EP2307256B1 - Method and device for operating a railroad security system - Google Patents

Method and device for operating a railroad security system Download PDF

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Publication number
EP2307256B1
EP2307256B1 EP09780077A EP09780077A EP2307256B1 EP 2307256 B1 EP2307256 B1 EP 2307256B1 EP 09780077 A EP09780077 A EP 09780077A EP 09780077 A EP09780077 A EP 09780077A EP 2307256 B1 EP2307256 B1 EP 2307256B1
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EP
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Prior art keywords
track
signal box
data message
signaling means
approach
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EP09780077A
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German (de)
French (fr)
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EP2307256A1 (en
Inventor
Klaus Basso
Christoph Kutschera
Thomas Schmidt
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
    • B61L29/284—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated using rail-contacts, rail microphones, or the like, controlled by the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/168—Specific transmission details

Definitions

  • the invention relates to a method for operating a railway safety system, which has track facilities for specific functions, in particular for switching on An Havenmeldern, wherein a control of a first track device by a second track device, in particular a signal box, demand-based generated, wirelessly transmitted data telegram.
  • a control of a first track device by a second track device in particular a signal box, demand-based generated, wirelessly transmitted data telegram.
  • a second track device in particular a signal box, demand-based generated, wirelessly transmitted data telegram.
  • An alleviater serve to determine a switch-on of an interlocking-controlled level crossing protection device.
  • the level crossing is usually secured by a main signal which may only signal free travel when the level crossing safeguard is activated, ie when the traffic crossing the railway is prevented. Therefore, without additional switch-on criteria, level crossing safety devices would already be switched on with the setting of the driveway from the signal box and remained in the secured state until the driveway was dissolved. As a result, the crossing traffic would be unnecessarily blocked for a long time become. In order to achieve timely activation of the level crossing protection system, a response message is therefore used as an additional criterion.
  • Anauermelder sensor ically detects a crossing by a rail vehicle and reports via buried cables to the interlocking, which then turns on the level crossing safeguard.
  • the Anschreibmelder is positioned on the railway track such that a rail vehicle requires a minimum approach time to the level crossing, which allows the timely recognition of the main signal by the train driver, the distance between the main signal and the level crossing at least the safe braking distance corresponds. In this positioning an unrestricted travel of the rail vehicle is possible.
  • the Anschreibmelder is often located several kilometers in front of the interlocking, so that for the transmission of the Anschreibmeldeinformation over long distances special cables must be laid in the track bed. The disadvantage is above all the high cost, which arises in particular by the civil engineering and the regular maintenance of the cable channels.
  • the invention has for its object to simplify the control of Anburgmeldern and in particular to make expensive wiring unnecessary.
  • a provided for determining a switch-on time of a level crossing protection Anschreibmelder is controlled by a data generated on the frame side data telegram, the data telegram after expiry of a projectable delay time, which begins with the entrance of a rail vehicle in the Anschreibmelder having track detection section, the Anschreibmelder of a Standby mode switches to an active mode, then that the Anschreibmelder registers the crossing of the rail vehicle and sends a relevant data telegram to the signal box, whereupon the interlocking switches on the level crossing protection device and generates another data telegram, which switches the Anschreibmelder in the standby mode.
  • FIG. 1 illustrates typical trackside components of a railway safety system, comprising a signal box 1, a An Havenmelder 2, a main signal 3 and a level crossing safeguard 4. These track devices 1 to 4 are each equipped with a radio module 5 to 8. The radio modules 5 to 8 are used for sending and receiving functionally relevant data telegrams.
  • FIG. 2 A detailed illustration regarding the communication between the radio modules 5 to 8 of the track devices 1 to 4 is illustrated FIG. 2 , It can be seen that the signal box 1 is connected to a train detection sensor 9 at the beginning of the route. A rail vehicle is registered in the selected driveway of the signal box 1 by track occupancy message of the train detection section, which includes the An Havenmelder 2. The signal box 1 is connected to a further signal box 10 in the vicinity of the level crossing protection device 4 via a fiber optic bus 11. This bus connection between area control computers 12 and 13 of the two interlockings 1 and 10 is used, inter alia, to generate a command output in the interlocking 10 after the expiry of a configurable delay time.
  • a signaling module 10 associated radio module 15 then builds up a radio link to the radio module 6 of the An Havenmelders 2 and activated via a special data telegram the monitoring function of An Havenmelders 2.
  • the Anschreibmelder 2 detects the passage of the approaching rail vehicle, the Anschreibmelder 2 generates in turn a data telegram , which is sent via the radio module 6 of the An Havenmelders 2 to the radio module 15 of the signal box 10.
  • the receiving radio module 15 controls a relay input on the module 14 and thus generates another data telegram, which - as with the wired Angurmelder - is used as a criterion for switching on the level crossing protection device 4.
  • the maintenance of the active module of the Anschreibmelders 2 is thus no longer required and is implemented by setting a relay output of the assembly 14 in a further data telegram, which is sent from the radio module 15 of the signal box 10 to the radio module 6 of the Anschreibmelders 2.
  • the Anschreibmelder 2 is switched back from the active mode in the standby mode.
  • the standby mode ensures low energy consumption, so that the Anschreibmelder 2 with a decentralized power supply device 16, in particular a photovoltaic system, can be energized.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Die Erfindung betrifft ein Verfahren zum Betreiben einer Eisenbahnsicherungsanlage, welche Streckeneinrichtungen für spezifische Funktionen, insbesondere zur Einschaltung von Anrückmeldern, aufweist, wobei eine Ansteuerung einer ersten Streckeneinrichtung durch ein von einer zweiten Streckeneinrichtung, insbesondere einem Stellwerk, bedarfsabhängig generiertes, kabellos übertragbares Datentelegramm erfolgt. Derartige Verfahren sind aus US 6,241,197 B1 , EP 1 101 684 A1 und EP 0 979 765 A2 bekannt. Dabei wird die zu aktivierende Streckeneinrichtung über das Datentelegramm von einer anderen Streckeneinrichtung, insbesondere einem Stellwerk, angesteuert, wobei letztere Streckeneinrichtung die Information über die Annäherung eines Schienenfahrzeuges besitzt.The invention relates to a method for operating a railway safety system, which has track facilities for specific functions, in particular for switching on Anrückmeldern, wherein a control of a first track device by a second track device, in particular a signal box, demand-based generated, wirelessly transmitted data telegram. Such methods are out US 6,241,197 B1 . EP 1 101 684 A1 and EP 0 979 765 A2 known. In this case, the route device to be activated via the data telegram of another link device, in particular a signal box, driven, the latter link device has the information about the approach of a rail vehicle.

