EP1614604A1 - Procédé de changement entre un premier et un deuxième système de commande de trains - Google Patents

Procédé de changement entre un premier et un deuxième système de commande de trains Download PDF

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Publication number
EP1614604A1
EP1614604A1 EP04291710A EP04291710A EP1614604A1 EP 1614604 A1 EP1614604 A1 EP 1614604A1 EP 04291710 A EP04291710 A EP 04291710A EP 04291710 A EP04291710 A EP 04291710A EP 1614604 A1 EP1614604 A1 EP 1614604A1
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EP
European Patent Office
Prior art keywords
protection system
train protection
signal
monitoring
train
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
EP04291710A
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German (de)
English (en)
Other versions
EP1614604B1 (fr
Inventor
Erhard Kraft
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 SAS
Original Assignee
Alcatel CIT SA
Alcatel SA
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Filing date
Publication date
Application filed by Alcatel CIT SA, Alcatel SA filed Critical Alcatel CIT SA
Priority to EP04291710A priority Critical patent/EP1614604B1/fr
Priority to AT04291710T priority patent/ATE327934T1/de
Priority to DE502004000665T priority patent/DE502004000665D1/de
Priority to CNB2005100829082A priority patent/CN100471740C/zh
Publication of EP1614604A1 publication Critical patent/EP1614604A1/fr
Application granted granted Critical
Publication of EP1614604B1 publication Critical patent/EP1614604B1/fr
Anticipated expiration legal-status Critical
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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

