EP0407875A2 - Procédé et agencement pour la configuration d'un système de commande pour rails - Google Patents

Procédé et agencement pour la configuration d'un système de commande pour rails Download PDF

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Publication number
EP0407875A2
EP0407875A2 EP90112745A EP90112745A EP0407875A2 EP 0407875 A2 EP0407875 A2 EP 0407875A2 EP 90112745 A EP90112745 A EP 90112745A EP 90112745 A EP90112745 A EP 90112745A EP 0407875 A2 EP0407875 A2 EP 0407875A2
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EP
European Patent Office
Prior art keywords
track
identification code
assigned
system components
control system
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
EP90112745A
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German (de)
English (en)
Other versions
EP0407875A3 (en
EP0407875B1 (fr
Inventor
Jan-Tecker Dr. Gayen
Thomas Pasternok
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.)
Bombardier Transportation GmbH
Original Assignee
IVV INGENIEURGESELLSCHAFT fur VERKEHRSPLANUNG UN VERKEHRSSICHERUNG GmbH
IVV INGENIEURGESELLSCHAFT fur
Ivv Ingenieurgesellschaft fur Verkehrsplanung und Verkehrssicherung GmbH
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 IVV INGENIEURGESELLSCHAFT fur VERKEHRSPLANUNG UN VERKEHRSSICHERUNG GmbH, IVV INGENIEURGESELLSCHAFT fur, Ivv Ingenieurgesellschaft fur Verkehrsplanung und Verkehrssicherung GmbH filed Critical IVV INGENIEURGESELLSCHAFT fur VERKEHRSPLANUNG UN VERKEHRSSICHERUNG GmbH
Publication of EP0407875A2 publication Critical patent/EP0407875A2/fr
Publication of EP0407875A3 publication Critical patent/EP0407875A3/de
Application granted granted Critical
Publication of EP0407875B1 publication Critical patent/EP0407875B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/06—Indicating or recording the setting of track apparatus, e.g. of points, of signals
    • B61L25/08—Diagrammatic displays