Die nachfolgende Beschreibung bezieht sich auf die Ansteuerung eines Anrückmelders, dessen spezifische Funktion Erfindungsgegenstand ist.The following description refers to the control of a Anrückmelders whose specific function is the subject of the invention.

Anrückmelder dienen der Bestimmung eines Einschaltzeitpunktes einer stellwerksgesteuerten Bahnübergangssicherungseinrichtung. Üblicherweise ist der Bahnübergang mit einem Hauptsignal gesichert, welches erst dann freie Fahrt signalisieren darf, wenn die Bahnübergangssicherungseinrichtung aktiviert ist, d. h. wenn die Bahnstrecke kreuzender Verkehr verhindert wird. Ohne zusätzliche Einschaltkriterien würden Bahnübergangssicherungseinrichtungen daher bereits mit dem Einstellen der Fahrstraße vom Stellwerk eingeschaltet und blieben bis zur Auflösung der Fahrstraße im gesicherten Zustand. Der kreuzende Verkehr würde infolge dessen unnötig lange gesperrt werden. Um eine zeitgerechte Einschaltung der Bahnübergangssicherungsanlage zu erreichen, wird deshalb eine Anrückmeldung als zusätzliches Kriterium herangezogen. Dazu dient ein Anrückmelder, der sensorisch eine Überfahrt durch ein Schienenfahrzeug detektiert und über erdverlegte Kabel an das Stellwerk meldet, welches daraufhin die Bahnübergangssicherungseinrichtung einschaltet. Der Anrückmelder ist dabei derart an der Bahnstrecke positioniert, dass ein Schienenfahrzeug eine Mindestannäherungszeit an den Bahnübergang benötigt, welche das rechtzeitige Erkennen des Hauptsignals durch den Zugführer ermöglicht, wobei der Abstand zwischen dem Hauptsignal und dem Bahnübergang mindestens dem sicheren Bremsabstand entspricht. Bei dieser Positionierung ist eine ungebremste Fahrt des Schienenfahrzeugs möglich. Der Anrückmelder befindet sich häufig mehrere Kilometer vor dem Stellwerk, so dass für die Übertragung der Anrückmeldeinformation über weite Strecken spezielle Kabel im Gleisbett verlegt werden müssen. Nachteilig ist vor allem der hohe Kostenaufwand, der insbesondere durch den Tiefbau und die regelmäßige Wartung der Kabelkanäle entsteht.Anrückmelder serve to determine a switch-on of an interlocking-controlled level crossing protection device. The level crossing is usually secured by a main signal which may only signal free travel when the level crossing safeguard is activated, ie when the traffic crossing the railway is prevented. Therefore, without additional switch-on criteria, level crossing safety devices would already be switched on with the setting of the driveway from the signal box and remained in the secured state until the driveway was dissolved. As a result, the crossing traffic would be unnecessarily blocked for a long time become. In order to achieve timely activation of the level crossing protection system, a response message is therefore used as an additional criterion. This purpose is served by a Anrückmelder sensorically detects a crossing by a rail vehicle and reports via buried cables to the interlocking, which then turns on the level crossing safeguard. The Anrückmelder is positioned on the railway track such that a rail vehicle requires a minimum approach time to the level crossing, which allows the timely recognition of the main signal by the train driver, the distance between the main signal and the level crossing at least the safe braking distance corresponds. In this positioning an unrestricted travel of the rail vehicle is possible. The Anrückmelder is often located several kilometers in front of the interlocking, so that for the transmission of the Anrückmeldeinformation over long distances special cables must be laid in the track bed. The disadvantage is above all the high cost, which arises in particular by the civil engineering and the regular maintenance of the cable channels.

