EP2819907A2 - Procédé de libération de secours d'un élément de voie de communication et système de commande d'exploitation - Google Patents

Procédé de libération de secours d'un élément de voie de communication et système de commande d'exploitation

Info

Publication number
EP2819907A2
EP2819907A2 EP13715179.1A EP13715179A EP2819907A2 EP 2819907 A2 EP2819907 A2 EP 2819907A2 EP 13715179 A EP13715179 A EP 13715179A EP 2819907 A2 EP2819907 A2 EP 2819907A2
Authority
EP
European Patent Office
Prior art keywords
control system
driving data
operational control
track
operational
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.)
Granted
Application number
EP13715179.1A
Other languages
German (de)
English (en)
Other versions
EP2819907B1 (fr
Inventor
Thomas Gehrke
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 Mobility GmbH
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 EP2819907A2 publication Critical patent/EP2819907A2/fr
Application granted granted Critical
Publication of EP2819907B1 publication Critical patent/EP2819907B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation
    • 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
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention relates to a method for auxiliary operation of a track element.
  • an auxiliary operation of a guideway element which is also referred to as a command-enabling or KF operation, is used, in particular in those cases in which a normal operation of the
  • a typical scenario for the use of an auxiliary operation is thus, for example, the correction of incidents. Since the operator passes the signal-technically safe interlocking logic in the event of an auxiliary operation, the safety responsibility in such cases lies to a not inconsiderable extent with the respective operating personnel.
  • the present invention has for its object to provide a particularly high operational safety exhibiting method for auxiliary operation of a track element.
  • this object is achieved by a method for auxiliary operation of a track element, wherein travel data relating to at least one track-bound vehicle are received by a control device of a train control system and the received driving data are received by the operational control system within the framework an auxiliary operation of the Fahrwegelements be taken into account.
  • a track element is understood to mean an element used in track-bound traffic, which is usually arranged in the outer area and can assume or record different states for controlling and / or monitoring the track-bound traffic.
  • these may be, for example, wheel sensors, axle counters, switches, track barriers or also railroad crossing systems.
  • the concept of the track element also includes logical units formed with the aid of several such components, such as track sections or driveways.
  • driving data relating to at least one track-bound vehicle are received by a control device of a train control system by an operational control system.
  • the driving data thus received are taken into account by the operational control system as part of an auxiliary operation of the route element. This means that before or during the execution of the auxiliary operation, ie before a complete execution of the auxiliary operation, consideration is given to the travel data received from the control device of the train control system.
  • the method according to the invention has the advantage that with the driving data relating to at least one tracked vehicle, additional information is made available to the operational control system beyond normal system limits, which makes a more reliable and thus operational safety-enhancing decision possible as to whether a requested auxiliary operation is required may or may not be executed in the respective situation.
  • the respective dispatcher - or other operating personnel of the operational control system - a more accurate overview of the current vulnerability during an auxiliary operation can be given. In addition to an increase in safety, this also relieves the burden on the responsible operator.
  • the received driving data can be taken into account by the operational control system in the context of the auxiliary operation of the track element in different ways.
  • the received driving data are taken into account by the operational control system as part of the auxiliary operation of the track element in the form that the driving data are visualized by means of at least one display device of the operational control system.
  • the method according to the invention can advantageously also be designed such that the received driving data are taken into account by the operational control system as part of the auxiliary operation of the track element in such a form that the operational control system checks the driving data in relation to potential hazardous situations resulting from the auxiliary operation. This is advantageous because, on the basis of the driving data, this is the result of the operational control system itself
  • a warning signal is output by the operational control system in the event of the detection of a potential hazardous situation resulting from the auxiliary control.
  • Warning signal on the one hand, for example, by a corresponding visualization, such as in the form of a flashing display and / or by the display of warning signs, and on the other hand, alternatively or additionally thereto, for example, also by an audible warning signal.
  • the method according to the invention can also be developed in such a way that the location, the speed and / or a driver's position are determined by the operational control system. Leave the at least one tracked vehicle related driving data received by the control device of the train control system. This is advantageous since the variables mentioned are travel data which are used to detect dangerous situations in the context of a vehicle
  • Auxiliary operation are particularly suitable and are usually available to a control device of a train control system.
  • the location and speed of lane-bound vehicles can be reported by them, for example in corresponding position reports, which are also referred to as "position reports", to a stationary, central control device of the train control system
  • Train control system usually via information on driver licenses granted to the tracked vehicles monitored and secured by the train control system, in particular information known as the Movement Authority, to which place or point of departure the respective tracked
  • Vehicle may move based on a present driving license.
