EP0105182B1 - Einrichtung zum dezentralen Stellen von Fahrstrassen in einem Spurplanstellwerk - Google Patents

Einrichtung zum dezentralen Stellen von Fahrstrassen in einem Spurplanstellwerk Download PDF

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Publication number
EP0105182B1
EP0105182B1 EP83108462A EP83108462A EP0105182B1 EP 0105182 B1 EP0105182 B1 EP 0105182B1 EP 83108462 A EP83108462 A EP 83108462A EP 83108462 A EP83108462 A EP 83108462A EP 0105182 B1 EP0105182 B1 EP 0105182B1
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EP
European Patent Office
Prior art keywords
route
groups
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.)
Expired - Lifetime
Application number
EP83108462A
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German (de)
English (en)
French (fr)
Other versions
EP0105182A2 (de
EP0105182A3 (en
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
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Alcatel NV
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Filing date
Publication date
Application filed by Alcatel NV filed Critical Alcatel NV
Priority to AT83108462T priority Critical patent/ATE52062T1/de
Publication of EP0105182A2 publication Critical patent/EP0105182A2/de
Publication of EP0105182A3 publication Critical patent/EP0105182A3/en
Application granted granted Critical
Publication of EP0105182B1 publication Critical patent/EP0105182B1/de
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 For setting routes in today's e.g. Track plan interlockings in operation at the Deutsche Bundesbahn are used for so-called route search circles, geographic circuits, which are switched between the two groups forming the start and end of the route to be set, the so-called start and target groups, from group to group by means of relay contacts and, after their connection, the Mark the course of the route.
  • 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 one another in accordance with the geographic structure of the track system and fulfill predetermined group functions according to programs stored in read-only memories.
  • the known track plan interlocking contains a central operating group for evaluation and monitoring of the operating device, which is reliable in terms of signal technology, and a central guideway selection group.
  • Central facilities generally have the disadvantage that malfunctions and failures on them always affect the entire signal box and thus reduce its availability.
  • the invention therefore relates to a device for the decentralized positioning of routes in a track plan interlocking equipped with electronically controlled groups.
  • the device is described by the features of claim 1.
  • the device avoids the use of central groups and the above-mentioned disadvantages.
  • the control elements of the table or the signals coming in via the command inputs of the route end groups act directly on the control circuits of the respective route end groups and trigger the output of route search data words which are passed on from group to group according to the track plan. Since two control elements are always used to manually set a route, there are initially two groups within the signal box that represent sources of the same or at least related route search data words.
  • the groups whose adjusting elements form as alternate-driving road, always lying between the two sources and are characterized in that they receive two identical or belong together path search data words from geographically
  • groups of elements located outside the route only receive the data words from the sources 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.
  • signals from a remote control device or a number control panel can also act on command inputs permanently assigned to a direction of travel 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, 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. By evaluating the input direction of the route search data words, the set points and the directions in which the edge protection data words are to be output can be determined. On the other hand, directional evaluation of incoming edge protection data words makes it very easy to decide whether and what type of edge protection command is to be carried out should. If switch groups are available which enable a detour route, so that two different routes can be set between the start and target groups, then the embodiment according to claim 6 gives a possibility to exclude the detour route, so that only the desired standard route is provided.
  • Claim 8 contains a very similar solution for the marking of crossovers.
  • 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 the self-actuating mode and the 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, they are connected to the train number displays. This eliminates the need for a separate central train number reporting system.
  • a signal S1 is the starting point for driveways from a route STR1.
  • a point Z1 is the destination for routes on route STR2.
  • Signals S2 ... S6 are the starting point of an exit road and the destination of an entry road.
  • An intermediate signal S7 is the starting point for a long drive, destination for a short drive and intermediate signal for long drives.
  • two signals S8 and S9 are the starting point for the entry roads 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 signals S8 and S9 coincide with the destination points Z2 and Z3 of exit roads via the routes STR3 and STR4.
  • 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 turnouts, signals, track sections, start and destination points are assigned separate groups with up to four geographic inputs / outputs, which are connected to their neighboring assemblies according to the geography of the track system.
  • Four geographic inputs / outputs are e.g. required for a crossing group or a crossing point group, three for an ordinary switching group and only two for a signal group or track group.
  • it can make sense to provide four geographical inputs / outputs for each group and, depending on the group type, to use two, three or all four inputs / outputs.
  • the inputs / outputs of a group can work in directional mode (separate connections for input and output) or in two-directional mode.
  • directional operation the connecting lines have to be crossed similar to the trace cables in conventional relay signal boxes.
  • two-way operation the inputs / outputs are in the basic position on reception and are only switched to output when information is to be given.
  • Each group contains a control circuit, e.g. a microcomputer that can evaluate information received via the geographic inputs of the group and, depending on it, and output information about the outputs of the group depending on a permanently stored control program.
  • a control circuit e.g. a microcomputer that can evaluate information received via the geographic inputs of the group and, depending on it, and output information about the outputs of the group 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.
