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9Central Asian Research Journal For Interdisciplinary Studies (CARJIS)
ISSN (online): 2181-2454 Volume 2 | Issue 4 | April, 2022 | SJIF: 5,965 | UIF: 7,6 | ISRA: JIF 1.947 | Google Scholar |
www.carjis.org DOI: 10.24412/2181-2454-2022-4-228-232
GEOINFORMATION TECHNOLOGIES IN THE FIELD OF TRAIN
SAFETY
Sarvar Tohir o'g'li Zokirov ABSTRACT
One of the main tasks in the development of the railway system is to increase the geoinformational reliability and safety of technical means in conditions of increased train traffic and, accordingly, static and dynamic effects on infrastructure facilities. The solution of the task is possible on the basis of a reliable assessment of the reliability and safety indicators of infrastructure technical means and the forecast of changes in these indicators.
Keywords: interval regulation, transport lines, growth factors, automation.
INTRODUCTION
This innovative geoinformation on- board complex was supposed to:
• * represents a scalable integrated security system with the possibility of intelligent integration with rolling stock management systems;
• be able to be configured according to customer requirements, thanks to the functionally flexible high-performance hardware;
• have various radio channel-based interfaces for reliable information exchange with modern floor automation devices, including newly developed ones;
• * have a cyber information protection device in its composition and be built on a domestic element base;
The combination of these technologies when using a modern on-board device makes it possible to organize interval regulation even with partial failure of floor equipment and to have high efficiency in organizing the passage of trains along a temporarily single-track stretch (in conditions of providing "windows" of long duration for repair work and the associated closure of one of the two main tracks), which is especially important in conditions of inaccessible terrain.
METODOLOGY
The on-board navigation system calculates its location every 500 ms, based on data from the satellite navigation system and speed sensors. Initially, the location is determined based on satellite navigation. In the process of movement, coordinates are
Central Asian Research Journal For Interdisciplinary Studies (CARJIS)
ISSN (online): 2181-2454 Volume 2 | Issue 4 | April, 2022 | SJIF: 5,965 | UIF: 7,6 | ISRA: JIF 1.947 | Google Scholar |
www.carjis.org DOI: 10.24412/2181-2454-2022-4-228-232
determined based on data aggregation. Receiving data and processing it on board takes one cycle, which is 500 ms. In the CRH, coordinates with a location message are received cyclically, with a period of 5 seconds. In accordance with the requirements for the communication system in the document, the maximum delay in data transmission should not exceed 500 ms in 99% of cases. About 500 ms is required to receive and process data in the CRH. On average, the delay in receiving data from the actual position of the locomotive is 1.5 seconds.
If there is a discrepancy between the navigation data of the on-board positioning system and information about the occupation and release of the RC, it is proposed to put the system in a protective state corresponding to movement by signals of automatic locomotive signaling with reduced speed. It should be noted that the proposed method of estimating the positioning error "works" within the "window", the size of which depends on the hardware used. The error in estimating the location of the train based on the passage of the boundaries of the RC should be taken into account as one of the terms of the length of the protective section.
When designing, it is necessary to link the control of train traffic in the interface zones with the existing main transport lines. This is due to the fact that in some cases (for example, in emergency situations, the involvement of additional recovery trains, fire trains, and other special equipment), there may be a need for the Uzbekistan Railways rolling stock to enter the HSR, which leads to the need to provide traditional control functions and data transmission methods to the locomotive in the HSR system.
The size of station and inter-train intervals depends on a number of factors: the technical equipment of adjacent sections; the plan and profile of approaches, main tracks, receiving and sending tracks and parks of separate points; a series of train locomotives serving passenger and freight trains, train categories, their weight, length and speed, speed limits of trains at stations and stages; types of switches; mutual arrangement of receiving and sending tracks and parks, placement of traffic lights; the length of the station tracks and the order of passing trains through separate points (with a stop or non-stop).
DISCUSSION
On double-track railway lines, when organizing the movement of high-speed passenger trains, it is necessary to calculate the following station and inter-train intervals: passing departure (passage) of trains; passing arrival (passage) of trains; between trains on stages; non-simultaneous departure and oncoming arrival of trains
Central Asian Research Journal For Interdisciplinary Studies (CARJIS)
ISSN (online): 2181-2454 Volume 2 | Issue 4 | April, 2022 | SJIF: 5,965 | UIF: 7,6 | ISRA: JIF 1.947 | Google Scholar |
www.carjis.org DOI: 10.24412/2181-2454-2022-4-228-232
on hostile routes; non-simultaneous arrival and oncoming departure of trains on hostile routes; non-simultaneous departure and the passing arrival of trains.
