Work train circulation assistance method and system

A method and system for increasing the speed of trains approved for running on sight

Full description

Background of the invention

The invention relates primarily to a method for assisting sight-based train movement on a railway line under construction.

On a line during operation, the track is divided into sections of 400 to 2500 meters, which move

On each of them the trains speed depends on a sign appearing at the entrance to the section, usually coloured

Like a three-color traffic light, it turns to green if the section is empty, and to...

Orange if the next section is occupied by a train - and the light is at the entrance to this section

The next one is red, and it is also red if the previous section is busy.

For a train to be able to travel on a section at the speed specified for this line, i.e. it is moving

At the prescribed speed, it is preferable that the two sections following this section be free of any other train.

In these circumstances, the sign will be green at the entrance to the section of interest.

The presence of a train on a section is detected by a track circuit that controls the signaling elements

Which has already been raised.

Installing a signal system like this for a line under construction would be beyond the realm of concern. Its cost will be prohibitive.

So far, a signal system for sight-based train movement on the tracks of an under-construction railway line is being provided experimentally by work site personnel with the help of signs and other signs and by radio and telephone means. One of the major drawbacks of an experimental solution like this, not to mention the high administrative demands, is that it limits the speed of trains on the tracks, and drivers are forced to operate “by sight.”

General description of the invention

So the applicant here proposes a new solution, but in the restricted context of a new line under construction

- With two adjacent lanes.

- Each track is a two-way road, meaning that trains can move on it in both directions.

Thus, the current request mainly concerns a method to increase the speed of trains that rely on sight on a railway line under construction with two adjacent tracks that have two directions, and is managed from

Central control building for a personal computer centralized by the movement manager's personal computer

in it:

The tracks are divided into Si sectors extending between two control terminals (i and i+).

2) Trains can move on it at the speed specified for the line or depending on sight.

When requesting a license, to move at the speed specified for the line in one direction on a known sector

Si, from train attendant to mainframe personal computer,

- A check is made to see if any other train is moving on the section Si of interest,

It is checked whether any other train is moving on the next sector 2 + Si in direction

antidote,

- It is checked whether the adjacent sector A+Si of the adjacent path is subject to the work of and

- If all three tests are negative,

Permission is given by the main computer to the accompanying crew to move the train at the speed specified for the line.

The technical effect of the method of the invention lies in the ability, under certain circumstances, to have a sight-driven train move at line speed, i.e. at a speed greater than the speed of movement when moving by sight, saving valuable time. To give an idea of this, the invention can be used, on sectors of 10 to 15 km, to achieve a speed of 80 km/h instead of 30 km/h while working, and to move it at an average speed of 45-50 km/h instead of 20-25 km/h. Only with traffic by sight. Preferably, each sector-mapping phase extends over a given length,

It is ensured that there is no train moving in the opposite direction on the 2+i stage terminating the section Si of interest,

- Permission to move at the speed specified for the line on the sector Si of interest.

Instructively, a train departing from a set of sidings travels in a marshalling area

zone at a main station works base through the track junction block stage before moving on the line and through the crew of the control building at the pilot points, after the approval of the main personal computer, which controls the statement of the expected movement stages over the course of the track link stage.

track junction block

In this case, after the route prescription stage points are triggered, the point control building staff communicates authorization to the train to leave the siding set of storage lines to move on the line.

Preferably again, an indication is given to the visually operated train that it has reached the beginning or end of stage Pi and

When it reaches the start of stage Pi, the train moves until it is completely along the stage and the accompanying crew then requests the main PC to move at the scheduled speed of the line for the next section Si and

When it reaches the end of the Pi phase, it responds with a command to wait or with a license to move on sector Si.

The invention also relates to a system for increasing the speed of movement of trains based on sight in running them on a railway line under construction with two adjacent tracks that have two directions, managed from a personal computer (PC) to a central control building by the movement manager’s personal computer (PC), and the tracks are divided into Si sectors extending between two terminal control buildings. Pi (or 2 + i) trains can move on it at the set speed of the line or depending on sight, and the system includes:

A computer in the central control building that includes a management tool, a data processing tool, and a graphic panel detailing the stages of operation of the line under construction, with at least its routes, sectors, and stages.

His peripheral control,

- Means of communication between the main personal computer and the crews

Accompanying sectors that depend on sight in their operation, for licensing applications, to move at the specified speed of the line in one direction on a known sector Si, from a crew accompanying a train to

Movement Director's PC, and

- Means of storing messages (Mi) and

- A means of determining the position of a train on line segments connected to a computer, and

- A means of detecting the direction of movement of a train on line segments, connected to the computer, and

- A means of entering the working status of sectors connected to the computer, and

- A means of processing data from a means of discovery and location determination so that, if

(a) There was no other train moving on the sector Si of interest,

(b) There is no other train moving on the next sector 2+Si in the opposite direction, (c) The adjacent sector 1+Si of the sector Si of the adjacent track is not in a position based on sight, the main PC authorizes the crew accompanying the train to move at the set speed of the line On the sector Si of interest from terminal i to terminal 2+i.

