EP3176049A1 - Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées disposées dans un réseau de transport ferroviaire - Google Patents

Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées disposées dans un réseau de transport ferroviaire Download PDF

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Publication number
EP3176049A1
EP3176049A1 EP15197939.0A EP15197939A EP3176049A1 EP 3176049 A1 EP3176049 A1 EP 3176049A1 EP 15197939 A EP15197939 A EP 15197939A EP 3176049 A1 EP3176049 A1 EP 3176049A1
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EP
European Patent Office
Prior art keywords
functional units
dfe
decentralized functional
monitoring
network
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP15197939.0A
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German (de)
English (en)
Inventor
Rolf Schmid
Mario Moser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Schweiz AG
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Siemens Schweiz AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Schweiz AG filed Critical Siemens Schweiz AG
Priority to EP15197939.0A priority Critical patent/EP3176049A1/fr
Priority to EP16778781.1A priority patent/EP3383723A1/fr
Priority to PCT/EP2016/073729 priority patent/WO2017092911A1/fr
Publication of EP3176049A1 publication Critical patent/EP3176049A1/fr
Withdrawn legal-status Critical Current

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    • 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
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation

Definitions

  • the present invention relates to a device and method for controlling and / or monitoring decentralized functional units located in a rail transport network.
  • Such decentralized functional units are used in rail transport networks, where they are used to control vehicle influencing and / or vehicle monitoring units and to monitor functionality and to record process data and back to a central control and / or monitoring center, such as a To report to the control center.
  • a central control and / or monitoring center such as a To report to the control center.
  • As Switzerlandbeeinlende units that give instructions to the driver or even make direct intervention in the vehicle control or directly set a safe track, for example, signals, points, balises, line conductors, track magnets and the like, as well as sensors for detecting process variables of the moving train, such as power consumption, speed and the like.
  • train and track section monitoring units can also balise and line conductors, but also axle and track circuits and other train detection systems are called.
  • DTN data transport network
  • the corresponding relay circuit is installed in the interlocking for each decentralized functional unit in the track system.
  • the track system object imaging relay circuits are connected in accordance with the course of the track or the itineraries shown on the track cable in the so-called track plan. If, for example, the turnout 1 follows the turnout 2, the relays of the turnout 1 are connected via the toe cable to the relay of the turnout 2.
  • no decentralized functional unit lying in the driveway or in the lane may interrupt the current path required for the driveway via its relay contacts. Only when all lying in the road elements of the driving position of the signal agree, the signal can change to the driving position.
  • the advantage of the track plan principle is that regardless of the adjacent object of the switch 1 (signal, switch, block), the relay of the switch 1 are always connected to the neighboring element exactly the same way over the standard track cable.
  • the size of the interlocking is theoretically unlimited. Stelltechnike according to the plan of closure plan can be built only up to a certain size, eventually the (in mechanical and electromechanical interlockings in the form of closure registers or locking rods realized) closure plan is just too big and no longer manageable.
  • Electronic interlockings according to the closure plan principle often work with matrices.
  • Electronic signal boxes according to the track plan principle still know traces, but these are no longer rungs, but virtual data tracks between adjacent elements.
  • the information is transmitted in the form of telegrams. Only in the case that a track is distributed over several computers of the interlocking system, these telegrams can also be tracked at the interfaces of the computer with each other.
  • control cabinets are provided with signal and switch assemblies that control the signals and the switches in the outdoor system and monitor the correct current flow in the lamp circuit and the correct power consumption during the Weichenumlauf and the correct reaching the turnout end position. Therefore, such interlockings are relatively large and must be maintained accordingly and adjusted in accordance with climatic conditions. Thus, for example, especially for the operating conditions, no other parameters apply than those also apply to computer rooms in data centers.
  • the present invention is therefore based on the object to provide a device and method for controlling and / or monitoring arranged in a rail network decentralized functional units, which is compared to the existing facilities easier and cheaper to operate and, if necessary. Also has a lower footprint.
  • the interlocking functionalities can be partially or even completely outsourced from a central indoor plant in the decentralized functional units, which has the consequence that the indoor facilities either drastically reduced or even completely dissolved.
