EP2170673B1 - Method and arrangement for the operation of a railroad line - Google Patents

Method and arrangement for the operation of a railroad line Download PDF

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Publication number
EP2170673B1
EP2170673B1 EP08761103A EP08761103A EP2170673B1 EP 2170673 B1 EP2170673 B1 EP 2170673B1 EP 08761103 A EP08761103 A EP 08761103A EP 08761103 A EP08761103 A EP 08761103A EP 2170673 B1 EP2170673 B1 EP 2170673B1
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EP
European Patent Office
Prior art keywords
radio
line
section
block
computer
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EP08761103A
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German (de)
French (fr)
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EP2170673A1 (en
Inventor
Uwe Rosenkranz
Klaus Scharnweber
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Siemens AG
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Siemens AG
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Classifications

    • 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
    • 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
    • B61L3/121—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 magnetic induction
    • 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
    • B61L3/121—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 magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]

Definitions

  • the invention relates to an arrangement for operating a railway line with at least one signal box for track block specific specification of light signal information and a trackside system for punctiform train control at the Streckenblockabitessenden, wherein means for forming radio telegrams comprising link block section specific data and associated light signal information, and rail-side radio receiver for receiving the radio telegrams are provided and wherein the rail vehicle comparison means for determining the current light signal information based on a comparison of the distance block section specific data of the radio telegrams having transmitted from the punctiform train control system when crossing to the rail vehicle specific route block section data.
  • the signaling devices comprise line conductor loops and signaling devices which emit a signal concept predetermined by the interlocking. These arrangements require the presence of light signals at each link block section end.
  • the interlocking is equipped with an interlocking logic designed for light signals.
  • the invention has for its object to provide an arrangement for operating a railway line of the generic type, which allows the further use of the signal-technically safe monitoring of the train ride designed vehicle computer without capacity expansion.
  • the rail vehicle-side comparison means comprise a fail-safe radio computer, which is connected to a signal-technically safe vehicle computer of the punctiform train control system.
  • the usually existing fail-safe vehicle computer is largely relieved of additional tasks.
  • the comparison ie the elimination of the light signal information not provided for the segmental block section, is performed by the non-secure radio computer. Only the radio telegram with the light signal information, its route block section number with the route block section number of the preceding route block section obtained from the vehicle computer is matched, is transmitted to the vehicle computer and checked there by means of known fuse-technical procedures for correctness. Correct light signal information is applied to the preceding journey, whereby the journey is reliably monitored technically by the vehicle computer.
  • the punctiform Switzerlandbeeinsselungssystem is equipped with hard-coded track-side coupling coils and / or balises, wherein the fixed coding comprises the track block section specific data.
  • ETCS European Train Control System
  • switchable balises are used to transmit changing information from the interlocking to the track.
  • the data points, namely in particular track coupling coils or balises need only be designed to be safe in terms of signaling, with always the same information content, namely preferably the number of the next block section, being transmitted.
  • the interlocking is connected according to claim 3 via a radio coupling computer and a radio bus system with along the route arranged radio transmitters.
  • the radio transmitters are preferably equipped with directional antennas, which transmit the light signal information counter to the direction of travel.
  • the Stelltechnik suede radio coupling computer, the radio bus system and the rail-side radio receiver and the radio computer are designed to be redundant. In this way, there is an increased availability of the light signal information. If, in addition, the radio transmitters are equipped with two directional antennas which emit data telegrams to the front and to the rear, both can Direction of travel of a double track are supplied with light signal information.
  • the redundancy concept can also be limited to a part of the components in accordance with the safety requirements and / or comprise other components.
  • the rail vehicle-side radio computer with an automatic driving device ATO - Automation Train Operation - connected In the radio computer both the route section specific data and the light signal information are concentrated for the intended comparison, so that means corresponding inputs and outputs a cooperation with an ATO function is simplified.
  • Another advantage is the limitation to minimalistic route technology, namely only point-shaped train control with hard-coded data points.
  • FIG. 1 illustrates a section of a railway line 1 with virtual, ie physically non-existent, light signals 2.
  • the radio system consists of a radio coupling computer 5, which is connected via a signal box bus 6, which connects all interlockings 3, to the interlocking 3, and a radio bus system 7, are connected to the radio transmitter 8.
  • the radio transmitters 8 transmit radio telegrams containing directional block section numbers and associated light signal information by means of directional antennas 9 oriented counter to the direction of travel.
  • the radio transmitter 8 are connected via bus interfaces 10.
  • the radiotelegrams emitted by the directional antennas 9 are received by nearby rail vehicles 11 by means of front-end radio receiver 12.
  • the radio receiver 12 is connected to a not technically secure radio computer 13, which with a signal technically safe vehicle computer 14 cooperates.
  • the vehicle computer 14 is part of a vehicle-side device 15 for point-shaped train control, which also Glaskoppelspulen 16 has.
  • Each track block section 4 is provided with a fixedly positioned and hard-coded coupling coil 17. In addition to possibly further data, the coupling coil 17 transmits the number of the next block section to the traveling rail vehicle 11.
  • the signal information representing a signal concept are developed in the interlocking 3 according to the respective traffic situation and output to a signal-technically safe operating and display interface 18 for the control of the interlocking control surface.
  • the operating and display interface 18 serves to generate the data telegrams with the route block section-specific light signal information.
  • these data telegrams contain an updating flag, for example time or ring counter reading, and a security appendage for protection against corruption during the transmission.
  • the data telegrams are transmitted via the radio coupling computer 5, the radio bus system 7 and the radio transmitter 8 to the radio receiver 12 and thus the radio computer 13 of the rail vehicles 11.
  • the vehicle computer 14 transmits the valid route block section number to the radio computer 13.
  • the radio computer 13 is able to evaluate the received data telegrams to the number of the preceding route block section received from the vehicle computer 14 by comparison with the number contained in the data telegram.
  • the data telegram filtered out in this way is relayed to the vehicle computer 14, which signal-technically ensures that it contains the signal-technically safe information of the signal box 3 in terms of authenticity, timeliness and integrity sure checks. If correct, the traffic light information will be used to continue the journey.
  • FIG. 2 illustrated embodiment differs from the embodiment according to FIG. 1 by additional redundant design of the radio coupling computer 5.1, the radio bus system 7a and 7b, the rail vehicle radio receiver 12a and 12b and the radio computer 13.1.
  • two data telegrams are transmitted with the filtered light signal information to the fail-safe vehicle computer 14, so that ultimately results in an increased availability of the entire system.
  • the radio transmitter 8 is equipped with two directional antennas 9a and 9b, which emit 19 data telegrams in the direction of travel 19 and counter to the direction of travel. Thus, both directions of travel of a double track can be operated with a single radio system.
  • the rail vehicle-side radio computer 13 according to FIG. 1 or 13.1 according to FIG. 2
  • automatic driving operation inputs and outputs ATO - in cooperation with the data telegrams received by the radio system and position information received by the punctiform train control can be provided on the trackside.

