EP1814768A2

EP1814768A2 - Level crossing safety system

Info

Publication number: EP1814768A2
Application number: EP05813522A
Authority: EP
Inventors: Dejan Lutovac; Hans-Joachim Petersen; Christoph Kutschera
Original assignee: Siemens AG
Current assignee: Siemens AG
Priority date: 2004-11-25
Filing date: 2005-11-24
Publication date: 2007-08-08
Also published as: WO2006056587A2; DE102004057459A1; WO2006056587A3

Abstract

The invention relates to a level crossing safety system comprising a level crossing safety controller which is used to control safety devices, in particular, light signal installations. The invention also relates to a method for monitoring and controlling a level crossing safety system. In order to prevent, to a large extend, the use of cable connections, the level crossing controller can be activated by a frequency-controlled track circuit for the distant zone (LFTC - Long Frequency-operated Track Circuit) and can be deactivated by a frequency-controlled track circuit for a local zone (SFTC - Short Frequency-operated Track Circuit).

Description

description

Railway crossing safety system

The invention relates to a level crossing system according to the O-berbegriff of patent claim 1.

More than 60% of all unrestricted level crossings worldwide are simple applications. These are predominantly single-track railway lines with bi-directional traffic guidance. There is no cable network along the route and there are no electrical or equipment sheds at the switch-on points.

The invention has for its object to provide a level crossing ^¬ hedging system of the generic type, the level crossing controller is largely wirelessly controlled.

The object is achieved by the characterizing features of claim 1.

The claimed system for securing and controlling Bahn¬ transitions is a computer-aided system, which is designed specifically for simple applications. Compared with other computer-aided and conventional relay-based level crossing systems, the system is highly competitive in terms of safety and price.

The system, referred to below as LX7, has the functionality of an automated Bahnübergangssicherungssys ^¬ tems for a single-track railroad line with bi-directional traffic flow. The vehicle-controlled track circuits, hereinafter referred to as FTC - Frequency-operated Track Circuit - called serve to Erkken ^¬ tion of trains or other rail vehicles on monitored th stretch sections. An FTC is an electronic track circuit without insulated rail joints. The functiona ^¬ formality of FTC is based on the variable transmission range of the signals with different frequencies to the Ab¬ deviations of the inductive component of the track impedance zu¬ recycle. Thus, the transmitter connected to the track determines the transition range as a function of its operating frequency. The receiver, which may be connected to the track in the immediate vicinity of the transmitter, detects the change in the track impedance. If a train or other rail vehicle occupies the controlled track section, ie travels and approaches the FTC's junction, the track impedance will decrease. This change in the track impedance is registered by the receiver of the FTC, which is set to the transmission range and tuned to the operating frequency of the transmitter.

The invention will be explained in more detail with reference to figurative Darstellun¬. Show it

1 shows the operating principle of a level crossing fuse ^¬ system, Figure 2 shows the essential components of a controller,

3 shows an arrangement of frequency-controlled track circuits and FIG. 4 shows a level crossing safety system.

The schematic arrangement of the components for a typical application example is shown in FIG. The LX7 is an automatic level crossing controller that is controlled by the train. The LX7 is activated by a frequency controlled track circuit for long range LFTC (LFTC - Long Frequency-operated Track Circuit) and by a frequenzge ^¬ controlled track circuit for short-range SFTC disabled (SFTC - Short Frequency-operated Track Circuit). FTCs (Fre quency ^¬-operated Track Circuits, frequency-controlled of track circuits) are isolierstoßfreie and wireless detectors so that the flexible LX7, isolierstoßfreie and wireless applications allows for railway crossings. FTCs are immune to the interference caused by overhead lines and can therefore be used equally on electrified and non-electrified lines. The operation of SFTCs based on sound frequencies, so this SFTCs as overlay track circuits in the best ^¬ Henden infrastructure can be used. If precise activation points are required, optional conventional lent insulated rail joints or passive electrical shift ^¬ can be nenverbinder used.

