EP1614604B1 - Hand over procedure from a first to a second train control system - Google Patents
Hand over procedure from a first to a second train control system Download PDFInfo
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- EP1614604B1 EP1614604B1 EP04291710A EP04291710A EP1614604B1 EP 1614604 B1 EP1614604 B1 EP 1614604B1 EP 04291710 A EP04291710 A EP 04291710A EP 04291710 A EP04291710 A EP 04291710A EP 1614604 B1 EP1614604 B1 EP 1614604B1
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- protection system
- signal
- control system
- train protection
- train control
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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
- a train protection system in which a punctiform and a linear signaling system are used, wherein the punctiform signaling system serves as a fallback level for the linear signaling system.
- the punctiform signaling system serves as a fallback level for the linear signaling 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 according to claim 1.
- 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 available. 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 be done a targeted operational switching from the first to the second train control system.
- the first train protection system is used as master and the second train protection system is used as slave.
- the second train control system becomes exclusive then 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 first enable signal is a first monitoring device, in particular a first watchdog member, and the second enable signal, a second monitoring device, in particular a second watchdog member, the switching device free.
- the output signals of the monitoring devices are logically linked and, according to the result of the logic operation, that is to say given a predetermined result of the logic operation, the activation 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 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 further increases the reliability of the switching device.
- 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 for a short time. 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 first train protection system comprises at least partially 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 may be an error in the first train protection system, an error in the signal transmission or signal processing or the operational shutdown of the signals driving the switching device.
- 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 one another, wherein the first monitoring device transmits an activation signal to the second monitoring device with a time delay for receiving the first release signal.
- 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 (i.e., it is not present), the Indusi is switched active.
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- Engineering & Computer Science (AREA)
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- Electric Propulsion And Braking For Vehicles (AREA)
- Safety Devices In Control Systems (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Control Of Multiple Motors (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren zum Umschalten von einem ersten zu einem zweiten Zugsicherungssystem, und eine Umschalteinrichtung.The invention relates to a method for switching from a first to a second train control system, and a switching device.
Als Zugsicherungssystem ist das induktive Zugsicherungssystem (Indusi) bekannt, wobei derzeit bei der DB AG das induktive Zugsicherungssystem mit der Bezeichnung PZB 90 angewandt wird. Dieses Zugsicherungssystem besteht aus Fahrzeugeinrichtungen und Streckeneinrichtungen. Es dient zur Überwachung des Fahrers bei halt-zeigenden Signalen oder zur Überwachung der Geschwindigkeit und der zurückgelegten Strecke.As a train protection system, 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.
Das europäische Zugkontrollsystem ETCS (European Train Control System) ist ein von Indusi/PZB90 unabhängiges Zugsicherungssystem, das europaweit eingeführt wird.The European Train Control System (ETCS) is an Indusi / PZB90 independent train control system, which is being rolled out across Europe.
Wenn beide Zugsicherungssysteme vorhanden sind, muss sichergestellt werden, dass nur eines der beiden aktiv ist, so dass sich die Zugsicherungssysteme nicht gegenseitig beeinflussen, beziehungsweise ausschließen. Weiterhin muss auf das Zugsicherungssystem Indusi/PZB90 umgeschaltet werden können, wenn das Fahrzeug oder die Lokomotive in einen Gleisbereich einfährt, der nur mit Indusi/PZB 90 ausgerüstet ist.If both train control systems are in place, it must be ensured that only one of them is active so that the train control systems do not interfere with each other or exclude them. Furthermore, it must be possible to switch to the Indusi / PZB90 train protection system if the vehicle or locomotive enters a track area that is equipped only with Indusi / PZB 90.
Es ist bekannt, an Ländergrenzen von dem Zugsicherungssystem Indusi auf das Zugsicherungssystem des jeweils anderen Landes umzuschalten.It is known to switch to national borders from the Indusi train protection system to the train control system of the other country.
