EP3075626B1 - Procede et systeme d'exploitation d'une voie ferree - Google Patents

Procede et systeme d'exploitation d'une voie ferree Download PDF

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Publication number
EP3075626B1
EP3075626B1 EP16161618.0A EP16161618A EP3075626B1 EP 3075626 B1 EP3075626 B1 EP 3075626B1 EP 16161618 A EP16161618 A EP 16161618A EP 3075626 B1 EP3075626 B1 EP 3075626B1
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EP
European Patent Office
Prior art keywords
track
rail
switch
rail switch
system control
Prior art date
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Application number
EP16161618.0A
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German (de)
English (en)
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EP3075626A2 (fr
EP3075626A3 (fr
Inventor
Markus Mende
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Pintsch GmbH
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Pintsch GmbH
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Publication date
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Priority to PL16161618T priority Critical patent/PL3075626T3/pl
Publication of EP3075626A2 publication Critical patent/EP3075626A2/fr
Publication of EP3075626A3 publication Critical patent/EP3075626A3/fr
Application granted granted Critical
Publication of EP3075626B1 publication Critical patent/EP3075626B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
    • 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
    • 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

Definitions

  • the invention relates to a method for operating a track system with a first track section and a second track section, a switch with a master direction and a branch direction and at least three rail switches.
  • 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.
  • 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.
  • each Achsallegedly Vietnamese track section or free field sections of a track section can be defined by Achs destroyed Vietnamese Vietnamese, each Achsallegedly Vietnamese has a rail switch at each beginning and end.
  • the rail switch is preferably equipped with two subsystems and can determine as Achsterrorism toast both the number of axles of a passing rail vehicle and its direction of travel.
  • a 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 for the affected Achsallegedly Vietnamese a track occupancy messages or a track vacancy message for controlling the rail traffic is generated.
  • the traveled section for further rail vehicles is marked with a track occupancy message.
  • the sections of track adjacent to the track section are also marked occupied for other rail vehicles.
  • the EP 2 088 051 A1 discloses a method in which, in case of faulty transmission of the key to set the points an emergency key is created in the control center.
  • the present invention is based on the object to increase the availability of a track system in case of defect of a rail switch.
  • the invention is based on the idea to provide a method for operating a track system.
  • the track system has a first track section and a second track section. Furthermore, the track system has at least one switch, which includes a master direction and is adjustable in at least one branch direction, and a first rail switch, which is arranged in the trunk direction on the first track section behind the switch.
  • a system control of the track system generates a message signal in case of defect of a rail switch, which contains at least an indication of the position of the switch in the branch direction.
  • the plant controller can analyze detour possibilities for the faulty rail switch based on the available track distances of a track system.
  • the plant control proposes one or more alternative travel paths, which cause the track track failure of the track system to be as short as possible, and is designed to take into account rail traffic information.
  • An indication may in this case make the position of one or more switches to form a permissible alternative travel required.
  • Several indications may refer to different alternative routes within a complex track system with a plurality of switches and track sections with the aim of forming at least one permitted alternative route.
  • An alternative route is permissible if this is passable by a rail vehicle in the original direction of travel.
  • a new alternative route is formed from the first and second track sections.
  • the rail vehicle can thus not drive the defective rail switch or the associated track section.
  • the faulty rail switch remains unconsidered for the generation of a track occupancy message or a track vacancy message.
  • the driving of the defective rail switch or the associated track section is meanwhile prevented by further expedient, technical measures.
  • a rail vehicle can drive the first track section and is detected after passing the switch in the root direction by the first rail switch. Taking into account the necessary safety-related space distances, in the form of a slip-through path and a danger point distance, the track section can then be released again for other rail vehicles.
  • an alternative route consisting of parts of the first and second track section, be marked with a track release message as soon as a rail vehicle has left the alternative route. Since the faulty rail switch is not on the new alternative travel, its malfunction does not affect the availability of the permissible alternative travel in the form of a permanent track occupancy message.
  • the present invention makes it possible to increase the availability of a track system by a defective rail switch can be bypassed by alternative routes.
  • alternative routes In particular, in the case of eg marshalling yards, with a large number of points and track sections, there are numerous possibilities for alternative routes. In this way, an unnecessary track busy message for at least one track section can be prevented, which is due to a single faulty rail switch.
  • this advantage occurs in an embodiment according to the invention when a second rail switch on the first track section and a third rail switch on the second rail track are provided.
  • the second rail switch is arranged in front of the switch.
  • the third rail switch is preferably provided on a track section of the second track section behind the switch.
  • the second rail switch on the first track section and the third rail switch on the second track track detects a rail vehicle that travels the alternative route.
  • the system controller assigns two directly successive rail switches to an axle counting circuit, wherein the rail switches are arranged one behind the other on a track section and / or on an alternative path in the direction of travel of the rail vehicle.