  • this and / or its operating personnel are enabled to recognize possible risks in the case of an auxiliary operation or to determine using the driving data that such auxiliary operation is possible without risk.
  • a driving license it can be signaled or clear that a driving license of a train is present for the route or route element which is to be operated, and such an operation would therefore be extremely risky.
  • the driving license makes it clear that, although a track-bound vehicle is present in a section of the route, the driver's However, this vehicle vehicle leaves before the Fahrwegelement that is to be actuated by means of the auxiliary operation.
  • the traffic control system receives signal-based safe driving data relating to the at least one lane-bound vehicle from the control device of the train control system.
  • signaling safety such data are referred to which satisfy the particularly stringent safety requirements of railway operations according to the regulations applicable to the respective approval authority. This means that in the case of signal-technically secure data, it is advantageously possible to rule out an unrecognized adulteration with almost certainty.
  • the driving data used by a control device of a train control system for controlling and securing the track-bound vehicles is such fail-safe data.
  • the control device of the train control system can basically be a control device of any type.
  • the control device can be a vehicle-side control device, ie a control device which is mobile together with the vehicle and which is arranged in the form of a vehicle device on the respective track-bound vehicle.
  • the driving data are thus directly or indirectly - for example, radio-based - transmitted directly from the respective tracked vehicle to the operational control system.
  • the inventive method may also be configured such that the driving data related to the at least one track-bound vehicle are received by the operational control system from a stationary control device of the train control system.
  • train control systems have stationary control devices, preferably arranged in a central control station, which communicate with the monitored and secured track-bound vehicles and bear the safety responsibility with regard to securing and influencing the tracked vehicles.
  • Corresponding stationary control devices of the train control system are therefore usually the driving data of a plurality of track-bound vehicles, which can be forwarded to the operational control system or transmitted. This offers the advantage that it is possible to dispense with additional communication links between the track-bound vehicles and the operational control system, as a result of which the outlay for introducing the method according to the invention is advantageously reduced.
  • the invention further relates to an operational control system.
  • An operational control system is known, for example, from the company publication "Efficient Rail Traffic with the Control System Family VICOS OC - Economic Management", Siemens AG 2008, Order No. A19100-V100-B874-V1.
  • the object of the present invention is to provide a process control system which supports a method for auxiliary operation of a guideway element which has a particularly high operational safety.
  • an operational control system which is designed to receive travel data related to at least one track-bound vehicle from a control device of a train control system and to take into account the received driving data as part of an auxiliary operation of a track element.
  • the operational control system is designed to take into account the received driving data in the context of the auxiliary operation of the guideway element in such a way that it visualizes the driving data by means of at least one display device of the operational control system.
  • the operational control system according to the invention can also be developed in such a way that the operational control system is designed to receive the received driving data in the context of the auxiliary control of the Track element in the form to take into account that it makes a check on the basis of the driving data with respect to potentially hazardous situations resulting from the auxiliary operation of the Fahrwegelements.
  • the operational control system is designed to output a warning signal in the event of the detection of a potential hazard situation resulting from the auxiliary control.
  • the operational control system according to the invention can also be designed to receive travel data related to the location, the speed and / or a driving permission of the at least one tracked vehicle from the control device of the train control system.
  • the invention further comprises an arrangement with an inventive operational control system or an operational control system according to one of the aforementioned preferred developments of the operational control system according to the invention and with the control device of the train control system.
  • the arrangement according to the invention is configured such that signal-technically safe driving data related to the at least one track-bound vehicle is received by the control device of the train control system by the operational control system.
  • control device is a stationary control device of the train control system.
  • the invention will be explained in more detail below on the basis of exemplary embodiments. This shows the
  • FIG. 1 shows a schematic sketch of an embodiment of the method according to the invention, showing an arrangement with an exemplary embodiment of the operational control system according to the invention. It should be pointed out that the representation of the FIGURE is a highly simplified schematic representation, in which only the components necessary to explain the exemplary embodiments of the method according to the invention and of the operational control system according to the invention are taken into account.
  • a track-bound vehicle 10 in the form of a rail vehicle can be seen, which moves along a track or a track 20.
  • the track-bound vehicle 10 has a vehicle-side transmission device 30, by means of which it is possible for the track-bound vehicle 10 to communicate radio-based with a track-side transmission device 40.
  • the track-side transmission device 40 is connected via a communication link 50 to a stationary control device 60 of a train control system.
  • Corresponding control commands may, for example, be a driving license, also referred to as a "movement authority", which determines up to which point or route point the tracked track
  • the vehicle 10 may move based on the present release by the controller 60.
  • an interlocking 70 is indicated in the figure.