Preferably, sector Si is represented on the central PC building operating plan as fully occupied when a visually operated train is moving over it. Again, preferably, the means of locating trains on the sectors includes:

- Signaling elements for the beginning and end of the stages Pi surrounding the sectors Si and designated for the stages and sectors,

- A means of communication between the train and the central control building intended for the exchange of messages (Mi) exchange messages, namely particular requests (Ml), injunctions (N2), or authorizations (M3).

Again, it is preferable that the signaling elements be signal boards, but they may also be, in a more elaborate form, radio beacons.

radio beacons

In the first case, the accompanying crew is the one who generates the transfer of request messages and is the one who interprets the main PC's responses, while in the second case this transfer may be automated. The invention will be better understood with the help of the following description of a system for accelerating the movement of visual-based trains in accordance with the invention and the method it uses, with reference to the attached drawing therein.

Brief explanation of the drawings

Figure 1 shows the general principle of movement of trains that rely on sight to run at the speed specified for the line according to the method of the invention, and

Figures 2, 3, and 4 show an example of signaling elements equipped for railway lines to determine the location of trains on sectors, and they include, in arrangement, one track in one direction, one track in two directions, and two tracks in two directions. Figure 5 is a functional schematic diagram with the stages of the system for increasing the speed of movement according to the invention. , And

Figure 6 is a process flow diagram illustrating a typical example of exchanging messages, consistent with the invention, between trains that rely on sight for their operation and the central control building, and Figure 7 is a process flow diagram for operating a speed increase system according to the method of the invention and

Figure 8 shows an example of displaying a schematic drawing board for the stages of lines under construction and for controlling movement according to the method of the invention.

Detailed description

Referring to Figure 1, tracks 100 and 100 of line 200 of a railway under construction connect at least one CE and its works base

BT.

The BT works base is being set up for the formation and distribution of sight-based trains TTX B, TTX A, etc. on line 200 with CE as their intended location.

Thus, a train departing from the formation sidings (196) of the marshalling zone (97 1) of a main station works base (198) moves by the method of the track junction block (199) before moving on the line, and the point control building crew ( 195), after

PC approval of the movement manager (194), and control over the expected movement stages throughout the track junction block stage (199). The lines are prepared as described below:

Line (200) is divided into successive adjacent segments Si, Si + 2, etc., on path (100) and 1+Si, 3+Si, etc. on adjacent path (100). Phases Pi, Pi+2, Pi+3, Pi+1, etc., respectively, define these sectors on these tracks. Phases 2, Pi+Pi, etc. have a length of track (120), (140), etc. of at least 1500 metres, while sectors Si+2, Si, etc. may have a length of track (130), (150), etc. is much larger (approximately 10 km) so that it can operate at the speed specified for the line sections, at approximately 80 km/h. In comparison, stages are usually navigated by vision except when they are used as a parking track.

On the basis of this arrangement in sectors, the system (400) (Figure 5) for increasing the speed of movement of trains based on sight in their operation includes mainly signaling elements placed along the tracks that allow the accompanying crews to determine the location of the TTX train they are accompanying. These signaling elements may be closed-frequency radio signals on special channels perceived by equipment on board trains, but here the performance is simpler for signboards as described below. Furthermore, the acceleration system (400) includes on-board electronic means available to the crew managers on the trains to assist the traffic manager's personal computer located in a central control building of a personal computer to regulate and control the movement of the trains. These electronic means will be explained later.

In relation to the elements of issuing signals, and indicating Figure 2, on a one-way track (100) that moves in one direction (101), statement signs are placed

placed indicator signboards (121), (141), etc. for the beginnings of stages pi, Pi+2, each carrying a word, for example DP21 (start of stage 21), etc. DP41 (start of stage 41). These expressions designate each stage Pi reached by a visually operated train with the start and end positions of the segment (120), (140) of the track on which it is possible to stop. It is only visible from a train moving in direction (101). Referring to Figure 3, on a two-way track (100) that allows opposite directions of movement (101) and (102), the path lengths will be

lengths of track (120), (140), etc. Phases 2+Pi,pi have endings which are at the same time the beginnings of phases for one direction of motion and the ends of phases for the opposite direction of motion. This explains why additional signboards (221), (222), (246), (242), etc. are placed on these two-way tracks, on the backs of signs (122),

(١٢١)(١٤٢)،

(141) etc., which are visible to their part only from trains moving in the direction (102). To distinguish the directions of movement (101) and (102), additional signboards (123), (124) are indicated on which LR radio channel the TTX visually operated train must communicate with the PC central control building, and the channels are different. On these two signs.