  • a track occupancy message or track vacancy of a track section based on the entrance and exit of a rail vehicle is defined in such Achsweakened Vietnamese.
  • the system controller may generate a track occupancy message or a track release message when a rail vehicle enters or exits the axle counting circuit.
  • a rail switch is provided for this purpose at each input and at each output of a Achsoutheasternmaschinees.
  • the plant controller assigns the first, second, and third rail switches to a first axle counting circuit. So it is possible, based on the first Achsoutheasternes at least one track occupancy message and / or track release for the track system with the at least one switch and the first and second track sections to produce. With complete functionality of all rail switches, the occupancy of the track system can be determined both along the first track section and along the alternative path through the system control using the first Achsweakenednikes.
  • the system control generates a track occupancy message and / or track release message for the first Achs vomnik, regardless of the first rail switch in case of defect of the first rail switch.
  • the system controller does not take into account the status or the state of the first rail switch.
  • a possible track busy message of the defective first rail switch to the plant control thus does not affect the generation of a track occupancy message and / or a track vacancy for the first Achsweakenednik along the alternative path with the second and third rail switch.
  • the defective first rail switch is still assigned to the first Achstapped Vietnamese.
  • this can be disregarded in an advantageous manner by the plant control, especially when the switch is set to branch the alternative driving path.
  • the track occupancy message and / or the track vacancy message is generated depending on the position of the switch.
  • the plant control determines and takes into account the position of the switch (parent or branch)
  • the track for a rail vehicle can be released when the switch is set so that the defective or partially defective rail switch is not run over because of the switch position, i. the faulty rail switch is not on the approved infrastructure.
  • overrunning of the first rail switch is excluded, so that for the first axle counting a track release signal can be generated, although the first rail switch is reported as a defect.
  • the switch is set in the main direction and thus the first rail switch is part of the infrastructure or can be run over, the first Achsweakened Vietnamese is reported as busy for security reasons.
  • the system controller further checks the position of the at least one switch at regular and preferably predetermined time intervals, so that There is always information of the currently accessible track section in the parent or branch direction of the switch. In particular, it is thus possible to check at predetermined time intervals whether a rail vehicle can avoid a defective rail switch or drives the newly formed alternative rail route. Likewise, the plant control can detect when a defect of the first rail switch is fixed, the first track section is again passable and the switch can be made in the trunk direction again.
  • the switch is not limited to a master direction and a single branch direction, but may also have multiple branch directions.
  • the root direction of the switch only describes the usual direction of adjustment of the switch with respect to the mainly traveled direction of travel and is not necessarily to be understood in the sense of the application as a straight ahead direction.
  • the plant control is designed in case of defect of the first rail switch and the position of the switch in the master direction to produce a track busy message for the first Achs vomnik.
  • the plant control of driving the affected track section of the first track section can prevent by other rail vehicles, if a defect of the first rail switch occurs.
  • the plant control generates a track clearance for the first Achs vomnik in case of defect of the first rail switch and the position of the switch in the branch direction, whereby the driving of the alternative travel along parts of the first and second track section is released by a rail vehicle.
  • the plant control is designed to monitor the status of the track system, in particular with regard to a possible defect of a rail switch and the position of the at least one switch.
  • the system control is designed to generate track occupancy messages and track release messages for the available track and alternative routes.
  • the defect of a rail switch can be received as a signal of a rail switch from the plant control. It is the same possible that the system controller sends a signal to a rail switch, preferably at predetermined time intervals, and can infer from a resulting return signal or from a lack of return signal on the functioning of the rail switch.
  • a further embodiment of the present invention provides in particular that the rail switches of the track system have two subsystems.
  • Achs vom Vietnamese information about the passing rail vehicle such as direction and number of axles, can be determined with a rail switch designed in such a way to generate a verified track occupancy message or track vacancy for the respective Achsweakened Vietnamese.
  • 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 simple rail switch can be due to individual components of the module.
  • a defect of a rail switch can mean both complete and partial impairment of the functionality.
  • 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. If a rail switch has no defect, it is assumed in the context of the present patent application of the full functionality of the rail switch and its individual components.
  • 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.
  • a subsidiary aspect of the invention relates to a system for carrying out the method described above.
  • the system here has a display means and an input means for the interaction of a user of the track system with the system in order to be able to control a track system according to the method according to the invention.
  • the display means may be adapted to receive a message signal from the plant controller and to display the at least one indication to the user.
  • the system may have other and / or further means, which draw the user's attention to a message signal with at least one hint.
  • the hint is rendered intelligible to the user and interpretably output in order to sequence necessary steps, e.g. to initiate the formation of a permissible alternative travel.
  • the display means is used to output the message signal of the system control with at least a hint to the user of the track system.
