EP0105182A2 - Dispositif d'enclenchement décentralisé de voies dans une installation d'enclenchement de la voie ferrée - Google Patents

Dispositif d'enclenchement décentralisé de voies dans une installation d'enclenchement de la voie ferrée Download PDF

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Publication number
EP0105182A2
EP0105182A2 EP83108462A EP83108462A EP0105182A2 EP 0105182 A2 EP0105182 A2 EP 0105182A2 EP 83108462 A EP83108462 A EP 83108462A EP 83108462 A EP83108462 A EP 83108462A EP 0105182 A2 EP0105182 A2 EP 0105182A2
Authority
EP
European Patent Office
Prior art keywords
groups
route
group
data word
search data
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP83108462A
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German (de)
English (en)
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EP0105182A3 (en
EP0105182B1 (fr
Inventor
Heinrich Walter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alcatel Lucent NV
Original Assignee
Alcatel NV
International Standard Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alcatel NV, International Standard Electric Corp filed Critical Alcatel NV
Priority to AT83108462T priority Critical patent/ATE52062T1/de
Publication of EP0105182A2 publication Critical patent/EP0105182A2/fr
Publication of EP0105182A3 publication Critical patent/EP0105182A3/en
Application granted granted Critical
Publication of EP0105182B1 publication Critical patent/EP0105182B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks

