EP3075625B1 - Method and system for dynamic path securing in a multi-track track system - Google Patents

Description

The invention relates to a method for dynamic guideway security in a multi-track track system with two track sections and two switches, each comprising a trunk direction and are adjustable in at least one branch direction to form a guideway.

The track occupancy report and track vacancy of track tracks to the roadway safety in rail transport is u.a. by securing with driveways or block information. For example, in accordance with the guidelines of DB Netz AG, there is the requirement in particular to keep so-called slip-roads before and danger-point distances behind the track section traveled by a rail vehicle with the aid of track occupancy messages from other rail vehicles.

In this way, among other things, the counter-traffic protection and the follow-on driving protection as well as the safety at the point changeover are to be ensured on the affected track sections. Consequently, hazardous situations, such as collisions of two rail vehicles, in particular due to exceptional circumstances such as reduced friction between the wheel tread and rail under appropriate weather conditions or human error, can be prevented.

Individual track sections or free field sections of a track section can be defined by Achszählkreise, each Achszählkreis has a rail switch at the beginning and end of a section. This rail switch is preferably equipped with two subsystems and can determine as Achszählkontakt both the number of axles of a passing rail vehicle, as well as its direction of travel. By contrast, a simple rail switch with only one subsystem is only able to detect the passage of a rail vehicle and thus contribute to the train location, but no further statement, for example, on the direction of travel, it emerges. From the information obtained, a track occupancy message or a track vacancy message for controlling the rail traffic is generated for the affected axle counting circuit.

As soon as a rail vehicle enters an axle counting circuit and passes a rail switch, the traveled section for further rail vehicles is marked with a track occupancy message. In terms of safety precautions, in the form of slip-roads and danger point distances, the sections of track adjacent to the track section are also marked occupied for other rail vehicles. In particular, in the case of a multi-track track system with one or more points connections, this may result in a limited availability of the associated track distances.

The document EP 1 897 779 A1 describes a method for free and busy message by means of a Achszähleranordnung to form track detection sections at driveways with rail bifurcation and peripheral siding, to save axle meters, the train detection sections are formed as needed between those axle counters, due to preset switch positions on the rail bifurcations and provided for driving connections result.

The present invention has for its object to increase the availability of a multi-track track system with at least one switch connection.

This object is achieved by a method and a system according to the independent claims 1 and 11, wherein advantageous embodiments are given in the dependent claims.

The invention is based on the idea of providing a method for the dynamic access control in a multi-track track system. For this purpose, the track system has two track sections and two points, each of which comprises a main direction and can be adjusted in at least one branch direction to form a track. The switches allow in this way the Connection of a first track section with a second track section.

Furthermore, the first track section on a first and a second rail switch, which are summarized to a first Achszählkreis. Between the first and the second rail switch, a first switch is provided. The second track section has a third and a fourth rail switch, which can be combined to form a second Achszählkreis. Between the third and the fourth rail switch, a second switch is provided.

The track system further comprises a system control, which is designed to summarize the first and the second rail switch of the first track with the third and the fourth rail switch of the second track to a third Achszählkreis. In particular, the third Achszählkreis is formed by the plant control when the first or second switch is set in the branch direction and a rail vehicle is detected at the entrance to the trained track by a rail switch of the first or second track section.

The proposed method therefore advantageously provides for dynamically combining the first, second, third and fourth rail switches exclusively in the case when the first and / or second points are set in the branch direction and a rail vehicle travels along the track. The formation of the third Achszählkreises is preferably carried out upon detection of the rail vehicle by one of the rail switches. It is also not excluded that the third Achszählkreis can be formed even before the entrance of the rail vehicle in the track through the plant control. The system control forms the third Achszählkreis latest when the entrance of a rail vehicle is detected in the guideway through one of the rail switches of the first or second track section.

For this purpose, the first and second axle counting circuits can be combined dynamically to form a higher-order third axle counting circuit. The availability of the first and second track section is only slightly influenced by the fact that no further rail switch along the track between the first and second switch is provided. The availability of Track system with four rail switches and at least one switch connection is thus increased overall.

In particular, this advantage occurs because the system controller according to a further embodiment is designed to generate at least one track busy message and / or at least one track free message for the first, second and third axle counting circuits. If a rail vehicle enters the track and is detected by a rail switch, the plant control gives a clear information about the occupancy of the infrastructure and thus the interconnected connected first and second track.

If the first and second points are set in the main direction, track occupancy messages and / or train release messages for the track system are generated on the basis of the first and second axle counting circuits. The track sections are in this case separately from each other by rail vehicles in the same or opposite direction passable.