  • Such output to the user may be made in a certain way or in different ways by the display means.
  • the display means for this purpose may comprise acoustic, visual and / or haptic means.
  • the user can be made aware of a feedback message from the system controller by means of signal tones, voice outputs, illuminated displays, messages, schematic representations of the track system and / or vibrations of the input device, and an information of the system, such as a message signal with an indication, can be transmitted comprehensibly.
  • Fig. 1a shows a track system GA with a first track GS1 and a second track GS2.
  • a permissible alternative travel path FW in the branch direction ZR of the switch W can be formed from the first and second track sections GS1, GS2.
  • the first track section GS1 has a first rail switch AZ1 behind the switch W and a second rail switch AZ2 in front of the switch W.
  • a third rail switch AZ3 behind the switch W is provided.
  • the rail switches AZ1-AZ3 are preferably designed as rail switches with two subsystems to determine the number of axles of a passing rail vehicle and thus to be able to generate a track occupancy message and / or a track vacancy for a first Achsweakened Vietnamese AZK1.
  • the number of axles of a rail vehicle when entering a Achsweakened Vietnamese AZK and when leaving an Achsweakened Vietnamese AZK compared.
  • FIG. 1a shows the position of the switch W in the trunk direction, so that a rail vehicle can drive the first track GS1 with the first and the second rail switch AZ1, AZ2.
  • the system controller AS from the first rail switch AZ1 and the second rail switch AZ2 forms a first axle counting AZK1, which is marked as busy as soon as a rail vehicle, the second rail switch AZ2 happens.
  • a track release message is generated again as soon as the rail vehicle has passed the first rail switch AZ1 and thus has completely left the first axle counting circuit AZK1.
  • the system controller AS generates a message signal with at least one indication when detecting the defect.
  • a user of the track system GA is given the opportunity on the basis of this at least one hint, permissible alternative travel paths FW for a rail vehicle, e.g. by providing at least one switch W, to form.
  • the indication can contain the information for the position of one or more switches W and / or suggest one or more alternative travel paths FW to the user of the track system GA.
  • FIG. 1b the position of a switch W in the branch direction ZR in case of defect of the first rail switch AZ1, whereby an alternative travel FW along the first track GS1 and the second track GS2 is formed.
  • the second and the third rail switch AZ2, AZ3 are on the alternative travel FW.
  • the defect of the first rail switch AZ1 does not affect the track occupancy message or track vacancy of the first Achsoutheasternes AZK1, comprising the second and third rail switch AZ2, AZ3 off ,
  • the railways can not affected track sections of the first track GS1 continue to drive, the defective first rail switch AZ1 is not run over.
  • Fig. 2 shows a flowchart that in case of a defect or partial defect of a rail switch AZ represents the process for generating a message signal by the system controller AS and the formation of an alternative route FW by a user of the track system GA.
  • a defective rail switch AZ is detected 102, 110.
  • the system controller AS generates a report signal 103 to the user of the track system GA with at least one indication of the position of the at least one switch W, to an alternative travel FW to bypass the faulty rail switch AZ.
  • the indication may indicate the position of one or more points and / or indicate complete, permissible alternative routes.
  • the aim is to give the user of the track system the necessary steps to form an alternative route for rail traffic.
  • the generation of the at least one indication by the system controller AS is expediently carried out by a multi-stage analysis process, which is applicable to all embodiments described here. If the system controller AS of the track system GA detects a defect of a rail switch AZ, takes place in a first step, a data query by the plant controller AS, which refers to the traffic information of the track GA, in particular to points, start location and destination affected rail vehicles and / or the underlying timetable. In a second step, the system controller AS analyzes the data of the Track system GA and determines permissible alternative routes to provide a bypass of the faulty rail switch can. The third step comprises the generation of the at least one reference by the system controller AS, by means of which the user of the track system GA is presented with a proposal for the formation of an alternative route FW.
  • a check 104 of the position of the switch W by the system controller AS takes place in preferably predetermined time intervals, whereby the bypass of a defective rail switch AZ is continuously checked for the duration of the defect of the rail switch AZ.
  • the system controller AS does not detect 109 a permissible alternative travel path FW for bypassing a defective rail switch AZ, the system controller AS generates a new message signal to the user 103 of the track system with the reference to the position of at least one switch W, um to form a permissible alternative travel path FW.
  • the system controller AS When determining such an alternative travel path FW, the system controller AS preferably pursues the goal of achieving the original destination of a rail vehicle with as little work as possible and the smallest possible deviations from the original timetable.
  • the calculation of an alternative route FW can produce a variety of different results. It can u.a. Factors such as e.g. the shortest distance, overlaps with the alternative routes FW further rail vehicles and / or other traffic information from rail transport of the system controller AS to generate the hint are taken into account.
  • the system controller AS can carry out an evaluation of the different calculated alternative routes FW, so that the decision is made to the user of the track system to form a specific, calculated alternative route FW.
  • a message of the defect of the affected rail switch AZ to the A user 106 of the track GA is suppressed 105.
  • a check 106 of the position of the switch W is repeated at preferably predetermined time intervals, until the check shows the correct position of the switch W to form a permissible alternative travel path FW 110. In particular, such a check 106 takes place, If the user of the track system GA on a permissible alternative travel FW a change, for example in the form of the position of a switch W makes.

