EP2819907B1 - Verfahren zur hilfsbedienung eines fahrwegelements sowie betriebsleittechnisches system - Google Patents

Verfahren zur hilfsbedienung eines fahrwegelements sowie betriebsleittechnisches system Download PDF

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Publication number
EP2819907B1
EP2819907B1 EP13715179.1A EP13715179A EP2819907B1 EP 2819907 B1 EP2819907 B1 EP 2819907B1 EP 13715179 A EP13715179 A EP 13715179A EP 2819907 B1 EP2819907 B1 EP 2819907B1
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EP
European Patent Office
Prior art keywords
control system
travel data
auxiliary operation
track
train
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.)
Active
Application number
EP13715179.1A
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German (de)
English (en)
French (fr)
Other versions
EP2819907A2 (de
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
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Siemens AG
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Publication of EP2819907B1 publication Critical patent/EP2819907B1/de
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    • 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.
  • auxiliary operation of a track element which is also referred to as command-KF or KF operation, especially in cases where a normal operation of the signal box would be rejected for security reasons.
  • a typical scenario for the use of an auxiliary operation is thus, for example, the correction of incidents. Since the operation passes in the event of an auxiliary operation on the signal-technically safe interlocking logic, the safety responsibility is in such cases to a considerable extent in 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 by a wholesomesleittechnisches System are received at least one track-bound vehicle driving data from a control device of a train control system and the received driving data are taken into account by the operational control system in the context of an auxiliary operation of the track element in the form that the operational control system based on the driving data is a check with respect to the Auxiliary operation resulting potential hazard situations.
  • 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.
  • This can be done both in the immediate temporal context with an auxiliary operation of a guideway element, ie for example after triggering or start of an auxiliary operation by an operator, as well as temporally decoupled from the actual auxiliary operation, ie for example at regular time intervals.
  • the driving data thus received becomes the second step of the method according to the invention taken into account by the operational control system in the context of an auxiliary operation of the track 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 track-bound vehicle, additional information is made available to the operational control system beyond usual system limits, which makes a more reliable and thus operational safety-increasing decision possible as to whether a requested auxiliary operation in the respective situation may or may not be executed.
  • 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 are taken into account by the operational control system in the context of the auxiliary operation of the guideway element in such a form that the operational control system makes a check with respect to the potential hazard situations resulting from the auxiliary operation on the basis of the driving data.
  • the operational control system makes a check with respect to the potential hazard situations resulting from the auxiliary operation on the basis of the driving data.
  • the received driving data are additionally taken into account by the operational control system as part of the auxiliary operation of the track element in such a way that the driving data are visualized by means of at least one display device of the operational control system.
  • a warning signal is output by the operational control system in the event of the detection of a potential hazard situation resulting from the auxiliary operation.
  • the issuing of the 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 be carried out by an audible warning.
  • the method according to the invention can also be developed in such a way that driving data relating to the location, the speed and / or a driving permission of the at least one tracked vehicle are received by the control device of the train control system.
  • driving data relating to the location, the speed and / or a driving permission of the at least one tracked vehicle are received by the control device of the train control system.
  • the variables mentioned are travel data which are particularly suitable for the recognition of hazardous situations in the context of an auxiliary operation and are usually available to a control device of a train control system.
  • the location and speed of tracked 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.
  • the control device of the train control system usually has information on driving licenses which have been issued to the tracked vehicles monitored and secured by the train control system.
  • This relates in particular to information, also referred to as "movement authority", as to which location or route point the respective track-bound vehicle may move on the basis of a present driving license.
  • moving authority information
  • 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 become clear that a driving license of a train is required for the track or track element which is to be operated and such an operation would therefore be extremely risky.
  • the operational control system on the at least one track-bound vehicle related signaling safe driving data 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.
  • 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. This has the consequence that such fail-safe driving data can also be used on the part of the operational control system in the context of a fail-safe auxiliary operation, thereby further increasing the security of the auxiliary operation.
  • 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 that is mobile together with the vehicle and has the shape a vehicle device is arranged on the respective track-bound vehicle.
  • the driving data are thus transmitted directly or indirectly - for example, radio-based - directly from the respective track-bound 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 located in a control center, which are in communication with the monitored and secured lane-bound vehicles and which bear the safety responsibility for securing and influencing the lane-bound vehicles.