Definitions

  • the invention relates to a method for switching from a first to a second train control system, and a switching device.
  • the inductive train protection system (Indusi) is known, which is currently used at DB AG, the inductive train protection system with the name PZB 90.
  • This train protection system consists of vehicle equipment and track facilities. It is used to monitor the driver for halting signals or to monitor the speed and the distance traveled.
  • ECS European Train Control System
  • the object of the present invention is to provide a method and a device with which an automatic switching is ensured and an operational switching is made possible.
  • This object is achieved by a method for switching from a first to a second train protection system in which a drive signal for the second train protection system is generated in response to signals transmitted by the first train protection system by a switching device, wherein the second train protection system at a shutdown or a failure the drive signal is activated.
  • a drive signal for the second train protection system is generated in response to signals transmitted by the first train protection system by a switching device, wherein the second train protection system at a shutdown or a failure the drive signal is activated.
  • the second train protection system is kept passive by the drive signal when the drive signal is generated, and the second train protection system is activated when no drive signal is generated or is present. It is conceivable, instead of activating or passivating the second train protection system dependent on the presence of the drive signal, to generate a drive signal with a first or second signal level, wherein the second train protection system is kept passive or activated depending on the signal level.
  • the second train protection system is kept passive via the drive signal (master-slave principle) as long as the switching device detects signals of a functioning first train protection system or receives such signals error-free or processed error-free and the second train protection system is activated when the switching device no signal of the functional first train protection system detects or receives faulty signals or processed incorrectly.
  • the second train protection system is automatically activated when there are doubts about the correct functioning of the first train protection system or the error-free data transmission.
  • no drive signal is generated when the signals for the switching device were turned off in the first train protection system for operational reasons, so received by the switching device no transmitted from the first train control system signals. This can a targeted operational switching from the first to the second train protection system done.
  • the first train protection system is used as master and the second train protection system is used as slave.
  • the second train protection system is only active when the drive signal is interrupted. This means that only in special exceptional cases both train protection systems can be active at the same time.
  • the second train protection system provides assurance of train continuity continuity since, if the first train protection system fails, a train protection system remains available. Since the second train protection system can be controlled by the first train protection system via the switching device, it can be provided that the second train protection system becomes active in the event of a component failure in the control path of the second train protection system, ie in particular the first train protection system, the signal transmission device or the switching device. This leads to a disclosure of the fault for the engine driver.
  • the drive signal for the second train protection system is generated by evaluating a first and a second enable signal (enable signal) of the first train monitoring system.
  • the determination of whether the first train protection system transmits faulty signals or that the signals have been corrupted during transmission must be clear and correct. Therefore, it is advantageous to use two signals. If the first or second enable signal is not received, this indicates that either a train protection device, such as the ETCS device, or the data line over which the enable signals are being transmitted is faulty. Since the data line can be part of the first train protection system and necessary for the proper functioning of the first train protection system, the second train protection system must be activated in this case as well.
  • the switching device releases, the output signals of the monitoring devices are logically linked and according to the result of the logical operation, that is to say for a given result of the logical operation, the drive signal is generated.
  • the first enable signal resets the first monitoring device.
  • the second enable signal the second monitoring device is reset.
  • the output signals of the two monitoring devices are linked together, for example, by an AND operator. Due to this combination, the drive signal, preferably a pulse width modulated (PBM) signal, generated, which is passed to the second train control system.
  • PBM pulse width modulated
  • the second train protection system detects this signal and turns passive.
  • the monitoring devices are timers, which must be reset by the release signals at regular intervals.
  • the regular provision is a sign that the first train protection system is active and operational. If one of the monitoring devices is not reset, this indicates a fault in the first train protection system, in particular in the first train protection device or in the data line between the first train protection device and the changeover device. In this case, the result of the logic operation changes and no drive signal is generated. When this condition occurs, the second train protection system is activated.
  • the first monitoring device activates the second monitoring device. This means that the second monitoring device can only be reset when the first monitoring device has been reset. By this measure, the reliability of the switching device is further increased.
  • the drive signal lags after a change in the result of the logic operation for a predetermined period of time. Since the second monitoring device can not be reset until it has been activated by the first monitoring device, a certain amount of time passes between the resetting of the first monitoring device and the second monitoring device. During this period, the result of the logic operation could change briefly. However, this must not lead to a change of the drive signal and to an activation of the second train control system. Therefore, it is provided that the drive signal lags after a predetermined period of time, which preferably corresponds approximately to the time delay between the reset of the first monitoring device and the second monitoring device.
  • the object is also achieved by a switching device, which is connected to a first and second train protection system in terms of data technology and has monitoring means for monitoring signals of the first train protection system and activates the second train protection system for a predetermined event.
  • the first train protection system at least partially comprises the data line to the switching device.
  • the data line can be designed in particular as a data bus, preferably as an MVB (Multifunction Vehicle Bus) or Profibus.
  • the event is an error in the first train protection system, an error in the signal transmission or the signal processing or the operational shutdown of the switching device driving signals into consideration.
  • the second train protection system which is only in a standby mode until then, is activated. This means a relapse to the safe side, in particular, this means that a train can be reliably forcibly braked by the first train control system (fault reaction) and the second train control system is actively switched.
