EP2894074B1 - Procédé et dispositif de surveillance d'un réseau de voie ferrée - Google Patents

Procédé et dispositif de surveillance d'un réseau de voie ferrée Download PDF

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Publication number
EP2894074B1
EP2894074B1 EP14150508.1A EP14150508A EP2894074B1 EP 2894074 B1 EP2894074 B1 EP 2894074B1 EP 14150508 A EP14150508 A EP 14150508A EP 2894074 B1 EP2894074 B1 EP 2894074B1
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EP
European Patent Office
Prior art keywords
network
data
network units
nes
units
Prior art date
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EP14150508.1A
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German (de)
English (en)
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EP2894074A1 (fr
Inventor
Wassim Badran
Théo Engel
Karin Biffiger
Roland Kormann
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Schweizerische Bundesbahnen SBB
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Schweizerische Bundesbahnen SBB
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Priority to EP14150508.1A priority Critical patent/EP2894074B1/fr
Publication of EP2894074A1 publication Critical patent/EP2894074A1/fr
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Classifications

    • 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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • 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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions
    • 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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • 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
    • B61L27/70—Details of trackside communication

Definitions

  • the invention relates to a method and a device for monitoring a railway network, in particular for monitoring stationary network units of the railway network.
  • Railway networks comprise an extremely large number of different network units distributed along the route network which must be located, monitored, maintained, modified, extended and / or controlled.
  • rail networks have grown historically, they often include subsystems that complement and often overlap, making it difficult to control, maintain, upgrade and control the rail network and the network units concerned.
  • the railway network includes control systems and safety systems, in particular signal boxes, such as those in, R. Hämmerli, The Principles of Railway Safety Systems, Swiss Federal Railways SBB, Volume 1, February 1990 , and Volume 2, November 1982 are described.
  • railway networks include control systems and communication systems as described in US Pat EP2631152A1 are described.
  • Either the network units are integrated into one or more specialized systems or the network units have to be individually localized and individually processed. If the network units are integrated in specialized systems, only the relevant specialists have access. Again, these specialized systems have the problem of costly redundancy as well as data matching, which is hardly possible due to system complexity. The specialized systems essentially provide only those information and services that are required in this specialized area, such as backup or communication. The cross-network leadership and planning are made much more difficult.
  • the EP0132548A1 discloses a device for operating a station system, which allows a rapid startup or restart of the system after a change in the plant topography, after a change in the area division, after changing element-specific data, or after the occurrence of failure cases.
  • the station system is described in a station data list in a separate input computer and communicated to individual area computers in the upgrade phase.
  • the present invention is therefore based on the object of specifying an improved method and an improved device for monitoring a railway network and its stationary network units.
  • data from the railway network and the network units should be able to be determined in a coordinated manner without having to access individually several overlapping subsystems or having to determine network units individually.
  • data such as status data
  • the network units which can be used as control information for the maintenance and modification of the railway network and the network units and the corresponding maintenance systems and modification systems, can be determined.
  • the railway network and parts thereof are to be precisely imaged and subsequently also be treated or processed as needed.
  • the method and apparatus should also provide the basis for revising and standardizing historically evolved complex railroad systems.
  • the method and the device should provide reference information which allows data from subsystems to be checked, corrected and connected or further evaluated.
  • the method is used to monitor a railway network and its stationary network units whose Object data together with the associated geographic coordinates of a reference system are recorded and stored in an object data record.
  • self-contained area boundaries are provided within the reference system defining network segments enclosing associated stationary network units, preferably monitoring all stored object data sets in one of the network segments and selecting the network units whose coordinates are within the respective network segments and that status data of the selected network units are determined and / or control data is transmitted to these network units.
  • the area boundaries can be selected as desired and can later be modified and adapted to changed circumstances.
  • the method according to the invention makes it possible to map a railway network or parts thereof in a simple manner and to capture status data of network units.
  • the state data may provide elementary or detailed information about the state of a network device. Of great value is the information that the network unit is located within the network segment and can be accessed at that location. Furthermore, the status data can indicate the current configuration of the network unit. For example, the location of a switch or the version of the operating program of a communication unit can be displayed. Furthermore, the functionality and occurred wear can be displayed. Furthermore, interface information and connection states to other network devices can be displayed. In addition, information may be displayed which allows to To access and control the network device.
  • the cross-network method according to the invention is thus in competition with the methods of special systems and thus makes it possible, on a case-by-case basis, to supplement or replace functions of the special systems.
  • deviations may relate to deviations from an earlier registered actual value and, for example, relate to signs of wear that occurred during operation.
