WO2000010860A1

WO2000010860A1 - Method and device for controlling a traffic installation

Info

Publication number: WO2000010860A1
Application number: PCT/CH1999/000331
Authority: WO
Inventors: Peter Ellenberger; Stephan Germann; Roland Gutknecht; Walter Schenker; Urs Zuend
Original assignee: Siemens Schweiz Ag
Priority date: 1998-08-19
Filing date: 1999-07-19
Publication date: 2000-03-02
Also published as: HUP0103280A3; HU223978B1; JP3523203B2; HUP0103280A2; EP1109709A1; DE59903573D1; EP1109709B1; JP2002523288A; ATE228451T1

Abstract

The invention relates to a method for controlling and monitoring a traffic installation comprising control and monitoring elements, notably switch points (W1, ..., W4), signals (S1, ..., S8) and track non-occupancy indicators (FM1, ..., FM14). By means of a control process based on a track blocking table, which in response to a request for the establishment of a route blocks and controls all setting elements associated with said route such that they are unavailable to other requests for the establishment of other routes and operations, at least two routes for rail vehicles can be set. At least one parameter (1, 2, 3, 4) is assigned to the installation elements (W1, ..., W4; S1, ..., S8; FM1, ..., FM14) which relates to the conditions or assignments to be defined or taken into consideration for each intended route, so that by means of a parameter (1) assigned to the track non-occupancy indicators (FM1, ..., FM14) the track non-occupancy indicator (FM1, ..., FM14) sequence along a route is defined and by means of a further parameter (1) assigned to the other installation elements (W1, ..., W4; S1, ..., S8) the association of said other elements with at least one of the track non-occupancy indicators (FM1, ..., FM14) is defined. As a result of the above parameter assignments the control process based on said assignment permits a simple and safe control of the installation to be controlled. The above control process is further made easier to carry out by the complete and technically executable description of operating conditions. The measures provided for in the invention also permit a more rapid establishment and suppression of travel routes and recognition of disturbances in track non-occupancy indicators.

Description

Procedure for the control and monitoring of a traffic engineering system

The present invention relates to a method according to the preamble of patent claim 1.

Various procedures are used in the construction of signal boxes for railway traffic. Interlocking systems operating according to the locking board principle are based on the use of locking and isolation tables shown in [2], Fig. 25 and Fig. 26, in which the static state of plant elements, such as level crossings, tracks, track blocks, signals and switches for the intended route settings is shown. For rules and, in some cases, also process-dependent relationships between the plant elements, which are determined by the operational regulations and geographical peculiarities, additional conditions are given in footnotes to the tables that must be taken into account when controlling individual plant elements. In practice, the wording of these additional conditions is not unique for all conditions. The completeness of the description of the system, which is used for the safe formation, monitoring and resolution of routes, by means of a lock, isolation table and footnotes is hardly ever guaranteed. Dependencies between routes that arise or change during the process sequences are not recorded. For the correct implementation of the lock, isolation table and footnotes, project engineers are required who recognize and master the relationships to be taken into account when controlling the system elements based on their professional experience. Precise knowledge of the entire functional scope of the interlocking system modules is required.

The present invention is therefore based on the object of specifying a method for the control and monitoring of a traffic control system having actuating and monitoring elements, which method can be easily implemented for systems with any route structures.

This object is achieved by the measures specified in the characterizing part of patent claim 1. Advantageous embodiments of the invention are specified in further claims.

The method according to the invention allows the simple project planning of traffic engineering systems, in particular of electronic signal boxes in railway engineering. According to the invention, the control processes provided for the construction and / or dismantling of the travel routes are based on the complete assignment of parameters to the system elements. Furthermore, the track vacancy detection devices are listed depending on the order in which they are passed when driving on the route to be set. In particular, this allows the availability of the traffic system to be increased. Routes can be dismantled and rebuilt more quickly. In addition, faults are easier to identify and correct. • The system elements intended for monitoring and clearing track sections, hereinafter referred to as free indicators, are now assigned parameters for each route to be created, by means of which the sequence of the free indicators within a route to be set is determined. • At least one parameter is assigned to the other investment elements, by means of which the assignment of an investment element to one or more vacant notices is determined.