The inventive method comprises in a further embodiment, the possibility that the system control resolves the third Achszählkreis again as soon as the rail vehicle has completely left the third Achszählkreis and a corresponding track release for the track or for the track system with the first and second track section is generated. Since the formation of the third axle counting circuit by the plant control is associated with the entrance to the driveway and the exit from the driveway, the third axle counting circuit is preferably formed for a limited duration as required by the plant controller.

Furthermore, it is ensured by the resolution of the third Achszählkreises in conjunction with the complete exit of the rail vehicle that the first and second track section can continue to be operated separately. Only when at least one of the turnouts in the branch direction and the detection of a rail vehicle on one of the present on the track rails rail switch the third Achszählkreis is dynamically used to generate a track occupancy message and / or track vacancy.

In a further embodiment, the position of the switches of the track system in preferably predetermined and regular time intervals is checked by the plant control. Advantageously, the system controller determines in this way, whether the condition of the switch position for the formation of the third Achszählkreises is met.

When setting the points in the trunk direction, the track is not passable. Thus, the dynamic formation of the third Achszählkreises irrelevant to the generation of sufficient track occupancy messages or track-free messages along the first and second track section. In this case, there is no need to spend system control resources on the dynamic formation of the third axle counting circuit and to restrict the availability of the track system by combining the rail switches of the first and second track sections to a higher third axle counting circuit.

Another embodiment of the present invention provides a fifth rail switch in the track system, preferably in the track between the first and second points. The system controller assigns this fifth rail switch to the first and the second Achszählkreis. Thus, according to this embodiment, the first Achszählkreis from the first, second and fifth rail switch and the second Achszählkreis from the third, fourth and fifth rail switch. This results in the advantage that the generation of a track occupancy message and / or track release message for the track system can be carried out on the basis of the first and / or second axle counting circuit both when the switches are in the main direction and in the branch direction.

Furthermore, the system control checks in one embodiment, the functional state of the rail switch of the track system, preferably at predetermined time intervals. In particular, this ensures that the generation of track occupancy messages and / or train release messages is based on functional rail switch and the defect of a rail switch is optionally detected. In this way, a resource-saving traffic monitoring is advantageously ensured with optimum availability of the track system.

According to a further embodiment, at least one track occupancy message and / or track release message for the first and / or second Achszählkreis be generated, if the switches are set in the branch direction, a rail vehicle at the entrance to the track by the first, second, third or fourth rail switch detected is and a proper functional state of the fifth rail switch is present.

Only when the full functionality of the fifth rail switch between the first and second points is detected by the plant control, the dynamic formation of the third Achszählkreises by the plant control in position of the switches in the branch direction is not necessary. So it is possible under these conditions to generate track occupancy messages and / or track vacancies for the track and for the track of the track system based on the first and second Achszählkreises using the fifth rail switch.

An embodiment of the present invention, when the first and second turnout switches are in the branching direction, the railroad vehicle is detected entering the driveway, and the fifth track switch is defective, the plant controller dynamically forms the third axle counting circuit and a track occupancy indication for the third Achszkreis generated. The defective fifth rail switch is not taken into account in this case. Thus, the operation of the track system can be maintained despite the defect of the fifth rail switch. The availability of the track system is thus limited only slightly.

For the purposes of the present invention, a defect of a rail switch can mean both complete and partial impairment of the functionality. Thus, there is the possibility that a partially defective rail switch generates a detection message to the system controller when passing through a rail vehicle, by means of which the number of axles of the rail vehicle can not be adequately verified. The failure of a single component of a rail switch does not necessarily cause the complete failure of a rail switch. Accordingly, under a defect both a complete malfunction and a Partial impairment of the functionality of a rail switch are understood.

Furthermore, it is also conceivable that, for example, the exceeding of a preferably regular maintenance or Befahrungsintervalls for a rail switch causes the affected rail switch is specifically registered as defective by the plant control.

The defect of a rail switch can be received as a signal of a rail switch from the plant control. Likewise, it is possible that the system controller sends a signal to a rail switch, preferably at predetermined intervals, and can infer from a resulting return signal or from a lack of return signal on the functioning of the rail switch.

The system controller may also include a timer that defines a rail switch as defective or in need of service when a predetermined service or drive interval is exceeded. In this case, there is not necessarily an actual defect. However, such a defect is simulated until a confirmation of the functionality of the rail switch is made. This can be done, for example, by driving over the rail switch with a rail vehicle, whereby an axle counting signal is transmitted to the system control.