  • the monitoring means comprise a first and a second monitoring device, which are respectively controlled by a first and a second enable signal of the first train monitoring system, wherein the output signals or monitoring devices are linked by a logical operator.
  • a signal generating device is connected to the logical operator.
  • the output signal of the logical operator directly for activation or deactivation of the second train protection system.
  • the use of a signal generating device has the advantage that a signal with a signal tracking can be generated. This means that the signal will be retained for some time, even if the output of the logical operator changes.
  • the signal generating device may be formed as an integrated circuit (IC).
  • first and the second monitoring device are connected to each other, wherein the first monitoring device with a time delay to receive the first enable signal, an activation signal transmitted to the second monitoring device.
  • a monitoring of the second monitoring device is realized by the first monitoring device. If one or both enable signals are not received, the output of the logical operator changes and thereby - possibly time-shifted - the drive signal. The error of one or both enable signals is therefore the default event that results in activation of the second train protection system.
  • the first train protection system has a data bus and the switching device can be connected to the data bus via an interface.
  • the switching device can be connected at different points to the data bus or to the first train protection system.
  • the first train protection system is designed as ETCS system and has a data bus and the second train protection system is designed as Indusi which is connected to the switching device, which in turn is connected via an interface to the data bus of the ETCS system.
  • the switching device according to the invention ensures that in case of failure of a component in the control path of the Indusi the drive signal, which may be formed as a PBM signal, fails and the Indusi becomes active. This means a relapse to the safe side.
  • a standard Indusi can be used without new development and approval.
  • the switching device can be realized with little development effort. It can easily be connected to the data bus via a standard interface.
  • the ETCS system acts as master and the indusi as slave.
  • the ETCS device uses the switching device to control the Indusi by means of an unmodulated PBM signal as a control signal. If the PBM signal is on (present), the Indusi is passive. If the PBM signal is switched off (ie it is not present), the Indusi is switched active.
  • the switching device according to the invention can therefore be used without changes to the Indusi / PZB90 or a new approval are necessary.
  • FIG. 1 shows a first train protection system 1 which comprises a data line 2 designed as a bus. To the data line 2 are connected via interfaces 3 to 5 different devices 6 to 8, wherein the devices For example, a locomotive controller, a display device or the like may be.
  • a second train protection system 9 Connected thereto is a second train protection system 9, which has software for processing the PWM signal.
  • the second train protection system 9 is designed as an Indusi and has an assembly Indea 10, which receives the PBM signal.
  • a first monitoring device 20 designed as a watchdog member receives a first enable signal (enable signal) and a second monitoring device 21 designed as a watchdog member receives a second enable signal (enable signal).
  • the first and second monitoring devices 20, 21 are connected by an activation line 22, via which the first monitoring device 20 can activate the second monitoring device 21.
  • the output signals of the first and second monitoring means 20, 21 are applied to an AND gate logic operator 23, which drives a signal generating means 24.
  • the signal generating means 24 By the signal generating means 24, a PBM signal is generated, which is given to the module Indea 10 when the logical operation by the logical operator 23 gives a logical 1.
  • the PBM signal is fed back to the interface 5.
  • the second train control system 9 is, as indicated by the arrow 25, via the interface 5 with the first train protection device 1 in combination.
  • a PBM signal is received by the second train protection device 9, it is in standby mode, i. not active. If the output signal of the logical operator 23 is a logical 0, no PBM signal is generated and the second train protection system 9 consequently assumes an active state.
  • Fig. 3 the operation of the switching device 8 is shown.
  • Triangle 30 resets monitoring device 20 a received first enable signal.
  • the reset state of the monitoring device 20 is indicated by the bold line 31.
  • the second monitoring device 21 also receives a second release signal. However, a reset of the second monitoring device 21 takes place only after a time delay to the resetting of the first monitoring device 20, which is indicated by the triangle 32. Only at this time was the second monitoring device 21 activated by the first monitoring device 20.
  • the reset state of the second monitoring device is indicated by the bold line 33. At the time of resetting of the second monitoring device 20, two signals of the "high" level are applied to the logical operator 23.
  • the output of the logical operator 23 is also at the logic level "high" and a PWM signal is generated by the signal generator 24, which is indicated by the reference numeral 34.
  • a PWM signal is generated by the signal generator 24, which is indicated by the reference numeral 34.
  • the first train protection system 1 If the first train protection system 1 is active, a first and second release signal is transmitted at regular intervals. Therefore, the first monitor 20 at location 35 and the second monitor 21 at location 36 are reset.
  • a signal follow-up is provided, which is indicated by the line 37. If no first release signal is received, for example because the first train protection system does not generate a release signal due to a defect or the data line is defective, the first monitoring device 20 is not reset, as indicated by the triangle 38.
  • a drive signal 34 for the second train control system in response to the first train protection system generated signals is generated by a switching device 8, a drive signal 34 for the second train control system, the second train control system is kept passive via the drive signal 34.
  • the second train protection system is activated when the switching device does not detect signals transmitted by the first train protection system.
  • the interruption of the signals can thus be carried out operationally by the first train control system or even in case of disturbances of the first train protection system or in case of disturbances of the transmission paths.
  • both train protection systems can be active.
  • Mutual influence in the sense of a Zwangsbremsausaimssverhi shore can not be done if both systems have different, uncoupled access to the emergency brake (main air line).
  • a fault detection by the engine driver (displays in the cab) is thus given and it can be operational reactions (Fahrdienstvorschriften) initiated.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Safety Devices In Control Systems (AREA)
  • Control Of Multiple Motors (AREA)
EP04291710A 2004-07-06 2004-07-06 Procédé de changement entre un premier et un deuxième système de commande de trains Expired - Lifetime EP1614604B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP04291710A EP1614604B1 (fr) 2004-07-06 2004-07-06 Procédé de changement entre un premier et un deuxième système de commande de trains
AT04291710T ATE327934T1 (de) 2004-07-06 2004-07-06 Verfahren zum umschalten von einem ersten zu einem zweiten zugsicherungssystem
DE502004000665T DE502004000665D1 (de) 2004-07-06 2004-07-06 Verfahren zum Umschalten von einem ersten zu einem zweiten Zugsicherungssystem
CNB2005100829082A CN100471740C (zh) 2004-07-06 2005-07-05 将第一铁路安全系统切换到第二铁路安全系统的方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04291710A EP1614604B1 (fr) 2004-07-06 2004-07-06 Procédé de changement entre un premier et un deuxième système de commande de trains