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

Abstract

A method and a configuration for the operation of a railroad line include at least one signal box for providing line-block-section-specific light signal data and a line side system for an intermittent automatic or inductive train control system at line block section ends. In order to dispense with line side light signals and still be able to continue to use a signal box logic concept for light signals, the signal box transfers the line-block-section-specific light signal data over a radio system to a rail vehicle and the intermittent automatic or inductive train control system transfers line-block-section-specific data to the rail vehicle during passage by the rail vehicle. The rail vehicle determines the light signal data assigned to the line block section by comparison of line block section specifics.

Description

Die Erfindung betrifft eine Anordnung zum Betreiben einer Eisenbahnstrecke mit mindestens einem Stellwerk zur streckenblockabschnittsspezifischen Vorgabe von Lichtsignalinformationen und einem streckenseitigen System zur punktförmigen Zugbeeinflussung an den Streckenblockabschnittsenden, wobei stellwerksseitige Mittel zur Bildung von Funktelegrammen, die streckenblockabschnittsspezifische Daten und zugeordnete Lichtsignalinformationen umfassen, und schienenfahrzeugseitige Funkempfänger zum Empfang der Funktelegramme vorgesehen sind und wobei das Schienenfahrzeug Vergleichsmittel zur Ermittlung der aktuellen Lichtsignalinformationen anhand eines Vergleichs der streckenblockabschnittsspezifischen Daten der Funktelegramme mit von dem punktförmigen Zugbeeinflussungssystem bei Überfahrt an das Schienenfahrzeug übertragenen streckenblockabschnittsspezifischen Daten aufweist.The invention relates to an arrangement for operating a railway line with at least one signal box for track block specific specification of light signal information and a trackside system for punctiform train control at the Streckenblockabschnittsenden, wherein means for forming radio telegrams comprising link block section specific data and associated light signal information, and rail-side radio receiver for receiving the radio telegrams are provided and wherein the rail vehicle comparison means for determining the current light signal information based on a comparison of the distance block section specific data of the radio telegrams having transmitted from the punctiform train control system when crossing to the rail vehicle specific route block section data.