Der Erfindung liegt die Aufgabe zugrunde, die Ansteuerung von Anrückmeldern zu vereinfachen und insbesondere aufwendige Verkabelungen entbehrlich zu machen.The invention has for its object to simplify the control of Anrückmeldern and in particular to make expensive wiring unnecessary.

Erfindungsgemäß wird die Aufgabe dadurch gelöst, dass ein zur Bestimmung eines Einschaltzeitpunktes einer Bahnübergangssicherungseinrichtung vorgesehener Anrückmelder mittels eines stellwerkseitig generierten Datentelegrammes angesteuert wird, wobei das Datentelegramm nach Ablauf einer projektierbaren Verzögerungszeit, die mit der Einfahrt eines Schienenfahrzeugs in einen den Anrückmelder aufweisenden Gleisfreimeldeabschnitt beginnt, den Anrückmelder von einem Standby-Modus in einen Aktiv-Modus umschaltet, dass danach der Anrückmelder die Überfahrt des Schienenfahrzeuges registriert und ein diesbezügliches Datentelegramm an das Stellwerk sendet, woraufhin das Stellwerk die Bahnübergangssicherungseinrichtung einschaltet und ein weiteres Datentelegramm erzeugt, welches den Anrückmelder in den Standby-Modus zurückschaltet.According to the invention the object is achieved in that a provided for determining a switch-on time of a level crossing protection Anrückmelder is controlled by a data generated on the frame side data telegram, the data telegram after expiry of a projectable delay time, which begins with the entrance of a rail vehicle in the Anrückmelder having track detection section, the Anrückmelder of a Standby mode switches to an active mode, then that the Anrückmelder registers the crossing of the rail vehicle and sends a relevant data telegram to the signal box, whereupon the interlocking switches on the level crossing protection device and generates another data telegram, which switches the Anrückmelder in the standby mode.

Nachfolgend wird die Erfindung anhand figürlicher Darstellungen näher erläutert.The invention will be explained in more detail with reference to figurative representations.

Es zeigen:

Figur 1
eine schematische Darstellung verschiedener Streckeneinrichtungen und
Figur 2
das Funktionsprinzip einer kabellosen Anrückmeldung.
Show it:
FIG. 1
a schematic representation of various track facilities and
FIG. 2
the functional principle of a wireless acknowledgment message.

Figur 1 veranschaulicht typische streckenseitige Komponenten einer Eisenbahnsicherungsanlage, umfassend ein Stellwerk 1, einen Anrückmelder 2, ein Hauptsignal 3 und eine Bahnübergangssicherungseinrichtung 4. Diese Streckeneinrichtungen 1 bis 4 sind jeweils mit einem Funkmodul 5 bis 8 ausgestattet. Die Funkmodule 5 bis 8 dienen zum Senden und Empfangen funktionsrelevanter Datentelegramme. FIG. 1 illustrates typical trackside components of a railway safety system, comprising a signal box 1, a Anrückmelder 2, a main signal 3 and a level crossing safeguard 4. These track devices 1 to 4 are each equipped with a radio module 5 to 8. The radio modules 5 to 8 are used for sending and receiving functionally relevant data telegrams.