Definitions

  • the invention relates to a method and an arrangement for configuring a control system for track systems corresponding to a track configuration with the features specified in the preambles of claims 1 and 4, respectively.
  • Track systems can take on extremely complex forms.
  • central control systems are used for their monitoring and control, which are arranged in a signal box or another central monitoring point and are supervised there by operating personnel.
  • these central controls or those divided into areas of responsibility (area computers) must be configured. This means that they have to be permanently entered or saved (programmed), which structure and which track configuration prevail on site.
  • This input or programming is intended to provide the computer with a functional image of the track system that actually exists, so that it can perform its controlling task.
  • the object of the invention is to reduce the effort required for testing the individual functional units (switches, signals, track sections, etc.) to their mapping in the computer and to correct connections in the control system.
  • the system components can each be designed uniformly. All you need is information about which track element is assigned to you. Only one of the system components, the initialization element of the control system, has to be assigned an identification code externally. This can be done either by fixed programming or by a manual start signal during commissioning.
  • a switch as a track element for example, has three neighbors that can belong to different types, for example a signal, a track section and another switch.
  • a system component is also assigned to each of these three track elements.
  • the initialization element delivers new identification codes to those system components which are assigned to the neighboring track elements of the track element assigned to the initialization element.
  • the system components can either be arranged locally on site outside in the track field directly on the track field elements, for example directly on the switch or the signal. It is also possible to combine the system components of several track elements in switch boxes, preferably distributed in the track field.
  • each system component transmits the assigned identification code and the neighboring relationships to a dispatching work station, at which a track diagram corresponding to the topology is generated.
  • a dispatching work station at which a track diagram corresponding to the topology is generated. This makes it possible to display a track diagram for observation on a screen or in another way at a workstation, which actually corresponds to the interconnected data connections of the track configuration.
  • the dispatching work center can be identical to the dispatcher's work station.
  • a particularly expedient assignment of the identification codes is the assignment of the identification code to another system component by transmission of the own identification code of the issuing system component, supplemented by further information identifying the direction of assignment.
  • each system component assigns a name to its neighbors when it is named, which consists of its own name, which is supplemented by additional information, for example an additional code.
  • This additional code can consist of one or two digital digits.
  • the modularization and decentralization of the control hardware means that the process enables automatic self-configuration, that is, an automatic assignment of system components, in which the real conditions in the track field are determined without human intervention.
  • a microprocessor system (technical designation "fail-safe") which is secure in terms of signal technology is particularly preferably provided as the microcomputer system or microprocessor system. This prevents errors that occur in the system from remaining undetected. In certain applications, however, microprocessor systems that are not technically safe could also be used.
  • the local microprocessor systems of the track field are connected to a transmission channel for data exchange with a dispatching station responsible for the entire track field.
  • a dispatching station responsible for the entire track field.
  • the project planning data are compared to match the real conditions in the track field. They can then be displayed on a graphics screen of the planning work station.
  • Each track element (switch, signal, etc.) of the track field to be controlled and secured is equipped with a signal-safe microprocessor system. It is a modular, decentralized control system with essentially one hierarchical level, with each control module including both the local microprocessor system and the associated track element. Corresponding to the track topology, the local microcomputer systems (microprocessors) are connected to each other's neighbors by transmission channels, so that data transmission between directly adjacent track elements (or their control components) is possible.
  • the track topology from FIG. 1 was created largely using the representation and designation of the designations and symbols used by the Deutsche Bundesbahn.
  • the example shown consists of three parallel track sections 1, 2 and 3, which are connected to each other via various switches.
  • the two tracks 1 and 2 lead out of the figure shown (continuous main tracks) and thereby represent a connection to track elements not belonging to the control area under consideration.
  • track 3 is for regular use in both directions intended.
  • the switches W1, W2, W3 or W6, W7 and W8 connect the tracks to each other, in addition two main and distant signals with common masts A and F, four two-part main signals P1, P3, N2 and N3 as well as different track sections are provided.
  • the separating joints of the track vacancy detection devices between track sections and switches are each represented by a T.
  • a track termination (Buffer block, buffer) at the end of a shunting track is symbolized as a square bracket.
  • Fig. 2 shows the associated structure of a control system for the track system with its system components. It can be seen that a system component is assigned to each track element. In the illustration, the designations from FIG. 1 are each given as an inscription for the assigned system component, for example for the turnouts the designations W1, W2, W3 etc. In addition, a symbol for the function of this track element is indicated.
  • Each module which includes both a signal-safe microcomputer system and the associated track element, is represented by a box.
  • the hardware equipment includes several “interfaces” to the communication channels, each of which connects two system components with one another and is shown in FIG. 2 as thick lines, arrows indicating the direction of data transmission. Two system components can exchange data with each other on these communication channels.
  • a communication channel runs between such two system components, the associated track elements of which are adjacent to one another in the track system, for example between the switches W2 and W3 lying directly next to one another or between the switch W3 and the track section 2 or also the siding 31 and the signal RS2.
  • a bidirectional data transmission channel is provided, via which each module (more precisely: the system component of the module) is connected to a dispatching work station or dispatcher work station D.
  • modules more precisely: the system component of the module
  • dispatcher work station D a bidirectional data transmission channel
  • These data connections are marked with thin lines and arrows indicates.
  • the illustration shows a channel running through the entire system, from which short double arrows run to the individual modules.
  • the tasks of the local microcomputer systems of the system components include the exchange of information with the system components of the directly adjacent track elements, the evaluation of the information coming in via the communication channels, the generation and transmission of status information and the monitoring and control of the assigned track element.
  • the dispatching work station does not represent a central control unit for the system, but serves as an aid to self-configuration, to display the current configuration of the control system (the track system) and to display the current track status on a graphic screen G.
  • the process of self-configuration takes place in two main phases. After applying the supply voltage to the system components of the control system (depending on the version, this can be done centrally for everyone at the same time or locally on site for individual or groups of system components of the track elements), all system components are in a phase in which they monitor the assigned track element and wait for data to arrive at the existing interfaces of the communication channels. At this point in time, each system component only has knowledge of what type of track element it is assigned to (e.g. switch, signal). The elements do not yet have an identification code or name. The system components remain in this state until the first data telegram has arrived on a communication channel.