Road signals - - RSI and RS2 and Warning hatchet - bells - in a basic version of the LX7 white flashing signal Road are red as safety devices / WBl and WB2 pre ^¬ see. Due to the modular and expandable structure of the LX7, the system can be upgraded to control other optional external security devices, such as Boom Barriers - BBl and BB2 or continuously yellow and flashing white signal lamps - Train Control Signals - TCSl and TCS2.

FIG. 2 shows an LX7 architecture. The LX7 is based on ei ^¬ nem PLC, a programmable logic controller. This controller is characterized by a high degree of modularity (An ^¬ demanding 2). Most of the modules used are commercially available. These modules are self-contained functional units and have been tested and approved for their intended use. Together these modules form one simple and inexpensive hardware structure, which ensures the greatest ^¬ possible application flexibility, ease of maintenance, Zu ^¬ reliability and security. The LX7 has a battery-powered power supply system with a backup battery backup power supply that ensures operation of the system for a fixed period of time - typically eight hours. The inputs are isolated and controlled by independent contacts of miniature ^{safety relays} . Current test functions are performed by miniature solid-state devices for various currents. This supports almost all lamp types and LED modules available worldwide. The outputs are also isolated and activated via miniature safety relays.

The PLC platform provides easy access to the software, widespread design tools, and easy customization of the software to different application needs. The software of the system is created from independent functional modules. Each module contains a special function or function group. The software will run after the ladder

Logic principle developed. Thus, engineers who are familiar with the construction of the relay contacts, the radio ^¬ ality of the system track smoothly. The most important software modules are: • Module for control and monitoring function,

• module for application data,

• module for service, diagnostics and event logging,

• module for service, diagnostic and event logging data, • module for SMS support.

The LX7 is preferably piert for universal applicability konzi ^¬. Country-specific differences, which are determined by the respective For the most part, these are defined within the module for application data. For most applications, the corresponding changes relate in each case to different settings of timers. Changes to the hardware and the country-specific software will only be required to a very limited extent and will be restricted primarily to the circuits of the relay ^interfaces .

The LX7 is designed for simple applications and for everyone

Use on single-track lines with oncoming traffic ge is suitable. In this case, only a small number of transitions is a ^¬ and outputs required. Therefore, a cost-effective, adequate for the purpose of use architecture is used. In this system, however, the possibility of it ^¬ furtherance rer by installation of additional inputs / outputs and wide ^¬ functional modules is not excluded, so that even complex applications such. B. twin-rail configurations with implementation of the down-holding function, are possible. In such cases, however, need software and Hardwareerwei ^¬ Chippings for the country be made.

The security of the LX7 system is based on PLC components, which are available in a basic version and a failsafe F version - Failsafe. The F-versions are certified up to SIL 3 according to the CENELEC standards. The Safe ^¬ ness of the system is scalable, so that the various SIL requirements can be met. The basic version of the LX7 is designed to meet the requirements of SIL 1 / SIL 2. With the F version of the PLCs, the LX7 can be upgraded to SIL3 and SIL4.

The outputs are designed fail-safe, ie this be ^¬ usually found in an activated state. The state the output relay is called up by the PLC at the appropriate processing stage. Therefore, an improper state of each individual relay is detected and displayed, so that safety precautions can be carried out via the functionality of the LX7.

The software can be developed based on the relay circuits that have proven themselves in safety applications for many years. When defining a common functionality and development as flexible applic ^¬ Barer software, various country-specific prac ^¬ ken into account. Checking circuits serve penüberprüfung to Lam ^¬ and possible to detect in time to control the flashing functions to the appropriate failures and thus increase the SIL level of the system.

If necessary, the SIL level of the system can also be increased by using the optional train control signals TCS (claim 3) .The TCS can only set the route signal to continue when the appropriate release conditions have been met, namely railroad crossing switched on, path signal lights functional and LX7 errors. for the monitoring of the LX7 a work contact Feh¬ lererkennungsrelais FDR (fault Detection Relay) bereitge- is provides (claim 4). the FDR performs the monitoring functions for the PLC. the functionality of the FDR is UNMIT ^¬ ly after each activation of the LX7 checked. the Zeit¬ window in which a potential failure of the PLC could remain undetected, is thus considerably restricted. the FDR must be activated and to be operational so that the Zugkon ^¬ can be switched to release troll signals TCS.