  • the deviations may also refer to the difference between an earlier registered actual value and a newly entered nominal value, which was derived from planning data.
  • the status data in particular the mentioned deviations, preferably also financial data are recorded as object attributes.
  • the financial data linked to the network units provides a basis for coordinated budgeting and costing of the railway network and network segments.
  • the basic information of the railway network can be provided efficiently for all existing subsystems, such as control systems and management systems, maintenance systems and development systems.
  • Information can be selectively provided by class for the network segments of interest. This can be the case for every network segment mentioned quantity structure can be represented completely or partially.
  • the quantity structure preferably comprises the elements of the area "Engineering", the area “Railway Access”, the area “Lane”, the area “Energy”, the area “Traction Current”, the area “Safety Systems” and the area “Communication”.
  • the areas mentioned can be mapped individually or in combination as individual layers of a network segment. Furthermore, the individual areas themselves can be divided into layers.
  • the method and device according to the invention therefore fulfill the function of a tomograph, which can selectively display sections "in the body" of the railway network. For each image, the bone structure or the roadway structure of the railway network or the nerve structure or the communication structure of the railway network can be selectively displayed.
  • the tomographs allow only the layered imaging of a physical body, the method and device according to the invention allow the network units to be detected as controllable objects which the user can access as needed.
  • the method according to the invention is preferably configured in such a way that the user can access the network units or object units by mouse click in an image and display the intervention options. If the network units have a communication address, the user can communicate directly with this network unit. For example, using a diagnostic tool over the Internet, it can ping an ICMP (v6) echo request packet to the Send destination address and determine the round trip delay (RTD).
  • ICMP v6 echo request packet to the Send destination address and determine the round trip delay (RTD).
  • the user can therefore call, map and directly control the network units of interest in his work area.
  • the monitoring of the railway network according to the invention thus results in substantial advantages, in particular with regard to testing and maintenance, but also with regard to the maintenance of the substance and the expansion of the railway network.
  • the simple and error-free partial or complete mapping of the railway network and its condition creates an advantageous common basis for operation, planning and construction of the railway infrastructure.
  • the railway undertaking as an infrastructure manager and railway undertaking, automatically receives, by means of the method according to the invention, all the relevant information which serves as the basis for further action.
  • the geographic area personnel in various technical workspaces can selectively retrieve data for a geographic area to be processed for local testing or planning.
  • monitoring the network can be done in a single system.
  • the railway undertaking quickly receives access to relevant technical information at all levels, which can then be adopted with great precision in cost accounting and budgeting, in particular for maintenance, servicing, planning and development.
  • the image can be static or dynamic, if the connections between the network units, the interface data, the methods of the objects have been registered and thus interactions can be triggered and tracked online.
  • the image of the railway network created using the method according to the invention can therefore be represented multidimensional in any desired detail.
  • further vectors for example a maintenance vector, can be added to the network units.
  • states can be signaled that require intervention.
  • an object data set with object attributes is provided, which are preferably updated regularly.
  • Each object data set comprises at least the object identity and the object coordinates and preferably the object function.
  • the system affiliation, originating data, maintenance data, object methods, configuration data and / or interface data are recorded as attributes.
  • a communication address is preferably also inserted into the object data record.
  • Some of the attributes, such as the object identity, the object coordinates, the object function, the system membership, the object methods and the interface data have a static character.
  • associated coordinates for the rail network with its track strands and turnout points and the route network with its operating points and track axes are determined and stored.
  • the reciprocal connections and preferably also the possible interactions are therefore additionally registered.
  • the route network can be determined in the sequence.
  • the topology of the rail network can be created starting from the route network.
  • it is possible to precisely create the area boundaries For example, main tracks and side tracks, which are preferably marked as such, can be automatically separated from each other by the area boundaries.
  • the area boundaries are therefore preferably created automatically taking into account the object attributes. If the system affiliation, for example the affiliation with a signal box, is stored as object attributes, then the area boundaries can be automatically created in such a way that all network units belonging to this system are included in a network segment.
  • switches could be controlled in such a way that it is possible to create a road.
  • the area boundaries are preferably set as polygons so that they pass through the route axes of the route network each vertically.
  • each of the network units and their condition and, where appropriate, their configuration can be advantageously determined and registered. This can be done by direct measurement of the state of the network units by means of sensors, by retrieval by the maintenance personnel of locally entered status data, by data from a master computer or by taking account of influencing factors and occurring loads. For example, for each network unit or for each network segment, the time course of the weather and / or the traffic volume is detected. By means of the method according to the invention, it is possible, for example, to map the points within a network segment and preferably their configuration.
