / output elements.

Communication between the application program and the I / O driver comes down to messaging.

Claims (5)

1. A microprocessor-based system for centralizing arrows, signals and other objects of railway automation and telemechanics with route dependencies, characterized by performing a variable composition of functional elements and consisting of at least one automated workstation of a dispatcher containing means for displaying the state and entering arrow control commands, signals and other objects of railway automation and telemechanics in real time, controlling a computer computer a, which consists of at least two synchronized processor devices, each of which is connected to a power supply unit and a signal receiving unit from a dispatcher workstation, while each processor device running a real-time operating system performs the functions of centralization, data processing, and generates control commands for arrows, traffic lights and other objects of railway automation and telemechanics, and input-output devices for interfacing control computers of computer objects railway automation and remote control, which consists of relay-contact and non-contact command and control devices, exercising direct control and management of downstream and local railway automation and robot. 2. The microprocessor-based centralization system according to claim 1, characterized in that the control computing computer is based on a control computer that provides the main functions of centralization for the control and management of arrows, traffic lights and other objects of railway automation and telemechanics in compliance with train safety requirements in accordance with principles adopted in existing EC devices. 3. The microprocessor centralization system according to claim 2, characterized in that the basic control computer is a SIMIS-ECC computer. 4. The microprocessor centralization system according to claim 3, characterized in that the control computing computer consists of three identical processor devices and has a structure of two of three. 5. The microprocessor centralization system according to claim 4, characterized in that its operation is carried out in real time.