Definitions

  • the invention relates to a device according to the preamble of patent claim 1.
  • a conventional track interlocking also requires centrally arranged groups, e.g. Monitoring or interface groups that perform central interface tasks.
  • the groups are controlled by multi-computer systems.
  • the computer systems are connected to each other according to the geographical structure of the GLeisanLage and fulfill predetermined group functions according to programs stored in read-only memories.
  • the known track plan interlocking system contains a central operating group for evaluation and safe monitoring of the operating device as well as a central route selection group.
  • Central facilities generally have the disadvantage that malfunctions and failures in them always affect the entire control system and thus reduce its availability.
  • the object of the invention is therefore a device for the decentralized setting of routes in a lane switchboard equipped with electronically controlled groups.
  • the device is described by the features of claim 1.
  • the device according to the invention avoids the use of central groups and the above-mentioned disadvantages.
  • the operating elements of the table or the signals coming in via the command inputs of the route end groups have a direct effect on the control circuits of the route end groups and trigger the output of route search data words there, which are passed on from group to group according to the track plan. Since two controls are always used to manually control a route, there are initially two groups within it of the signal box, the sources of the same or at least related route search data words.
  • the groups whose control elements form the route to be set always lie between the two sources and are distinguished by the fact that they receive two identical or related route search data words from geographically opposite directions. On the other hand, element groups lying outside the route receive the data words from the sources only from one direction.
  • the control circuits of the groups can thus determine whether their groups belong to the route to be set or not by evaluating the direction of origin of the route data data received.
  • the directions of origin of the data words also indicate the required switch position, because the route must be set according to the position of the inputs via which the two data words are received.
  • the direction of the train journey is communicated to the control circuits by a special form of the data word or by an additional character.
  • the two possible directions of travel can be identified by mutually non-equivalent forms of the same data word or by the same data words with a special direction bit.
  • the evaluation of two identical or mutually equivalent data words additionally enables simple checking for falsification by comparison.
  • Controls can also Signals from a remote control device or a number control panel via command inputs permanently assigned to a direction of travel act on the control circuits of control groups forming the ends of a route and trigger the output of route search data words.
  • the route search data words of the route end groups can initially, as stated in claim 2, only be output in the direction of travel.
  • the target group then receives a data word from the start group and outputs a second data word, which differs from the first, against the direction of travel to the start group.
  • the second route search data word can also be output simultaneously with the output of the first route search data word.
  • Claims 4 and 5 relate to configurations of the switch groups.
  • the set points and the directions in which the edge protection data words are to be output can be determined.
  • it can be analyzed in more detail by directional evaluation
  • Edge protection data words decide in a very simple manner whether and what type of edge protection positioning job should be carried out.
  • Claim 8 contains a very similar solution for the marking of middle turnouts.
  • claims 9 and 10 reflect possibilities of data word transmission between the groups. While the parallel transmission according to claim 9 has advantages with regard to the transmission speed, the serial transmission according to claim 10 offers above all the possibility of fail-safe transmission since the most varied of data protection measures can be used.
  • Embodiments of the invention according to claims 11 and 12 relate to self-adjusting operation and automatic train steering. Both automatic operation and train steering can be carried out easily and without the use of central groups with the device according to the invention.
  • the train number can also be reported via the control circuit of the control groups if, as described in claim 13, these are connected to the train number displays. This eliminates the need for a separate central train number registration location.
  • a signal S1 is the starting point for driveways from a route STR1.
  • a point Z1 is the destination for routes on route STR2.
  • SignaLe S2 ... S6 are the starting point of an exit road and the destination of an entrance road.
  • An intermediate signal S7 is the starting point for a long drive, a destination for a short drive and an intermediate signal for long drives.
  • SignaLe S8 and S9 are the starting point for the driveways of routes STR3 and STR4.
  • the routes STR3 and STR4 should, however, also be able to be driven in the opposite direction, so that the destinations Z2 and Z3 of exit roads via the routes STR3 and STR4 coincide with the signals S8 and S9.
  • the figure also shows switches W1 ... W14, of which the switches W6 ... W9 are central switches and at the same time represent a detour option.
  • the turnouts W7 and W9 are then turn-around decision switches.
  • All control units such as switches, signals, GIle sections, start and end points, are assigned separate groups with up to four geographical entrances / exits, which are connected to their neighboring assemblies according to the geography of the GLIse system.
  • Four geographical inputs / outputs are required, for example, for an intersection group or an intersection switch group, three for an ordinary turnout group and only two for a signal group or GLis group.
  • the inputs / outputs of a group can work in directional operation (separate connections for input and output) or in two-directional operation.
  • directional operation the connecting lines have to be crossed similar to the trace cables in conventional relay signal boxes.
  • bi-directional operation the inputs / outputs are in the basic position on reception and are only switched to output when information is to be provided.
  • Each group contains a control circuit, for example a microcomputer, which evaluates information received via the geographic inputs of the group and can output information about the outputs of the group depending on it and depending on a permanently stored control program.
  • Each incoming information is provided with a feature that identifies the input via which the information reached the group and is stored for a certain time.
  • Groups which can be the start or end point of a route (route end point), are connected with buttons in the table.
  • Each button is permanently assigned to a certain direction of travel and labeled accordingly. It has a direct effect on the control circuit of the group assigned to it and triggers the output of a first data word D1, a route search data word, which is fed, for example, to the neighboring group lying in the direction of travel. It saves it and passes it on to the opposite exit according to the SpurpLan or, if the switch group is addressed from the top, to the two opposite exits.
  • the start or target group picks up a route search data word pending at one of its geographical inputs, stores it in relation to the input, and sends it to the neighboring group connected there via the output opposite the input.
  • a route search data word D1 is output, secondly, each route search data word arriving via a geographic input is compared with the data word D1 output from q e and if it is determined that both data words match each other, the stored Control program processed. If the route search data word D1 is only output in the direction of travel, this also includes the output of a matching second route search data word D2 opposite to the direction of travel.
  • Switch groups cannot be start or target groups. You receive route search data words at a geographic input, save them as described above, input-related and give them to the opposite output or if the input at which the data word is assigned to the turnout tip is assigned to the two opposite ones outputs assigned to diverging switch lines.