Furthermore, it can be provided that when the first and second points are set in the main direction and when a rail vehicle is detected by the first or second rail switch when entering the first track section, a track busy message for the first axle counting circuit is generated. The generation of a track occupancy message for the first track section is in this case independent of the state of the fifth rail switch and a track occupancy message or track release message for the second Achszählkreis. In this way, the first and the second track section can be operated separately from each other and independently of the fifth rail switch or its state. The dynamic formation of the third Achszählkreises for driving safety or traffic monitoring in the track system is not necessary.

A further embodiment of the present invention provides in particular that the rail switches of the track system are designed as rail switches with two subsystems, which are also referred to as Achszählkontakte. Especially in the formation of Achszählkreisen comprehensive information about the passing rail vehicle, such as direction and number of axles can be determined with such a Achszählkontakt, whereby verified or redundant information for generating a track occupancy message or a track vacancy for the respective Achszählkreis are available. Such a verified message is based on a comparison of the counted by the rail switch on entry and exit axes of the rail vehicle. Due to the structure of a rail switch with two subsystems, a defect of a rail switch may result solely from the malfunction of one of the components, in particular one of the subsystems. Likewise, the defect of a single rail switch may be due to individual components of the assembly.

The invention further relates to a system for carrying out the method described above according to independent claim 11. The system comprises a display means and an input means for interaction of a user of the track system with the system.

The display means may be adapted to receive a message signal from the plant controller and output the at least one indication of an axle counting circuit formed by the plant controller. In other words, the system may have other and / or additional means to alert the user to such an indication. Preferably, the note is rendered comprehensible and interpretable output for the user in order to be able to initiate necessary steps for the proper operation of the track system in the sequence.

In particular, the display means for this purpose may comprise acoustic, visual and / or optical means. For example, the user can be made aware of a feedback of the system control by signal tones, voice outputs, lights, messages in text form and / or image form, schematic representation of the track system and / or vibrations of the input device and information of the system, such as For example, at least an indication of a formed Achszählkreis be transmitted understandable.

Fig. 1a:

eine Gleisanlage mit einer ersten und einer zweiten Gleisstrecke sowie zwei Weichen, gestellt in Stammrichtung, so dass eine erste und eine zweite Gleisstrecke befahrbar sind;

Fig. 1b:

eine Gleisanlage mit einer ersten und einer zweiten Gleisstrecke sowie zwei Weichen, gestellt in Zweigrichtung, so dass der Fahrweg befahrbar ist; und

Fig. 2a:

eine Gleisanlage mit einer ersten und einer zweiten Gleisstrecke sowie zwei Weichen, gestellt in Stammrichtung, so dass eine erste und eine zweite Gleisstrecke befahrbar sind;

Fig. 2b:

eine Gleisanlage bei Defekt eines fünften Schienenschalters mit einer ersten und einer zweiten Gleisstrecke sowie zwei Weichen, gestellt in Zweigrichtung, so dass der Fahrweg befahrbar ist; und

Fig. 3:

ein Ablaufdiagramm der Anlagensteuerung zur bedarfsweisen, dynamischen Zusammenfassung von Schienenschaltern zu einem dritten Achszählkreis.

The invention is explained in more detail below on the basis of embodiments with reference to the accompanying schematic drawings. Show it:

Fig. 1a:

a track system with a first and a second track section and two switches, placed in the trunk direction, so that a first and a second track section are passable;

Fig. 1b:

a track system with a first and a second track section and two switches, set in the branch direction, so that the track is passable; and

Fig. 2a:

a track system with a first and a second track section and two switches, placed in the trunk direction, so that a first and a second track section are passable;

Fig. 2b:

a track system in case of defect of a fifth rail switch with a first and a second track section and two switches, set in the branch direction, so that the track is passable; and

3:

a flow chart of the plant control for on-demand, dynamic summary of rail switches to a third Achszählkreis.

Fig. 1a shows a possible embodiment of the track system GA, for which a dynamic travel safety device according to the present invention is used. In particular, the track system GA has a first track section GS1 and a second track section GS2. On the first track GS1 a first and a second rail switch AZ1, AZ2 are provided, wherein the second track section GS2 has a third and a fourth rail switch AZ3, AZ4.

The rail switches of the two track GS1, GS2 are the system control to a first Achszählkreis AZK1 for the first track GS1 and a second Achszählkreis AZK2 for the second track GS2 summarized. Furthermore, the illustrated track system GA at least a first switch W1 and a second switch W2.