• If necessary, further parameters are assigned to the system elements that contain information relevant to the control system. This eliminates footnotes to the tables.

• Complex operating conditions are preferably recorded in a table with at least one row and described in full. From this, the state of a logical parameter is determined, which can be assigned to the system elements.

The control processes provided for the construction and / or dismantling of the travel routes can be clearly and reliably implemented with little effort by the assignment of parameters to the system elements specified in the table.

The invention is explained in more detail below with reference to a drawing, for example. One is shown

Railway system with two tracks GL1, GL2 running in parallel from A to B or from C to D, which are connected to each other via two connecting tracks GL12, GL21 and two turnouts W1, W3 and W4, W2 connected to these connecting tracks GL12, GL21 are. The tracks GL1, GL2 are divided into different areas, which are monitored by (track) free signal FM1 FM14, which are implemented in the form of track circuits or axle counters.

A Freimelder FM processes the information from one or more track circuits and / or axle counters. The determined condition of the associated track section is reported to an interlocking. For safety reasons, these messages are designed to be antivalent or redundant. Track vacancy detection devices with DC or AC voltage track circuits or axle counters are e.g. in [1], pages 277-316 or in [3].

In the railway system shown, the track areas around the turnouts W1 W4 to the middle of the associated connecting track GL12, GL21 are monitored by the FM3, FM5, FM10 and FM12. Signals S1, S4, S5 and S8 are provided following the areas associated with the free detectors FM1, FM7, FM8 and FM14. Signals S2 and S3 or S6 and S7 are assigned to the areas belonging to the free detectors FM4 and FM11. The following routes can be created between points A, B, C and D starting from point A or point C (excluding shunting routes): Route 1 from A via track GL1 to B,

Route 2 from A via track GL1, connecting track GL12, track 2, connecting track GL21 and track GL1 to B, route 3 from A via track GL1, connecting track GL12 and track 2 to D, route 4 from C via track GL2 to D and

Route 5 from C via track GL2, connecting track GL21 and track 1 to B.

With the request to set up a route (e.g. route 1), all control elements belonging to this route are blocked by a control process compared to other requests to set up further routes (e.g. one of route 2, 3, 4 or 5) and controls and then set. Of course, other routes, such as shunting routes, entrances or exits, can be made. To explain the invention, only the process for setting up and dismantling route 5 is therefore explained below. For this route, which is set using a control process, the system elements S1 S8, W1 W4, FM1, ..., FM14 are in the states specified in Table 1 below, provided that the conditions specified in the parameters are met.

According to the invention, the elements of a railway installation to be controlled are assigned at least one parameter (or an auxiliary variable) which describes at least one possible state, condition or assignment which is important within a control process. So that the control process can be completely and unambiguously implemented, all necessary parameters must be provided. Several parameters are preferably assigned in a parameter list as follows:

Figure 1) List of parameters

Of course, the parameter list can be adapted to the needs of the project planner. Parameters can be changed, added or omitted. After adjusting the parameter list once to existing system elements, further changes should no longer be necessary or should be avoided. Based on the parameter list, which can now be used for the elements of any system, a table is created for a system to be configured, in which the parameter ter values or the possible states and assignments of the system elements for all required routes.

Figure 2) Locking table Table 2 shows the parameter values and the possible states and assignments of the system elements for route 5. A column is provided for each parameter to be taken into account. The complete table with the parameters for all system elements comprises a total of twenty columns for all five routes and one column for the list of system elements. The conditions for the investment elements are specified in 29 lines.

All of the conditions for the control of the system or for the creation and dismantling of the routes are completely and unambiguously described by this closure table according to the invention in connection with the parameter list. Based on the lock table, a control program that can run on a system computer can therefore be created manually or preferably automatically. Due to the technical processability of the lock table, in which all conditions and assignments are fully specified, the control program can be generated automatically by a program generator.

Additional conditions for any investment elements that could previously only be taken into account with great effort are now inserted in additional lines. By means of a logical link T1 of several conditions provided in a further line, more complex conditions can also be taken into account. These conditions or linkages of conditions can be considered as parameters in further lines.