  • the setting program of a switch group like any other control group between the start and target group (signal group, track group), is only processed when two matching or matching route search data words from opposite directions have been received and saved.
  • the switch groups can also find the switch position to be set from the position of the group inputs used, because the route marked by the incoming route search data words corresponds to the route to be set.
  • the signal groups recognize the direction of travel to be set along the route from the type or the direction indicator of the route search data words. As a result, you can prepare the travel position of intermediate signals or mark it as a counter signal.
  • the data words can be transferred in parallel between the individual groups. This solution is very advantageous when using microprocessors, since the corresponding ports of the microprocessors simply have to be connected to one another. Basically, it is also possible to transfer the data words serially. This has the advantage that the data can be better protected against interference by code security measures. However, the transmission of the data words then takes more time, which significantly increases the duration of the setting process.
  • the two route search data words output by the route end groups (start and destination group) and passed on by the neighboring groups serve only to find a possible route. They can be delivered at the same time or one after the other. In the latter case, both route end groups first output the first data word D1 at their exit in the direction of travel. When the first data word is received, the target group responds by outputting the second data word D2 at its output opposite to the direction of travel.
  • This has the advantage, among other things, that when the data word D2 is transmitted, the transmission path is already known due to the transmission of the data word D1, and deviating paths that do not lead to the starting point can be blocked.
  • the two data words In order to enable the groups to determine the direction of travel, the two data words must differ from each other, but still be recognizable as belonging together. In principle, it is also possible to output only one data word at both route end groups, and this at the same time in all geographical directions. The data word must then contain information about the direction of travel.
  • Such other data words are e.g. exchanged between target groups and subsequent slip path groups or between switch groups and neighboring switch groups not lying in the driveway for the purpose of flank protection.
  • a data word D1 or D2 reaches a target point or starting point whose target key or start key is pressed, the program stored in the target group or starting group is started. In the case of a target group, this initially consists in marking the target point and outputting the data word D2. In the event that the target point is an exit signal, a slip-through data word D3 is then output in the direction of the end of the slip-through.
  • the slipping path group addressed by data word D3 or a correspondingly programmed switch group responds with a special data word D6. If several slip-through ends are possible, several slip-through data words D31 ... D3n are output and reflected as data word D61 ... D6n by the respectively programmed slip-through end.
  • the program of a start group initially only includes marking the group as a start group.
  • the switch groups located between the starting point and the destination store the data words D1 and D2 from the input. If both data words are available, they are checked for belonging together. If the result is positive, it is also checked whether the two data words have also been received via mutually opposite inputs. If this is the case, the turnout position to be set is determined from the position of these inputs and the setting process is prepared. A data word D4 is then output along the line rejecting the route, which triggers flank protection measures in neighboring switch groups.
  • Signal groups located between the starting point and the destination point also check the incoming data words. If they belong together, depending on the direction of the input of data word D1, the travel position is prepared as an intermediate signal, or it is marked as a counter signal.
  • the turnout groups therefore react to incoming data words of type D4 with edge protection positioning orders. If the data word arrives along the plus line of the turnout, the actuating job takes place according to the minus position. If the data word arrives along the negative line of the turnout, the actuating job takes place according to the PLus position. If the data word arrives from the turnout tip, it is passed on to the next turnout groups.
  • middle turnouts are to be included in a route to be set, as would be the case with the turnouts W7 and W9 in the system shown in the figure, if an exit road should be set from the signal S2 towards the target group Z1, the middle turnouts must depend on their occupation status are checked and marked.
  • the start group eg group S2
  • track groups are reported to be busy (eg group S5), this leads to the output of a response data word D7 in Direction of the starting group.
  • switch groups behave when data words D5 and D7 are present at opposite inputs, just as when data words D1 and D2 are present.
  • the points are marked and data telegrams D4 are output in the direction of the edge protection. In non-occupied track groups, neither the data word D5 is passed on nor the data word D7 is output.
  • a speed concept is to be formed, this can be done by means of a data word which is output by the target group and is compared in each route group with the permissible maximum speed stored there.
  • the speed term contained in the data word can be corrected to a lower value in each group if the associated guideway element requires a lower permitted maximum speed.
  • the data word received by the start group then contains the lowest permissible maximum speed in each case.
  • the route end groups intended for self-service mode must be enabled to output a second route search data word against the direction of travel even when a first route search data word arrives, if no operating element is actuated or no corresponding signal pending at a command input.
  • This can be done can be achieved without a security risk by programming the relevant groups as SELF-ACTIVITY-TARGET groups, i.e. enabling them to search for route search data words that contain a special self-service mode indicator, even without the operation of an operating element or a corresponding signal at a command input by the second route search Answer data word.
  • the train number of the train that is to be the next to travel on the route can serve as a self-parking indicator.
  • the entire train number report can be processed.
  • the train numbers are passed on like other data words along the route, saved in the respective target group and made visible on the display device connected to the target group.
  • train routing can be carried out by assigning special self-service operation indicators to each individual SELF-OPERATION-GOAL group.
  • Each self-service target group then responds only to route search data words provided with their identifier (eg a train number).
  • the setting of a subsequent route can also be made dependent on the train number, time and schedule data or the station schedule, in addition to the train number.
  • the departure time and the route destination (bypass, overhauls, other station track) can be changed manually or by a higher-level planning computer.
  • Priorities for individual trains can also be granted, for example by appropriate coding of the train numbers used as self-service license plates.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Remote Monitoring And Control Of Power-Distribution Networks (AREA)
  • Radio Relay Systems (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Threshing Machine Elements (AREA)
  • Load-Bearing And Curtain Walls (AREA)
EP83108462A 1982-08-31 1983-08-27 Dispositif d'enclenchement décentralisé de voies dans une installation d'enclenchement de la voie ferrée Expired - Lifetime EP0105182B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83108462T ATE52062T1 (de) 1982-08-31 1983-08-27 Einrichtung zum dezentralen stellen von fahrstrassen in einem spurplanstellwerk.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3232308A DE3232308C2 (de) 1982-08-31 1982-08-31 Einrichtung zur dezentralen Auswahl von Fahrstraßen in einem Spurplanstellwerk
DE3232308 1982-08-31