Eine Detaildarstellung bezüglich der Kommunikation zwischen den Funkmodulen 5 bis 8 der Streckeneinrichtungen 1 bis 4 veranschaulicht Figur 2. Es ist ersichtlich, dass das Stellwerk 1 mit einem Gleisfreimeldesensor 9 am Beginn der Strecke verbunden ist. Ein Schienenfahrzeug wird bei eingestellter Fahrstraße von dem Stellwerk 1 durch Gleisbesetztmeldung des Gleisfreimeldeabschnittes, der den Anrückmelder 2 enthält, registriert. Das Stellwerk 1 ist mit einem weiteren Stellwerk 10 in der Nähe der Bahnübergangssicherungseinrichtung 4 über einen LWL-Bus 11 verbunden. Diese Bus-Verbindung zwischen Bereichsstellrechnern 12 und 13 der beiden Stellwerke 1 und 10 wird unter anderem dazu verwendet, im Stellwerk 10 nach Ablauf einer projektierbaren Verzögerungszeit eine Kommandoausgabe zu erzeugen. Daraufhin setzt der Bereichsstellrechner 12 des Stellwerkes 10 einen Relaisausgang auf einer speziellen Baugruppe 14 und kann diesen bei nicht mehr vorhandenem Bedarf, nämlich nach Übertragung der Anrückmeldung, jederzeit wieder zurücksetzen. Ein dem Stellwerk 10 zugeordnetes Funkmodul 15 baut daraufhin eine Funkverbindung zu dem Funkmodul 6 des Anrückmelders 2 auf und aktiviert über ein spezielles Datentelegramm die Überwachungsfunktion des Anrückmelders 2. Wenn der Anrückmelder 2 die Überfahrt des sich nähernden Schienenfahrzeugs erkennt, generiert der Anrückmelder 2 seinerseits ein Datentelegramm, welches über das Funkmodul 6 des Anrückmelders 2 an das Funkmodul 15 des Stellwerkes 10 gesendet wird. Das empfangende Funkmodul 15 steuert daraufhin einen Relaiseingang auf der Baugruppe 14 an und generiert somit ein weiteres Datentelegramm, welches - genau wie beim verkabelten Anrückmelder - als Kriterium für die Einschaltung der Bahnübergangssicherungseinrichtung 4 verwendet wird. Die Aufrechterhaltung des Aktiv-Moduls des Anrückmelders 2 ist damit nicht mehr erforderlich und wird durch Setzen eines Relaisausgangs der Baugruppe 14 in ein weiters Datentelegramm umgesetzt, welches von dem Funkmodul 15 des Stellwerks 10 an das Funkmodul 6 des Anrückmelders 2 gesendet wird. Durch dieses Datentelegramm wird der Anrückmelder 2 von dem Aktiv-Modus in den Standby-Modus zurückgschaltet. Der Standby-Modus sorgt für geringen Energieverbrauch, so dass der Anrückmelder 2 mit einer dezentralen Energieversorgungseinrichtung 16, insbesondere einer Photovoltaikanlage, bestromt werden kann.A detailed illustration regarding the communication between the radio modules 5 to 8 of the track devices 1 to 4 is illustrated FIG. 2 , It can be seen that the signal box 1 is connected to a train detection sensor 9 at the beginning of the route. A rail vehicle is registered in the selected driveway of the signal box 1 by track occupancy message of the train detection section, which includes the Anrückmelder 2. The signal box 1 is connected to a further signal box 10 in the vicinity of the level crossing protection device 4 via a fiber optic bus 11. This bus connection between area control computers 12 and 13 of the two interlockings 1 and 10 is used, inter alia, to generate a command output in the interlocking 10 after the expiry of a configurable delay time. Then sets the area control computer 12 of the interlocking 10 a relay output on a special module 14 and can this at no longer existing need, namely after transmission of the Anrückmeldung at any time Reset again. A signaling module 10 associated radio module 15 then builds up a radio link to the radio module 6 of the Anrückmelders 2 and activated via a special data telegram the monitoring function of Anrückmelders 2. When the Anrückmelder 2 detects the passage of the approaching rail vehicle, the Anrückmelder 2 generates in turn a data telegram , which is sent via the radio module 6 of the Anrückmelders 2 to the radio module 15 of the signal box 10. The receiving radio module 15 then controls a relay input on the module 14 and thus generates another data telegram, which - as with the wired Anrückmelder - is used as a criterion for switching on the level crossing protection device 4. The maintenance of the active module of the Anrückmelders 2 is thus no longer required and is implemented by setting a relay output of the assembly 14 in a further data telegram, which is sent from the radio module 15 of the signal box 10 to the radio module 6 of the Anrückmelders 2. Through this data telegram the Anrückmelder 2 is switched back from the active mode in the standby mode. The standby mode ensures low energy consumption, so that the Anrückmelder 2 with a decentralized power supply device 16, in particular a photovoltaic system, can be energized.