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

Claims (11)

  1. Procédé d'exploitation d'une installation ferroviaire (GA) avec un premier tronçon de voie (GS1) et un deuxième tronçon de voie (GS2), avec au moins un aiguillage (W) qui inclut une direction principale (SR) et qui peut être déplacé vers au moins une direction d'embranchement (ZR), et avec un premier commutateur de rail (AZ1) qui est agencé dans la direction principale (SR) sur le premier tronçon de voie (GS1) derrière l'aiguillage (W1), dans lequel une commande d'installation (AS) de l'installation ferroviaire (GA) génère, en cas de défaillance du premier commutateur de rail (AZ1), un signal de notification qui contient au moins une indication selon laquelle il convient de placer l'aiguillage (W) dans la direction d'embranchement (ZR) de sorte que le premier tronçon de voie (GS1) et le deuxième tronçon de voie (GS2) sont reliés pour former un itinéraire alternatif (FW), dans lequel la commande d'installation (AS), pour générer l'indication, analyse des possibilités de contournement pour le commutateur de rail défectueux (AZ1) sur la base des tronçons de voie disponibles (GS1, GS2) d'une installation ferroviaire (GA) et propose un ou plusieurs itinéraires alternatifs (FW) qui impliquent, dans l'installation ferroviaire (GA), une perturbation de tronçons de voie la plus faible possible, et dans lequel la commande d'installation (AS) est conçue pour prendre en compte des informations en matière de technique de transport ferroviaire.
  2. Procédé selon la revendication 1,
    dans lequel l'installation ferroviaire (GA) présente au moins un deuxième et un troisième commutateur de rail (AZ2, AZ3), dans lequel le deuxième commutateur de rail (AZ2) est agencé sur le premier tronçon de voie (GS1) devant l'aiguillage (W) et le troisième commutateur de rail (GS2) est agencé sur le deuxième tronçon de voie (GS2) derrière l'aiguillage (W).
  3. Procédé selon la revendication 1 ou 2,
    dans lequel la commande d'installation (AS) affecte respectivement deux commutateurs de rail immédiatement successifs (AZ1-AZ3) à un circuit de comptage d'essieux (AZK1).
  4. Procédé selon l'une des revendications 1 à 3,
    dans lequel la commande d'installation (AS) affecte le premier commutateur de rail (AZ1), le deuxième commutateur de rail (AZ2) et le troisième commutateur de rail (AZ3) à un premier circuit de comptage d'essieux (AZK1).
  5. Procédé selon l'une des revendications 1 à 4,
    dans lequel la commande d'installation (AS), en cas de défaillance du premier commutateur de rail (AZ1), génère un message d'occupation de voie et/ou un message de libération de voie pour le premier circuit de comptage d'essieux (AZK1) indépendamment du premier commutateur de rail (AZ1), en particulier indépendamment de l'état du premier commutateur de rail (AZ1).
  6. Procédé selon l'une des revendications 1 à 5,
    dans lequel la commande d'installation (AS) contrôle la position dudit au moins un aiguillage (W) à intervalles temporels prédéterminés.
  7. Procédé selon l'une des revendications 1 à 6,
    dans lequel la commande d'installation (AS), en cas de défaillance du premier commutateur de rail (AZ1) et de la position de l'aiguillage (W) dans la direction principale (SR), génère un message d'occupation de voie pour le premier circuit de comptage d'essieux (AZK1).
  8. Procédé selon l'une des revendications 1 à 7,
    dans lequel la commande d'installation, en cas de défaillance du premier commutateur de rail (AZ1) et de la position de l'aiguillage (W) dans la direction d'embranchement (ZR), génère un message de libération de voie pour le premier circuit de comptage d'essieux (AZK1).
  9. Procédé selon l'une des revendications 1 à 8,
    dans lequel les commutateurs de rail (AZ1-AZ3) présentent de préférence deux systèmes partiels et dans lequel la commande d'installation (AS), en cas de défaillance d'au moins un système partiel du commutateur de rail, génère le signal de notification.
  10. Système d'exécution d'un procédé selon l'une des revendications 1 à 9,
    dans lequel le système présente au moins un moyen d'affichage et au moins un moyen de saisie pour interaction d'un utilisateur de l'installation ferroviaire (GA) avec le système.
  11. Système selon la revendication 10,
    dans lequel le moyen d'affichage est conçu pour recevoir le signal de notification et pour émettre l'indication.
EP16161618.0A 2015-03-30 2016-03-22 Procede et systeme d'exploitation d'une voie ferree Active EP3075626B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL16161618T PL3075626T3 (pl) 2015-03-30 2016-03-22 Sposób i układ do obsługi systemu kolejowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102015004068.5A DE102015004068A1 (de) 2015-03-30 2015-03-30 Verfahren und System zum Betrieb einer Gleisanlage

