EP3312073B1 - Procédé de contrôle d'un système ferroviaire et système ferroviaire - Google Patents

Procédé de contrôle d'un système ferroviaire et système ferroviaire Download PDF

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EP3312073B1
EP3312073B1 EP16195110.8A EP16195110A EP3312073B1 EP 3312073 B1 EP3312073 B1 EP 3312073B1 EP 16195110 A EP16195110 A EP 16195110A EP 3312073 B1 EP3312073 B1 EP 3312073B1
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Prior art keywords
data
operating
identified
processes
test
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German (de)
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EP3312073A1 (fr
EP3312073C0 (fr
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Stefan Baiker
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Schweizerische Bundesbahnen SBB
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Schweizerische Bundesbahnen SBB
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/60—Testing or simulation

Definitions

  • the invention relates to a method for testing a railway system or parts thereof and a railway system that works according to this method.
  • I&C or safety-related units that fulfill defined tasks can normally be controlled electronically, with process variables occurring when the corresponding tasks are fulfilled or when the corresponding processes are running, such as the attributes mentioned when a road is built or dismantled.
  • the process variables are accessible via interfaces, optionally air interfaces.
  • WO2010148528A1 It is known to replace existing interlockings with electronic interlockings, with the switching logic of the existing interlocking being mapped onto a functionally equivalent circuit of electronic semiconductor components by means of a transformation, and the outputs of this circuit being connected to at least some of the installed components that are to be controlled.
  • Processes for operating, securing and testing existing railway systems are therefore also usually specifically adapted to the installed control technology units, such as interlockings, which have a different technical status and can be supplied by different manufacturers.
  • the system functions are therefore controlled and checked at a low level with a relatively high level of effort.
  • Statements on higher-level operational processes and in particular on changes in higher-level processes that could be used for preventive measures or for planning the necessary expansion of the railway system are therefore missing.
  • a train control system based on ERTMS (European Rail Traffic Management System) and ETCS (European Train Control System) Level 2 with an RBC (Radio Block Center) is described, for example, in [4], EP1897781A2 , described.
  • the RBC which is connected to an interlocking, is used to guide vehicles on a specific route section using radio links via the GSM-R mobile network (Global System for Mobile Communication-Railways).
  • GSM-R Global System for Mobile Communication-Railways
  • the ETCS implements the safe train control functions.
  • GSM-R enables data transmission between vehicles and the RBC. For example, position reports from the vehicle are sent to the RBC and travel authorizations are sent to the vehicle.
  • the GSM-R and ETCS systems can therefore be used to determine the use of the appropriately equipped locomotives in order to check whether the use data match the planning data.
  • the deployment data can be updated whenever contacts are made with the Eurobalises installed at certain points.
  • the AFI Automatic Vehicle Identification
  • Swiss railway network a proprietary RFID system with RFID readers, which were mostly installed at junctions.
  • an operating procedure is a “system of operating rules and technical means for carrying out journeys with railway vehicles on a railway infrastructure”. This definition includes the three essential elements of railway systems, with each of which specific tasks are implemented. Firstly, the vehicles that are used to pick up people and goods and provide the driving and braking forces required for changing locations. Second, the infrastructure that supports and guides the vehicles.
  • the operating procedures with the help of which the journeys are ultimately coordinated and controlled in such a way that a suitable route, usually in sections, is available for each permitted journey between the start and destination and the vehicles do not collide with each other.
  • Operating procedures are of particular importance to railway systems for both operational and safety reasons. Following the operational perspective, the operating procedures are not limited to the provision of mandatory operational and security functions, but can also include other functions, such as scheduling. Safety-relevant as well as scheduling functions can be merged into one function carrier.
  • EP2631152B1 discloses scheduling functions, ie a method for the management of resources provided with mobile terminals, in particular locomotives that run on a rail network and can each be registered functionally in a cellular mobile network by means of a mobile terminal, which functions provided for the operation of the rail network, such as the functional registration of the participants.
  • the train movement data of trains is monitored and change messages are generated for status changes of the trains.
  • change notifications signaling the departure of a train from an operating point, a candidate list of managed resources that may be carried with this train is created for that train.