Aus der DE 44 20 215 A1 und der DE 198 43 230 A1 sind eine punktförmige Zugbeeinflussung für die Übermittlung von Informationen, insbesondere Kennungen, nachfolgender Signalisierungseinrichtungen bekannt. Die Signalisierungseinrichtungen umfassen Linienleiterschleifen und Signaleinrichtungen, welche einen durch das Stellwerk vorgegebenen Signalbegriff aussenden. Diese Anordnungen erfordern das Vorhandensein von Lichtsignalen an jedem Streckenblockabschnittsende. Zur Ansteuerung der Lichtsignale ist das Stellwerk mit einer für Lichtsignale konzipierten Stellwerkslogik ausgestattet.From the DE 44 20 215 A1 and the DE 198 43 230 A1 are a punctual Zugbeeinflussung for the transmission of information, in particular identifiers, subsequent signaling devices known. The signaling devices comprise line conductor loops and signaling devices which emit a signal concept predetermined by the interlocking. These arrangements require the presence of light signals at each link block section end. To control the light signals, the interlocking is equipped with an interlocking logic designed for light signals.

Bekannt sind auch Anordnungen ohne Lichtsignale, wobei die Signalbegriffsinformationen entweder durch Linienzugbeeinflussung mit Speed Code Systemen, bei denen die Informationen über die Schienen an die Schienenfahrzeuge übertragen werden, oder durch Linienleiterschleifensysteme realisiert sind. Bei diesen Anordnungen sind für die Überwachung der Fahrzeugbewegungen auf dem Streckennetz in den Stellwerken spezielle linienzugbeeinflussungsgeeignete Signalisierungslogiken erforderlich.Arrangements are also known without light signals, wherein the signal term information either by Linienzugbeeinflussung with speed code systems, in which the information is transmitted to the rail vehicles via the rails, or realized by line conductor loop systems. In these arrangements, the monitoring of vehicle movements on the route network in the interlockings requires special line-influencing signaling logics.

Aus der EP 1 366 967 A ist eine gattungsmäßige Anordnung zur Funkkommunikation im Zusammenwirken mit einem punktförmigen Zugbeeinflussungssystem bekannt. Streckenseitige Lichtsignale werden dabei durch Funksignalinformationen ersetzt.From the EP 1 366 967 A is a generic arrangement for radio communication in conjunction with a punctiform train control system known. Route-side light signals are replaced by radio signal information.

Der Erfindung liegt die Aufgabe zugrunde, eine Anordnung zum Betreiben einer Eisenbahnstrecke der gattungsgemäßen Art anzugeben, die ohne Kapazitätserweiterung die Weiterverwendung des für signaltechnisch sichere Überwachung der Zugfahrt konzipierten Fahrzeugrechners ermöglicht.The invention has for its object to provide an arrangement for operating a railway line of the generic type, which allows the further use of the signal-technically safe monitoring of the train ride designed vehicle computer without capacity expansion.

Die Aufgabe wird dadurch gelöst, dass die schienenfahrzeugseitigen Vergleichsmittel einen signaltechnisch nicht sicheren Funkrechner umfassen, der mit einem signaltechnisch sicheren Fahrzeugrechner des punktförmigen Zugbeeinflussungssystems verbunden ist.The object is achieved in that the rail vehicle-side comparison means comprise a fail-safe radio computer, which is connected to a signal-technically safe vehicle computer of the punctiform train control system.

