EP1931550B1 - Procede d'exploitation d'une ligne ferroviaire - Google Patents

Procede d'exploitation d'une ligne ferroviaire Download PDF

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Publication number
EP1931550B1
EP1931550B1 EP06793667A EP06793667A EP1931550B1 EP 1931550 B1 EP1931550 B1 EP 1931550B1 EP 06793667 A EP06793667 A EP 06793667A EP 06793667 A EP06793667 A EP 06793667A EP 1931550 B1 EP1931550 B1 EP 1931550B1
Authority
EP
European Patent Office
Prior art keywords
data
locomotive
trains
influencing
invkey1
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP06793667A
Other languages
German (de)
English (en)
Other versions
EP1931550A1 (fr
Inventor
Olaf Richter
Gunther Wahl
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.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1931550A1 publication Critical patent/EP1931550A1/fr
Application granted granted Critical
Publication of EP1931550B1 publication Critical patent/EP1931550B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails
    • B61L23/24—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using token systems, e.g. train staffs, tablets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission

Definitions

  • the invention relates to a method for operating a railway line, wherein a Switzerlandleitstelle cooperates with at least one device for point-shaped train control and an arrangement for carrying out the method.
  • the punctiform train control is a widely used method for supporting the Buchleit joses.
  • the Buchleit stricture is used in particular on single-track routes with low traffic to secure the train sequence.
  • a train conductor regulates train and shunting on an assigned Buchleitrange with Wernermeldungen and other messages.
  • the train conductor carries a train logbook, in which the operating state of the Werleittier, ie the telephone license transmitted to the driver are entered for driving on at least a portion of the Buchleitrange.
  • additional facilities for punctiform train control in particular in front of station entrances, can be used.
  • Such a device consists essentially of a track-side electromagnet and a drive-vehicle-side resonant circuit.
  • the resonant circuit is the same when activated electromagnet and crossing, especially with respect to its frequency influenced.
  • the activation or deactivation of the track-side electromagnet takes place from the Switzerlandleitstelle.
  • the electromagnet is activated in the normal position, so that when unauthorized crossing of the drive vehicle-side resonant circuit generates an output signal that is used to control an emergency braking. If the crossing is permitted, the electromagnet is briefly deactivated by the train control station. This procedure sets the Knowledge of the current positions of all on the track locomotives in the Werleitstelle advance.
  • a link is assigned to each route section, which is carried along on the locomotive and handed over to the oncoming locomotive at intersection points, for example by means of a telescopic pole.
  • the punctiform train control can be disabled and thus overrun.
  • the ineffective circuit, d. H. Deactivation ends automatically after a predefined time.
  • the disadvantage of this key variant is in addition to the susceptibility especially the limitation to clocked driving.
  • the invention has for its object to provide a method and an arrangement of the generic type, which allow in a simpler way, a technical support of safe operation on railway lines, especially single-track railroad lines with low load.
  • a track junction box which receives the engine-specific data and forwards to the trackside data carrier and receives the comparison result or after receiving the driveline side data, this comparison result is forwarded both to the means for punctiform train control, as well as the train control center is transferred. In the train control center, this feedback is used to control the scheduled operation of the railway line and track tracking, in particular by visualization on a PC monitor used.
  • the track junction box serves to bundle various functions.
  • a reset of the punctiform train control set to travel into the basic position, namely the blocking function, can be carried out in a simple manner according to claim 3 or claim 7 by a timer.
  • the reset to the basic position of the punctual train control can also be effected via rail contacts, as characterized in claim 4 or claim 8.
  • the reset takes place when the arranged in the direction of travel behind the device for punctiform train control rail contact was run over by the traction unit.
  • the trackside data carrier as part of a surface acoustic wave identification system, such as SOFIS Siemens AG, is formed.
  • the trackside data carrier acts as a data reader, which interacts with a drive-side data storage, which acts as an ID tag.