  • two or more network segments can be combined to form a segment group. If, for example, the network units are to be monitored or processed along a traffic axis, all network segments adjoining one another along this traffic axis can be combined in a segment group. The state of the network units of this traffic axis can be evaluated by reading data or performing tests to obtain the necessary information for network interventions.
  • At least one network computer which can access a database in which the object data sets of the network units are stored and which records the status data of the network units.
  • the network computer is connected to at least part of the network units via communication channels or control channels, so that data, possibly control data can be transmitted unidirectionally or bidirectionally.
  • the interrogation of data or the control of network units is preferably carried out by means of the object address contained in the object data set, to which corresponding instructions are transmitted.
  • the network computer and the corresponding network units are each provided with a communication unit, by means of which data is retrieved and transmitted by wire or wireless to the network computer, or by means of which data are transmitted to the network units in order to control or reconfigure them.
  • the combination units may be connected to the network computer via a wired or wireless network. Also possible is the data transmission via the power supply network, as is done in the so-called ripple control.
  • Data can also be queried contactless using RFID technology. If the network units are provided with a transponder, data can be queried, for example by means of mobile network units at each transit. In this way, the status data and attributes of the stationary network units can be updated regularly.
  • the mobile network units i. the rail vehicles, in particular the locomotives, assigned to an object data set, which is stored in the database and detected by the network computer, if its object coordinates are within a monitored network segment.
  • From the EP2631152A1 is a method for locating rail vehicles, ie mobile network units known. Based on this method, the object coordinates of the mobile network units can be recorded and updated regularly. The mobile network units can therefore be represented in the same way within a network segment as the stationary network units.
  • the present method and the interior of the EP2631152A1 described methods are therefore complementary to each other.
  • the present method is a basic method, but is also complementary to other methods implemented by the railway network.
  • Fig. 1 shows a section of a railway network GN of a railway network, which stationary, ie permanently installed Network units NE comprises.
  • the rail network includes, among others, main gulls HG-1, HG-2, HG-3, HG-4 and minor gullies NG-1, NG-2, NG-3, NG-4, NG-5.
  • BPS-1, ..., BPS-6 stations ST-A, ..., ST-F are also drawn.
  • the track network GN includes, among other things, safety systems, signaling systems, overhead lines, communication devices and buildings, eg at railway stations and bus stops. User-selected devices and their elements according to the invention form the network units NE.
  • Each of the network units NE is assigned an object data set with object attributes which comprise at least the object identity and the object coordinates.
  • object attributes which comprise at least the object identity and the object coordinates.
  • further attributes such as the object function, the system affiliation, for example belonging to a security system, origination data, maintenance data, object methods, configuration data, interface data and, if present, a communication address are recorded as attributes.
  • the object data sets of all relevant network units NE are stored in a database DB, which can be accessed by a network computer NR.
  • Planned and not yet realized network units NE can also be included in the database DB. If it is planned to replace a network unit NE, the new network unit NE, which has not yet been installed, can already be recorded and mapped in the database DB.
  • rail network GN run rail vehicles (see FIG. 5 ), which are provided with communication units via which the current position or the object coordinates of these rail vehicles are transmitted to the network computer NR and the database DB.
  • To determine the object coordinates for example, in the EP2631152A1 described method are used, in which the location a mobile device associated with a rail vehicle is within a cellular network.
  • mobile network units NE whose object coordinates have been detected can be treated as well as stationary network units NE.
  • a reference coordinate network for the object coordinates of the stationary network units NE for example, a national or international coordinate system is used.
  • Fig. 1 shows by way of example the detection of the object coordinates of a stationary network unit NEn, for example a switch arranged on a network node of the rail network GN.
  • the object coordinates x1 / y1 have been determined which, together with the identity ID of the network unit NEn, are transmitted to the network computer NR and stored by the latter in the database DB.
  • the database DB thus contains the non-redundant data of all network units NE of the railway network.
  • a first method step therefore, all relevant network units NE of the railway network are identified and their object coordinates are recorded.
  • the scope of the determined network units NE and the associated information depth or the scope of the attribute information for each network unit NE can be determined by the user.
  • the system is scalable and can be expanded as required.
  • the determination of the object information for the network units NE can be carried out automatically with appropriate equipment of the network units NE. If an intelligent network unit NE is provided with a GPS receiver, a unique identification number and a communication module, then the object coordinates can be determined automatically and with the Identification number to the network computer NR.
  • the identification number may optionally contain further information, such as the function associated with the network unit NE, the manufacturer and the date of manufacture.
  • Fig. 2 shows the part of the rail network SN of the railway network which is the part of the rail network GN of Fig. 1 equivalent.
  • the operating points BPS-1, ..., BPS-6 and BPK-6 and the distance axes L A , L B and L C , which connect these operating points BPS-1, ..., BPS-6 and BPK-6, are shown connect.
  • the illustrated part of the network shown SN is also divided into five network segments FA12, FA3, FA45, FA6 and FA7 based on area boundaries FAG, which can be independently monitored and / or controlled according to the invention, as is symbolically represented by the hatching.