The radio channels used, or the sequence of stage numbers in the transmitted sectors, constitute data for detecting the direction of train movement.

In the case of line (200) containing two adjacent paths in directions (100) and (100), and with reference to Figure 4, the tracks are organized into stages Pi and sectors Si on path (100) and into adjacent stages 1+Pi (220, 240) and sectors Si+1 (230, 250) on the adjacent lane (101), including warning signs placed as above (221, 222, etc. - 122, 121, etc. and 421, 422 etc. - 322, 321 etc.). Additional signboards indicate track number VI or V2. In the end, points (301) and (302) are placed to connect and allow two-way operation of the two adjacent tracks, bypassing the main work sites if necessary and providing trains moving in opposite directions on one and the same track to cross it.

These signaling elements allow the accompanying crew to determine the position of the train in sectors and stages, and to send data about the movement and/or position of the accompanying train to the main personal computer. Each TTX train (80) (Figure 5) includes a radio transceiver (81) and, coupled to the final, human-machine interface (MMI) (28) and with a keyboard and display not shown, produces for the accompanying crew messages to the transmission stage Central block PC (90) and receiving messages via the LR channel of a wireless link with it. The central block (90) includes, for its part, a central means of communication (91) that includes a radio transceiver (92) and a modem (93) for converting received signals into a baseband that can be absorbed by a computer (94) for organization and control. In train traffic.

The computer (94) necessarily includes a means of management and a means of processing data in connection with a block diagram panel (70), which here is a television display screen, a means (0 5) for storing messages and a means (0 6) for storing data storing data, namely To control the display of the stage diagram panel in displaying distinct data for lines, sectors, stages, and the position of the trains used to visually operate them and the main work locations. The computer (94) includes a means (95) for organizing messages received on the modem (93), a means (96) for processing detection and position data contained in the received messages, and a means (97) for organizing messages to be sent via the modem (93). It is also connected to an input device (98), which here is a human-machine interface (MMI) including a keyboard with at least letters and numbers and a screen specifically for entering data to control the diagram board in stages,

Containing display data and storing it in the device (60), or to make requests to display messages stored in the device (50) in the form of a performance recording.

The module (95) dates and stores received messages in the medium (50), and the module (97) to organize the messages to be sent generates a history and stores the sent messages in these same media (0 5). As for the detection and position data processing module (96), it is set up to interpret received messages, check traffic conditions, infer the meaning of messages to be sent and update the phasing diagram where necessary. The operation of the system (400) will now be explained to assist sight-based trains in moving at the scheduled speed of the line.

With the excitement of Figure 6, when the crew accompanying the works train (80) obtains permission to leave the works base of BT, connected by the staff of the point control building, the train (0 8), during step 1, may move and enter stage Pi For track (100) for line (200) by walking visually on the section of track (120) for the stage, from the beginning of the stage shown by signboard (121) to the end of the stage, shown by signboard

signboard (122).

The accompanying crew, i.e. train (80), then in step (2) asks the main PC, i.e. central stage (90), for authorization to move along track (130) of sector Si by sending a wire message Ml on channel LR using the special transceiver. With it (81). From the LR channel in use, previously indicated by sign (123) or (124) here specified for the direction of movement (101) or (102).

For this, the accompanying crew enters on the MMI (82) the data containing the message Ml, meaning at least the identification A of the train and the number P assigned to the stage Pi reached, shown on the sign (121) of the start of the stage (DP21).

In step 3, this message Ml is received by the sender-receiver (92) of the personal computer (0 9), converted to digital, and decoded by the modem (93), then, and during the next step (4), after storage in the medium ( 50) and displayed on MM1 (98) by module (95), is analyzed by processing module (96). This analysis is carried out according to certain criteria, shown later, to decide on the basis of the mode of movement along the track (130) for section Si or the stopping of the train along the track (120) for stage Pi. If the analysis result is negative, in step 5, a wait message M2 is generated by the module (97) to organize the messages to be sent, and at the same time while stored in the medium (50), it is sent by the transceiver (92) to the transceiver (81) for train (A), for example, via the same channel LR. The receipt of message M2 by the accompanying crew has the effect, in step 7, of causing the train to stop at the end of the block signboard phase (122).

If the result of the analysis is positive, module (97), to organize the messages to be sent, in step 6, generates a message M3 authorizing train (A) to move at the speed specified for the line along the length of track (130) of sector Si. This message M3 is also stored in medium (50).