This complete and problem-oriented description for controlling the process, which is kept in a uniform, technical syntax (see tables in Fig. 1 and Fig. 2), makes it possible to check the results of the actuation process for setting and resolving routes on a data processing system to use directly. This makes it easy to identify errors in the processing of the computer system.

Particularly important for an advantageous control of the system is the first parameter provided in the lock table, by which the free detectors FM are identified according to their sequence in the route and the other system elements (switches, signals, etc.) are assigned to at least one free detector FM. These measures are particularly advantageous in terms of ensuring increased security during the control process. These measures also increase the availability of the routes. Sections of set routes can be released again after the vehicle has passed through, based on the defined sequence of the free signaling FM, whereby a partial dissolution of the route is achieved. The "dissolved" sections of the driveway are therefore already available for the construction of further driveways if the vehicle has not yet reached the end of the driveway. A clear signal FM registers the passage of a vehicle through a track section, so that all system elements assigned to the FM free detector can be released as soon as the section is disconnected from the route.

The first parameter of the list given, for example, according to Figure 1 for the system shown was explained above. Parameters 2 and 3 for turnouts relate to the adjustable position or the function that the turnout assumes in the route. For example, it is not driven on, but serves as side protection, by which enemy trains are kept away from the set route. Parameter 2 for free detectors relates to the condition to be fulfilled for the changeover of the start signal to green (or trip approval). Parameter 3 specifies the criteria used to monitor a section. Parameter 4 specifies which criteria are to be met so that the route or preferably a route section is released or released. Parameter 2 for signals defines the function of the signal. Parameter 3 specifies the driving term to be displayed and parameter 4 specifies the condition to be met for the signal change.

When controlling the system, special requirements of the user may have to be taken into account, which are based on special operating regulations or a special geographical embedding of the system to be controlled. Therefore, additional lines are preferably provided, in which additional conditions are specified, which are to be taken into account as parameters in the lock table (e.g. as parameter No. 4 for the placement of signals). Several conditions can also be linked in an additional line. In the lock table, line 29, the conditions A and B specified in line 27 and line 28 are AND-linked. The result of the link, which is represented by the variable T1, is specified in line 5, provided for the signal S5, under parameter 4 as a condition. The signal S5 should only be converted to a driving term of travel if the associated level crossing has been secured by the barrier BA1 shown in the drawing and a monitoring device BÜ. In this way, any other application-specific conditions can be taken into account. Conditions A, B, ... can, i.e. naturally also be taken into account individually in lines 1 to 26.

In larger table formats, the elements FM, S, etc. are preferably specified in the columns and the parameters in the rows.

The solution according to the invention can also identify occurring errors and correct them at the process logic level. In today's signal boxes, track sections are monitored, as mentioned above, for example by means of axle counters and / or track circuits. A logical combination of the count results from two axle counters determines whether a train has passed a section of track and has left it completely. If a train has passed the relevant section of the track and the axle counters have different counting results, the route is not resolved in known systems. The error is difficult to locate today due to many possible influences. By logically linking the counting results of several successive sections of axle counters to each other, error corrections are possible directly in the axle counting logic. The effort for such a network among axle counters is great.

According to the invention, however, it is determined in what order the vacant detectors are arranged and passed within a driveway. Free detectors are axle counters and / or track circuits or other devices for detecting the occupancy of a rail section. In the table below, the lines of the locking table are sorted according to parameter 1 (the values of parameter 1 increase steadily from line to line.) From the drawing it can be seen that the order of the FM8 FM9 FM10 FM11 FM12, FM5, FM6 and FM7 corresponds to the sequence of the track sections that are traversed sequentially when using the route 5.

For the dissolution of the route, the condition If (occupancy and release) is specified under parameter 4. Each of these track sections must therefore be occupied before the dissolution and be free again.