  • the ID tag the drive-vehicle-side data are permanently stored, the trackside data-reading device takes over this hard-stored data when driving over and compared with the data stored by the Werleitstelle in the data-reading device.
  • the comparison can also be made externally, in particular by a comparison device in the track junction box or in the Switzerlandleitstelle.
  • the data that are transmitted from the Switzerlandleitstelle to the trackside data carrier for security reasons in an inverse data format against the data stored in the drive-vehicle data memory can be generated.
  • FIG. 1 shows a Buchleitstelle 1, which is connected via an ISDN connection with a first transceiver 2.
  • This transmitting / receiving device 2 communicates via GPRS with a second, trackside transmitting / receiving device 3, which is connected to a track junction box 4.
  • the track junction box 4 contains a control device 5 ( FIG. 2 ), which acts on a first connection cable means for punctiform train control 6.
  • the track box 4 also includes a GPRS modem 7 ( FIG. 2 ), which is connected via a second connecting cable with a data reader 8 positioned between the tracks.
  • Each traction unit Tfz is equipped with a data storage 9 designed as an ID tag.
  • the track-side data reading device 8 and the drive-vehicle-side data memory 9 together form a surface wave identification system.
  • FIG. 2 moreover shows a rail contact 10, which is connected via a third connecting cable to the track box 4.
  • the Buchleitstelle 1 generates for each traction vehicle Tfz drive-specific data, invKEY1, invKEY2, which are transmitted via ISDN, Internet and GPRS to the GPRS modem 7 of the siding box 4.
  • These data invKEY1, invKEY2 are compared in a processing unit in the track box 4 with the data KEY1 of the drive-side data memory 9 during the crossing.
  • the device for punctiform train control 6 from the basic position, blocked by the route is switched to the driving position.
  • the punctiform train control 6 is reset after a predetermined time in the normal position. This reset can alternatively or additionally also be effected by the rail contact 10 during its passage through the traction vehicle Tfz.
  • the traction vehicles Tfz can be equipped to increase safety with several similar data storage.
  • the comparison result or the record KEY1 is transmitted via the radio / fixed network connection to the Buchleitstelle 1, whereby a train tracking is supported.
  • FIGS. 3a to 3e illustrate the functional principle of train control.
  • FIG. 3a shows the basic position in which a traction vehicle, which is characterized by the data KEY1, waiting at a breakpoint H for his driving license.
  • this inverse train key invKEY1 is transmitted to the rail terminal box 4, such as FIG. 3b shows.
  • the punctiform train control 6 is returned to the ground state, such as FIG. 3e illustrated.
  • FIGS. 4a to 4f show an example route, run on the two traction vehicles Tfz1 and Tfz2 with the identifiers KEY1 and KEY2.
  • the route is single-track, with four stations Bhf A to Bhf D are provided, of which the station C Bhf C is a crossing station and in station D Bhf D a departure point Awanst is established.
  • the route sections released for a specific locomotive Tfz1 or Tfz2 are shown as widespread lines.
  • the first locomotive Tfz1 is located in the station A Bhf A and the second locomotive Tfz2 in the station D Bhf D.
  • FIG. 4b shows the setting of the driveway for the first traction unit Tfz1.
  • the train conductor sets the track for the traction unit 1 Tfz1 from the station A station A to the station C station C.
  • the key numbers or traction vehicle-specific data for the first traction unit Tfz1, namely invKEY1 are transmitted to the track terminal boxes 4.1 and 4.2 lying in the direction of travel.
  • the locomotive Tfz1 enters the section between station A Bhf A and station B Bhf B. If the data reading device 8.1 passes, the data record KEY1 is read in, sent to the train control center 1 and compared with the stored inverse data record invKEY1. If there is a match, the point-shaped train control 6.1 is deactivated for a defined time. The inverse data invKEY1 is deleted.
  • FIG. 4d shows the entrance of the traction vehicle Tfz1 in the station B Bhf B.
  • the section between station A station A and station B station B is blocked for counter drive.
  • the setting of the travel path for the second traction unit Tfz2 is in Figure 4e shown.
  • the train conductor stops the journey from station D Bhf D to station C Bhf C.
  • the data set KEY2 for the traction vehicle Tfz2 is transmitted to the track junction box 4.3 at the station D Bhf D in the direction of travel.
  • the section between station A Bhf A and station B Bhf B is now free for follow-up trips.
  • FIG. 4f shows the entrance of the first traction vehicle Tfz1 in the station C Bhf C.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (9)