  • the area boundaries FAG form in this embodiment polygons with a certain number of corners, which are associated with segment coordinates SK.
  • the network segment FA6 has an area boundary FAG with five corners, to which the segment coordinates SK1,..., SK5 are assigned.
  • the connecting lines between the vertices defined thereby form a self-contained boundary line.
  • a program module is provided which automatically calculates the boundary lines after the corner points have been set.
  • other geometrical objects can be used whose boundary lines can be calculated mathematically.
  • area boundaries FA it is also possible for area boundaries FA to run into one another.
  • a surface delineation FA X1 which includes a region with main tracks, can pass through a surface delineation FA Y2 , which comprises the minor part of the operating point BPx.
  • the area delineation FAG of a network segment FA determines the amount of all network units NE that lie within this network segment FA and within the map created by this network segment FA. This is achieved by comparing the coordinates of the network units NE with the coordinates of the area boundary FAG.
  • FIG. 2 shown five network segments FA12, FA3, FA45, FA6 and FA7 are separated from each other and are individually selected and displayed, which is shown symbolically by corresponding hatching.
  • Fig. 3 It is shown that different network segments FA can also be combined to form a segment group SG.
  • the network segments FA12, FA3, FA45, FA6 and FA7 of Fig. 2 are divided into a first segment group SG1 with the network segments FA12, FA3, and FA7 and a second segment group SG2 with the network segments FA45 and FA6, as illustrated by similar hatching.
  • the user therefore has the option of selectively limiting or expanding the area of monitoring and evaluation or control of the network units NE.
  • Fig. 4 shows the network computer NR of Fig. 1 with the image of the network segment FA6.
  • the area boundary FAG of the network segment FA6 can be modified in a simple manner in order to include a further network unit NE, namely a further communication unit B6-n, in the network segment FA6.
  • a new corner point SKn is added to the polygon of the area boundary FAG, which is positioned such that the communication unit B6-n now lies within the area boundary FAG.
  • the vertices SK2 and / or SK3 can be moved. Subsequently, the polygon is recalculated with the six vertices SK1, ..., SKn.
  • the object data of the network units NE of the network segment FA6 were read from the database and displayed on the screen.
  • selected classes of network units NE can be represented. For example, the elements of the routes, the signal boxes, the safety systems, the catenaries, the power supply, the communication system, and the other infrastructure can be selected and displayed individually or in combination.
  • the states of the network units NE can be represented in color, for example.
  • network units NE requiring maintenance can be drawn in red color.
  • All network units NE can also be retrieved with the associated information, which may be of a technical, administrative or financial nature.
  • Fig. 5 shows the physical network segment FA6 and its image on the network computer NR of Fig. 4 , It is shown in the non-claimed example that a mobile network unit NEm or train composition has entered the network segment NE6.
  • the object coordinates x2, y2 of the mobile network unit NEm are determined on the basis of the GPS system, based on the rail-bound balises B6-1, B6-2 or on the basis of the mobile radio system and transmitted to the database DB of the network computer NR.
  • the unclaimed device can be used by various users who need information about different network units NE.
  • a first user may specify that only the mobile network units NEm be displayed on the screen of his terminal connected to the network computer NR. In this way it is possible to control the fleet and organize and maintain it efficiently.
  • a second user can select the interlocking systems and the safety systems.
  • a third user can select the elements of the power supply or the communication.
  • a fourth user can select the building systems.
  • a fifth user can compare network units NE of the existing infrastructure with network units NE of a planned infrastructure.
  • a sixth user can display network units NE that require maintenance.
  • a seventh user can select network units NE and process related information, for example, to create a financial budget. Higher-level users can combine individual layers and determine relationships.
  • Fig. 5 is further illustrated with arrows that the network computer NR can communicate via communication units with intelligent network units NE to update the status data of these network units NE, or To obtain information about other network units NE.
  • the network computer NE can also transmit information, for example control information, to the network units NE in order to control or configure them. For example, in periods where traffic is at a standstill, tests and examinations may be performed.
  • Arrows indicate symbolically that bidirectional data exchange is possible with the balises B6-1, B6-2, the mobile network unit NEm and the signal boxes and safety installations of the operating point BPS-6, for example to determine further status data. It is preferably provided that the user can automatically create a connection with this with a mouse click on an imaged network unit NE in order to retrieve data or to carry out tests or to change their configuration.
  • a stationary network unit NEs also further data determined but can not be retrieved directly from this.
  • the state of the network unit Nes can be calculated and displayed.
  • the number of switches can be determined from the interlocking and compared with a threshold value. As soon as the threshold is exceeded, this is signaled on the screen.
  • the threshold value As soon as the threshold is exceeded, this is signaled on the screen.
  • the current and, by extrapolation, the future maintenance requirements can therefore be displayed, which makes short-term and long-term planning much easier.
  • the inventive method therefore allows the operator of the railway network to monitor the railway network and parts thereof.
  • the application of the method is scalable and can be applied to arbitrary network devices NE be extended or limited.
  • the accesses to the intelligent network units NE in order to query data, to make configuration changes, for example to update operating programs, can be expanded or restricted as desired.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Mobile Radio Communication Systems (AREA)