  • the decentralized functional units can control and / or monitor traffic-monitoring and traffic-controlling units, in particular signals, switches, axle counters, track circuits, point and line-shaped train control elements. Accordingly, the higher-level control system can then comprise an interlocking and / or a control system. It should be noted that a possibly existing interlocking is constructed slimmer compared to a signal box of conventional design, because in particular the previously seen by a signal box extremely important and safety-critical closure functions have been outsourced to the decentralized functional units. In a complete implementation of the present invention, however, it even leads to a disappearance of the computer space of the interlocking.
  • FIG. 1 shows a schematic view of the structure of a device E for controlling and / or monitoring along a railway network (not shown here) arranged decentralized functional units DFE1A to DFEnA, DFE1B to DFEnB, etc. (hereinafter also called element controller EC).
  • the decentralized functional units are hereinafter referred to as DFE or EC.
  • Such decentralized functional units DFE are used to control and monitor train-influencing and / or train monitoring units.
  • signals, switches, balises, line conductors, track magnets and the like may be mentioned.
  • Train monitoring units can also include balises and line conductors, as well as axle counters and track circuits.
  • a signal S is controlled and monitored by the decentralized functional unit DFE1C.
  • the decentralized functional unit DFE1C controls the display of the signal terms and executes respectively assists in monitoring functions, such as monitoring the lamp current in the signal circuit.
  • Each distributed functional unit DFE or the unit it controls / monitors has a unique address throughout the network, such as an IP address or a MAC address.
  • the device E further comprises a data transport network TN with a number of network access points 2 to 16. At a portion of these network access points 6 to 16 communication units 18 to 28 are connected.
  • the data transport network TN is designed here as a highly available network. Such highly available structures can arise on the one hand by a redundant design of the network itself and / or on the other hand by a clever re-organization of the network in the event of failure of a connector.
  • the device E comprises a higher-level control system 30 which, in addition to other components not further listed here, comprises a control center LT and a service / diagnosis unit SD which are connected to the data transport network TN via the network access points 2 and 4 by means of Ethernet connections.
  • the decentralized functional units DFE must be coupled to the transport network TN via one of the communication groups 18 to 28 and the corresponding network node 6 to 16 and can thus receive or exchange data telegrams via this.
  • the decentralized functional units DFE are combined to subgroups a, b, c, d and e, each with its own subnetwork NA, NB, NC, ND and NE.
  • Subgroup a becomes, for example, the decentralized functional units DFE1A, DFE2A, DFE3A to DFEnA educated.
  • the subgroups a to e are always connected at their two ends to one of the communication groups 18 to 28 and a network access point 6 to 16.
  • Each decentralized functional unit DFE is also a switching computer SU or SCU, which may alternatively be integrated directly into the decentralized functional unit DFE, upstream, which provides the connection to the subnetwork for the decentralized functional units DFE, so that each decentralized functional unit DFE in case of failure of a communication group can be addressed by a second redundant communication group 18 to 28.
  • Each subnetwork (NA to NE) is thus made up of a number of point-to-point connections of logically adjacent distributed functional units (DFE).
  • DFE distributed functional units
  • a point-to-point connection is formed as an autonomous transmission path within the subnetwork, for example as an ISDN transmission path or as an xDSL transmission path or fiber optic transmission path.
  • a single subnetwork can be constructed, so to speak, of individual transmission cells, which in turn always only have to master the transmission from point to point. In other words, for example, from simple, rather short-range transmission techniques, a much longer and more complex subnetwork can be put together.
  • a suitable switching module (SU) may for this purpose be designed such that it provides a number of point-to-point transmission techniques and self-organizing depending on the circuitry provides certain point-to-point transmission technique through the circuitry.
  • the decentralized functional unit DFE here are logically coupled according to the track plan principle.
  • the track plan principle - as discussed further in the introductory part - has the effect that each decentralized functional unit is logically connected to its next neighbor required for the construction of a road. Since the decentralized functional units DFE now also perform shutter functions, it is sufficient if the closure of the traffic-monitoring and / or traffic-controlling units controlled by the respective decentralized functional unit is forwarded according to the path of the track plan during the construction of a driveway. In other words, this means that, for example, a turnout 2 can only be closed off by the lock when, for example, the turnout 1 previously arranged turnout 1 has been locked in the same way.
  • Locked in the interlocking means that the position of the switch is frozen and it is thus impossible that the turnout sealed switch can be made available to another route. Only after a successful driving on the road or by intentional intervention of the dispatcher from the control system LT out the Setting a route canceled and the closure of the traffic monitoring and / or traffic control units according to the logical arrangement for this road in the track plan starting at the beginning of the traveled / affected road can be canceled.