Figure 3) Lines 17-24 of the lock table sorted according to the values of parameter 1

If the free detectors FM8, FM9, FM10 and FM12 now report the fulfillment of condition If of parameter 4 (track section occupied and released again), it can easily be determined that an error has occurred with the free detector FM11. To verify this, you can wait for the messages from other free detectors (FM5, FM6 and FM7). Subsequently, after processing the error pattern with the aid of logical rules, corrective measures that are permissible when it comes to railway technology are initiated when the track sections are released. The traffic route can be blocked or completely or partially closed in accordance with the safety rules provided. If corrections are not permitted, ie no wrong behavior is detected, you can be asked to visually inspect the relevant section of the track (for example, it is checked whether a car has detached itself from the train composition). In addition, the possibly faulty axle counters and / or track circuits can be subjected to a test procedure or, as far as necessary, deactivated and functionally substituted until they are repaired. It is particularly advantageous that the emergency Corrective corrective measures based on detailed error information can be applied at the process control level.

Literature:

[1] R. Hämmerii, The principles of safety systems for railway operations, published by the Swiss Federal Railways (SBB Kr I), edition from February 1990, Volume 1 [2] R. Hämmerii, The principles of safety systems for railway operations, published by the Swiss Federal Railways (SBB Kr I), edition from February 1990, volume 2

[3] EP 0 831 006 A1

Claims

PATENT CLAIMS

1. A method for the control and monitoring of a traffic engineering system, the actuating and monitoring elements, in particular switches (W1 W4), signals (S1 S8) and free detectors (FM1 FM14), whereby by a control process based on a lock table, which with the Requests to set up a route locks all control elements associated with this route compared to other requests to set up further routes and controls and then sets at least two routes for track-bound vehicles, characterized in that the elements (W1 W4; S1 S8; FM1 FM14) at least one parameter (1, 2, 3, 4) is assigned to the system, which relates to the states or assignments to be set or taken into account for each intended route that is assigned to the free detectors (FM1

FM14) assigned parameters (1) the order of the free detectors (FM1, ..., FM14) within the

Travel path is determined and that by a parameter (1) assigned to the further system elements (W1 W4; S1 S8) their affiliation to at least one of the free detectors (FM1, ..., FM14) is determined.

2. The method according to claim 1, characterized in that a lock table is used in which the parameters are assigned to the system elements (W1 W4; S1 S8; FM1, ..., FM14) and that the control process is based on the lock table, manually or automatically is created.

3. The method according to claim 2, characterized in that rows or columns are provided in the closure table for each system element (W1 W4; S1, ..., S8; FM1 FM14) and that additional conditions (A, B ) are specified that relate to any other conditions to be taken into account.

4. The method according to claim 3, characterized in that the additional conditions (A, B) are used individually or linked by links specified in further rows or columns as parameters for the system elements (W1 W4; S1 S8; FM1 FM14).

5. The method according to any one of claims 1-4, characterized in that after creating and driving on a route, it is determined whether the free detectors belonging to the route (FM8, FM9, FM10, FM11, FM12, FM5, FM6, FM7) Passed in sequence and that all system elements (W1 W4; FM8; FM9; FM10; FM11; FM12; FM5; FM6; FM7)

S1 S8) are released as soon as the track section monitored by the free signal (FM8; FM9; FM10; FM11; FM12; FM5; FM6; FM7) has been passed through the vehicle.

6. The method according to claim 5, characterized in that all released after driving on a track section system elements (W1 W4; S1, ..., S8) as required for the construction of further

Routes are used.

7. The method according to any one of claims 1-6, characterized in that the order of the free messages from the free registrants (FM8, FM9, FM10, FM11, FM12, FM5, FM6 and FM7) is checked when driving on a route (route 5).

8. The method according to claim 7, characterized in that corrective measures are initiated in the event of non-compliance with the order of the free messages.

9. The method according to claim 8, characterized in that the free signal (FM11), from which a free signal is pending and / or the associated track section is checked.

10. The method according to claim 8 or 9, characterized in that the driveway is blocked or completely or partially released in the absence of a free message.

11. The method according to any one of the preceding claims, characterized in that a closure table is used in which all parameters and links required for controlling the process are assigned to the system elements (W1 W4; S1 S8; FM1 FM14) and that based on the closure table the control process is created manually or automatically.

12. The method according to any one of the preceding claims, characterized in that the verification of the results of the setting process running on a data processing system is carried out with the aid of the created locking table, which, supplemented by the parameter list, forms a complete system description.