Auf diese Weise wird der üblicherweise vorhandene signaltechnisch sichere Fahrzeugrechner von zusätzlichen Aufgaben weitgehend entlastet. Der Vergleich, d. h. die Eliminierung der nicht für den Streckenblockabschnitt vorgesehenen Lichtsignalinformationen, erfolgt durch den signaltechnisch nicht sicheren Funkrechner. Nur das Funktelegramm mit den Lichtsignalinformationen, dessen Streckenblockabschnittsnummer mit der von dem Fahrzeugrechner erhaltenen Streckenblockabschnittsnummer des voraus liegenden Streckenblockabschnitts übereinstimmt, wird an den Fahrzeugrechner übertragen und dort mittels bekannter sicherungstechnischer Verfahren auf Korrektheit geprüft. Korrekte Lichtsignalinformationen werden auf die voraus liegende Fahrt angewendet, wobei die Fahrt signaltechnisch sicher vom Fahrzeugrechner überwacht wird.In this way, the usually existing fail-safe vehicle computer is largely relieved of additional tasks. The comparison, ie the elimination of the light signal information not provided for the segmental block section, is performed by the non-secure radio computer. Only the radio telegram with the light signal information, its route block section number with the route block section number of the preceding route block section obtained from the vehicle computer is matched, is transmitted to the vehicle computer and checked there by means of known fuse-technical procedures for correctness. Correct light signal information is applied to the preceding journey, whereby the journey is reliably monitored technically by the vehicle computer.

Gemäß Anspruch 2 ist das punktförmige Zugbeeinflussungssystem mit festcodierten streckenseitigen Koppelspulen und/oder Balisen ausgestattet, wobei die Festcodierung die streckenblockabschnittsspezifischen Daten umfasst. Bei bekannten Systemen moderner Bauart mit ETCS (European Train Control System)-Spezifikation werden überwiegend schaltbare Balisen zur Übertragung wechselnder Informationen vom Stellwerk an die Strecke verwendet. Auf die Balisenansteuerung oder eine Ansteuerung der Gleiskoppelspulen kann erfindungsgemäß vollständig verzichtet werden. Die Datenpunkte, nämlich insbesondere Gleiskoppelspulen oder Balisen, müssen nur signaltechnisch sicher ausgebildet sein, wobei immer der gleiche Informationsinhalt, nämlich vorzugsweise die Nummer des nächsten Streckenblockabschnitts, übertragen wird.According to claim 2, the punctiform Zugbeeinflussungssystem is equipped with hard-coded track-side coupling coils and / or balises, wherein the fixed coding comprises the track block section specific data. In known systems of modern design with ETCS (European Train Control System) specification predominantly switchable balises are used to transmit changing information from the interlocking to the track. On the Balisenansteuerung or a control of the track coupling coils can be completely dispensed with according to the invention. The data points, namely in particular track coupling coils or balises, need only be designed to be safe in terms of signaling, with always the same information content, namely preferably the number of the next block section, being transmitted.

Das Stellwerk ist gemäß Anspruch 3 über einen Funkkoppelrechner und ein Funkbussystem mit längs der Strecke angeordneten Funksendern verbunden. Die Funksender sind vorzugsweise mit Richtantennen ausgestattet, welche die Lichtsignalinformationen entgegen der Fahrtrichtung übertragen.The interlocking is connected according to claim 3 via a radio coupling computer and a radio bus system with along the route arranged radio transmitters. The radio transmitters are preferably equipped with directional antennas, which transmit the light signal information counter to the direction of travel.

Gemäß Anspruch 4 ist vorgesehen, dass der stellwerkseitige Funkkoppelrechner, das Funkbussystem und der schienenfahrzeugseitige Funkempfänger sowie der Funkrechner redundant ausgebildet sind. Auf diese Weise ergibt sich eine erhöhte Verfügbarkeit der Lichtsignalinformationen. Sind zusätzlich die Funksender mit zwei Richtantennen ausgestattet, die nach vorn und nach hinten Datentelegramme aussenden, können beide Fahrtrichtungen einer Doppelstrecke mit Lichtsignalinformationen versorgt werden. Das Redundanzkonzept kann aber auch entsprechend den Sicherheitsanforderungen auf einen Teil der Komponenten beschränkt sein und/oder andere Komponenten umfassen.According to claim 4 it is provided that the Stellwerkseitige radio coupling computer, the radio bus system and the rail-side radio receiver and the radio computer are designed to be redundant. In this way, there is an increased availability of the light signal information. If, in addition, the radio transmitters are equipped with two directional antennas which emit data telegrams to the front and to the rear, both can Direction of travel of a double track are supplied with light signal information. However, the redundancy concept can also be limited to a part of the components in accordance with the safety requirements and / or comprise other components.