  • buttons in the table 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 acts directly 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 supplied, 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 track plan or, if there is a switch group 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, saves 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 output data word D1 and if it is found that both data words match, that 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 against the direction of travel.
  • Switch groups cannot be start or target groups. You receive route search data words at a geographical 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, to the two opposite ones outputs assigned to diverging switch lines.
  • the control program of a switch group, as well as any other control group (signal group, track group) lying between the start and target 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 take 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 them as counter signals.
  • 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. In principle, it is also possible to transmit 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 actuating process.
  • the two route search data words output by the route end groups (start and target 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 located 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 previously transmitted data word D1, and deviating paths which 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 one another, but must nevertheless be recognizable as belonging together. Basically, it is also possible to output only one data word at both route end groups and this in all geographic directions at the same time. 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 slideway groups or between switch groups and neighboring switch groups that are not in the route for the purpose of flank protection. There are also special data words to ensure the setting of crossovers.
  • an entry road from signal S9 to signal S2 is to be set.
  • the key assigned to signal S9 and the key assigned to signal S2 are actuated.
  • the signal groups S9 and S2 then output route search data words D1 to the neighboring groups lying in the direction of travel, the switch groups W11 and W3.
  • the turnout group W11 which receives the data word D1 via an input assigned to its left leg, stores the data word on the one hand and passes it on to the turnout group W12 via its output assigned to the turnout tip.
  • the turnout group W12 also stores the incoming data word and passes it on equally along both turnout lines. In the left strand, the data word now reaches signal group S5. This stores the data word and determines the intended direction of travel.
  • the data word D1 and with the simultaneous output of both data words also the data word D2, are not only supplied to the opposite start or target group via this direct path.
  • the data words also arrive via the branches of the switches branching off the route (W12 and W9 for data word D1, W7 and W11 for data word D2) on track connections which do not lead to the destination or starting point. They reproduce there until the end of the operating range, but remain without any effect. They are saved in the individual control groups, but if a second, suitable data word does not arrive from the opposite direction, they are deleted after a certain time.
  • the data words given in the switch group W9 along the left strand and in the switch group W7 along the right strand form an exception. These can get back to the opposite destination or starting point via the switch groups W6 and W8.
  • Detour exclusion switch groups such as W7 or W9 can then be programmed so that they do not process data words identified by detour exclusion information.
  • a data word (D2 + detour exclusion information) transmitted via the switch group W8 to the switch group W9 can therefore no longer reach the signal group S5 and the starting point.
  • a data word D1 or D2 arrives at a target point or starting point whose target or start key is actuated, 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, then a slip path data word D3 is output in the direction of the end of the slip path.
  • 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 edge 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.
  • turnout groups Just as the turnout groups in the route to be set output data words D4 for side protection to neighboring turnout groups, they must also be able to provide side protection if other routes are set.
  • 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 switch, the actuating job takes place after the minus position. If the data word arrives along the negative line of the turnout, the actuating job takes place after the plus position. If the data word arrives from the turnout tip, it is passed on to the next turnout groups.
  • crossover positions must depend on their occupancy status checked and marked.
  • the starting group e.g. Group S2 sends a data word D5 against the direction of travel.
  • track groups are reported to be busy (e.g. group S5), this leads to the output of a response data word D7 in the direction of the start group.
  • Intermediate switch groups behave in the same way when data words D5 and D7 are present at opposite inputs as when data words D1 and D2 are present.
  • the points are marked and data telegrams D4 are output in the direction of the side 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 using 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 route element requires a lower permissible maximum speed.
  • the data word received by the start group then always contains the lowest permissible maximum speed.
  • the routes intended for self-service mode must be used road end groups are 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 control element is actuated or no corresponding signal is present at a command input.
  • This can be achieved without a security risk by programming the relevant groups as self-service target groups, i.e. enabling them to search for route search data words that contain a special self-service mode indicator even without the presence of an operating element or a corresponding signal at a command input to answer the second route search data word.
  • the train number of the train that is to be the next to travel on the route can serve as a self-service indicator.
  • the entire train number report can be processed.
  • the train numbers are passed on like other data words along the route, stored 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 mode indicators to each individual self-service mode target group.
  • Each self-service target group then only responds to route search data words provided with their identifier (e.g. 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.
  • 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 set, e.g. by coding 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)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Threshing Machine Elements (AREA)
  • Load-Bearing And Curtain Walls (AREA)
  • Remote Monitoring And Control Of Power-Distribution Networks (AREA)
  • Radio Relay Systems (AREA)
EP83108462A 1982-08-31 1983-08-27 Einrichtung zum dezentralen Stellen von Fahrstrassen in einem Spurplanstellwerk Expired - Lifetime EP0105182B1 (de)