The described scalable security concept of the LX7 in combination with its relatively simple architecture, the wrestle component count and its high reliability er¬ fills a wide range of gestell¬ railway authorities th requirements with regard to the reliability of Sys ^¬ temen.

The LX7 constantly monitors an approach section to recognize ei ^¬ nen possibly approaching train. Here, the LX7 able the required number of Annäherungsgleisab ^¬ is cut to monitor the released track section and an additional overlay release detector construction with appropriate Schnittstellenkon¬ without the control of the ^¬ toddlers software needs to be changed. The approach track section - Vorsignalabstand - is for example in an interval of 25 to 90 seconds - up to max. 2 km defined, depending on which maximum speed in the approach track section he ^¬ can be reached.

The LX7 is preferably equipped with an integrated directional self-holding function, preventing a reactivation of the LX7 by a pulling train.

The sequence of the assignment and the release of the switch-on and switch-off components are checked and registered by the controller. If an error is detected, the LX7 turns off the track signal lamps - dark signals. If the controller fails, the flashing output is deactivated and the power supply for the route signal lamps is interrupted - dark signals.

If the first axis of the incoming train has reached the proximity ^¬ track section, the LX7 activated and switches the white lights of road signals. At the same time, the red lights of the road signals are switched on. After the last axis of the departing train clears the release the LX7 turns off and turns off the red road signal lamps and the white road signal lights again. In a normal Zugfreiga¬ the LX7 bemeldung the road signals must switch the red flashing light on the white flashing light within 5 seconds after leaving the Freigabegleisab ^¬-section. The flashing of the signal is generated and monitored by the software so that the various flashing frequencies and turn-on cycles are supported. Semiconductor relays are used for the interfaces.

Normally, the LX7 recognizes a train on the access track with the LFTC and the SFTC. Requirement is that the sliding ^¬ nengleise are continuously welded or in the approach section connected in any other suitable manner, whereby the at ^¬ proximity portion at least via a ballast resistor of 1.5 Ohm / km must have. Bilateral monitoring of the approach sections is done with the LFTC bidirectional application. Alternatively, a one-sided application is possible lent. In this case, isolated or electric slide ^¬ are nenlaschen on LX7 location to mount. In addition, two units of LFTC are needed - one unit per Annæ ^¬ herungsgleisabschnitt. The advantages in this case are the possibility of recognizing the approaching train as well as the longer approaching track sections.

The LFTC can be installed in the LX7 housing. An installation in the housing along the route, however, is also mög ^¬ Lich, such as a remote Einschaltmodul with high range. Also the SFTC can be installed in LX7 housing ^¬ to.

If the existing track section is too long for clearance, the SFTC can also be used as an overlay circuit. det to achieve the required length of the Freigabegleisab ^{¬ section} . If the existing track is too long for approach signaling, the LFTC may additionally be used as an overlay circuit to achieve the required length of the approach track section - wireless application from the end of the existing track. The FTC used for remote switching requires only two conductors of the signal cable per receiver to transmit the information "busy / free" to the LX7. Dual Receiver requires four conductors to drive two pulse relays at the LX7 location.

If the approach section of track for a fixed ma was occupied ^¬ ximum period and the release area did not fire, a failure of the proximity detector is detected and reported, and the track signal lights are switched off. Other errors and disturbances of the proximity detector and the release detector can also be detected and reported.

When no external power supply - 230 V / 50 Hz - is present, but the battery is ready for operation, is detected a sub ^¬ refraction and reported. However, normal functioning will not be affected. If the battery voltage is too low, a fault in the battery can be detected and detected. The route signal lights are then switched off.

The failure of a bulb of a track signal, the replacement bulb is automatically switched on and the interrup ^¬ monitoring the lamp function is detected or reported. This also applies to the failure of a road signal. If the flashing frequency or duty cycle is out of the preset range, a flashing module fault is detected and reported.

After the system has registered the first regular error-free Zugdurch ^¬ ride and there are no other reasons for a system error condition, the system switches back to the normal state and turns on the white flashing lights of the route signals.