Aus der DE 94 11 793 U1 ist ein Zugsicherungssystem bekannt, bei dem ein punktförmige und ein linienförmiges Signalisieningssystem verwendet werden, wobei das punktförmige Signalisierungssystem als Rückfallebene für das linieriförmige Signalisierungssystem dient. Solange ein Fahrzeuggerät des linienförmigen Signalisierungssystems in Betrieb ist und ordnungsgemäß arbeitet, schaltet es über bestimmte Steuersignale die Auswertung der Information des punktförmigen Signalisierungssystems unwirksam. Fällt das linienförmige Signalisierungssystem aus, wird eine Zwangsbremsung ausgelöst. Ferner bleiben die Steuersignale aus, die bislang die Auswertung der Informationen des punktförmigen Signalisierungssystems verhindert haben. Die punktförmige Zugbeeinflussung wird daher wirksam und bewirkt ebenfalls die Zwangsbremsung des Zuges.From DE 94 11 793 U1 a train protection system is known, in which a punctiform and a linear signaling system are used, wherein the punctiform signaling system serves as a fallback level for the linear signaling system. As long as a vehicle device of the linear signaling system is in operation and working properly, it disables the evaluation of the information of the punctiform signaling system via certain control signals. If the linear signaling system fails, emergency braking is triggered. Furthermore, the control signals remain off, which have hitherto prevented the evaluation of the information of the punctiform signaling system. The punctual train control is therefore effective and also causes the emergency braking of the train.
In der US 4, 247,897 ist beschrieben, dass in zwei CPUs einer Zugsteuerung jeweils ein Programm abläuft, durch das dynamische Toggle-Signale erzeugt werden. Wenn das Toggle-Signal nicht generiert wird, wird ein Reset-Signal generiert und das jeweilige Programm zurückgesetzt. Eine Schaltung gemäß Fig. 5 ist für jedes Freigabesignal vorgesehen, so dass für jedes Freigabesignal ein Ansteuersignal (Reset-Signal) erzeugt werden kann.It is described in US Pat. No. 4,247,897 that a program is executed in two CPUs of a train controller, by means of which dynamic toggle signals are generated. If the toggle signal is not generated, a reset signal is generated and the respective program is reset. A circuit according to FIG. 5 is provided for each enable signal, so that a drive signal (reset signal) can be generated for each enable signal.
Aufgabe der vorliegenden Erfindung ist es, ein Verfahren und eine Vorrichtung bereitzustellen, mit denen eine automatische Umschaltung sichergestellt und eine betriebsmäßige Umschaltung ermöglicht wird.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.
Gelöst wird diese Aufgabe durch ein Verfahren zum Umschalten von einem ersten zu einem zweiten Zugsicherungssystem gemäß Patentanspruch 1. Dies bedeutet, dass das zweite Zugsicherungssystem durch das Ansteuersignal passiv gehalten wird, wenn das Ansteuerungssignal erzeugt wird, und das zweite Zugsicherungssystem aktiviert wird, wenn kein Ansteuersignal erzeugt wird bzw. vorhanden ist. Es ist denkbar, anstatt abhängig von dem Vorhandensein des Ansteuersignals das zweite Zugsicherungssystem zu aktivieren bzw. zu passivieren, ein Ansteuersignal mit einem ersten oder zweiten Signalpegel zu erzeugen, wobei abhängig vom Signalpegel das zweite Zugsicherungssystem passiv gehalten oder aktiviert wird.This object is achieved by a method for switching from a first to a second train protection system according to claim 1. This means that 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 available. 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.