During step 8, this message is sent to the train (1) by the sender-receiver (92). As a result, the accompanying crew, in step 9, sends an M4 receipt acknowledgment message to the main PC, and in step 10, the train at the scheduled speed of the line on sector Si. In step 11, this M4 acknowledgment message is organized by the organizing module (95) and the processing module (96) updates the block diagram panel (70) while storing, in method (60), the Si sector is occupied by Train .A

The motion control method described is identically repeated before each time the TTX train enters a new stage Pi until it arrives at the primary working location CE. The performance log, obviously stored in memory (50), may be displayed at any time on the screen and used for example at the request of the main PC thanks to the MMI (98), in connection with the phase diagram board (70) which it supplies. With any help

He asks for it.

More precisely, and with reference to Figure 7, when a Mi message originating from the train (80) is received by the receiver (92) of the central block PC (9.), in step 21, the transceiver (92) sends the message Mi to modem (93), converting the received logical message into a digital message that can be understood by a computer (94) in a manner known to those skilled in the art. During step 22, the module (95) extracts to organize the messages received from it the number A of the stage Pi reached, the identification A of the train (80), and the nature of the request, for example a request to move on sector Si after

Phase Pi is in the direction of travel of the train indicated by channel LR, and this detection and locating data is supplemented by LR, P, A, during the next step (23) with any additional data available in memory (0 5) and entered by the main PC using the MMI. This additional data may specify, for example, the composition of train A, the characteristics of stage Pi, the different radio channels used depending on the tracks and direction of movement, the urgency of determining the route of train A, etc.

Detection and positioning data are sent to the processing module (96) which, in subsequent steps, searches the memory (06) for:

- During step 25, the train TTX immediately preceding train A on track (100), is traveling in the same direction (101) and sector SJ and stage PJ have been reached,

- During step 26, the closest TTX train coming towards train A on track (100) (if this track is two-way), sector SK and stage PK reached,

- During step 26, whether the line has two tracks, the S1 position of the CE closest to section Si is located on track (100) next to track (100) used by train A.

Steps 25, 26, and 27 then calculate the numbers of train-free sectors N1 n2, N3 between sector Si and sectors Sk and SJ, or position S2. These numbers N3, N2, N1 are compared with the minimums n1, n2 and n3 that must not be exceeded, during step 28, in order to approximate accordingly whether the minimum of interest has been exceeded or not:

- The TTXA train may move in sectors on sector Si, in which case, during step 31, a message M is sent in response to the message Ml with “movement at the specified speed of the line on sector Si” mentioned,

Train TTX A may move on sector Si by running by sight.

Whereas in this case the message M3 sent during step 32 includes &movement depending on the consideration of the mentioned sector &Si,

- The TTX train must wait, at the end of the stage board of stage Pi, for the next authorization to move on sector Si, since in this case and during step 33, a message M2 is sent to it.

At the end of the process, at severity 40, the management module (95) updates the log in the storage means (50) and the block diagram panel (70) in the storage means (60). The minimum values n1, n2 and n3 that must not be exceeded depend on the previously established safety conditions. In normal use of the system the following conditions may be selected:

<img file="SA1902B1_D0001.tif" />

In this case, train B may not enter sector Si already occupied by train A traveling in the same direction:

<img file="SA1902B1_D0002.tif" />

In this case, a train B traveling in one direction may not enter sector Si if a train A traveling in the opposite direction on the same track occupies sector 2+Si:

<img file="SA1902B1_D0003.tif" />

In this case, duty-style movement on sector Si is assumed only if the adjacent sector Si+1 is in CE, otherwise the train may move at the rated speed of the line. Depending on the above safety levels, the unit may have a phasing diagram displayed on the screen screen (70) The attribute shown in Figure 8. In this figure, three under-construction lines L1 and L3 are represented, each of which includes two tracks V1 and V2, and on each track, sectors Si extend between the end or start phases Pi depending on the direction of movement 2-I, I, 2+I. , etc. and adjacent sectors 1+Si between phases 1+Pi.

Each line L2, L1, and L3 shows one of the previous three states of control exerted by the assistance system (400), that is:

On line L1, track V1, factory train B is occupying sector (2-1)S1 or stage Pli, the ignition is shown on panel 70), and is requested to move at the rated line speed on sector Sli. The aid system(400) ensures that it is preceded by a factory sector A that occupies the sector Slj that was displayed

Also, j here equals 2+i. If JI is equal to or greater than nl, no authorization is given, as there is no moving train in sector Si

On line L2, the status of train B is similar, but train A is occupied by train S1K or stage P1K, and K is 4+I. If 1-K is equal to or greater than n2, a pass may again be given, as no train is moving on the stages or sectors Pi, 2+Pi and 2+Si.

On line L3, sector S3L, where i+1 = L of the adjacent lane V2. In the case of a basic work location CE, and 1-I-1 is zero, permission to move may only be given while working on sector S3i.

A license is then only given if these three verification steps are done and safety conditions are provided.