EP2193973B1 - Method and device for testing units that influence trains with status data of track signals in relay interlocking systems - Google Patents

Description

The present invention relates to a method and a device for the complete testing of train control units with status data of track signals at relay interlockings.

With the introduction of a new train control technology, such as ETCS, depending on the associated level of the procedure, it is necessary to tap the light signals of the security system for displaying the driving authorization for the preceding section of the network in the route network and to supply the message processing to the new train control technology to be provided.

These drive authorization signals, which are mostly red / orange / green - signaling systems with 3 aspects, sometimes additionally have an indication of speed limits for the next section which deviate from the line speed.

As rail networks are now very heavily used and pushed to their limits, the full testing of backup systems for roadside acceptance after installing a new train control technology prior to their use is a difficult undertaking. The test adapted to the safety level of the newly introduced function must be carried out according to criteria which comply with the guidelines of the approval authorities.

This requires that all states are set to be observed by the driver functional elements of the interlocking in the outdoor area, as a rule, the signals are their correct and complete To check and log compliance to the newly installed train control technology.

Specifically, this usually means that all the signal terms of a signal must be set and the correctness of the output on the ETCS Balise must be checked by means of telegram reception and verification of the transmitted content.

The task of the test is particularly difficult in relay interlockings, since these are designed as state machines and thus have no data interfaces, via which individual functional elements outside the route planning process can be influenced by means of a diagnostic computer.

One of the general difficulties is that by means of the setting of routes it is sometimes possible only with great effort or not at all a setting of certain driving terms on a specific signal. This situation exists, among other things, in the fallback of the signaling in the event of a malfunction, here the induction of the respective disturbances is required to initiate the effects.

In addition, the entire spectrum of signal types to be tested includes the main signals, pre-signals, block and coverage signals. In the following, however, only the signal is spoken by way of example, preferably a main signal.

In order to be able to check these driving terms, different routes must therefore be set (sometimes across the entire track system of a station), which is usually no longer feasible feasible with the current density of train traffic. For example, this problem is also with the disclosure of US 7,363,187 B2 connected.

The previous exemplary solution is described on the basis of track-plan relay interlockings, such as the DOMINO 67 of the applicant, which is widely used in Switzerland in use.

The operators of relay interlockings usually do not allow intervention for a functional influence, but they do not generally prohibit. As a result, according to a known procedure for carrying out tests in the relay interlocking in a system unit, that is, the relay set associated with a signal, all safety relays involved in the function are brought by hand to the required position and locked mechanically by means of a wedge in the attracting position. With the forcibly assumed position of the signal to be tested associated safety relay of the desired signal concept is enforced.

Keystrokes are mechanical interventions on safety relays, which can cause damage to the relay unintentionally and unrecognized. This can have serious security implications.

A second approach is to set the highest driving concept and, as a result, all lower-level driving concepts are formed by pushing away or by pressing on energized relays.

Wedging and pulling down are procedures without a uniform technical basis and therefore harbor dangers. Such procedures require a high level of expertise as well as accurate guidance and strict logging. However, due to the intricate nature of the procedure, there is the difficulty of ensuring the regression capability of the tests.

• Manipulation am "falschen" Relais. Dieser Erstfehler kann mit einem zweiten unabhängigen Fehler zu einer Gefährdung führen (Mehrfehlerfall)
• Mechanische Beschädigung durch das Verkeilen oder Abdrücken der Relais
• Nach dem Beenden der Prüfung verkeiltes Relais nicht befreien
• Bei Ausfahrsignal wird Block angeschaltet, was zu betriebshemmenden Zuständen kann und indirekt Risiken bewirken kann.

In general, it should be noted that manual interventions in the relay set may result in the following dangers or obstacles:

• Manipulation on the "wrong" relay. This first error can lead to a danger with a second independent error (multi-error case)
• Mechanical damage due to wedging or forcing the relays
• After completing the test, do not release the wedged relay
• When the exit signal block is turned on, which can to operating conditions and can cause indirect risks.

It is proposed a method according to claim 1 and a device according to claim 2, which does not require any intervention in the safety relay of the system units, the relay sets.

1. 1. Der Zentralverschluss mit seiner Relaissatzüberwachung, welcher das gesamte Stellwerk sicherheitstechnisch kontrolliert (sozusagen die Achillesferse der Sicherheit).
2. 2. Die Spurplantechnik mit der Fähigkeit, dass die spezifischen Relais(steuer)sätze der Aussenanlageelemente diejenigen Eigenschaften besitzen, welche sie befähigen, bei der Fahrstrasseneinstellung die Gleisbelegung (Stellen und Auflösung) zu verwalten. Die Relais(steuer)sätze sind selbst Zustandsautomaten und somit deterministisch.

There are two functional areas in the track plan relay interlocking important, which have a decisive influence on a new solution for the tests.

