EP1510430B1 - Procédé d'allocation flexible de la responsabilité aux centres de contrôle - Google Patents

Procédé d'allocation flexible de la responsabilité aux centres de contrôle Download PDF

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Publication number
EP1510430B1
EP1510430B1 EP04016621A EP04016621A EP1510430B1 EP 1510430 B1 EP1510430 B1 EP 1510430B1 EP 04016621 A EP04016621 A EP 04016621A EP 04016621 A EP04016621 A EP 04016621A EP 1510430 B1 EP1510430 B1 EP 1510430B1
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EP
European Patent Office
Prior art keywords
track control
control station
centralized
centralized track
trouble
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.)
Not-in-force
Application number
EP04016621A
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German (de)
English (en)
Other versions
EP1510430A1 (fr
Inventor
Gerald Lukas
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.)
DB Netz AG
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DB Netz AG
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Publication date
Application filed by DB Netz AG filed Critical DB Netz AG
Publication of EP1510430A1 publication Critical patent/EP1510430A1/fr
Application granted granted Critical
Publication of EP1510430B1 publication Critical patent/EP1510430B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • B61L2003/226—German inductive continuous train control, called 'Linienzugbeeinflussung' [LZB]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention relates to a method for flexibly assigning responsibilities of line centers. This method is used in particular in railways in which vehicles operate, which receive and send information and / or data packages via radio for carrying out and securing the journey. Such a method is known from U.S. Patent 5,420,883.
  • ETCS One system that will be used to run nationally and, above all, internationally operating rail traffic with the help of a computerized system is ETCS.
  • a vehicle running on a route independently determines its position via locators installed in the route, so-called balises.
  • the vehicle transmits this position and other vehicle data, in particular its train number, speed, train data and train length, by radio to a line center, which regulates the driving operation on the route.
  • the line center monitors the rides of ETCS vehicles, including identifying the next positions where the vehicle needs to change speed and communicating them to the vehicle by radio.
  • connection of an operator station to a signal box can be flexibly reconfigured in a certain frame, the so-called control area, in the control center.
  • control area in the control center.
  • the functionality can be completely taken over by another operator station.
  • the line center needs information about the track elements to be traveled by the trains.
  • the line center exchanges information about track elements in the area assigned to the line center with an interlocking. Therefore, the area allocated to a line center typically has an average length of about 40 km. This area is already statically defined during configuration and can no longer be changed during operation. Furthermore, the line center for this area has a route Atlas, are stored in the required static information on possible routes in the associated area of the line center.
  • a line center exchanges information with those of the line centers adjacent to the associated area of the line center to allow train travel under the guidance of the boundaries between the areas assigned to the line centers.
  • This information includes, in particular, information about the route already set for a train in the area of one or more neighboring centers to the center in which the train is located.
  • a route center has static information about possible routes not only for the area assigned to it, but additionally for at least a part of at least one other route center.
  • strategic information relates in particular to general information of the route plan, such as position and direction of tracks, links of tracks through points, position of signals or feedback devices.
  • This information may be permanent or, if required, retrieved or made available as a whole or in sub-information blocks. This is realized in such a way that at the line center the required information for the assigned area of the at least one other line center is completely available a second time. Since the information stored for a geographical area must be identical in every line center in which it is stored, once configured data can be used for storage in other line centers.
  • Advantage of the method according to the invention is that both in case of failure or failure of a line center as well as for maintenance and repair purposes operational restrictions are avoided and a leadership and monitoring of trains with the train control system of the line center remains possible.
  • a further advantage is that, due to the redundancy present for the tasks of the line center, even if the connection to the transmission of information between the line center and external units, e.g. Operations center or interlocking, the operation on the section, for which the affected line center is usually responsible, can be continued regularly.
  • external units e.g. Operations center or interlocking
  • An advantage of the proposed method is also that savings effects can be made available by the targeted shutdown of excess capacity with a positive effect on service life as well as energy consumption and maintenance of line centers.
  • Claims 2 to 10 include advantageous embodiments of the inventive solution of claim 1.
  • the adjacent region of adjacent line centers assigned to this line center is the one for which the information is held up a second time in each case in half in the adjacent line centers.
  • line centers in which the static information is present for at least part of the assigned area of another line center can permanently exchange the information about route elements with the corresponding interlocking for at least exactly this part of the assigned area of the other line center.
  • the tasks of an interlocking are perceived by the other line center, said other line center for at least the part for which the static information of another line center are present or retrieved, analogous to the interface of the other line center information with the trackside Exchange facilities. This is preferably done via existing connections between the line centers or the line centers to the operations center. Alternatively, a use of separate radio, cable or optical fibers is possible.
  • a branch center takes over tasks of interlockings. This means, in particular, that no interlockings are required, but track elements are coupled directly to the line center.
  • a first particularly advantageous embodiment relates to the switching of the tasks of a disturbed ETCS route center to two respective geographically adjacent route centers.
  • Fig. 1 shows schematically a railway line 4 with three line centers 1, 2 and 3, the regularly associated track sections 5, 6 and 7 connect to each other as follows: the area 6 of line center 2 connects directly to the area 5 of line center 1, the area 7 of line center 3 connects directly to area 6 of line center 2 Fig. 1 also shows that each line center has static information for each half allocated section of neighboring centers and has at least temporary access to the dynamic information for that area.
  • dynamic information relates to the location and speed of trains as well as the setting of switches and signals.
  • the route center 2 In case of failure or malfunction of the line center 2 is excluded by an operator, the route center 2 from accessing the dynamic information for the area of the control center 2 regularly assigned area; this access is made possible by the route centers 1 and 3. Via a corresponding command, the control centers 1 and 3 continue to be given responsibility for the section of the area which is normally assigned to the control center 2, for which they now have static and dynamic information.
  • Route Center 3 operates on trains that operate in the opposite direction.
  • a preferred solution for switching responsibility from one line center to another is provided, which can also access the static and dynamic information of the regular area of responsibility of the former line center.
  • the transfer of responsibility between the line centers is preferably based on a procedure whereby first the dynamic information managed by the line center (e.g., information on trains in the area of the line center) is transferred to the newly responsible line center. After transmitting all the necessary information to the newly responsible line center, the external communication partners of the line center will continue to be informed, as far as necessary, of the pending change. This is preferably done by setting up a new communication link to the external partners. At the completion of the switch preparation, all pending processes that interact with external devices are brought to a defined state. After the change of responsibility to the newly responsible line center, the latter takes over the tasks carried out by the previously responsible line center.
  • the dynamic information managed by the line center e.g., information on trains in the area of the line center
  • An alternative feasible method ensures that the tasks can be taken over by the newly responsible line center even if the previously responsible line center does not provide an orderly transfer can perform more automated (eg in case of disruption of the information connection, disruption of the line center, etc).
  • the responsibility for managing the trains and securing the train services is redefined to that of the line center that is regularly assigned to the corresponding area.
  • the method for this preferably also corresponds to the previously described.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Communication Control (AREA)
  • Debugging And Monitoring (AREA)
  • Test And Diagnosis Of Digital Computers (AREA)
  • Hardware Redundancy (AREA)