The LX7 can also be used in the railway station areas where signals within the approach track sections - Si ^¬ cherungssignale for the level crossing - are present. The activation of the portion LX7 by the occupancy of the Annäherungsgleis- is deactivated here, as long as the hold signal ge ^¬ sets. Depending on the position of the signal and the train speed, it may be necessary to delay the release of the backup signal by blocking it in the station to ensure a sufficient warning period for the LX7.

The power supply system of the LX7 (FIG. 2) preferably has a modular structure. The basic version requires a power source of 230 V / 50 Hz. However, the power supply can also easily to other external power sources example ^¬ example to 230 V / 16 ² / are ₃ Hz, solar collectors, or retrofitted to eventual from ^¬ battery power. All Various ^¬ nen variants of the power supply can optionally by replacing the respective modules cost realization reindeer. The basic version of the LX7 is characterized by a ge wrestle power consumption. The LX7 and Zugdetektoren each contain a battery back-up power, the normal operation for the required minimum duration - eight hours of re ^¬ gel - maintained. On electrified Routes on which no external power supply is available, the system can be fed by the overhead lines, for example 17 kV / 16 ² I ₃ Hz, whereby the voltage is reduced to 230 V / 16 ² I ₃ Hz by means of transformers , In this case, the inverter / charging module 230 V / 50 Hz must be replaced by an appropriate inverter / charging module designed for 230 V / 16 ² Z ₃ Hz. If no conventional power supply is available, solar panels with appropriate battery charging modules can be used. In this case, an inverter / charger module is dispensed with. For all systems or only to systems with direct ^¬ ter site power if necessary, a power-management feature can be integrated during the night. Locations without an external power supply, where on-site power generation is unrealistic, can be directly powered by rechargeable batteries. Overvoltage protection modules are installed at all connection points at the insertion of the outer cables into the housing as well as at the input of the external power supply of the LX7.

In systems with direct power generation on site, which have an alarm system with sirens, an input of the controller can be reserved specifically for the sending of SMS messages to ei¬ nen zuentral Dispatcher (claim 5). The voltage of the batteries is monitored. If this voltage falls below the permissible minimum value, a corresponding SMS message can be sent to the responsible maintenance personnel who ^¬ . The LX7 is preferably capable of sending and receiving SMS messages. As an optional equipment variant, the LX7 can be restarted via SMS message if the system is working properly. If the LX7 an error, an error or other reportable event firmly ^¬ represents an SMS message to the maintenance or Wachper ^¬ is personnel or sent to Zugdispatcher. This GSM message is holds the ID number of the level crossing, the code or the Be ^¬ scription of the incident and the time of the incident. The LX7 is preferably capable of SMS messages as receive ^¬ confirmation received to the dispatcher, guard or maintenance personnel.

The LX7 has a built-in diagnostics database that records real-time scheduled events and errors and disturbances. The database preferably operates cyclically, ie at a erschöpf ^¬ th storage capacity, the oldest events are overwritten by each new events. To retrieve the data bank is used special software that can be run on Windows on PCs or laptop computers. A local or remote access to the database is thus easily possible.

A block diagram of the FTC with track connections is shown in FIG. Each FTC consists of a transmitter and the receiver, which are installed together in a metal container and connected by separate cables to the track. He is the ^¬ detection area bilaterally symmetrical bidirectional application and extends to the left and right of the connecting points of the FTC. This range depends on the properties of the track bedding and is expressed by the track impedance.

Asymmetric approximations electrical or mechanical ^¬ African rail joints are needed. Rail ^joints can be installed directly next to the connection point of the transmitter. In this case, the detection area is directed to only one side of the track - unidirectional application. The unidirectional detection area is approx. 33% longer for unidirectional application than for bidirectional application. Since the track impedance is dependent on the weather conditions, arise with respect to the detection range, in particular at ^¬ sondere LFTCs, slight fluctuations. When ER a very accurate detection range for the ent ^¬ speaking application conducive, rail joints should be used.

The operating frequencies of FTCs are selected so that the influence of the traction power supply (25 kV / 50 Hz) and the ent speaking harmonics is minimized as possible. By working frequencies, the maximum detection range ^¬ is also defined. A separation between the Various ^¬ NEN operating frequencies is chosen to enable the use of two or more FTCs with different operating frequencies in a controlled track section.