In einer bevorzugten Ausführungsform gemäß Anspruch 5 ist der schienenfahrzeugseitige Funkrechner mit einer Einrichtung für automatisches Fahren ATO - Automation Train Operation - verbunden. In den Funkrechner sind für den bestimmungsgemäßen Vergleich sowohl die streckenabschnittsspezifischen Daten als auch die Lichtsignalinformationen konzentriert, so dass mittels entsprechender Ein- und Ausgaben ein Zusammenwirken mit einer ATO-Funktion vereinfacht ist. Vorteilhaft dabei ist darüber hinaus die Beschränkung auf minimalistische Streckentechnik, nämlich lediglich punktförmige Zugbeeinflussung mit fest codierten Datenpunkten.In a preferred embodiment according to claim 5, the rail vehicle-side radio computer with an automatic driving device ATO - Automation Train Operation - connected. In the radio computer both the route section specific data and the light signal information are concentrated for the intended comparison, so that means corresponding inputs and outputs a cooperation with an ATO function is simplified. Another advantage is the limitation to minimalistic route technology, namely only point-shaped train control with hard-coded data points.

Die Erfindung wird nachfolgend anhand figürlicher Darstellungen näher erläutert. Es zeigen:

Figur 1
eine erfindungsgemäße Anordnung in einer ersten Ausführungsform und
Figur 2
eine erfindungsgemäße Anordnung in einer zweiten Ausführungsform.
The invention will be explained in more detail with reference to figurative representations. Show it:
FIG. 1
an inventive arrangement in a first embodiment and
FIG. 2
an inventive arrangement in a second embodiment.

Figur 1 veranschaulicht einen Ausschnitt einer Eisenbahnstrecke 1 mit virtuellen, d. h. physisch nicht vorhandenen, Lichtsignalen 2. Anstelle der Lichtsignale 2 ist die Installation eines Funksystems längs der Eisenbahnstrecke 1 ausgehend von einem elektronischen Stellwerk 3 zu Streckenblockabschnitten 4 vorgesehen. Das Funksystem besteht aus einem Funkkoppelrechner 5, der über einen Stellwerksbus 6, der alle Stellwerke 3 verbindet, an das Stellwerk 3 angeschlossen ist, sowie einem Funkbussystem 7, an das Funksender 8 angeschlossen sind. Die Funksender 8 übertragen mittels entgegen der Fahrtrichtung orientierter Richtantennen 9 Funktelegramme, die Streckenblockabschnittsnummern und zugeordnete Lichtsignalinformationen enthalten. An das Funkbussystem 7 sind die Funksender 8 über Businterfaces 10 angeschlossen. Die von den Richtantennen 9 ausgesendeten Funktelegramme werden von in der Nähe befindlichen Schienenfahrzeugen 11 mittels stirnseitiger Funkempfänger 12 empfangen. Der Funkempfänger 12 ist mit einem signaltechnisch nicht sicheren Funkrechner 13 verbunden, welcher mit einem signaltechnisch sicherem Fahrzeugrechner 14 zusammenwirkt. Der Fahrzeugrechner 14 ist Teil einer fahrzeugseitigen Einrichtung 15 zur punktförmigen Zugbeeinflussung, welche außerdem Zugkoppelspulen 16 aufweist. Jeder Streckenblockabschnitt 4 ist mit einer fest positionierten und fest codierten Koppelspule 17 versehen. Neben ggf. weiteren Daten überträgt die Koppelspule 17 die Nummer des nächsten Streckenblockabschnitts an das überfahrende Schienenfahrzeug 11. FIG. 1 illustrates a section of a railway line 1 with virtual, ie physically non-existent, light signals 2. Instead of the light signals 2, the installation of a radio system along the railway line 1, starting from an electronic interlocking 3 to block sections 4 is provided. The radio system consists of a radio coupling computer 5, which is connected via a signal box bus 6, which connects all interlockings 3, to the interlocking 3, and a radio bus system 7, are connected to the radio transmitter 8. The radio transmitters 8 transmit radio telegrams containing directional block section numbers and associated light signal information by means of directional antennas 9 oriented counter to the direction of travel. To the radio bus system 7, the radio transmitter 8 are connected via bus interfaces 10. The radiotelegrams emitted by the directional antennas 9 are received by nearby rail vehicles 11 by means of front-end radio receiver 12. The radio receiver 12 is connected to a not technically secure radio computer 13, which with a signal technically safe vehicle computer 14 cooperates. The vehicle computer 14 is part of a vehicle-side device 15 for point-shaped train control, which also Zugkoppelspulen 16 has. Each track block section 4 is provided with a fixedly positioned and hard-coded coupling coil 17. In addition to possibly further data, the coupling coil 17 transmits the number of the next block section to the traveling rail vehicle 11.