Es kann vorgesehen sein, dass das zweite Zugsicherungssystem über das Ansteuersignal passiv gehalten wird (Master-Slave-Prinzip), solange die Umschalteinrichtung Signale eines funktionsfähigen ersten Zugsicherungssystems detektiert beziehungsweise derartige Signale fehlerfrei empfängt oder fehlerfrei verarbeitet und das zweite Zugsicherungssystem aktiviert wird, wenn die Umschalteinrichtung kein Signal des funktionsfähigen ersten Zugsicherungssystems detektiert bzw. fehlerhafte Signale empfängt oder fehlerhaft verarbeitet. Dies bedeutet, dass das zweite Zugsicherungssystem automatisch aktiviert wird, wenn Zweifel an der fehlerfreien Funktionsweise des ersten Zugsicherungssystems oder der fehlerfreien Datenübertragung bestehen. Weiterhin ist es denkbar, dass kein Ansteuersignal erzeugt wird, wenn im ersten Zugsicherungssystem aus betrieblichen Gründen die Signale für die Umschalteinrichtung abgeschaltet wurden, also durch die Umschalteinrichtung keine vom ersten Zugsicherungssystem gesendeten Signale empfangen werden. Dadurch kann eine gezielte betriebsmäßige Umschaltung von dem ersten zu dem zweiten Zugsicherungssystem erfolgen. Dies bedeutet, dass das erste Zugsicherungssystem als Master verwendet wird und das zweite Zugsicherungssystem als Slave verwendet wird. Das zweite Zugsicherungssystem wird ausschließlich dann aktiv, wenn das Ansteuersignal unterbrochen wird. Dies bedeutet, dass nur in besonderen Ausnahmefällen beide Zugsicherungssysteme gleichzeitig aktiv sein können. Weiterhin stellt das zweite Zugsicherungssystem eine Sicherung der Kontinuität der Zugsicherung dar, da bei einem Ausfall des ersten Zugsicherungssystems weiterhin ein Zugsicherungssystem zur Verfügung steht. Da das zweite Zugsicherungssystem von dem ersten Zugsicherungssystem über die Umschalteinrichtung angesteuert werden kann, kann vorgesehen sein, dass beim Ausfall einer Komponente in der Ansteuerstrecke des zweiten Zugsicherungssystems, also insbesondere des ersten Zugsicherungssystems, der Signalübertragungseinrichtung oder der Umschalteinrichtung, das zweite Zugsicherungssystem aktiv wird. Dies führt zu einer Offenlegung der Störung für den Lokführer.It can be provided that 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. This means that 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. Furthermore, it is conceivable that 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 be done a targeted operational switching from the first to the second train control system. This means that the first train protection system is used as master and the second train protection system is used as slave. The second train control system becomes exclusive then 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. Furthermore, 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.
Das Ansteuersignal für das zweite Zugsicherungssystem wird erzeugt, indem ein erstes und ein zweites Freigabesignal (Enablesignal) des ersten Zugüberwachungssystems ausgewertet werden. Die Feststellung, ob das erste Zugsicherungssystem fehlerhafte Signale sendet oder die Signale während der Übertragung verfälscht wurden, muss eindeutig und einwandfrei erfolgen. Deshalb ist es vorteilhaft, zwei Signale zu verwenden. Wenn das erste oder zweite Freigabesignal nicht empfangen wird, deutet dies darauf hin, dass entweder ein Zugsicherungsgerät, z.B. das ETCS-Gerät, oder die Datenleitung, über die die Freigabesignale übertragen werden, fehlerhaft ist. Da die Datenleitung Bestandteil des ersten Zugsicherungssystems sein kann und zur einwandfreien Funktion des ersten Zugsicherungssystems notwendig ist, muss auch in diesem Fall das zweite Zugsicherungssystem aktiviert werden. Sollten dennoch beide Zugsicherungssysteme aktiv werden, beispielsweise weil Störungen der Datenleitung, der Umschalteinrichtung oder des Ansteuersignals vorliegen, und eine betriebliche Zwangsbremsung auslösen, erfolgt eine Systemreaktion zur "sicheren" Seite, d.h. es erfolgt in jedem Falle eine Zwangsbremsung des Fahrzeugs oder der Lokomotive. Die Zwangsbremsansteuerungen beider Systeme sind dabei vorteilhafterweise unabhängig voneinander.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. Should nevertheless both train protection systems become active, for example because there are disturbances of the data line, the switching device or the control signal, and trigger an operational emergency braking, a system reaction takes place to the "safe" side, ie an emergency braking of the vehicle or locomotive takes place in each case. The Zwangsbremsansteuerungen both systems are advantageously independent of each other.