Publications (2)

Publication Number Publication Date
EP1614604A1 true EP1614604A1 (fr) 2006-01-11
EP1614604B1 EP1614604B1 (fr) 2006-05-31

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EP04291710A Expired - Lifetime EP1614604B1 (fr) 2004-07-06 2004-07-06 Procédé de changement entre un premier et un deuxième système de commande de trains

Country Status (4)

Country Link
EP (1) EP1614604B1 (fr)
CN (1) CN100471740C (fr)
AT (1) ATE327934T1 (fr)
DE (1) DE502004000665D1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1908661A1 (fr) * 2006-10-04 2008-04-09 Siemens Schweiz AG Circuit sûr et commutable pour recevoir et/ou émettre des signaux d'un système de commande de la marche de train
WO2008096048A1 (fr) * 2007-02-07 2008-08-14 Siemens Transportation Systems S.A.S. Systeme de controle anticollision pour un vehicule
CN101700783B (zh) * 2009-11-11 2012-08-29 北京全路通信信号研究设计院有限公司 一种列控中心系统平台
DE102012216405A1 (de) * 2012-09-14 2014-04-10 Siemens Aktiengesellschaft Betrieb eines Schienenfahrzeugs mittels ETCS-Einrichtung
AT506163A3 (de) * 2007-11-21 2019-03-15 Siemens Ag Mehrsystemkonfiguration zur Zugsicherung

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102387953B (zh) * 2011-09-22 2013-09-11 华为技术有限公司 列车控制系统切换方法及装置
CN110422208B (zh) * 2019-08-14 2021-11-16 中车株洲电力机车有限公司 主从列车的识别电路以及列车重联编组

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4247897A (en) * 1979-10-25 1981-01-27 Westinghouse Electric Corp. Train vehicle control microprocessor power reset
US4327415A (en) * 1980-01-31 1982-04-27 Westinghouse Electric Corp. Transit vehicle handback control apparatus and method
DE9411793U1 (de) * 1993-07-09 1994-09-22 Metropolitana Milanese Strutture ed Infrastrutture del Territorio S.p.A., Milano Zugsicherungssystem mit Übergang in den ZUB-Betrieb beim Auftreten von fahrzeugseitigen ATP-Störungen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4247897A (en) * 1979-10-25 1981-01-27 Westinghouse Electric Corp. Train vehicle control microprocessor power reset
US4327415A (en) * 1980-01-31 1982-04-27 Westinghouse Electric Corp. Transit vehicle handback control apparatus and method
DE9411793U1 (de) * 1993-07-09 1994-09-22 Metropolitana Milanese Strutture ed Infrastrutture del Territorio S.p.A., Milano Zugsicherungssystem mit Übergang in den ZUB-Betrieb beim Auftreten von fahrzeugseitigen ATP-Störungen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
GELLERMANN W D ET AL: "LZB 700 - DIE MODERNE ZUGBEEINFLUSSUNG MIT INFORMATIONSUEBERTRAGUNG UEBER DIE FAHRSCHIENEN", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 84, no. 6, 1 June 1992 (1992-06-01), pages 158 - 160,162, XP000297102, ISSN: 0037-4997 *

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1908661A1 (fr) * 2006-10-04 2008-04-09 Siemens Schweiz AG Circuit sûr et commutable pour recevoir et/ou émettre des signaux d'un système de commande de la marche de train
WO2008040385A1 (fr) * 2006-10-04 2008-04-10 Siemens Schweiz Ag Dispositif permutable sécurisé pour recevoir et/ou émettre des signaux destinés à commander un train sur un véhicule ferroviaire
WO2008096048A1 (fr) * 2007-02-07 2008-08-14 Siemens Transportation Systems S.A.S. Systeme de controle anticollision pour un vehicule
US8321079B2 (en) 2007-02-07 2012-11-27 Siemens Sas Anti-collision control system for a vehicle
AT506163A3 (de) * 2007-11-21 2019-03-15 Siemens Ag Mehrsystemkonfiguration zur Zugsicherung
CN101700783B (zh) * 2009-11-11 2012-08-29 北京全路通信信号研究设计院有限公司 一种列控中心系统平台
DE102012216405A1 (de) * 2012-09-14 2014-04-10 Siemens Aktiengesellschaft Betrieb eines Schienenfahrzeugs mittels ETCS-Einrichtung
WO2014040892A3 (fr) * 2012-09-14 2014-05-08 Siemens Aktiengesellschaft Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs
US10046780B2 (en) 2012-09-14 2018-08-14 Siemens Aktiengesellschaft Operation of a rail vehicle by means of an ETCS device

Also Published As

Publication number Publication date
DE502004000665D1 (de) 2006-07-06
ATE327934T1 (de) 2006-06-15
CN100471740C (zh) 2009-03-25
EP1614604B1 (fr) 2006-05-31
CN1718487A (zh) 2006-01-11

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