  • the radio cells For change reports, which affect the arrival and / or the passage of the train at an operating point, the radio cells by means of inquiries to the mobile network or inquiries to the appropriate Determines mobile terminals where the resources entered in the candidate list are located.
  • the radio cells determined are used to determine whether the resources are located at the operating point of arrival, and resources that do not belong to any radio cell of this operating point are removed from the candidate list.
  • EP2868547A1 discloses, for example, a signal box for controlling decentralized functional units, which are connected to the process control system via communication channels, comprising a number of computer-aided control units, the control units being connected in series or in parallel according to a control plan and receiving and/or outputting control data according to this control plan .
  • Mobile devices can be used as computer-aided control units.
  • the DE102013218814A1 discloses a method for operating a safety-critical system with at least one first data device with approved, safety-related software and with at least one reference data device with the same approved, safety-related software, in which, before outputting safety-related data information, output information from the at least one first data device and the at least one reference data device can be checked for consistency with regard to the safety-related software.
  • the EP1085415A2 discloses a program module containing a first and a second program part, which are implemented in different logic and for different functions, the first program part being designed as an executing program and suitable for determining a number of output data from a number of input data, and the second Program part is designed as a controlling program and is suitable for checking only parts of the output data.
  • the present invention is therefore based on the object of specifying an improved method for testing a railway system and a railway system operating according to this method.
  • the method according to the invention should allow the information available in the railway system to be used efficiently in order to gain knowledge which is particularly valuable for the maintenance and expansion of the railway system are. It should also be possible to monitor and secure existing control systems.
  • the test should be able to be carried out automatically and scaled as required.
  • the operator of the railway system should also be able to adjust the subject of the test as required.
  • the examination of the railway system should be possible at different levels of the railway system.
  • the breadth and depth of the test should therefore be optionally adjustable.
  • the procedure is intended to deliver test results that allow the performance and changes in the railway system to be determined in order to be able to initiate corrective measures that are necessary in the long term.
  • Necessary corrective measures should be able to be derived directly from the information determined according to the invention, preferably taking into account other data sources, in particular master data of the railway system.
  • the method according to the invention should be able to be carried out parallel to existing test methods and supplement, verify or replace them on a case-by-case basis.
  • the method according to the invention should be able to be implemented in parts of the railway network with little effort and, if necessary, to be extended to the entire railway system.
  • the procedure should be able to optionally check any operating processes that serve, for example, performance, security or disposition
  • the procedure is used to test a railway system or parts of it.
  • the railway system includes resources of a physical infrastructure, in particular a track network, vehicle resources, resources of a control system and resources of a safety technology, which of at least be used in a control system on the basis of operating rules and operating procedures, by means of which defined operating processes are implemented on a case-by-case basis, to which process data such as input variables, output variables and operating variables are assigned.
  • operational processes implemented during operation of the railway system are identified and process results of the identified operational processes are recorded from the railway system and compared with reference data in a test computer in order to check the sequence of the identified operational processes.
  • individual operating processes are thus identified, which usually consist of a number of sub-processes.
  • at least one sub-process or the entire operating process is checked. For example, a train run from an operating point A to an operating point B is checked. If necessary, measures to secure the route with follow-up protection, counter-vehicle protection, flanking protection, securing movable route elements, protection at level crossings, protection against external objects (clearance monitoring), speed monitoring (train control) are monitored. For example, the free reports and the positions of the stop signals are checked for the block sections of the route. This check can be carried out redundantly to existing backup procedures in order to verify them.
  • the procedure can also be used to carry out extensive tests that include larger sections of track or higher-level system parts. If the operating points A and B are far apart and e.g. separated from each other by other operating points, higher-level information can be determined, which particularly relates to the performance of the railway system and the disposition of the vehicles.
  • the method according to the invention can also be carried out with the involvement of a number of test computers which test processes independently of one another or which perform different tasks when testing a process.
  • a first test computer can check registered inflow data.
  • a second test computer can check the vehicles and their condition.
  • a third test computer can check security aspects.
  • a fourth test computer can consolidate the data determined and initiate the necessary measures.