Das erste Freigabesignal gibt eine erste Überwachungseinrichtung, insbesondere ein erstes Watchdog-Glied, und das zweite Freigabesignal eine zweite Überwachungseinrichtung, insbesondere ein zweites Watchdog-Glied, der Umschalteinrichtung frei. Die Ausgangssignale der Überwachungseinrichtungen werden logisch verknüpft und entsprechend dem Ergebnis der logischen Verknüpfung, d.h bei einem vorgegebenen Ergebnis der logischen Verknüpfung, wird das Ansteuersignal erzeugt. Durch das erste Freigabesignal wird die erste Überwachungseinrichtung zurückgesetzt. Durch das zweite Freigabesignal wird die zweite Überwachungseinrichtung zurückgesetzt. Die Ausgangssignale der beiden Überwachungseinrichtungen werden beispielsweise durch einen UND-Operator miteinander verknüpft. Aufgrund dieser Verknüpfung wird das Ansteuersignal, vorzugsweise ein pulsbreitenmoduliertes (PBM)-Signal, erzeugt, das an das zweite Zugsicherungssystem übergeben wird. Das zweite Zugsicherungssystem detektiert dieses Signal und schaltet sich passiv. Die Überwachungseinrichtungen stellen dabei Zeitglieder dar, die durch die Freigabesignale in regelmäßigen Abständen zurückgestellt werden müssen. Die regelmäßige Rückstellung ist ein Zeichen dafür, dass das erste Zugsicherungssystem aktiv und einsatzbereit ist. Wird eine der Überwachungseinrichtungen nicht zurückgesetzt, deutet dies auf einen Fehler im ersten Zugsicherungssystem, insbesondere im ersten Zugsicherungsgerät oder in der Datenleitung zwischen dem ersten Zugsicherungsgerät und der Umschalteinrichtung, hin. In diesem Fall ändert sich das Ergebnis der logischen Verknüpfung und wird kein Ansteuersignal erzeugt. Wenn dieser Zustand eintritt, wird das zweite Zugsicherungssystem aktiviert.The first enable signal is a first monitoring device, in particular a first watchdog member, and the second enable signal, a second monitoring device, in particular a second watchdog member, the switching device free. The output signals of the monitoring devices are logically linked and, according to the result of the logic operation, that is to say given a predetermined result of the logic operation, the activation signal is generated. The first enable signal resets the first monitoring device. By 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. 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.
Bei einer vorteilhaften Verfahrensvariante ist vorgesehen, dass die erste Überwachungseinrichtung die zweite Überwachungseinrichtung aktiviert. Dies bedeutet, dass die zweite Überwachungseinrichtung nur zurückgestellt werden kann, wenn die erste Überwachungseinrichtung zurückgestellt wurde. Durch diese Maßnahme wird die Zuverlässigkeit der Umschalteinrichtung weiter erhöht.In an advantageous variant of the method, it is provided that 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 further increases the reliability of the switching device.
Besonders vorteilhaft ist es, wenn das Ansteuersignal bei einer Änderung des Ergebnisses der logischen Verknüpfung für eine vorgegebene Zeitspanne nachläuft. Da die zweite Überwachungseinrichtung erst zurückgesetzt werden kann, wenn sie von der ersten Überwachungseinrichtung aktiviert wurde, vergeht eine gewisse Zeitspanne zwischen der Zurücksetzung der ersten Überwachungseinrichtung und der zweiten Überwachungseinrichtung. Während dieser Zeitspanne könnte sich das Ergebnis der logischen Verknüpfung kurzzeitig ändem. Dies darf jedoch nicht zu einer Änderung des Ansteuersignals und zu einer Aktivierung des zweiten Zugsicherungssystems führen. Deshalb ist vorgesehen, dass das Ansteuersignal eine vorgegebene Zeitspanne nachläuft, die vorzugsweise in etwa der Zeitverzögerung zwischen dem Rücksetzen der ersten Überwachungseinrichtung und der zweiten Überwachungseinrichtung entspricht.It is particularly advantageous if 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 for a short time. 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.