1. 1. The central lock with its relay set monitoring, which controls the entire interlocking safety-related (so to speak, the Achilles heel of safety).
2. 2. The track planning technique with the ability that the specific relay (control) sets of outdoor equipment elements have the characteristics that enable them to manage the track occupancy (locations and resolution) in the course setting. The relay (control) sets are themselves state machines and thus deterministic.

In the basic function, however, a check set optimized for the signal type is used in a more uniform manner instead of the signal relay set.
This test set has the properties for controlling the signals in the outdoor system.
However, it does not have functions for setting a route, but for setting the main signal under test (destination). As a result, the advance of a train in the range of the respective signal to be tested from signaltechnischer- as well as from the demand for Prüfer-personal protection - not possible. Dangers from an approaching train no longer exist.

The driving terms to be tested are simulated by means of the test record. The input in the test record can be carried out manually or an interface to a test computer is possible via which the test procedure can be systemized.
However, the test set connects the loop of the central lock in the interlocking, so that the function of the interlocking is not impaired overall.

A route with a destination test object can therefore only be set again when the test set has been exchanged for the corresponding relay set of the signal.

The procedure in individual steps when testing a signal with its additionally installed ETCS train protection devices is preferably shown.

• 1. (Relais)-Prüfsatz entsprechend der Aufgabe einstellen (Grundstellung)
• 2. Betreffenden Relaissatz des betreffenden Signals entfernen
• 3. Prüfsatz einsetzen
• 4. Gemäss Prüfprotokoll den erstmöglichen Fahrbegriff am Prüfsatz simulieren
• 5. Prüfung der Übereinstimmung in der Aussenanlage bezüglich Telegramminhalt
• 6. Die weiteren Fahrbegriffe der Signalfunktion des Standortes gemäss Punkt 3 und 4 prüfen
• 7. Nach Beenden der Prüfung den Prüfsatz gegen entsprechenden Relaissatz zurücktauschen
• 8. Prüfen, ob HALT-Rückmelder aktiv ist, das heisst, der Satz ist in Grundstellung
• 9. Signalfreigabe an Fahrdienstleiter für die Nutzung im Betriebsablauf

Determine train positions in the track system with the driver's service and set the start time procedure

• 1. Set (relay) test set according to the task (basic position)
• 2. Remove the relevant relay set of the relevant signal
• 3. Insert test set
• 4. According to the test report, simulate the first possible driving concept on the test set
• 5. Checking the conformity in the outdoor installation regarding telegram content
• 6. Check the further driving terms of the signal function of the location according to points 3 and 4
• 7. After completing the test, swap the test set for the corresponding relay set
• 8. Check if HALT-feedback is active, ie the set is in basic position
• 9. Signal release to dispatcher for use in operation

The inventive step is that a new method and a device is set, which eliminates the disadvantages of the wedging method in terms of personal safety and regression, and in particular error-prone by manual manual handling sophisticated.

Claims (2)

1. Method for testing a train influencing unit with status data from a track signal in a relay interlocking system, comprising the steps:

   a) Configuring a test set adapted to the track signal in accordance with the test task, with the test set having available to it the property of connecting the track signal but not the function for setting a line and wherein the test set connects a ring conductor of the central lock in the relay interlocking system;

   b) Physically removing the associated relay set of the track signal involved and inserting the test set in place of the removed relay set;

   c) Simulating a first possible signal aspect on the test set in accordance with a test protocol;

   d) Checking the match at the train influencing unit in the external system of the telegram content reflecting the signal aspect;

   e) Checking the further signal aspects of the signal function of the location in accordance with c) and d) until all safety-relevant signal aspects have been tested;

   f) Replacing the test set with the corresponding relay set again after ending the testing;

   g) Checking whether HALT responder is active, i.e. whether the reinstalled relay set is in the basic position, and

   h) Enabling the track signal for resumption of its use in the normal operating sequence.
2. Facility for testing a train influencing unit with status data of a track signal in a relay interlocking unit, comprising:

   a) Configuring a test set adapted to the track signal in accordance with a test task, with the test set having available to it the property of connecting the track signal but not the function for setting a line and wherein the test set connects a ring conductor of the central lock in the relay interlocking system;

   b) Physically removing the associated relay set of the track signal involved and inserting the test set in place of the removed relay set;

   c) Simulating a first possible signal aspect on the test set in accordance with a test protocol;

   d) Checking the match at the train influencing unit in the external system of the telegram content reflecting the signal aspect;

   e) Checking the further signal aspects of the signal function of the location in accordance with c) and d) until all safety-relevant signal aspects have been tested;

   f) Replacing the test set with the corresponding relay set again after ending the testing;

   g) Checking whether HALT responder is active, i.e. whether the reinstalled relay set is in the basic position, and

   h) Enabling the track signal for resumption of its use in the normal operating sequence.