Publications (3)

Publication Number Publication Date
EP0105182A2 true EP0105182A2 (fr) 1984-04-11
EP0105182A3 EP0105182A3 (en) 1987-03-04
EP0105182B1 EP0105182B1 (fr) 1990-04-18

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ID=6172114

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Application Number Title Priority Date Filing Date
EP83108462A Expired - Lifetime EP0105182B1 (fr) 1982-08-31 1983-08-27 Dispositif d'enclenchement décentralisé de voies dans une installation d'enclenchement de la voie ferrée

Country Status (7)

Country Link
EP (1) EP0105182B1 (fr)
AT (1) ATE52062T1 (fr)
DE (1) DE3232308C2 (fr)
ES (1) ES8404654A1 (fr)
IL (1) IL69421A0 (fr)
YU (1) YU177083A (fr)
ZA (1) ZA835847B (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2739824A1 (fr) * 1995-10-13 1997-04-18 Gec Alsthom Transport Sa Systeme d'enclenchement ferroviaire a architecture logicielle et son procede d'implementation
WO2000002760A2 (fr) * 1998-07-09 2000-01-20 Siemens Aktiengesellschaft Plan de liaison d'elements pour poste d'aiguillage electronique
WO2003013936A1 (fr) * 2001-08-08 2003-02-20 Siemens Schweiz Ag Procede pour planifier des itineraires pour vehicules au moyen de groupes de destination
WO2006008233A1 (fr) * 2004-07-16 2006-01-26 Siemens Aktiengesellschaft Procede de commande d'itineraires pour des postes tout relais
EP3323693A1 (fr) * 2016-11-21 2018-05-23 Siemens Schweiz AG Logique de sécurité de voies orientée train pour installations de sécurité ferroviaire