  • the interlocking 70 is connected via communication links 80 and 90 communication technology to guideway elements 100 and 110 in the form of two-channel, trained for direction detection wheel sensors or axle counters.
  • the communication links 80 and 90 make it possible to transmit information, for example in the form of axle counting pulses, from the track elements 100, 110 to the interlocking 70 and use it, for example, to detect the occupancy state of the track section formed by the track elements 100, 110 can be.
  • the interlocking 70 via the communication links 80, 90 may also be possible to transmit control commands to the guideway elements 100 and 110, respectively.
  • the interlocking 70 Via a further communication link 120, the interlocking 70 is further connected to an operational control system 130.
  • the operational control system 130 is used to operate and observe the interlocking 70 and the elements of the outdoor installation connected to it, ie the travel path elements 100, 110.
  • the operational control system 130 comprises, in addition to other components not shown in the figure, a processing device 140 a display device 150.
  • operator actions are performed by an operator by means of the operational control system 130 and executed by the interlocking 70 after transmission of appropriate commands or data via the communication link 120.
  • the safety responsibility lies with the signaling technology-safe interlocking logic, so that hazards can be usually excluded by possible operating errors.
  • auxiliary operations which are also referred to as Wienookäbe- or KF operation due to their usual operation procedure.
  • the safety-related responsibility lies to a substantial extent with the operating personnel of the operational control system 130, since the corresponding interlocking logic does not involve the safe interlocking logic.
  • auxiliary controls are used in cases where normal operation by the signal box would be rejected for safety reasons.
  • the relevant auxiliary operation could also be, for example, a driveway assistance resolution, a replacement signal position or the setting of a faulty point. In all the aforementioned situations, it is conceivable that the execution of the relevant auxiliary operation leads directly or indirectly to a hazardous situation.
  • the operational control system 130 is connected to the controller 60 of the train control system via a communications link 160.
  • the relevant driving data include information about the location, the speed and a driver's license, ie a movement authorization, of the track-bound vehicle 10.
  • these transmitted driving data are signal-technical, secure information which thus has a very high level of reliability.
  • the driving data transmitted from the control system 60 of the train control system to the operational control system 130 will now travel therefrom as part of the auxiliary operation of a track element, i.
  • a track element i.
  • the Fahrwegelements 110 used or considered.
  • this can be done by displaying or visualizing the driving data on the display device 150 of the operational control system 130.
  • the position of the track-bound vehicle 10 and / or the driving license valid for the track-bound vehicle can be displayed, for example, in an overview representation of the track topology. If, on the part of the operational control system 130, information is additionally available regarding train locations determined using other methods of track vacancy reporting, a comparative presentation of the relevant information is also possible. It should be noted that depending on the respective Application the provided by the train control system location or position information may have a higher accuracy than is the case with conventional train detection systems. This means that the track-bound vehicle 10 can be precisely located, for example, within the track section formed by the track elements 100, 110 in the form of the axle counters. This can be used in the case of an auxiliary operation of a switch, for example, to indicate to the operator whether a train is currently driving the switch in question or is in the immediate dangerous proximity to this switch.
  • the operational control system 130 can also carry out a check with respect to the potential hazard situations arising from the auxiliary operation based on the received driving data. This offers the advantage that detected hazardous situations can be signaled by the operational control system 130. So it is conceivable, for example, that in the event that a current driving license of a train to the switch, which is to be converted as part of your auxiliary service, this danger to the dispatcher, for example, by a flashing display of the range of the Movement Authority in one Representation of the network topology and / or by the display of appropriate warning signs, such as in the form of conspicuous highlighted symbols or a flashing screen edge signaled.
  • warning information can also be displayed in other diagrams, such as time-travel-line diagrams, or output in the form of audible warning messages.
  • An evaluation of the driving data on the part of the operational control system 130 thus leads overall to an increase in the safety of auxiliary operations.
  • desired auxiliary operations are possible without danger despite information pointing to a possible hazard. This applies, for example, to the case where an axle counter, ie for example the track element 110, is to be reset, which belongs to a currently set route.
  • the method according to the invention and the process control system according to the invention increase the safety of auxiliary controls by providing driving data relating to at least one track-bound vehicle originating from a train control system affected operating personnel is relieved.
  • the method and the operational control system are in conjunction with this different Switzerlandbeein.ungssystemen and different types of track-bound vehicles used.
  • the train control system from whose control device the driving data are transmitted to the operational control system can be, for example, the European Train Control System (ETCS) Level 2.
  • ECS European Train Control System
  • the train control system is a train control system used in the area of local traffic, for example for subways and metros.
  • the tracked vehicles monitored and controlled by the respective train control system may also be quite different types of vehicles.
  • rail-bound vehicles such as trains, subways or metros
  • other types of track-bound vehicles such as track-guided vehicles with rubber tires, a.