Claims (13)

  1. Procédé de surveillance d'un réseau ferroviaire et de ses unités de réseau fixes (NEs), dont les données d'objet ainsi que les coordonnées géographiques associées relatives à un système de référence sont saisies et mémorisées dans un ensemble de données d'objet, un ordinateur de réseau (NR) étant prévu pour acquérir les données d'objet, lequel ordinateur de réseau accède à au moins une base de données (DB) dans laquelle sont mémorisés les ensembles de données d'objet des unités de réseau fixes (NEs), cependant
    a) des limites de zones fermées sont fournies dans le système de référence par lesquelles sont définis les segments de réseau (FA12, FA3, ...) qui comprennent les unités de réseau fixes (NE) associées;
    b) pour la surveillance des unités de réseau fixes (NEs) dans l'un des segments de réseau (FA12; FA3, ...), au moins une partie des ensembles de données d'objet mémorisés est testée et les unités de réseau fixes (NE) dont les coordonnées d'objet se trouvent dans les segments de réseau (FA12, FA3, ...) sont sélectionnées; et
    c) données d'état des unités de réseau fixes (NEs) sélectionnées sont déterminées.
  2. Procédé selon la revendication 1, caractérisé en ce que chaque ensemble de données d'objet présente, outre les coordonnées d'objet associées et l'identité d'objet, d'autres attributs d'objet, tels que des données fonctionnelles, des données de configuration, une affiliation système, des données d'origine, des données de maintenance, des procédés objet, des données d'interface et/ou une adresse de communication, et/ou les segments de réseau associés (FA12, FA3, etc.) sont entièrement mappés ou répartis en classes à partir des données d'état déterminées.
  3. Procédé selon la revendication 1, caractérisé en ce que des coordonnées relatives au système de référence sont déterminées et mémorisées pour le réseau de voies associé établi pour le réseau ferroviaire avec ses tronçons de voies et ses points de commutation ainsi que pour le réseau de transport associé avec ses points de fonctionnement et axes de transport.
  4. Procédé selon la revendication 1, 2 ou 3, caractérisé en ce que les limites de zone sont déterminées en tenant compte de
    a) la topologie du réseau de voies et/ou du réseau de transport;
    b) les limites des postes d'aiguillage;
    c) les types de voies, différenciées en voies principales et secondaires;
    d) les limites du courant de traction; et/ou
    e) les limites historiques et administratives existantes.
  5. Procédé selon la revendication 4, caractérisé en ce que les limites de zone sont définies de préférence sous forme de polygones de telle sorte qu'elles traversent verticalement les axes de lignes (LA, LB et LC) du réseau de transport (SN).
  6. Procédé selon la revendication 1, 2 ou 3, caractérisé en ce que, pour déterminer les données d'état, on détecte, par accès à des capteurs, à des systèmes de commande et à des systèmes d'information, des charges survenant notamment au trafic et/ou à des influences météorologiques.
  7. Procédé selon une des revendications 1 - 6, caractérisé en ce que l'état physique des unités de réseau fixes (NE) est calculé et cartographié à l'aide des données d'état et en ce que pour au moins certaines des unités de réseau fixes (NE), au moins un vecteur d'état est prévu qui sert d'indicateur pour les interventions de maintenance nécessaires.
  8. Procédé selon une des revendications 1 - 7, caractérisé en ce que deux ou plusieurs segments de réseau (FA12, FA3, ...) sont éventuellement combinés pour former un groupe de segments (SG1).
  9. Procédé selon une des revendications 1 - 8, caractérisé en ce que l'ordinateur de réseau (NR) acquiert les données d'état des unités de réseau fixes (NE) et/ou communique unidirectionnellement ou bidirectionnellement avec les unités de réseau fixes (NE), si nécessaire afin d'extraire des données.
  10. Procédé selon une des revendications 1 - 9, caractérisé en ce que des données d'état d'unités de réseau fixes (NE) sont acquises sur la base d'unités de réseau mobiles (NEm), telles que des locomotives, qui communiquent par des interfaces de communication avec les unités de réseau fixes (NE) d'une part, et l'ordinateur réseau (NR) d'autre part.
  11. Procédé selon une des revendications 1 - 12, caractérisé en ce que des données d'interface et des interactions de connexion entre des unités de réseau stationnaires individuelles (NE) sont déclenchées au moyen des méthodes objet enregistrées et des modifications de configuration sont collectées.
  12. Dispositif pour la mise en oeuvre du procédé selon une des revendications 1 - 11 pour la surveillance d'un réseau ferroviaire et de ses unités de réseau fixes (NEs), dont les données d'objet ainsi que les coordonnées géographiques associées relatives à un système de référence sont saisies et mémorisées dans un ensemble de données d'objet, un ordinateur de réseau (NR) étant prévu pour acquérir les données d'objet et pour accéder à au moins une base de données (DB) dans laquelle sont enregistrables les ensembles de données d'objet des unités de réseau fixes (NEs).
  13. Dispositif selon la revendication 12, caractérisé en ce que l'ordinateur de réseau (NR) et les unités de réseau stationnaires (NE) sont munis de dispositifs de communication qui permettent une communication filaire ou sans fil.
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Cited By (1)