  • process data are provided in particular by the planning technology, the control technology or the security technology.
  • the process data are used to form identification data, based on which operating processes are identified, selected and checked.
  • the test computer or the test process can access and test operating processes selectively, specifically or randomly.
  • the operator of the railway system can also specify which types of operating processes are to be examined with priority. Furthermore, it can be determined which process parameters or process results of a specific process are to be checked.
  • test depending on the time is possible.
  • the completeness and plausibility of the determined data and/or the registered events are preferably also checked.
  • event messages have a correct timing or are present in a specific sequence. For example, a barrier should be closed before a train passes through and not afterwards. If the closure of the barrier is reported after the train has passed, an error message is issued again.
  • the testing of the railway system is not limited to the isolated monitoring of individual trains and processes assigned to them, but can also monitor several operating processes running in parallel, in particular different train journeys, which should run independently of one another or separately from one another in terms of safety.
  • the train sequence data in the railway network is monitored in order to identify hazards or the potential for densification.
  • test computer are scheduled Operating processes and changes thereto as well as internal influencing variables, such as fault reports, and external influencing variables are reported. For example, it is possible to monitor train journeys in the area of temporary construction sites, for example compliance with reduced maximum speeds.
  • the test procedure is very flexible and can be adapted to any task with little effort. If all construction sites in the railway system are registered in a higher-level computer, eg a maintenance computer, the relevant data can be loaded from this maintenance computer and operating processes or train journeys in the area of selected construction sites can be checked and evaluated.
  • test computer or the test process carries out the test of the railway system while it is in normal operation. No special measures need to be taken to carry out the tests. Operating processes that are integrated into the daily operation of the railway system and normally run in a scheduled manner are optionally identified, selected and checked.
  • the checking processes are completely separate from the operating processes. This means that there are no repercussions from the test computer on the railway system. In further preferred configurations, repercussions are permitted for parts of the railway system and, for example, only excluded for the safety technology. In particularly preferred configurations, however, the verification process can also intervene in the safety technology. For example, safety conditions can be defined that must be met by the safety technology and are monitored by the test process or test computer.
  • the master data is also checked in addition to the running processes. If a mismatch between the master data of the railway system and the process results is determined, the corresponding master data are preferably checked.
  • the test system can work in the background and detect system deficiencies in any area of the railway system.
  • control device of the railway system which controls the selectable operating process, sends an identification and all associated process parameters to the test computer before it is implemented, so that it can derive the reference data from it and monitor and test the selected operating process.
  • the corresponding data for all operating processes can be stored as test cases or reference cases on the test computer.
  • test computer identifies operational processes that are of interest and prepares the reference data required for the test.
  • address data for example, are formed, by means of which the resources of the selected operating process are addressed and the relevant process results are queried.
  • status data is stored in the tested resources, in particular the process control units, which can be queried directly by the test computer, or which is temporarily stored by a control device and can be queried by it. Status data can also be queried multiple times in order to track changes that are triggered by the operating process.
  • Reference data are created so that the determined process results and the related changes to the elements of the railway system can be checked. This can be done in a number of ways. For example, the changes or process results caused by an implemented operating process are registered. The registered process results are subsequently used as a reference case for further similar operating processes are used. Assuming that the relevant part of the railway system is functioning properly, the test computer can thus register operating processes and/or corresponding process data and store them in a database as a reference case. The corresponding reference data, for example the determined process data or process variables, which are preferably linked to time information, can subsequently be used to check this or the same operating process. If the railway system has, for example, a certain number of identically designed routes that diverge in a star shape, a reference case can be registered and used for all identical routes.
  • the railway system is analytically divided into parts, which are then classified into groups in which the same or similar parts are provided. It is also possible to allocate parts of a group which differ, for example, in one parameter, with the different parameter being registered. For example, two routes differ only in the distance between two switches or signals. If these different parameters are known to the test process, it can take into account the resulting time delays in the test. The corresponding reference data can therefore be provided with reduced effort for different groups of operating processes. These measures are particularly effective in railway systems that are made up of largely similar modules. In addition, the generic descriptions can be provided with reduced effort for the modules of the same type. In the application, after an operating process has been identified, it is thus preferably determined whether it belongs to a group for which reference data has already been provided.