  • the assignment of the identification code begins with an initialization element that is only present once in the entire track field.
  • this system component is identical in structure and function to any other system component of the same type. It starts the process of naming (assigning the identification code) on the track field on its own and is thus the initiator of this process. It has a permanently programmed identification code that is not lost when the power supply is switched off (alternatively, it could be re-entered each time a system component is started to self-configure).
  • the position of the track element that is assigned to the initialization element can be freely determined within the track system.
  • the assignment of names begins with the initialization element using its communication channels to assign the system components of the direct neighboring elements of its track element to their identification code or to give them a name.
  • Each of the assigned names is formed from the name of the initialization element and a date assigned to the sending communication channel. This information applies to the system components of the neighboring track elements a, they are checked whether it is actually the information that contains the identification code. If this check is positive, the received identification code is immediately regarded by the respective system component as their own identification code, i.e. their own name.
  • a system component After a system component has received its name, it now assigns the identification code to other neighboring elements via the communication channels belonging to it. In doing so, it excludes the communication channel via which it received its own identification code, since the system component connected there already has its own identification code.
  • the other connected system components belong to direct neighboring elements of the assigned track element. From the point of view of the system component, these are assigned an identification code due to the neighbors. The same principle or algorithm is used as for the initialization element. In this way, all elements of the track system are assigned unique names in this phase.
  • the names assigned to the system components are saved locally.
  • a system component If a system component already has a name when a name or identification code is to be assigned to it by a neighboring system component, it rejects this assignment and reports back this fact, including the identification code already assigned. This can happen, for example, if a system component can be assigned a name in two ways.
  • the switch W1 is used as the initialization element.
  • This track element has two neighbors, namely the signal P1 and the switch W2 (a third neighboring element, which is present per se, is not connected here since the limit of the control system or track field is located here).
  • the system component of the switch W1 therefore assigns an identification code to the system components of the signal P1 and the switch W2.
  • the system component of the signal P1 which is now in possession of an identification code, likewise assigns an identification code to the track section 1 adjacent to it.
  • the second available communication channel would lead back to the system component of the switch W1; therefore no identification code has to be assigned on this communication channel.
  • the switch W6 can be assigned an identification code on the one hand via the system components of the track elements P1, 1, W8 and W7 and on the other hand via the system components of the track elements W2, W3, 2 and N2.
  • the signal that it reaches first due to physical conditions (due to different terms) leads to the final award of the identification code. If a further assignment attempt now arrives via another communication channel, this assignment is rejected by the system component and this fact, including the identification code already assigned, is reported back on the same communication channel.
  • a feedback of the identification code takes place in every case also for security reasons, in order to determine that every neighboring element also knows the identification code which actually applies.
  • the dispatching work station or dispatcher work station D can be switched on independently of the switching on of the system components of the track element controls. If workstation D should fail or be switched off during normal operation, the local control continues for each assigned track element that is still monitored. There is simply no communication between the system components of the track elements and the disposition computer. The disposition computer is not involved in the described process of assigning the identification codes.
  • This data of the individual elements can be used by the dispatching work station for the automatic generation of a topological switch diagram representation including element state representation on a graphic screen G.
  • the disposition computer can automatically compare saved configuration data (a target track diagram) with the information that has now been reported to it and possibly issue error messages.
  • the data determined by the local system components themselves at runtime of the control system are displayed on the screen of the scheduling work station.
  • the graphic now generated according to the invention is a direct illustration of the current track topology. A test that examines the actual wiring of the track elements with each other and the correct data connections of each individual element with the dispatcher work station for compliance with the setpoint data stored in the dispatching computer can be greatly simplified and restricted or even omitted by the method presented here, since the Graphics or the automatic data comparison provides information about such inconsistencies.
  • the commissioning of a decentralized control system or troubleshooting in the system is thus made considerably easier by this method. Changes within the track field are also possible with this procedure without great effort in terms of safety-related hardware and software changes.
  • the track topology can therefore be easily changed by adding further signals, by laying additional tracks, and possibly also by dismantling or converting track elements.
  • the newly created topology configures itself automatically after a new start and automatically reports the changes to the workplace. It is therefore not necessary to compare in each case whether the intended changes have actually been taken into account by complete reprogramming in the central computer.
  • FIG. 3 the type and sequence of the identification code assignment to the system components of the track system from FIGS. 1 and 2 are shown once again for clarification.
  • the initialization element is in turn the system component that is assigned to the switch W1. This receives its identification code in phase "0". In phase "1", it assigns the system components of the adjacent track elements W2 and P1 their name, which is created by adding additional digital information to their own identification code, namely the digital digits "01" in a straight line and the digital digits "11 for the branch ".
  • the identification codes of the system components of the track elements W2 and P1 are therefore different in these places, since their trunk is identical with each other and with the switch W1.
  • each of the two system components now proceeds accordingly by adding further digits to the identification code assigned to it.
  • the system components of track elements A, W3 and 1 are named in phase “2".
  • the track elements W4, 2 and W8 follow, in phase "4" the system components of the track elements RS1, P3, N2, W7 and F.
  • both the system component of track element N2 and that of track element W7 try to assign an identification code to the system component of track element W6.
  • the identification code that is defined by the under different "transit times" in the two possible ways is transmitted first.
  • phase "7" in which the system components of the two track elements N3 and W5 try to assign mutually new identification codes. Again, these assignments are rejected by the system component in question.
  • Fig. 4a shows the two-bit identification code extension starting from a switch, Fig. 4b from an intersection, Fig. 4c from a signal and Fig. 4d from a track vacancy detection circuit.
  • Any name can be permanently programmed into the initialization element, for example an identification code other than zero, in order to obtain a clear distinction from an identification code that has not yet been assigned.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Position Or Direction (AREA)
EP90112745A 1989-07-10 1990-07-04 Procédé et agencement pour la configuration d'un système de commande pour rails Expired - Lifetime EP0407875B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3922620A DE3922620C1 (fr) 1989-07-10 1989-07-10
DE3922620 1989-07-10