Claims (12)

  1. Procédé de réalisation sans perturbation d'un déplacement de véhicules ferroviaires, qui est régulé par plusieurs postes de commande centraux avec perte partielle ou complète de la fonctionnalité d'un poste de commande central, caractérisé en ce qu'au moins un autre poste de commande central prend en charge au moins une partie des fonctions du poste de commande central partiellement ou pas du tout fonctionnel, dans lequel
    - les informations statiques requises pour la zone associée du poste de commande central partiellement ou pas du tout fonctionnel sont disponibles une deuxième fois dans l'au moins un poste de commande central,
    - le poste de commande central partiellement ou pas du tout fonctionnel est exclu de l'accès aux informations dynamiques pour sa zone associée de manière régulière et partiellement ou pas du tout fonctionnelle,
    - il est donné à l'au moins un autre poste de commande central la compétence pour la section respective de la zone qui est associée régulièrement au poste de commande central partiellement ou pas du tout fonctionnel et qu'en outre l'au moins un autre poste de commande central dispose maintenant d'informations statiques et dynamiques,
    - une communication avec les trains circulant dans la zone associée n'est plus assurée que par l'au moins un autre poste de commande central.
  2. Procédé de réalisation sans perturbation d'un déplacement selon la revendication 1, caractérisé en ce qu'une permutation sur au moins un autre poste de commande central est effectuée de manière définie par un opérateur.
  3. Procédé de réalisation sans perturbation d'un déplacement selon la revendication 1, caractérisé en ce qu'une permutation sur au moins un autre poste de commande central est effectuée automatiquement par un système de diagnostic qui surveille le fonctionnement de chaque poste de commande central isolé.
  4. Procédé de réalisation sans perturbation d'un déplacement selon la revendication 1, caractérisé en ce que les postes de commande centraux impliqués se surveillent mutuellement et qu'une permutation sur au moins un autre poste de commande central est réalisée dès que la perte partielle ou complète de la fonctionnalité d'un poste de commande central est constatée par un autre poste de commande central.
  5. Procédé de réalisation sans perturbation d'un déplacement selon une ou plusieurs des revendications 1 et 2, caractérisé en ce qu'une permutation sur au moins un autre poste de commande central est effectuée manuellement, à savoir sans échange d'information direct entre le poste de commande central jusqu'alors compétent et celui qui est nouvellement compétent.
  6. Procédé de réalisation sans perturbation d'un déplacement selon une ou plusieurs des revendications 1 à 5, caractérisé en ce qu'au moins une partie du fonctionnement du poste de commande central partiellement ou pas du tout fonctionnel est prise en charge par au moins un poste de commande central voisin.
  7. Procédé de réalisation sans perturbation d'un déplacement selon une ou plusieurs des revendications 1 et 6, caractérisé en ce qu'un couplage existant entre les postes de commande centraux est utilisé pour transférer les informations de la zone associée du poste de commande central partiellement ou pas du tout fonctionnel.
  8. Procédé de réalisation sans perturbation d'un déplacement selon une ou plusieurs des revendications 1 à 7, caractérisé en ce que des couplages existants entre les postes d'aiguillage et une centrale d'exploitation sont utilisés pour transférer les informations de la zone associée du poste de commande central partiellement ou pas du tout fonctionnel.
  9. Procédé de réalisation sans perturbation d'un déplacement selon une ou plusieurs des revendications 1 à 8, caractérisé en ce qu'un poste de commande central prend en charge des tâches des postes d'aiguillage.
  10. Procédé de réalisation sans perturbation d'un déplacement selon une ou plusieurs des revendications 1 à 9, caractérisé en ce que plusieurs postes de commande centraux ont en permanence et/ou en parallèle un accès aux informations dynamiques pour la zone pour laquelle les postes de commande centraux possèdent aussi des informations statiques.
  11. Procédé de réalisation sans perturbation d'un déplacement selon une ou plusieurs des revendications 1 à 10, caractérisé en ce que chaque poste de commande central qui prend en charge au moins une partie du fonctionnement du poste de commande central partiellement ou pas du tout fonctionnel consulte aussi les informations statiques nécessaires pour cette zone lors du transfert de responsabilité ou respectivement en cas de besoin pour la réalisation d'une fonction dans une source de données.
  12. Procédé de réalisation sans perturbation d'un déplacement selon une ou plusieurs des revendications 1 à 11, caractérisé en ce qu'on réserve de manière centralisée un poste de commande central qui est disponible seulement comme plan de repli et sur lequel se trouvent les informations statiques nécessaires d'un autre poste de commande central.
EP04016621A 2003-08-01 2004-07-15 Procédé d'allocation flexible de la responsabilité aux centres de contrôle Not-in-force EP1510430B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10336022 2003-08-01
DE10336022A DE10336022B4 (de) 2003-08-01 2003-08-01 Verfahren zur flexiblen Zuweisung von Verantwortlichkeiten von Streckenzentralen