Claims (1)

  1. Method for operation of a railroad protection installation
    which has track-section devices for specific functions, in particular for switching on approach signaling means wherein a first track-section device is operated by a data message which can be transmitted without the use of cables and is generated by a second track-section device, in particular a signal box (1; 10) as required, characterized
    in that an approach signaling means (2), which is provided in order to determine a switching-on time for a railroad crossing protection device (4), is operated by means of a data message which is generated in the signal box, wherein
    - the data message switches the approach signaling means (2) from a standby mode to an active mode after the end of a configurable delay time which starts when a rail vehicle enters a track-free signaling section which has the approach signaling means (2),
    - the approach signaling means (2) registers that the rail vehicle has moved past it and sends a data message relating to this to the signal box (1; 10), and
    - the signal box (1; 10) switches on the railroad crossing protection device (4) and produces a further data message which switches the approach signaling means (2) back to the standby mode.
EP09780077A 2008-07-15 2009-07-02 Method and device for operating a railroad security system Active EP2307256B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008033712A DE102008033712A1 (en) 2008-07-15 2008-07-15 Method and device for operating a railway safety system
PCT/EP2009/058294 WO2010006926A1 (en) 2008-07-15 2009-07-02 Method and device for operating a railroad security system

Publications (2)

Publication Number Publication Date
EP2307256A1 EP2307256A1 (en) 2011-04-13
EP2307256B1 true EP2307256B1 (en) 2012-12-12

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US (1) US8540192B2 (en)
EP (1) EP2307256B1 (en)
AU (1) AU2009272880B2 (en)
DE (1) DE102008033712A1 (en)
DK (1) DK2307256T3 (en)
WO (1) WO2010006926A1 (en)

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Publication number Priority date Publication date Assignee Title
DE102010010452A1 (en) * 2010-03-01 2011-09-01 Siemens Aktiengesellschaft Method of operating a railway line and railway line relating thereto
DE102010045234A1 (en) * 2010-09-09 2012-03-15 Siemens Aktiengesellschaft Energy supply device, apparatus and arrangement with such and method for supplying power to at least one link element of the track-bound traffic
DE102010063005A1 (en) 2010-12-14 2012-06-14 Siemens Aktiengesellschaft Method and device for operating a railway branch line
DE102011075652A1 (en) * 2011-05-11 2012-11-15 Siemens Aktiengesellschaft Method of operating a railway line and railway line relating thereto
DE102011079186A1 (en) * 2011-07-14 2013-01-17 Siemens Aktiengesellschaft Method for operating a railway safety system and railway safety system
JP6006753B2 (en) * 2014-07-08 2016-10-12 株式会社京三製作所 Railroad crossing security system, central device and railroad crossing control device
ES2961234T3 (en) * 2016-05-12 2024-03-11 Alstom Holdings Method for managing a railway track circuit
DE102016225618A1 (en) * 2016-12-20 2018-06-21 Siemens Aktiengesellschaft Operating a control device on a railway line

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Publication number Priority date Publication date Assignee Title
DE4308237A1 (en) 1993-03-10 1994-09-15 Siemens Ag Method for operating an axle counting system and device for carrying out the method
DE19653729A1 (en) 1996-12-11 1998-06-18 Siemens Ag Method of operating an axle metering system for railway system
US6241197B1 (en) * 1998-01-23 2001-06-05 Sydney A. Harland Automated rail way crossing
DE19836421A1 (en) 1998-08-12 2000-02-17 Alcatel Sa Method for transmitting a meter reading determined from a metering point to a central evaluation device
DE19928317C2 (en) 1999-06-16 2002-01-10 Siemens Ag Railway crossing safety system
DE19957258C2 (en) 1999-11-19 2001-09-20 Siemens Ag Track vacancy detection method using axle counting
DE102005023726B4 (en) 2005-05-23 2007-11-22 Frauscher Gmbh Method and device for avoiding unwanted influences of double sensors
AT503852B1 (en) 2006-06-30 2008-01-15 Oebb Infrastruktur Bau Ag RAILROAD CROSSING PLANT
WO2009100292A1 (en) 2008-02-08 2009-08-13 General Electric Company Railway sensor communication system and method

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US20110155863A1 (en) 2011-06-30
EP2307256A1 (en) 2011-04-13
DK2307256T3 (en) 2013-02-04
WO2010006926A1 (en) 2010-01-21
DE102008033712A1 (en) 2010-01-28
AU2009272880A1 (en) 2010-01-21
US8540192B2 (en) 2013-09-24
AU2009272880B2 (en) 2014-10-23

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