  • uniform operational functions and rules preferably generic operational functions and rules, are therefore created for the railway system and subsequently used to define the operational processes.
  • generic Descriptions can therefore be used particularly efficiently to form reference data.
  • reference data is determined, for example, using infrastructure data and operating rules.
  • the test computer uses the infrastructure data to determine, for example, which I&C units are available and how they are used according to the definition, and preferably uses their generic description. For example, for the construction and dismantling of a secured route, it is checked which process control units, e.g. points or signals, have to be operated and in what chronological order. Furthermore, it is checked which input signals and output signals are assigned to these I&C units. The corresponding generic descriptions of the I&C units are therefore linked to a reference process. Process data, i.e.
  • target process variables and preferably the time sequence within which these target process variables occur are specified for the reference process and the linked I&C units.
  • the reference data can therefore define target processes or reference processes and/or target process variables or reference variables, which are compared with the tested processes or with the process results.
  • the reference data can therefore consist of individual or chained rules of a generic reference system.
  • Corresponding target process variables can be taken from tables, flow charts or state event charts, for example.
  • process data of this operating process and preferably associated vehicle data and/or infrastructure data are provided, which can be optionally called up by the test computer.
  • the test computer uses the available process data to identify individual operating processes. Reference data required for the test can already be available for identified operating processes, which are retrieved from a database after the operating process has been identified. Alternatively, reference data for the selected operating process is determined on the basis of process data and operating rules.
  • the process data used to provide reference data in this way is typically more extensive than the process data used to identify an operational process. Process data that is used for identification on the one hand and the provision of reference data on the other hand can also form an intersection.
  • the examination can take into account the nature of the Train traffic, eg the presence of passenger traffic, freight traffic, shunting trips, etc., are carried out.
  • the vehicle data in particular the train configurations and the infrastructure used, operating processes can be forecast and corresponding reference data can be created, taking into account the operating rules.
  • Process results essentially consist of process data or are formed from data that can be retrieved from the control technology, the safety technology, the train control system or the vehicle technology. Process results therefore describe the statuses or status changes of elements, in particular process control units, which are the subject of the tested operating process.
  • the cause of the error is analyzed and a correction made. For example, an adjustment or supplement to the operational rules is made. In this way, the examination system can be continuously improved.
  • Expected values are preferably determined from the test results recorded in each case, so that deviations of a currently tested operating process from the expected values can be determined.
  • Data in particular event data, are preferably grouped, after which it is determined which group new events are to be assigned to. For example, no follow-up measures are planned for a first group. For a second group, data is forwarded for verification. An alarm is raised for a third group. For a fourth group, for example, corrective interventions are made in the railway system. Furthermore, continuous changes in test results can be determined for operating processes that have been implemented and tested multiple times. The operator of the railway system thus has a "sensor" by means of which changes, bottlenecks and overloads can be recognized at an early stage and necessary corrective measures can be evaluated and initiated.
  • test computer 1 shows the schematic structure of a railway system 100 according to the invention in a preferred embodiment, with at least one test computer 1 suitable for carrying out the method according to the invention, which is connected to one or more distributed databases 11, 12, ..., 14, in which on the one hand for the test used reference cases and operational rules and on the other hand test results are or will be stored.
  • the representation in 1 includes the basic components of a railway system, namely “vehicles”, “structural infrastructure” and “control and safety technology”, which are shown in [6], page 5, as adjoining triangles that enclose another triangle that describes the operating procedures and the Interaction of vehicles, structural infrastructure as well as control and safety technology.
  • modules 3 and 6 show a module 3 for the control technology, a module 5 for the security technology and an intermediate module 4 for the processing of data that occur in the control technology 3 or in the security technology 5 or are supplied from the outside. Further modules 2 and 6 represent the planning technology and disposition as well as the vehicles 9 and the infrastructure 8.
  • a system computer 1000 is provided at a higher level, which can preferably communicate with all modules 1-9 directly or indirectly, without bidirectional or bidirectional, in order to collect data or to influence the railroad system 100 .