Die Aufgabe wird außerdem gelöst durch eine Umschalteinrichtung, mit den Merkmalen des Anspruchs 4. Dabei umfasst das erste Zugsicherungssystem zumindest teilweise die Datenleitung zu der Umschalteinrichtung. Die Datenleitung kann insbesondere als Datenbus, vorzugsweise als MVB (Multifunction Vehicle Bus) oder Profibus ausgebildet sein. Als Ereignis kommt ein Fehler im ersten Zugsicherungssystem, ein Fehler in der Signalübertragung bzw. der Signalverarbeitung oder die betriebsmäßige Abschaltung der die Umschalteinrichtung ansteuernden Signale in Betracht. Tritt demnach ein Fehler im ersten Zugsicherungssystem beziehungsweise in der Datenübermittlung auf, wird das zweite Zugsicherungssystem, das bis zu diesem Zeitpunkt nur in einem Standby-Modus ist, aktiviert. Dies bedeutet einen Rückfall auf die sichere Seite, insbesondere bedeutet dies, dass ein Zug zuverlässig durch das erste Zugsicherungssystem zwangsgebremst werden kann (Störungsreaktion) und das zweite Zugsicherungssystem aktiv geschaltet ist.The object is also achieved by a switching device, with the features of
Die Überwachungsmittel umfassen eine erste und eine zweite Überwachungseinrichtung, die jeweils von einem ersten und einem zweiten Freigabesignal des ersten Zugüberwachungssystems angesteuert sind, wobei die Ausgangssignale oder Überwachungseinrichtungen durch einen logischen Operator verknüpft sind. Durch die Verknüpfung mit einem logischen Operator wird eine Redundanz geschaffen, so dass das zweite Zugsicherungssystem auf jeden Fall rechtzeitig und ausschließlich dann, wenn das vorgegebene Ereignis eingetreten ist, aktiviert wird.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. By linking with a logical operator, a redundancy is created so that the second train protection system is definitely activated in time and only when the predetermined event has occurred.
Besonders bevorzugt ist es, wenn eine Signalerzeugungseinrichtung an den logischen Operator angeschlossen ist. Grundsätzlich ist es denkbar, das Ausgangssignal des logischen Operators direkt für eine Aktivierung beziehungsweise Deaktivierung des zweiten Zugsicherungssystem zu verwenden. Die Verwendung einer Signalerzeugungseinrichtung hat jedoch den Vorteil, dass ein Signal mit einem Signalnachlauf erzeugt werden kann. Dies bedeutet, dass das Signal noch eine gewisse Zeit lang erhalten bleibt, auch wenn sich das Ausgangssignal des logischen Operators verändert. Die Signalerzeugungseinrichtung kann als integrierter Schaltkreis (IC) ausgebildet sein.It is particularly preferred if a signal generating device is connected to the logical operator. In principle, it is conceivable to use the output signal of the logical operator directly for activation or deactivation of the second train protection system. However, 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).
Besonders bevorzugt ist es, wenn die erste und die zweite Überwachungseinrichtung miteinander in Verbindung stehen, wobei die erste Überwachungseinrichtung zeitversetzt zum Empfang des ersten Freigabesignals ein Aktivierungssignal an die zweite Überwachungseinrichtung übermittelt. Durch diese Maßnahme wird eine Überwachung der zweiten Überwachungseinrichtung durch die erste Überwachungseinrichtung realisiert. Wenn eines oder beide Freigabesignale nicht empfangen werden, ändert sich das Ausgangssignal des logischen Operators und dadurch - evtl. zeitversetzt - das Ansteuersignal. Das Fehler eines oder beider Freigabesignale ist daher das vorgegebene Ereignis, das zu einer Aktivierung des zweiten Zugsicherungssystems führt.It is particularly preferred if the first and the second monitoring device are connected to one another, wherein the first monitoring device transmits an activation signal to the second monitoring device with a time delay for receiving the first release signal. By this measure, 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.