  1. Procédé d'exploitation d'une ligne de chemin de fer, dans lequel un centre de surveillance ( 1 ) coopère avec au moins un dispositif de commande automatique intermittente de la marche des trains ( 6 ),
    caractérisé en ce que
    le centre de surveillance ( 1 ) transmet des données ( invKEY1, invKEY2 ) spécifiques aux véhicules de traction à un support de données du côté de la voie, les données étant, lorsqu'un véhicule de traction ( Tfz, Tfz1, Tfz2 ) traverse le support de données, comparées aux données ( KEY1, KEY2 ) de ce véhicule de traction ( Tfz1, Tfz2 ) et le dispositif de commande automatique intermittente de la marche des trains ( 6 ) étant commandé de manière à ce que, lorsque les données coïncident, la circulation est autorisée et sinon une signalisation de danger et/ou une application automatique des freins est déclenchée.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    le centre de surveillance ( 1 ) transmet les données ( invKEY1, invKEY2 ) spécifiques au véhicule de traction par un réseau fixe et/ou un réseau radio à un caisson ( 4, 4.1, 4.2, 4.3 ) de connexion de voies, qui achemine les données ( invKEY1, invKEY2 ) vers un support de données du côté de la voie, qui reçoit le résultat de la comparaison ou qui le détermine après réception des données du côté du véhicule de traction, qui commande le dispositif de commande automatique intermittente de la marche des trains ( 6 ) et qui transmet le résultat de la comparaison au centre de surveillance ( 1 ).
  3. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on met fin à l'autorisation de circuler après écoulement d'un laps de temps déterminé.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on met fin à l'autorisation de circuler lorsque le véhicule de traction ( Tfz, Tfz1, Tfz2 ) est passé sur un contact ( 10 ) de rail disposé dans le sens de la circulation en aval du dispositif de commande automatique intermittente de la marche des trains ( 6 ).
  5. Dispositif pour la mise en oeuvre du procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    le centre de surveillance ( 1 ) a un dispositif ( 2 ) d'émission/réception pour la transmission de données ( invKEY1, invKEY2 ) spécifique aux véhicules de traction à un support de données du côté de la voie, en ce qu'il est prévu des moyens de comparaison des données transmises aux données ( KEY1, KEY2 ) du côté du véhicule de traction et en ce que le résultat de la comparaison est envoyé comme signal de commande au dispositif de commande automatique intermittente de la marche des trains ( 6 ).
  6. Dispositif suivant la revendication 5,
    caractérisé en ce que
    il est prévu un caisson ( 4, 4.1, 4.2, 4.3 ) de connexion de voies, qui a un dispositif ( 3 ) d'émission/réception pour la réception des données ( invKEY1, invKEY2 ) spécifiques au véhicule et un dispositif ( 5 ) de commande pour la commande du dispositif de commande automatique intermittente de la marche des trains ( 6 ) et qui est relié au support de données du côté de la voie pour acheminer les données ( invKEY1, invKEY2 ) spécifiques au véhicule de traction et pour la réception du résultat de la comparaison ou des données ( KEY1, KEY2 ) du côté du véhicule de traction, le résultat de la comparaison ou les données ( KEY1, KEY2 ) du côté du véhicule de traction étant transmis au centre de surveillance ( 1 ) au moyen du dispositif ( 3 ) d'émission/réception.
  7. Dispositif suivant la revendication 6,
    caractérisé en ce que
    le dispositif ( 5 ) de commande est relié à une minuterie ( 11 ) pour mettre fin à une autorisation de circulation par le dispositif de commande automatique intermittente de la marche des trains ( 6 ).
  8. Dispositif suivant la revendication 6 ou 7,
    caractérisé en ce que
    le dispositif ( 5 ) de commande est relié à un contact ( 10 ) de rail pour mettre fin, lorsque l'on passe sur le contact ( 10 ) de rail, à une autorisation de circulation par le dispositif de commande automatique intermittente de la marche des trains ( 6 ).
  9. Dispositif suivant l'une des revendications 5 à 8,
    caractérisé en ce que
    le support de données du côté de la voie est constitué sous la forme d'un lecteur ( 8 ) de données et une mémoire ( 9 ) de données du côté du véhicule de traction sous la forme d'une étiquette d'identification sur la base d'un système d'identification à ondes de surface, les données ( KEY1, KEY2 ) du côté du véhicule de traction étant mémorisées dans les quêtes d'identification.
EP06793667A 2005-09-27 2006-09-20 Procede d'exploitation d'une ligne ferroviaire Not-in-force EP1931550B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005047700A DE102005047700B4 (de) 2005-09-27 2005-09-27 Verfahren zum Betreiben einer Eisenbahnstrecke
PCT/EP2006/066537 WO2007036468A1 (fr) 2005-09-27 2006-09-20 Procede d'exploitation d'une ligne ferroviaire