Publications (3)

Publication Number Publication Date
EP3075626A2 EP3075626A2 (fr) 2016-10-05
EP3075626A3 EP3075626A3 (fr) 2016-11-16
EP3075626B1 true EP3075626B1 (fr) 2019-10-30

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EP (1) EP3075626B1 (fr)
DE (1) DE102015004068A1 (fr)
PL (1) PL3075626T3 (fr)

Cited By (1)

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CN110936981A (zh) * 2019-11-29 2020-03-31 卡斯柯信号有限公司 一种城市轨道交通信号系统的联络线计轴点设置方法

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DE102017208490A1 (de) * 2017-05-19 2018-11-22 Siemens Aktiengesellschaft Verfahren zum Betreiben einer Gleisanlage sowie Stellwerk für eine Gleisanlage
CN113734206B (zh) * 2021-09-23 2022-09-02 交控科技股份有限公司 基于虚拟编组的动态解编方法、装置及系统

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DE19515345A1 (de) * 1995-04-26 1996-10-31 Sel Alcatel Ag Verfahren zur Erhöhung der Verfügbarkeit von Mehrabschnitts-Achszähleinrichtungen
DE19706021C2 (de) * 1997-02-07 2002-11-07 Siemens Ag Einrichtung zur Gleisüberwachung
DE10125281A1 (de) * 2001-05-23 2002-11-28 Alcatel Sa Schienenkontakt für einen Achszähler
ATE506241T1 (de) * 2008-02-11 2011-05-15 Siemens Schweiz Ag Verfahren und vorrichtung zur sicheren einstellung von einer fahrstrasse für ein schienenfahrzeug
DE102012206479A1 (de) * 2012-04-19 2013-10-24 Siemens Aktiengesellschaft Verfahren zur Hilfsbedienung eines Fahrwegelements sowie betriebsleittechnisches System

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110936981A (zh) * 2019-11-29 2020-03-31 卡斯柯信号有限公司 一种城市轨道交通信号系统的联络线计轴点设置方法

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DE102015004068A1 (de) 2016-10-06
EP3075626A2 (fr) 2016-10-05
EP3075626A3 (fr) 2016-11-16
PL3075626T3 (pl) 2020-05-18

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