Vorteilhafterweise weist das erste Zugsicherungssystem einen Datenbus auf und ist die Umschalteinrichtung über eine Schnittstelle an den Datenbus anschließbar. Dies bedeutet, dass die Umschalteinrichtung an verschiedenen Stellen an den Datenbus beziehungsweise an das erste Zugsicherungssystem angeschlossen werden kann. Insbesondere kann vorgesehen sein, dass das erste Zugsicherungssystem als ETCS-System ausgebildet ist und einen Datenbus aufweist und das zweite Zugsicherungssystem als Indusi ausgebildet ist, die an die Umschalteinrichtung angeschlossen ist, die wiederum über eine Schnittstelle an den Datenbus des ETCS-Systems angeschlossen ist. Die erfindungsgemäße Umschalteinrichtung stellt sicher, dass bei Ausfall einer Komponente in der Ansteuerungsstrecke der Indusi das Ansteuersignal, das als PBM-Signal ausgebildet sein kann, ausfällt und die Indusi aktiv wird. Dies bedeutet einen Rückfall auf die sichere Seite. Dabei kann eine Standard-Indusi ohne Neuentwicklung und Zulassung verwendet werden. Die Umschalteinrichtung kann mit geringem Entwicklungsaufwand realisiert werden. Sie kann problemlos über eine Standardschnittstelle an den Datenbus angeschlossen werden. Vorzugsweise agiert das ETCS-System als Master und die Indusi als Slave. Dabei erfolgt durch das ETCS-Gerät über die Umschalteinrichtung eine Ansteuerung der Indusi mittels eines unmodulierten PBM-Signals als Ansteuersignal. Ist das PBM-Signal eingeschaltet (vorhanden), ist die Indusi passiv. Wird das PBM-Signal ausgeschaltet (d.h. ist es nicht vorhanden), wird die Indusi aktiv geschaltet.Advantageously, the first train protection system has a data bus and the switching device can be connected to the data bus via an interface. This means that the switching device can be connected at different points to the data bus or to the first train protection system. In particular, it can be provided that 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. Preferably, the ETCS system acts as master and the indusi as slave. In this case, 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 (i.e., it is not present), the Indusi is switched active.
Claims (7)
- Procedure for handing over from a first to a second train control system (1, 9), a trigger signal (34) for the second train control system (9) being generated by a handover device (8) depending on signals transmitted by the first train control system (1), the second train control system (9) being activated in the event of a switch-off or a failure of the trigger signal (34) and the trigger signal (34) being generated in that a first and a second release signal of the first train control system (1) are evaluated, characterized in that the first release signal releases a first monitoring device (20) and the second release signal a second monitoring device (21) of the handover device (8), the output signals of the monitoring devices (20, 21) are logically combined and according to the result of the logic operation the trigger signal (34) is generated.
- Procedure according to claim 1, characterized in that the first monitoring device (20) activates the second monitoring device (21).
- Procedure according to claim 1., characterized in that the trigger signal (34), in the event of a change in the result of the logic operation, runs on for a specified period of time.
- Handover device (8), which is connected data-technically to a first and second train control system (1, 9) and has monitoring means for monitoring signals of the first train control system (1), characterized in that the monitoring means comprise a first and a second monitoring device (20, 21), which are each activated by a first and a second release signal of the first train control system (1), the output signals of the monitoring devices (20, 21) being combined by a logic operator (23).
- Handover device according to claim 4, characterized in that a signal generating device (24) is connected to the logic operator (23).