  • a dashed line L is shown, which connects the decentralized functional units DFE1D and DFE3C. According to the arrow direction of the dashed line L, therefore, the closure of decentralized functional unit DFE3C must first be reported to the decentralized functional unit DFE1D, before the latter also closes the traffic-monitoring and traffic-controlling unit controlled by it.
  • FIG. 2 now shows a schematic example of an exemplary topology for the device E with a decentralized virtual interlocking.
  • the term "virtual” is used deliberately here because the actual interlocking system is no longer existent.
  • the backup functionality which is still perceived in this device E, is now decentralized to the decentralized functional units, here simplified drawn as a controller C1 to C4, distributed and logically interconnected according to track-plan principle.
  • each controller C1 to C4 is now communicated to its controllers C1 to C4, which are adjacent in the track plan, for example in the form of an IP address or a Mac address.
  • Some controllers C1 to C4 still have to take on additional tasks whose distribution can be determined by the configuration.
  • the two controllers C2 and C4 take over the communication to a neighboring STW interlocking station (virtual or central with indoor installation available). But this communication could also be routed via the data network NT to the neighboring interlocking.
  • the actual track topology comprises three track sections G1 to G3 and a turnout W1 with a turnout drive WA1 and three light signals S1, S2 and S4.
  • the controllers C1 to C4 also manage the closures and the track vacancy message GF for their respective assigned track sections G1 to G3.
  • the higher-level control system 30 is shown here in the form of a cloud, in which the functionality of the disposable control system LT and the service / diagnosis unit SD are executed.
  • the route to be set includes the track sections G1 and G2.
  • the route setting begins with a request of the route by the dispositive control system LT. It should therefore be driven via the signal S1 and the switch W1 from the track section G1 in the track section G2.
  • the controller C1 now receives this request directly from the control system LT.
  • the controller C1 forwards this command to the switch controller C3.
  • the point controller C3 checks with the track release message GF, such as an axle counter controller, track circuit controller, whether the switch W1 is free. In the presence of this track release message, the switch controller C3 controls the switch W1 to the left by activating the switch drive WA1 and sets after acknowledgment of the correct turnout end position (eg by a switch blade control linkage) a closure for the switch W1.
  • the track release message GF such as an axle counter controller, track circuit controller
  • the points controller C3 forwards the originally received command for route setting to the controller C2.
  • the controller C2 communicates this route request to the neighboring STW interlocking, because of course from the track section G2 will then be retracted in a track controlled by the neighboring station track section.
  • the controller C2 now forwards the information that the tests for the track section G2 which it controls have been successfully completed to the controller C3.
  • the controller C3, in turn, forwards this information to the controller C1 upstream of it in the track plan.
  • both the switch 1 and the signal S2 are now locked in the appropriate setting (closed).
  • the controller C1 now turns on the green signal lamp of the signal S1 and closes this setting.
  • the controller C1 can now report to the control system that the requested road is now set and locked in the closed position.
  • a train / rail vehicle can safely leave this road now, which is also displayed in the control system LT on the magnifying glass images of the Dispatcher accordingly.
  • the structure of the road is therefore also in this device E according to the regular rules (eg according to the driving regulations of the FOT / EBA) and the prescribed there rules of the track plan principle.
  • a particular advantage of this solution consists in the fact that in the event of failures then usually only the affected decentralized functional unit fails and not, as today unfortunately usually in a fault, the entire interlocking.
  • the process information about the closure status of individual decentralized functional units is available directly in the outdoor plant, so that, for example, there is also the possibility of connecting a mortuary warning system.
  • the control system LT can be executed as a real cloud solution.
  • diagnoses can be at any decentralized functional element Network connections are provided. Remote diagnostics are also made easier and access protection can be improved. For example, safety-relevant diagnostic functions can only be provided locally.
EP15197939.0A 2015-12-04 2015-12-04 Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées disposées dans un réseau de transport ferroviaire Withdrawn EP3176049A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP15197939.0A EP3176049A1 (fr) 2015-12-04 2015-12-04 Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées disposées dans un réseau de transport ferroviaire
EP16778781.1A EP3383723A1 (fr) 2015-12-04 2016-10-05 Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées agencées dans un réseau ferroviaire
PCT/EP2016/073729 WO2017092911A1 (fr) 2015-12-04 2016-10-05 Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées agencées dans un réseau ferroviaire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15197939.0A EP3176049A1 (fr) 2015-12-04 2015-12-04 Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées disposées dans un réseau de transport ferroviaire