Linking schemes should exclude competition and ensure the operability of station and distillation devices at speeds over 160 km/h, namely:
• for the reception route - coding of the approach section depending on the signal indications of the entrance traffic light; preliminary and final closure of the reception route; indication on the scoreboard about the approach of trains to the station by monitoring the freedom and occupancy of the first and second approach sections (at high speeds, the RC of these sections will be combined to eliminate coding failures of automatic locomotive signaling (ALS)); control of signal indications of the pre-entry traffic light;
• for the departure route - control of the signal readings of the output traffic lights depending on the freedom of the first and second removal sections, at high speeds, the RC of these sections will be combined to eliminate ALS coding failures; indication on the scoreboard of the train removal sections; control of the freedom and occupancy of the first and second removal sections; strengthening the algorithm for opening sections of routes.
Every day such high-speed trains as "Registon" run in the direction "Tashkent -Samarkand - Tashkent". A comfortable high-speed train "Afrosiyab" (Talgo 250) of Spanish production runs twice a day between Tashkent and Samarkand. Since August 24, 2007, after the construction of the new Tashguzar - Boysun - Kumkurgan line, trains going to Termez no longer pass through the territory of Turkmenistan, but follow the new line.
The forecast of passenger traffic in the directions of high-speed rail services was made taking into account the priorities and growth factors of passenger traffic in the Republic of Uzbekistan and, in particular, in the regions of the high-speed and highspeed train circulation landfill.
The technical means of the geoinformation on a high-speed line should be created taking into account the requirements for track devices, power supply and traction network, communication means, rolling stock, the specifics of a particular section and other requirements related to the organization and safety of train traffic. An Alarm and Communication Center has been established for coordination in the field of technical policy. Its priority task is to ensure the proper maintenance of all technical means and devices while unconditionally ensuring the safety of train traffic. The Center also conducts a unified policy at the company's enterprises and organizations on the
Central Asian Research Journal For Interdisciplinary Studies (CARJIS)
ISSN (online): 2181-2454 Volume 2 | Issue 4 | April, 2022 | SJIF: 5,965 | UIF: 7,6 | ISRA: JIF 1.947 | Google Scholar |
www.carjis.org DOI: 10.24412/2181-2454-2022-4-228-232
operation and development of automation and communication facilities, the use of computing facilities and automated workplaces, the introduction of advanced technology and experience to enhance traffic safety.
The movement of high-speed and high-speed trains should be carried out in the mode of dispatching control of the pass routes at all stations of the line from a single dispatching control center.
CONCLUSION
The activation of the high-speed and high-speed train pass mode on the line should be carried out by sending a remote-control command from the train dispatcher. Switching off the high-speed and high-speed train pass mode at the dispatcher section should be carried out automatically after the train has passed. Cancellation of the highspeed and high-speed train skipping mode at the dispatching station should be carried out by sending an additional responsible command of remote control by the train dispatcher.
Circuit design automation is carried out due to a large database of templates and ready-made projects, parts of which are easy to include in a new project. To do this, we use our own schema editor, where all data is stored in a database, which greatly facilitates their processing (numbering and initial analysis of schemas). Errors found during processing are displayed in the editor, as well as the results of the analysis of schemes.
The final stage of the complex is the creation of project documentation in any convenient format geoinformation (VSD, DWG, PDF or EMF); all data is stored in the form of databases, which makes it possible to reuse them. All operations, with the exception of processing and error checking, can be performed simultaneously by several users.
It should also be noted that only geoinformation graphics editors do not use foreign graphics cores and source code of foreign graphics editors, while other systems depend on commercial products of foreign companies.
The experience of using these systems shows that the work of designers is currently impossible without automation and the next steps in the development of geoinformation should be made in the direction of automated examination of design solutions.
Central Asian Research Journal For Interdisciplinary Studies (CARJIS)
ISSN (online): 2181-2454 Volume 2 | Issue 4 | April, 2022 | SJIF: 5,965 | UIF: 7,6 | ISRA: JIF 1.947 | Google Scholar |
www.carjis.org DOI: 10.24412/2181-2454-2022-4-228-232
REFERENCES
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3. Vasilenko M. N. Coordination and approval of technical documentation using an electronic digital signature / M. N. Vasilenko, P. E. Bulavsky, B. P. Denisov, D. A. Imanuilov // Science and Technology of transport. - 2010. - No. 1. - pp. 18-23.
4. Aripov N. M. Prospects for the development of high-speed traffic and issues of the introduction of electronic circulation of technical documentation on the railways of Uzbekistan / N. M. Aripov, D. H. Baratov // Innovative transport. - 2016. - No. 2. - pp. 10-14.