- Handover device according to claim 4, characterized in that the first and the second monitoring device (20, 21) are connected to one another, the first monitoring device (20) communicating an activation signal to the second monitoring device (21) offset in time to the receipt of the first release signal.
- Handover device according to claim 4, characterized in that the first train control system (1) has a data bus (2) and the handover device (8) is connectable to the data bus (2) via an interface (5).
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE502004000665T DE502004000665D1 (en) | 2004-07-06 | 2004-07-06 | Method for switching from a first to a second train control system |
| AT04291710T ATE327934T1 (en) | 2004-07-06 | 2004-07-06 | METHOD FOR SWITCHING FROM A FIRST TO A SECOND TRAIN SAFETY SYSTEM |
| EP04291710A EP1614604B1 (en) | 2004-07-06 | 2004-07-06 | Hand over procedure from a first to a second train control system |
| CNB2005100829082A CN100471740C (en) | 2004-07-06 | 2005-07-05 | Hand over procedure from a first to a second train control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| EP04291710A EP1614604B1 (en) | 2004-07-06 | 2004-07-06 | Hand over procedure from a first to a second train control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1614604A1 EP1614604A1 (en) | 2006-01-11 |
| EP1614604B1 true EP1614604B1 (en) | 2006-05-31 |
Family
ID=34931227
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP04291710A Not-in-force EP1614604B1 (en) | 2004-07-06 | 2004-07-06 | Hand over procedure from a first to a second train control system |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP1614604B1 (en) |
| CN (1) | CN100471740C (en) |
| AT (1) | ATE327934T1 (en) |
| DE (1) | DE502004000665D1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1908661A1 (en) * | 2006-10-04 | 2008-04-09 | Siemens Schweiz AG | Switchable and safe circuit for receiving and/or sending signals of an automatic train control system |
| DE602007007366D1 (en) * | 2007-02-07 | 2010-08-05 | Siemens Transp System S A S | ANTI-COLLISION WARNING SYSTEM FOR ONE VEHICLE |
| DE102007056598A1 (en) * | 2007-11-21 | 2009-06-25 | Siemens Ag | Multi-system configuration for train protection, has train-side legacy system, which has components for different functionalities, and master system, particularly European train control system |
| CN101700783B (en) * | 2009-11-11 | 2012-08-29 | 北京全路通信信号研究设计院有限公司 | Train control center system platform |
| WO2012149761A1 (en) * | 2011-09-22 | 2012-11-08 | 华为技术有限公司 | Method and device for switching train control systems |
| DE102012216405A1 (en) * | 2012-09-14 | 2014-04-10 | Siemens Aktiengesellschaft | Operation of a rail vehicle by means of ETCS device |
| CN110422208B (en) * | 2019-08-14 | 2021-11-16 | 中车株洲电力机车有限公司 | Identification circuit of master-slave train and train reconnection marshalling |
Family Cites Families (3)
| 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 |
| IT1264915B1 (en) * | 1993-07-09 | 1996-10-17 | Metropolitana Milanese Struttu | AUTOMATIC PROTECTION EQUIPMENT OF ATP TYPE TRAINS WITH THE POSSIBILITY OF CONTINUING RUNNING IN OPERATION ZUB FOLLOWING |
-
2004
- 2004-07-06 EP EP04291710A patent/EP1614604B1/en not_active Not-in-force
- 2004-07-06 AT AT04291710T patent/ATE327934T1/en not_active IP Right Cessation
- 2004-07-06 DE DE502004000665T patent/DE502004000665D1/en active Active
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2005
- 2005-07-05 CN CNB2005100829082A patent/CN100471740C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| ATE327934T1 (en) | 2006-06-15 |
| CN100471740C (en) | 2009-03-25 |
| CN1718487A (en) | 2006-01-11 |
| EP1614604A1 (en) | 2006-01-11 |
| DE502004000665D1 (en) | 2006-07-06 |
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