Die einen Signalbegriff repräsentierenden Signalinformationen werden im Stellwerk 3 entsprechend der jeweiligen Verkehrssituation erarbeitet und an ein signaltechnisch sicheres Bedien- und Anzeige-Interface 18 für die Ansteuerung der Stellwerksbedienoberfläche ausgegeben. Zusätzlich dient das Bedien- und Anzeige-Interface 18 der Generierung der Datentelegramme mit den streckenblockabschnittsspezifischen Lichtsignalinformationen. Diese Datentelegramme enthalten außer der Streckenblockabschnittsnummer und dem zugeordneten Signalbegriff ein Aktualitätskennzeichen, beispielsweise Uhrzeit oder Ringzählerstand, und einen Sicherungsanhang zum Schutz gegen Verfälschung während der Übertragung. Die Datentelegramme werden über den Funkkoppelrechner 5, das Funkbussystem 7 und die Funksender 8 an die Funkempfänger 12 und damit die Funkrechner 13 der Schienenfahrzeuge 11 übertragen. Gleichzeitig überträgt der Fahrzeugrechner 14 die gültige Streckenblockabschnittsnummer an den Funkrechner 13. Damit ist der Funkrechner 13 in der Lage, die empfangenen Datentelegramme auf die vom Fahrzeugrechner 14 erhaltene Nummer des voraus liegenden Streckenblockabschnittes durch Vergleich mit der in dem Datentelegramm enthaltenden Nummer auszuwerten. Das auf diese Weise ausgefilterte Datentelegramm wird an den Fahrzeugrechner 14 weitergeleitet, der die darin enthaltenen signaltechnisch sicheren Informationen des Stellwerks 3 auf Authentizität, Aktualität und Integrität signaltechnisch sicher prüft. Bei Korrektheit werden die Lichtsignalinformationen für die Fortsetzung der Fahrt verwendet.The signal information representing a signal concept are developed in the interlocking 3 according to the respective traffic situation and output to a signal-technically safe operating and display interface 18 for the control of the interlocking control surface. In addition, the operating and display interface 18 serves to generate the data telegrams with the route block section-specific light signal information. In addition to the link block section number and the associated signal term, these data telegrams contain an updating flag, for example time or ring counter reading, and a security appendage for protection against corruption during the transmission. The data telegrams are transmitted via the radio coupling computer 5, the radio bus system 7 and the radio transmitter 8 to the radio receiver 12 and thus the radio computer 13 of the rail vehicles 11. At the same time, the vehicle computer 14 transmits the valid route block section number to the radio computer 13. Thus, the radio computer 13 is able to evaluate the received data telegrams to the number of the preceding route block section received from the vehicle computer 14 by comparison with the number contained in the data telegram. The data telegram filtered out in this way is relayed to the vehicle computer 14, which signal-technically ensures that it contains the signal-technically safe information of the signal box 3 in terms of authenticity, timeliness and integrity sure checks. If correct, the traffic light information will be used to continue the journey.

Die in Figur 2 dargestellte Ausführungsform unterscheidet sich von der Ausführungsform nach Figur 1 durch zusätzliche redundante Ausführung des Funkkoppelrechners 5.1, des Funkbussystems 7a und 7b, des schienenfahrzeugseitigen Funkempfängers 12a und 12b und des Funkrechners 13.1. Damit werden zwei Datentelegramme mit den ausgefilterten Lichtsignalinformationen an den signaltechnisch sicheren Fahrzeugrechner 14 übertragen, so dass sich letztlich eine erhöhte Verfügbarkeit der Gesamtanlage ergibt.In the FIG. 2 illustrated embodiment differs from the embodiment according to FIG. 1 by additional redundant design of the radio coupling computer 5.1, the radio bus system 7a and 7b, the rail vehicle radio receiver 12a and 12b and the radio computer 13.1. Thus, two data telegrams are transmitted with the filtered light signal information to the fail-safe vehicle computer 14, so that ultimately results in an increased availability of the entire system.