Publications (3)

Publication Number Publication Date
EP0407875A2 true EP0407875A2 (fr) 1991-01-16
EP0407875A3 EP0407875A3 (en) 1991-07-03
EP0407875B1 EP0407875B1 (fr) 1994-10-19

Family

ID=6384656

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Application Number Title Priority Date Filing Date
EP90112745A Expired - Lifetime EP0407875B1 (fr) 1989-07-10 1990-07-04 Procédé et agencement pour la configuration d'un système de commande pour rails

Country Status (3)

Country Link
EP (1) EP0407875B1 (fr)
AT (1) ATE113016T1 (fr)
DE (2) DE3922620C1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996024517A1 (fr) * 1995-02-10 1996-08-15 Siemens Aktiengesellschaft Procede pour simuler des situations dynamiques dans un reseau ferroviaire
FR2739824A1 (fr) * 1995-10-13 1997-04-18 Gec Alsthom Transport Sa Systeme d'enclenchement ferroviaire a architecture logicielle et son procede d'implementation
WO2000010860A1 (fr) * 1998-08-19 2000-03-02 Siemens Schweiz Ag Procede de commande et de surveillance d'une installation de prevision d'ecoulement du trafic
WO2003013936A1 (fr) * 2001-08-08 2003-02-20 Siemens Schweiz Ag Procede pour planifier des itineraires pour vehicules au moyen de groupes de destination
EP1970280A1 (fr) * 2007-03-15 2008-09-17 Siemens Schweiz AG Procédé destiné à l'affichage débordant en partie de données d'état pertinentes de technique légère de composants
GB2480102A (en) * 2010-05-07 2011-11-09 Westinghouse Brake & Signal Train location display system

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4320574C2 (de) * 1993-06-15 2000-10-12 Siemens Ag Einrichtung zum Behandeln von Spurfunktionen in elektronischen Stellwerken

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3232308A1 (de) * 1982-08-31 1984-03-15 Standard Elektrik Lorenz Ag, 7000 Stuttgart Einrichtung zum dezentralen stellen von fahrstrassen in einem spurplanstellwerk
DE3535785A1 (de) * 1985-10-07 1987-04-16 Siemens Ag Verfahren zur realisierung der fahrwegsuche in einem stellwerk und einrichtung zur durchfuehrung dieses verfahrens

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3232308A1 (de) * 1982-08-31 1984-03-15 Standard Elektrik Lorenz Ag, 7000 Stuttgart Einrichtung zum dezentralen stellen von fahrstrassen in einem spurplanstellwerk
DE3535785A1 (de) * 1985-10-07 1987-04-16 Siemens Ag Verfahren zur realisierung der fahrwegsuche in einem stellwerk und einrichtung zur durchfuehrung dieses verfahrens

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996024517A1 (fr) * 1995-02-10 1996-08-15 Siemens Aktiengesellschaft Procede pour simuler des situations dynamiques dans un reseau ferroviaire
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
WO2000010860A1 (fr) * 1998-08-19 2000-03-02 Siemens Schweiz Ag Procede de commande et de surveillance d'une installation de prevision d'ecoulement du trafic
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
EP1970280A1 (fr) * 2007-03-15 2008-09-17 Siemens Schweiz AG Procédé destiné à l'affichage débordant en partie de données d'état pertinentes de technique légère de composants
WO2008110320A1 (fr) * 2007-03-15 2008-09-18 Siemens Schweiz Ag Procédé d'affichage à chevauchement de sections de données d'état de composants qui sont pertinentes pour la commande
GB2480102A (en) * 2010-05-07 2011-11-09 Westinghouse Brake & Signal Train location display system
EP2386459A2 (fr) 2010-05-07 2011-11-16 Westinghouse Brake and Signal Holdings Limited Système de localisation de train

Also Published As

Publication number Publication date
DE3922620C1 (fr) 1991-02-28
EP0407875A3 (en) 1991-07-03
DE59007484D1 (de) 1994-11-24
ATE113016T1 (de) 1994-11-15
EP0407875B1 (fr) 1994-10-19

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