Landscapes

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

Abstract

L'invention concerne un procédé présentant une fiabilité de fonctionnement particulièrement élevée pour la libération de secours d'un élément de voie de communication (100, 110). A cet effet, le procédé selon l'invention se déroule de manière que des données de circulation se rapportant à au moins un véhicule (10) sur rails puissent être reçues par un dispositif de commande (60) d'un système de commande de la marche des trains, par le biais d'un système de commande d'exploitation (130) et que lesdites données de circulation reçues puissent être prises en compte par le système de commande d'exploitation (130) dans le cadre d'une libération de secours de l'élément de voie de circulation (100, 110). L'invention concerne en outre un système de commande d'exploitation (130).
EP13715179.1A 2012-04-19 2013-04-02 Procédé de commande auxiliare d'un élément de voie et système de commande d'exploitation Active EP2819907B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012206479A DE102012206479A1 (de) 2012-04-19 2012-04-19 Verfahren zur Hilfsbedienung eines Fahrwegelements sowie betriebsleittechnisches System
PCT/EP2013/056899 WO2013156299A2 (fr) 2012-04-19 2013-04-02 Procédé de libération de secours d'un élément de voie de communication et système de commande d'exploitation

Publications (2)

Publication Number Publication Date
EP2819907A2 true EP2819907A2 (fr) 2015-01-07
EP2819907B1 EP2819907B1 (fr) 2018-01-03

Family

ID=48083139

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13715179.1A Active EP2819907B1 (fr) 2012-04-19 2013-04-02 Procédé de commande auxiliare d'un élément de voie et système de commande d'exploitation

Country Status (9)

Country Link
EP (1) EP2819907B1 (fr)
CN (1) CN104334436B (fr)
DE (1) DE102012206479A1 (fr)
DK (1) DK2819907T3 (fr)
ES (1) ES2664233T3 (fr)
HK (1) HK1201236A1 (fr)
HU (1) HUE036732T2 (fr)
TR (1) TR201802975T4 (fr)
WO (1) WO2013156299A2 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015004068A1 (de) * 2015-03-30 2016-10-06 PINTSCH TIEFENBACH GmbH Verfahren und System zum Betrieb einer Gleisanlage
DE102015004161A1 (de) * 2015-03-30 2016-10-06 PINTSCH TIEFENBACH GmbH Verfahren und System zur dynamischen Fahrwegsicherung in einer mehrgleisigen Gleisanlage
DE102015210427A1 (de) * 2015-06-08 2016-12-08 Siemens Aktiengesellschaft Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug
DE102015217596A1 (de) * 2015-09-15 2017-03-16 Siemens Aktiengesellschaft Kommunikationseinrichtung und Verfahren zum automatisierten Austausch von Nachrichten in einer eisenbahntechnischen Anlage

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3432714B2 (ja) * 1997-09-05 2003-08-04 東芝トランスポートエンジニアリング株式会社 列車運行管理装置
JP3618284B2 (ja) * 2000-08-15 2005-02-09 株式会社日立製作所 鉄道電力管理システム
DE10239543A1 (de) * 2002-08-23 2004-03-04 Deutsche Bahn Ag Unterstützung des Fahrdienstleiters bei Hilfshandlungen
EP1396413B1 (fr) 2002-08-24 2007-06-27 Scheidt & Bachmann Gmbh Procédé pour commande auxiliaire d'éléments de voie
CN101495929B (zh) * 2006-12-08 2013-04-24 通用电气公司 用列车/轨道数据库增加进行旅程优化的方法、系统和计算机软件代码
CN101574977B (zh) * 2008-05-06 2011-03-30 宝山钢铁股份有限公司 一种铁水运输车辆位置动态监测方法及其监测系统
CN102233887A (zh) * 2011-05-16 2011-11-09 铁道部运输局 Ctcs-3级列车运行控制系统

Non-Patent Citations (1)

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Title
See references of WO2013156299A2 *

Also Published As

Publication number Publication date
ES2664233T3 (es) 2018-04-18
DK2819907T3 (en) 2018-03-12
DE102012206479A1 (de) 2013-10-24
CN104334436B (zh) 2017-07-07
HUE036732T2 (hu) 2018-07-30
EP2819907B1 (fr) 2018-01-03
HK1201236A1 (en) 2015-08-28
CN104334436A (zh) 2015-02-04
WO2013156299A2 (fr) 2013-10-24
TR201802975T4 (tr) 2018-03-21
WO2013156299A3 (fr) 2014-06-05

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