Publications (2)

Publication Number Publication Date
EP1510430A1 EP1510430A1 (fr) 2005-03-02
EP1510430B1 true EP1510430B1 (fr) 2006-03-01

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Application Number Title Priority Date Filing Date
EP04016621A Not-in-force EP1510430B1 (fr) 2003-08-01 2004-07-15 Procédé d'allocation flexible de la responsabilité aux centres de contrôle

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EP (1) EP1510430B1 (fr)
AT (1) ATE318745T1 (fr)
DE (2) DE10336022B4 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004038205B4 (de) * 2004-08-05 2008-05-15 Deutsche Bahn Ag Verfahren und Anordnung zum Durchführen eines Fahrbetriebs von Schienenfahrzeugen
EP1892171A1 (fr) * 2006-08-24 2008-02-27 Alcatel Lucent Procédé d'entrainement d'un poste d'aiguillage et procédé d'entrainement d'un centre de contrôle
US20090184211A1 (en) * 2008-01-17 2009-07-23 Lockheed Martin Corporation Method to Monitor a Plurality of Control Centers for Operational Control and Backup Purposes
CN101890971B (zh) * 2009-05-18 2013-01-23 华为技术有限公司 一种列车运行控制方法、设备和系统
DE102012216382A1 (de) * 2012-09-14 2014-03-20 Siemens Aktiengesellschaft Energiesparmodus für Signalsystem eines Bahnsystems
DE102015201059A1 (de) * 2015-01-22 2016-07-28 Siemens Aktiengesellschaft Verfahren und Anordnung zum Durchführen eines Zugverkehrs
DE102017217447A1 (de) 2017-09-29 2019-04-04 Siemens Mobility GmbH Verfahren und Anordnung zum Durchführen eines Fahrbetriebs von spurgeführten Fahrzeugen in einem in Streckenbereiche gegliederten Streckennetz

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5420883A (en) * 1993-05-17 1995-05-30 Hughes Aircraft Company Train location and control using spread spectrum radio communications
EP1148396A1 (fr) * 2000-04-22 2001-10-24 Siemens Schweiz AG Surveillance d'un réseau de calculateurs

Also Published As

Publication number Publication date
DE10336022A1 (de) 2005-02-24
DE502004000317D1 (de) 2006-04-27
EP1510430A1 (fr) 2005-03-02
DE10336022B4 (de) 2006-02-02
ATE318745T1 (de) 2006-03-15

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