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
DE3232308 1982-08-31
DE3232308A DE3232308C2 (de) 1982-08-31 1982-08-31 Einrichtung zur dezentralen Auswahl von Fahrstraßen in einem Spurplanstellwerk

Publications (3)

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

Family

ID=6172114

Family Applications (1)

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EP83108462A Expired - Lifetime EP0105182B1 (de) 1982-08-31 1983-08-27 Einrichtung zum dezentralen Stellen von Fahrstrassen in einem Spurplanstellwerk

Country Status (7)

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

Families Citing this family (14)

* 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 (es) * 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
FR2739824B1 (fr) * 1995-10-13 1997-11-14 Gec Alsthom Transport Sa Systeme d'enclenchement ferroviaire a architecture logicielle et son procede d'implementation
WO1998007609A1 (de) * 1996-08-23 1998-02-26 Siemens Schweiz Ag Verfahren und vorrichtung zur steuerung und überwachung einer verkehrstechnischen anlage
DE19832601C1 (de) * 1998-07-09 2000-01-05 Siemens Ag Elementverbindungsplan für ein elektronisches Stellwerk
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
EP1288099A1 (de) * 2001-08-08 2003-03-05 Siemens Schweiz AG Verfahren zur Projektierung von Fahrstrassen für Fahrzeuge mittels Zielgruppen
DE102004035175B4 (de) * 2004-07-16 2006-06-29 Siemens Ag Verfahren zur Fahrstraßeneinstellung bei Relaisstellwerken
EP3323693A1 (de) * 2016-11-21 2018-05-23 Siemens Schweiz AG Zugorientierte streckensicherungslogik für bahnsicherungsanlagen
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

Family Cites Families (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
DE3007960C2 (de) * 1980-03-01 1982-08-12 Standard Elektrik Lorenz Ag, 7000 Stuttgart Elektronisches Stellwerk

Also Published As

Publication number Publication date
ZA835847B (en) 1984-04-25
ES525151A0 (es) 1984-05-16
EP0105182A2 (de) 1984-04-11
YU177083A (en) 1986-04-30
DE3232308C2 (de) 1984-10-31
IL69421A0 (en) 1983-11-30
EP0105182A3 (en) 1987-03-04
ATE52062T1 (de) 1990-05-15
ES8404654A1 (es) 1984-05-16
DE3232308A1 (de) 1984-03-15

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