In particular, the points W1, W2 have a root direction SR and a branch direction ZR. A switch connection with the points W1, W2 is provided in such a way that when the points W1, W2 are in the branch direction ZR, a drivable track is created. For this purpose, the switch connection is formed, if necessary, between the first and second rail switch AZ1, AZ2 of the first track section GS1 and the third and fourth rail switch AZ3, AZ4 of the second track section GS2.

As shown in Fig. 1a track occupancy messages and / or track release messages along the first and second track GS1, GS2 are generated with the position of the switches W1, W2 in the tree direction SR based on the first and second Achszählkreises AZK1, AZK2.

Fig. 1b illustrates the track system Fig. 1a in position of the switches W1, W2 in the branch direction, whereby a drivable track is formed by means of the first and second points W1, W2. If in this case a rail vehicle is detected by the first, second, third or fourth rail switch AZ1, AZ2, AZ3, AZ4 at the entrance to the track, the rail switches of the first and second rail track GS1, GS2 from the plant control to a third Achszählkreis AZK3 summarized. This ensures that the complete exit of the rail vehicle can be detected reliably, a track release signal generated for the track system and the third axle counting circuit can be resolved again.

Fig. 2a shows a track system according to Fig. 1a , wherein between the switches W1, W2 a fifth rail switch AZ5 is provided. The fifth rail switch AZ5 is assigned to the first axle counting circuit AZK1 and the second axle counting circuit AZK2 as a further rail switch. The first axle counting circuit AZK1 consequently has the first, second and fifth rail switches AZ1, AZ2, AZ5, the second axle counting circuit AZK2 having the third, fourth and fifth rail switches AZ3, AZ4, AZ5. If the points W1, W2 are set in the main direction, the generation of track occupancy messages and track release for the track system GA based on the first and second Achszählkreises AZK1, AZK2.

In Fig. 2b is the track layout off Fig. 2a shown, wherein the first and second points W1, W2 are set in the branch direction, so that a track is passable. Furthermore, the fifth rail switch AZ5 has a defect, wherein the defect can relate to only one subsystem or both subsystems of the rail switch, which is preferably designed as an axle counting contact. In this case, the system controller forms from the first, second, third and fourth rail switches AZ1, AZ2, AZ3, AZ4 a third axle counting circuit AZK3, whereby the fifth rail switch AZ5 is disregarded for generating track occupancy messages and / or track release messages. In particular, the drive way assurance by means of the third Achszählkreises AZK3 dynamically, so that the third Achszählkreis AZK3 is formed with entry of a rail vehicle in the guideway and after the exit from the track again dissolved. Preferably, the resolution of the third Achszählkreises AZK3 takes place when leaving the track, taking into account the total number of axles of the rail vehicle.

In this way, it is possible to drive the track despite a defect of the fifth rail switch AZ5 or to generate corresponding track occupancy messages or track release messages for the track system. Accordingly, an increase in the availability of the entire track system GA including the first and second track section GS1, GS2 is possible.

Fig. 3 shows a flow diagram for the dynamic driving safety by the plant control. The present process starts 101 with the passing of a rail vehicle on a rail switch of the first or second rail track GS1, GS2. If no defect of a rail switch is determined by the system control 109, there is a regular check of the functional state of the rail switches AZ1-AZ5 in preferably predetermined time intervals 102.

If there is a defect in a rail switch 102, 108, the position of the switch W1 103 determines the further process sequence. If the switches W1, W2 are set 110 in the main direction SR, a defect of a rail switch, in particular for the fifth rail switch AZ5, is disregarded 104. If the points W1, W2 are set 111 in the branch direction ZR, the Rail switch AZ1-AZ4 the first and second track track GS1, GS2 summarized to the third Achszählkreis AZK3 for the duration of driving on the track by a rail vehicle.

After the situation-based procedure as a result of the switch position 110, 111, a check of the functional state or the functionality 106 of the rail switch concerned, in particular the fifth rail switch AZ5, preferably at predetermined time intervals. If such a defect of the affected rail switch is fixed 108, the plant control goes to the end of the process in the normal operation on 107. If a defect of a rail switch, in particular the fifth rail switch AZ5, continue to exist 109, turn the result of checking the switch position 103, preferably predetermined Time intervals, used to decide on the further process flow 110, 111.

In this way, it is ensured that the third axle counting circuit AZK3 is formed as a higher-level instance only if necessary dynamically. A defective or partially faulty fifth rail switch AZ5 may be disregarded for assessing the track occupancy.