  • this system computer 1000 can be integrated into the control technology module 3 and/or include the data transfer/data processing module 4 .
  • the system computer 1000 can access other computer systems 1001, 1002, ... in order to collect the required data, in particular data from external factors, such as weather data and retrieve climate data or store determined data that is used, for example, for the billing of services or the maintenance of the railway system 100 .
  • the symbolically shown system computer 1000 can preferably also exchange data either directly or indirectly with the test computer 1, so that the test computer 1 preferably has all the data of the railway system 100 available and preferably data determined by the test computer 1 and, if necessary, control commands and/or alarms to the railway system 100 can be supplied centrally or selectively. It is shown by way of example that the system computer 1000 can exchange data with a test vehicle 1003 which runs on the rail network of the railway system 100 . This data can be queried from the system computer 1000 to the test computer 1 or from the test computer 1 directly from the test vehicle 1003 .
  • the mentioned modules 1-9 as well as 1000, 1001, 1002, 1003, which can exchange messages and signals with each other in a known way, are in 1 shown as an example. However, they can have different configurations and interactions.
  • the communication between the modules 1-9 as well as 1000, 1001, 1002, 1003 can be wireless or wired, circuit-switched or packet-switched.
  • Train run data is particularly relevant for checking operating processes that affect the relocation of vehicles.
  • the train movement data of trains are preferably supplied by an administration unit that monitors train movements and receives plan data for the train movement from a planning computer and feedback on the actual train movement from the control system, such as data on the entry and exit of trains in a section block of an operating point.
  • the test computer 1 can request static and dynamic information and data from the modules 2-9, 1000, .
  • Data from the control technology 3 and the safety technology 5 can be queried via the data processing module 4.
  • Planning data, in particular timetable data, and, if necessary, disposition data are supplied by module 2.
  • External process variables are supplied by the system computer 1000, for example.
  • the test computer 1 preferably automatically determines two types of information and data from the railway system 100.
  • process data i.e. data and information on operating processes from the modules 2-9, 1000, which are being implemented or have already been implemented, are retrieved.
  • the test computer can identify and select operating processes. From the timetable data, the test computer 1 can determine, for example, that a train will leave operating point A at 10:00 a.m. and be transferred to operating point B.
  • the test computer 1 can monitor and check the overall process for this shift or sub-processes thereof. It is also possible to use the notification of the train's departure from operating point A as an incentive to monitor and check the relevant operational process.
  • data on internal or external process variables are also loaded, which do not influence the operating processes directly, but rather indirectly.
  • Weather and temperature data which can significantly influence the operating processes and are preferably taken into account in the test, are particularly relevant.
  • the text calculator 1 can also call up process results from the modules 2-9, 1000 in order to compare them with reference data.
  • process results are typically status information or information about status changes for process elements or functional elements of the railway system 100, such as control or safety-related units that are involved in the operating process for moving the train from A to B.
  • Messages about changes in the status of the relevant process elements can be transmitted directly or indirectly to the test computer 1 via the various wired or wireless communication channels of the railway system.
  • [8] discloses an interlocking for controlling decentralized functional units, which are connected to the process control system via communication channels, comprising a number of computer-aided control units, the control units being connected in series or in parallel according to a control plan and receiving control data according to this control plan and/or spend.
  • Mobile devices are used as computer-aided control units.
  • the method according to the invention can be used particularly easily in a railway system according to [8] since process data, referred to as control data in [8], can be transmitted directly to the test computer 1 via a communication channel.
  • Communication can be via a GSM communication network, eg GSM-R or LTE, or via a packet-switching network, such as the Internet, are transmitted to the test computer 1, which is equipped with the appropriate communication devices and communication addresses.
  • the test computer 1 can thus identify and select individual operating processes on the basis of static and dynamic process data. For selected operating processes, the test computer 1 can call up corresponding process results, typically dynamic process data, from the railway system and use any communication channels for this purpose.
  • Reference data which is compared with the process results, is provided to check the selected operating process.
  • Reference data can be determined in different ways. Operational processes can be monitored and the process results can be saved as reference data.