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3314702A1 (de) * 1983-04-22 1984-10-25 Standard Elektrik Lorenz Ag, 7000 Stuttgart Schaltungsanordnung fuer ein elektronisches stellwerk
DE3436845A1 (de) * 1984-10-08 1986-04-10 Siemens AG, 1000 Berlin und 8000 München Streckengeraet fuer die linienzugbeeinflussung im bahnwesen
DE3535785A1 (de) * 1985-10-07 1987-04-16 Siemens Ag Verfahren zur realisierung der fahrwegsuche in einem stellwerk und einrichtung zur durchfuehrung dieses verfahrens
DE3535756A1 (de) * 1985-10-07 1987-04-16 Siemens Ag Einrichtung zum bilden des fahrwegcodes bei einem stellwerk
DE3922620C1 (fr) * 1989-07-10 1991-02-28 Ivv Ingenieurgesellschaft Fuer Verkehrsplanung Und Verkehrssicherung Gmbh, 3300 Braunschweig, De
DE4429403C2 (de) * 1994-08-09 2000-05-18 Siemens Ag Verfahren zum Behandeln von sich überlagernden Durchrutschwegen
HU223641B1 (hu) * 1996-08-23 2004-10-28 Siemens Schweiz Ag Eljárás és berendezés közlekedéstechnikai létesítmény vezérlésére és felügyeletére
FR2826921B1 (fr) * 2001-07-05 2004-07-09 Cit Alcatel Procede de formation et de gestion d'itineraires et reseau mettant en oeuvre un tel procede
CN110341759B (zh) * 2019-05-31 2021-07-20 北京全路通信信号研究设计院集团有限公司 一种车站内侧线接车控制方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2433187B1 (de) * 1974-07-10 1975-09-25 Siemens Ag, 1000 Berlin Und 8000 Muenchen Zentral gesteuertes Stellwerk für den Eisenbahnbetrieb, insbesondere elektronisches Stellwerk
DE2637906A1 (de) * 1976-08-23 1978-03-02 Siemens Ag Verfahren zum spurplanmaessigen aufrufen und behandeln von fahrwegelementen bei einem elektronischen stellwerk
DE2909512B1 (de) * 1979-03-10 1980-07-10 Standard Elek K Lorenz Ag Spurplanstellwerk
DE3007960A1 (de) * 1980-03-01 1981-09-10 Standard Elektrik Lorenz Ag, 7000 Stuttgart Elektronisches stellwerk

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2433187B1 (de) * 1974-07-10 1975-09-25 Siemens Ag, 1000 Berlin Und 8000 Muenchen Zentral gesteuertes Stellwerk für den Eisenbahnbetrieb, insbesondere elektronisches Stellwerk
DE2637906A1 (de) * 1976-08-23 1978-03-02 Siemens Ag Verfahren zum spurplanmaessigen aufrufen und behandeln von fahrwegelementen bei einem elektronischen stellwerk
DE2909512B1 (de) * 1979-03-10 1980-07-10 Standard Elek K Lorenz Ag Spurplanstellwerk
DE3007960A1 (de) * 1980-03-01 1981-09-10 Standard Elektrik Lorenz Ag, 7000 Stuttgart Elektronisches stellwerk

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2739824A1 (fr) * 1995-10-13 1997-04-18 Gec Alsthom Transport Sa Systeme d'enclenchement ferroviaire a architecture logicielle et son procede d'implementation
EP0773155A1 (fr) * 1995-10-13 1997-05-14 Gec Alsthom Transport Sa Système d'enclenchement ferroviaire à architecture logicielle et son procédé d'implémentation
WO2000002760A2 (fr) * 1998-07-09 2000-01-20 Siemens Aktiengesellschaft Plan de liaison d'elements pour poste d'aiguillage electronique
WO2000002760A3 (fr) * 1998-07-09 2000-03-30 Siemens Ag Plan de liaison d'elements pour poste d'aiguillage electronique
WO2003013936A1 (fr) * 2001-08-08 2003-02-20 Siemens Schweiz Ag Procede pour planifier des itineraires pour vehicules au moyen de groupes de destination
EP1288099A1 (fr) * 2001-08-08 2003-03-05 Siemens Schweiz AG Procédé pour projeter des itinéraires pour véhicules utilisant des groupes de destination
WO2006008233A1 (fr) * 2004-07-16 2006-01-26 Siemens Aktiengesellschaft Procede de commande d'itineraires pour des postes tout relais
EP3323693A1 (fr) * 2016-11-21 2018-05-23 Siemens Schweiz AG Logique de sécurité de voies orientée train pour installations de sécurité ferroviaire
WO2018091186A1 (fr) * 2016-11-21 2018-05-24 Siemens Schweiz Ag Logique de sécurité des voies côté train pour installations de sécurité ferroviaire

Also Published As

Publication number Publication date
IL69421A0 (en) 1983-11-30
YU177083A (en) 1986-04-30
EP0105182A3 (en) 1987-03-04
ATE52062T1 (de) 1990-05-15
ES525151A0 (es) 1984-05-16
EP0105182B1 (fr) 1990-04-18
ES8404654A1 (es) 1984-05-16
DE3232308C2 (de) 1984-10-31
ZA835847B (en) 1984-04-25
DE3232308A1 (de) 1984-03-15

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