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EP3176049A1 true EP3176049A1 (fr) 2017-06-07

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EP15197939.0A Withdrawn EP3176049A1 (fr) 2015-12-04 2015-12-04 Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées disposées dans un réseau de transport ferroviaire
EP16778781.1A Withdrawn EP3383723A1 (fr) 2015-12-04 2016-10-05 Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées agencées dans un réseau ferroviaire

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EP16778781.1A Withdrawn EP3383723A1 (fr) 2015-12-04 2016-10-05 Dispositif et procédé de commande et/ou de surveillance d'unités fonctionnelles intelligentes décentralisées agencées dans un réseau ferroviaire

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WO (1) WO2017092911A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017201892A1 (de) 2017-02-07 2018-08-09 Siemens Aktiengesellschaft Verfahren und Vorrichtung zum Einstellen wenigstens einer Fahrstraße einer eisenbahntechnischen Anlage

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008141706A1 (fr) * 2007-05-24 2008-11-27 Siemens Schweiz Ag Dispositif de commande et/ou de surveillance et de demande de données d'unités fonctionnelles décentralisées le long d'un réseau de communication
US20090143928A1 (en) * 2007-11-30 2009-06-04 Ghaly Nabil N Method & apparatus for an interlocking control device
DE102012202046A1 (de) * 2012-02-10 2013-08-14 Siemens Aktiengesellschaft System zur Steuerung, Sicherung und/oder Überwachung von Fahrwegen spurgebundener Fahrzeuge sowie Verfahren zum Betreiben eines solchen Systems
EP2835303A1 (fr) * 2013-08-09 2015-02-11 ALSTOM Transport Technologies Procédé de gestion de la circulation de véhicules sur un réseau ferroviaire; contrôleur central et système associés
EP2868547A1 (fr) * 2013-10-24 2015-05-06 Siemens Schweiz AG Architecture de poste d'aiguillage et de commande pour voies ferrées

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008141706A1 (fr) * 2007-05-24 2008-11-27 Siemens Schweiz Ag Dispositif de commande et/ou de surveillance et de demande de données d'unités fonctionnelles décentralisées le long d'un réseau de communication
US20090143928A1 (en) * 2007-11-30 2009-06-04 Ghaly Nabil N Method & apparatus for an interlocking control device
DE102012202046A1 (de) * 2012-02-10 2013-08-14 Siemens Aktiengesellschaft System zur Steuerung, Sicherung und/oder Überwachung von Fahrwegen spurgebundener Fahrzeuge sowie Verfahren zum Betreiben eines solchen Systems
EP2835303A1 (fr) * 2013-08-09 2015-02-11 ALSTOM Transport Technologies Procédé de gestion de la circulation de véhicules sur un réseau ferroviaire; contrôleur central et système associés
EP2868547A1 (fr) * 2013-10-24 2015-05-06 Siemens Schweiz AG Architecture de poste d'aiguillage et de commande pour voies ferrées

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
GUENZEL T ET AL: "DEZENTRALE BETRIEBSSTEUERUNG UND BETRIEBSLEITTECHNIK FUER STADTBAHNEN", SIGNAL + DRAHT, DVV, vol. 85, no. 1 / 02, 1 January 1993 (1993-01-01), pages 41 - 45, XP000356407, ISSN: 0037-4997 *

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EP3383723A1 (fr) 2018-10-10
WO2017092911A1 (fr) 2017-06-08

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