The installation of both the receiver and the transmitter in a common device housing ensures that the receiver receives a strong signal in the immediate vicinity of the transmitter and not only registers a weak signal at the end of the controlled track section. This enables it ^¬ to decorate the power of the transmitter and receiver to redu ^¬ and also results in cost savings in terms of the cable network between the transmitter and receiver. The costs for an additional device housing can also be saved here. Overall, significant savings are being made, especially for the LFTCs.

The recognition range of the FTC can be adjusted via a Regelwider ^¬ stand. Two FTCs with adjacent working frequencies can therefore have the same detection range. It follows that the Zugerken ^¬ tion function can be duplicated within the monitored route section - redundancy. This is for some Sig ^¬ nalanwendungen of great importance, especially for the Control of level crossings, where in many countries by the Eisenbahn¬ a duplicate Zugmeldung vor¬ is written. FTCs allow the implementation of the duplexed approach track sections for the level crossing controllers without the need for expensive cable networks next to the tracks. Two receivers Rl and R2 are connected to the FTCs and act on serial contacts Cont.1 and Cont .2 of the associated relays ReI and Re2.

Which savings can be achieved in that no cable off the track - cable, grave excavation, installation and inspection - is needed is dependent on the maximum speed Zugge ^¬. Consequently, higher speeds can be achieved at higher Zugge ^¬ speeds because of the longer approach track sections. These savings are also dependent on the local price of the furniture and above all on labor costs. In most cases, costs for more than 2,600 m of cable could be saved.

A typical arrangement of a bumpless and wireless web transfer application is shown in FIG. The level crossing controller is preferably equipped with a radio modem for receiving programming data, in particular with regard to applications, additional parameters, error correction and updating (claim 6). For this purpose, a remote transmission of the programming data by a central is provided (An¬ claim 7).

The invention is not limited to the above-ge ^¬ above embodiment. Rather, a number of variants Va ^¬ conceivable which ma¬ chen use even in fundamentally different gearte¬ ter execution of the features of the invention. In particular, the remote programming according to claim 7 is not limited to systems with LFTCs and SFTCs, but can be used in any level crossing protection systems, provided they have a programmable Bahnübergangs¬ controller.

Claims

claims

1. A level crossing safety system with a level crossing controller for controlling safety devices, in particular traffic signal systems, characterized in that the level crossing controller of a frequency-controlled track circuit for long-range (LFTC - Long Frequency- operated Track Circuit) activatable and by a frequency-controlled track circuit for short-range (SFTC - short frequency-operated track circuit) can be deactivated.

2. Level crossing protection system according to claim 1, characterized in that the level crossing controller has a programmable logi¬ rule controller (PLC), which software modules for control and monitoring, for application data, for service, diagnosis and event logging and for SMS support ^¬ tion has.

3. Level crossing protection system according to one of the preceding claims, characterized in that as additional securing means a train control device (TCS-Train Control Signals) is provided, which has means which only put a route signal on Wei ^¬ terfahrt when the safety devices on the train ¬ Transition are activated, the beacon lights operable and the level crossing controller are error-free.

4. Level crossing protection system according to claim 3, characterized in that that a work contact fault detection relay (FDR Fault Detection Relay) is provided for fault monitoring of the level crossing controller.

5. Level crossing protection system according to one of the preceding claims, characterized in that the level crossing controller has means for sending Mel¬ applications, in particular SMS messages, to a central dispatcher.

6. Level crossing protection system according to one of the preceding claims, characterized in that the level crossing controller receiving means, in particular a radio modem, for receiving programming data, in particular with respect to applications, time parameters, error correction and updates has.

7. A method for monitoring and control of a Bahnüber¬ gangssicherungssystems with a level crossing controller for controlling security devices, in particular Lichtsig¬ nalanlagen, characterized in that programming data, in particular with respect to applica ¬ nen, temporal parameters, error correction and updates mit¬ means remote transmission, in particular radio or cables are transmitted from a control center to the level crossing controller.