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JP7295106B2 (ja) 2017-11-09 2023-06-20 トラック マシーンズ コネクティッド ゲゼルシャフト エム．ベー．ハー． 軌道ネットワーク内でのナビゲートのためのシステムおよび方法
DE102018210550A1 (de) * 2018-06-28 2020-01-02 Siemens Aktiengesellschaft Vorrichtung und Verfahren zum Speichern von schienenverkehrsrelevanten Zustandsdaten in einer verteilten Datenbank
EP3594084A1 (fr) * 2018-07-13 2020-01-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance d'un réseau ferroviaire et réseau ferroviaire
DE102021213354B4 (de) * 2021-11-26 2023-07-13 Gts Deutschland Gmbh Verfahren zum Betrieb eines Eisenbahnnetzes mit Überwachung von Infrastrukturkomponenten

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DE3323269A1 (de) * 1983-06-28 1985-01-10 Siemens AG, 1000 Berlin und 8000 München Einrichtung zum betrieb eines rechnergesteuerten stellwerkes
US5463552A (en) * 1992-07-30 1995-10-31 Aeg Transportation Systems, Inc. Rules-based interlocking engine using virtual gates
WO2010035319A1 (fr) * 2008-09-25 2010-04-01 ジェイアール東日本コンサルタンツ株式会社 Système de gestion d'installation utilisant un système d'informations géographiques
EP2631152B1 (fr) 2012-02-24 2015-04-08 Schweizerische Bundesbahnen SBB Procédé et dispositif pour la gestion de ressources dans un réseau ferré

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EP3926779A1 (fr) 2020-06-16 2021-12-22 Schweizerische Bundesbahnen SBB Procédé de commande de charge dans un système électrique et système électrique

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