  • Corresponding stationary control devices of the train control system are thus 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, which advantageously reduces the outlay for introducing the method according to the invention.
  • the invention further relates to an arrangement with an operational control system and a control device of a train control system.
  • the present invention has the object to provide an arrangement that supports a particularly high operational safety exhibiting method for auxiliary operation of a track element.
  • the operational control system is designed to receive the received driving data as part of the auxiliary operation the Fahrwegelements in the form that it visualizes the driving data by means of at least one display device of the operational control system.
  • the operational control system is designed to output a warning signal in the event of the detection of a potential hazard situation arising from the auxiliary operation.
  • the arrangement according to the invention can also be designed such that the operational control system is 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 arrangement according to the invention is configured such that signal-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.
  • 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 be, for example, a driving license, also referred to as a "movement authority". This determines up to which place or waypoint the track-bound 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 infrastructure elements 100 and 110 in the form of two-channel, trained for direction detection wheel sensors or axle counters.
  • the communication connections 80 and 90 make it possible for information from the infrastructure elements 100, 110 to be transmitted to the signal box 70, for example in the form of axle counting pulses, and can be used by the latter for example to detect the occupancy state of the section formed by the infrastructure elements 100, 110 .
  • 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 is further connected to an operational control system 130.
  • the operational control system 130 serves to operate and observe the interlocking 70 and the elements of the outdoor facility connected thereto, i.
  • the operational control system 130 - in addition to other components not shown in the figure - a processing device 140 and a display device 150 on.
  • 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 command or KF operation due to their usual operating 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.
  • this could for example relate to the case that the Fahrwegelement 110 in the form of Achsbeateners - or an attached to the track elements 100, 110 further Fahrwegelement in the form of Achs drunkrechners - by a dispatcher by means of the operational control system 130 back.
  • it could be, for example, a Fahr Beaunsaufttes, a substitute signal position or the placement of a disturbed switch in the relevant auxiliary operation.
  • 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 driving license, ie a movement authority, 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 by the control device 60 of the train control system to the operational control system 130 is now used or taken into account by the latter as part of the auxiliary operation of a track element, ie, for example, the track element 110.
  • 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 by means of other methods of track vacancy reporting, a comparative presentation of the relevant information is also possible.
  • 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.
  • 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 resulting from the auxiliary operation based on the received driving data.
  • This offers the advantage that recognized hazardous situations can be signaled by the operational control system 130. So it is conceivable, for example, that in the event that a current license of a train to the switch, which is to be converted as part of your auxiliary service, this danger the dispatcher, for example, by a flashing display of the range of the Movement Authority in a representation of Network topology and / or by the display of corresponding warning signs, such as in the form of conspicuous highlighted symbols or a flashing screen edge signaled.
  • corresponding warning information can also be displayed in other diagrams, such as time-distance-line diagrams, or output in the form of audible warning messages.
  • the driving data which is securely managed by the control apparatus 60 of the train control system, makes it easier for the dispatcher to make the decision as to whether or not the desired auxiliary operation is possible in the respective situation when performing the auxiliary operation. So it is conceivable, for example, that a train occupies a driveway, but the driving license or movement authority of the train does not extend to the driver element to be operated, so that an operation is possible without danger.
  • 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)
EP13715179.1A 2012-04-19 2013-04-02 Verfahren zur hilfsbedienung eines fahrwegelements sowie betriebsleittechnisches system Active EP2819907B1 (de)

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 (de) 2012-04-19 2013-04-02 Verfahren zur hilfsbedienung eines fahrwegelements sowie betriebsleittechnisches system

Publications (2)

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

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ID=48083139

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13715179.1A Active EP2819907B1 (de) 2012-04-19 2013-04-02 Verfahren zur hilfsbedienung eines fahrwegelements sowie betriebsleittechnisches system

Country Status (9)

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

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

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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
DK1396413T3 (da) 2002-08-24 2007-11-19 Scheidt & Bachmann Gmbh Fremgangsmåde til assisteret betjening af togvejselementer
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

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Also Published As

Publication number Publication date
HK1201236A1 (en) 2015-08-28
DE102012206479A1 (de) 2013-10-24
DK2819907T3 (en) 2018-03-12
EP2819907A2 (de) 2015-01-07
HUE036732T2 (hu) 2018-07-30
CN104334436B (zh) 2017-07-07
WO2013156299A2 (de) 2013-10-24
ES2664233T3 (es) 2018-04-18
CN104334436A (zh) 2015-02-04
WO2013156299A3 (de) 2014-06-05
TR201802975T4 (tr) 2018-03-21

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