After the normal operation is resumed at the end of the flowchart 107, a new process run can again start 101 during the detection of a rail vehicle at a rail switch of the first or second rail track GS1, GS2.

LIST OF REFERENCE NUMBERS

AZ

rail switch

W

switch

GA

track system

GS

railway track

ZR

branch direction

SR

strain direction

AZK

Achszählkreis

101

process start

102

Defect of a rail switch present / detected?

103

Position of the diverter W1?

104

Do not consider the defect of a rail switch

105

Form third axle counting circle and dissolve after exit

106

Defect of the rail switch eliminated?

107

Process / normal operation

108

Yes

109

No

110

Root direction of the switch

111

Branch direction of the switch

Claims (12)

1. A method for dynamic path securing in a multi-track track system (GA) having a first (GS1) and a second track segment (GS1, GS2) and a first (W1) and a second point (W2), each incorporating a root direction (SR) and being adjustable in at least one shunt direction (ZR) to form a travel path, wherein the first track segment (GS1) comprises a first rail switch (AZ1) and a second rail switch (AZ2) able to be integrated into a first axle counting circuit (AZK1) and between which the first point (W1) is provided, and wherein the second track segment (GS2) comprises a third rail switch (AZ3) and a fourth rail switch (AZ4) able to be integrated into a second axle counting circuit (AZK2) and between which the second point (W2) is provided,
   characterized in that
   a system control of the track system (GA) integrates the first and second rail switch (AZ1, AZ2) of the first track segment (GS1) and the third and fourth rail switch (AZ3, AZ4) of the second track segment (GS2) into a third axle counting circuit (AZK3) upon

   - the first and/or second point (W1, W2) being in the shunt direction (ZR) position, and

   - a rail switch (AZ1-AZ4) of the first or second track segment (GS1, GS2) detecting a rail vehicle entering into the travel path.
2. The method according to claim 1,
   wherein the system control for the axle counting circuits (AZK1-AZK3) generates at least one track-occupied signal and/or at least one track-clear signal.
3. The method according to claim 1 or 2,
   wherein the system control disbands the third axle counting circuit (AZK3) as soon as the rail vehicle has completely exited the third axle counting circuit (AZK3) and the third axle counting circuit (AZK3) has a track-clear signal.
4. The method according to one of claims 1 to 3,
   wherein the system control checks the position of the first and second point (W1, W2) at predetermined intervals.
5. The method according to one of claims 1 to 4,
   wherein the track system (GA) comprises a fifth rail switch (AZ5) provided in the travel path, and wherein the fifth rail switch (AZ5) is further allocated to the first axle counting circuit (AZK1) and/or the second axle counting circuit (AZK2).
6. The method according to one of claims 1 to 5,
   wherein the system control checks the functional status of the rail switches (AZ1-AZ5) of the track system (GA) at predetermined intervals.
7. The method according to claim 5 or 6,
   wherein a track-occupied signal is generated for the first and/or second axle counting circuit (AZK1, AZK2) upon

   - the first and second point (W1, W2) being in the shunt direction (ZR) position,

   - a rail switch (AZ1-AZ4) of the first or second track segment (GS1, GS2) detecting a rail vehicle entering into the travel path, and

   - the fifth rail switch (AZ5) exhibiting normal functional status.
8. The method according to one of claims 5 to 7,
   wherein a track-occupied signal is generated for the third axle counting circuit (AZK3) upon

   - the first and second point (W1, W2) being in the shunt direction (ZR) position,

   - a rail switch (AZ1-AZ4) of the first or second track segment (GS1, GS2) detecting a rail vehicle entering into the travel path, and

   - the fifth rail switch (AZ5) exhibiting a defect.
9. The method according to one of claims 5 to 8,
   wherein a track-occupied signal is generated for the first axle counting circuit (AZK1) independent of a fifth rail switch (AZ5) status and a track-clear signal or track-occupied signal for the second axle counting circuit (AZK2) upon

   - the first and second point (W1, W2) being in the root direction position, and

   - the first or second rail switch (AZ1-AZ4) detecting a rail vehicle entering into the first track segment (GS1).
10. The method according to one of claims 1 to 9,
    wherein the rail switches (AZ1-AZ5) are preferably configured as rail switches having two subsystems.
11. A system for implementing a method according to at least one of claims 1 to 10,
    wherein the system comprises at least one display means and at least one input means for a user of the track system (GA) to interact with the system.
12. The system according to claim 11,
    wherein the display means is designed to display at least an indication of an axle counting circuit generated by the system control.

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