Publications (2)

Publication Number Publication Date
EP1931550A1 EP1931550A1 (fr) 2008-06-18
EP1931550B1 true EP1931550B1 (fr) 2009-12-30

Family

ID=37546599

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06793667A Not-in-force EP1931550B1 (fr) 2005-09-27 2006-09-20 Procede d'exploitation d'une ligne ferroviaire

Country Status (4)

Country Link
EP (1) EP1931550B1 (fr)
AT (1) ATE453554T1 (fr)
DE (1) DE102005047700B4 (fr)
WO (1) WO2007036468A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102756746A (zh) * 2012-07-30 2012-10-31 合肥安迅铁道应用技术有限公司 调车防挤岔自动控制装置及道岔防挤机车自停系统

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007016097A1 (de) * 2007-03-27 2008-10-09 Siemens Ag Einrichtung zur Unterstützung von Bahnbetriebsprozessen
FR2952456B1 (fr) * 2009-11-10 2011-12-30 Neopost Technologies Lecteur rfid autonome pour controle de trafic ferroviaire
DE102012216744A1 (de) * 2012-09-19 2014-04-03 Siemens Aktiengesellschaft Steuerung von Schienenfahrzeugen
CN110626393B (zh) * 2019-09-30 2021-11-30 中铁第四勘察设计院集团有限公司 提高ctcs-3级列控系统的防范能力的处理方法

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3337183A1 (de) * 1983-10-13 1985-04-25 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Anordnung zur signalisierung an bahnstrecken
AU617550B2 (en) * 1988-10-20 1991-11-28 Buro Patent A.G. A supplementary monitoring installation for a conveyor
DE4405647C2 (de) * 1994-02-22 1999-04-15 Siemens Ag Mit akustischen Oberflächenwellen arbeitende Identifizierungsmarke
US5803411A (en) * 1996-10-21 1998-09-08 Abb Daimler-Benz Transportation (North America) Inc. Method and apparatus for initializing an automated train control system
DE10018967C1 (de) * 2000-04-06 2002-01-10 Siemens Ag Funkbasiertes Zugsicherungssystem für ein von einer Mehrzahl von Zügen befahrbares Bahn-Streckennetz
US6694231B1 (en) * 2002-08-08 2004-02-17 Bombardier Transportation Gmbh Train registry overlay system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102756746A (zh) * 2012-07-30 2012-10-31 合肥安迅铁道应用技术有限公司 调车防挤岔自动控制装置及道岔防挤机车自停系统
CN102756746B (zh) * 2012-07-30 2015-08-12 合肥安迅铁道应用技术有限公司 调车防挤岔自动控制装置及道岔防挤机车自停系统

Also Published As

Publication number Publication date
ATE453554T1 (de) 2010-01-15
WO2007036468A1 (fr) 2007-04-05
EP1931550A1 (fr) 2008-06-18
DE102005047700B4 (de) 2007-10-18
DE102005047700A1 (de) 2007-04-19

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