Der Funksender 8 ist mit zwei Richtantennen 9a und 9b ausgestattet, welche in Fahrtrichtung 19 und entgegen der Fahrtrichtung 19 Datentelegramme aussenden. Somit können beide Fahrtrichtungen einer Doppelstrecke mit einem einzigen Funksystem bedient werden.The radio transmitter 8 is equipped with two directional antennas 9a and 9b, which emit 19 data telegrams in the direction of travel 19 and counter to the direction of travel. Thus, both directions of travel of a double track can be operated with a single radio system.

Der schienenfahrzeugseitige Funkrechner 13 gemäß Figur 1 oder 13.1 gemäß Figur 2 kann darüber hinaus in einer weiteren Funktion Ein- und Ausgaben für automatisches Fahren ATO - Automatic Train Operation - im Zusammenwirken mit den von dem Funksystem empfangenen Datentelegrammen und von der punktförmigen Zugbeeinflussung streckenseitig empfangenen Positions-Informationen bereitstellen.The rail vehicle-side radio computer 13 according to FIG. 1 or 13.1 according to FIG. 2 In addition, in a further function, automatic driving operation inputs and outputs ATO - in cooperation with the data telegrams received by the radio system and position information received by the punctiform train control can be provided on the trackside.

Claims (5)

  1. Arrangement for operation of a railroad line (1) having at least one signal box (3) for line-block-section-specific presetting of light signal information items, and having a line side system for intermittent automatic train control at the line block section ends,
    wherein means in the signal box are provided for the formation of radio messages, which comprise line-block-section-specific data and associated light signal information items, and rail-vehicle radio receivers (12; 12a, 12b) are provided for reception of the radio messages, and wherein the rail vehicle (11) has comparison means for determining the current light signal information items on the basis of a comparison of the line-block-section-specific data items in the radio messages with line-block-section-specific data items which are transmitted to the rail vehicle (11) from the intermittent automatic train control system, as the rail vehicle travels over them,
    characterized in that
    the rail-vehicle comparison means comprise a radio computer (13; 13.1), whose signaling is not safe, and which is connected to a vehicle computer (14), whose signaling is safe, in the intermittent automatic train control system.
  2. Arrangement according to Claim 1,
    characterized in that
    the intermittent automatic train control system has fixed-coded line side coupling coils (17) and/or beacons, wherein the fixed coding comprises the line-block-section-specific data items.
  3. Arrangement according to one of the preceding claims,
    characterized in that
    the signal box (3) is connected via a radio coupling computer (5; 5.1) by means of a radio bus system (7; 7a, 7b) to radio transmitters (8; 8a, 8b) arranged along the railroad line (1).
  4. Arrangement according to Claim 3,
    characterized in that
    the radio coupling computer (5,1) in the signal box, the radio bus system (7a, 7b) and the rail vehicle radio receiver (12a, 12b) as well as the radio computer (13.1) are of redundant design.
  5. Arrangement according to one of the preceding claims,
    characterized in that
    the rail vehicle device radio computer (13, 13.1) is connected to a device for automatic operation ATO - Automatic Train Operation.
EP08761103A 2007-06-29 2008-06-17 Method and arrangement for the operation of a railroad line Active EP2170673B1 (en)

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DE102007031138A DE102007031138A1 (en) 2007-06-29 2007-06-29 Method and arrangement for operating a railway line
PCT/EP2008/057611 WO2009003837A1 (en) 2007-06-29 2008-06-17 Method and arrangement for the operation of a railroad line

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ES2359037T3 (en) 2011-05-17
WO2009003837A1 (en) 2009-01-08
ATE496813T1 (en) 2011-02-15
DE102007031138A1 (en) 2009-01-02
EP2170673A1 (en) 2010-04-07
US8428797B2 (en) 2013-04-23
DE502008002490D1 (en) 2011-03-10
US20100191395A1 (en) 2010-07-29

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