  • the control device of the railway system which controls the selectable operating process, can send identification data and associated process parameters to the test computer 1 prior to its implementation, so that the latter can derive and store the reference data therefrom.
  • the test computer 1 can also identify operational processes and create reference data based on operational rules and the use of process data, as described above.
  • test process TP shows a flowchart for a test process TP according to the invention, on the basis of which the at least one test computer 1 in the railway system 100 from 1 operational processes that can be implemented are identified, associated reference data and process results are determined and compared with one another.
  • the test process TP or the test method comprises a number of process steps S1, . . . S7, some of which can be reversed in their order or executed in parallel.
  • the test process TP is preferably run through repetitively in order to obtain as much information as possible about the railway system.
  • process data for the operating processes of the railroad system 100 are provided. It is shown by way of example that the required process data can be collected and made available by the system computer 1000 . Furthermore, process data can be queried directly from other modules 2-9 of the railway system 100. Such process data, such as timetable data, are available in known railway networks and are routinely generated and typically form input variables operational processes carried out. Specific data or data valid for all processes can be provided for each process.
  • process data can relate to static or dynamic states of functional units in the railway network 100 .
  • process data can relate to planned and actual process events, which ideally coincide in time.
  • Process data can also relate to information on operating processes that have already been implemented. In contrast to process results, process data typically relate to process variables that occur when the operating processes are initialized.
  • process results mentioned in process step S52 are basically also process data, which, however, relate to relevant results of the operating processes and typically occur towards the end of the process phases. Process results therefore form a special class of process data.
  • identification data for operating processes that are planned or already implemented are determined.
  • an operating process is identified and selected which is to be subjected to an examination.
  • the selection can be random.
  • operating processes of a timetable are recorded and checked sequentially.
  • the identification process can be controlled so that, for example, different types of functions are subjected to a test.
  • the control technology, the safety technology, the vehicle technology, the point technology, the signaling technology and/or the communication technology can be checked for a relocation of a train from A to B. This means that the input signals and output signals from functional units in these technical areas can be checked.
  • the operator of the railway network 100 can also have operating processes checked that are relevant to scheduling.
  • process step S4 After an operating process has been identified, reference data are determined for it in process step S4 and process results are determined in process step S5, which are compared with one another in process step S6.
  • Reference data can be determined in process step S4 in various ways. It is preferably checked (process step S43) whether reference data or a reference data for this operating process is already in the database 12 reference case is available. In a further preferred refinement, it is checked (process step S42) whether the operating process belongs to a group of operating processes for which reference data or a reference case already exists. If there is still no reference case, reference data are determined using operational rules from database 11, possibly including process data (process step S41). For example, data from the part of the infrastructure that is used by the operating process is used. The process elements involved and their locations are determined from the infrastructure data. The operating rules are then used to determine which status changes are to be expected for the process elements involved during the course of the operating process.
  • the reference data determined for this operating process is stored in the database 12 and is available as a reference case if the same operating process is selected again.
  • the process steps S41, S42, S43 and S44 mentioned by way of example can be used as alternatives or, as described, in combination with one another.
  • process elements that are used in the implementation of the identified operating process are determined on the basis of the identified operating process, preferably taking into account process data.
  • infrastructure data is preferably used to determine which process elements, such as control units, switches, signals, transitions, barriers, are used in the implementation of the operating process.
  • Status changes during the course of the identified operating process are registered for these process elements and corresponding process results are formed. Status changes can also only be queried at specific times.
  • Address data is preferably created or loaded for the identified process elements, by means of which process results can be queried for the relevant process elements, e.g. from the control technology, the safety technology, the train control system, the vehicle technology or directly from the process elements.
  • process step S6 the determined process results are compared with the determined reference data.
  • test results formed in process step S6 are evaluated in process step S7 to test results for the tested To form operating process, which are preferably used as a basis for necessary actions.
  • Test results are stored in the database 14 and can be analyzed and statistically evaluated as desired using the test computer 1 or other computing units in order to identify faults, weaknesses and changes, in particular changes in the load on the railway network 100 .
  • Previously determined test results can also be read out from the database 14 and used to evaluate the comparison results.
  • Comparison results and test results are preferably stored in the database 14 as part of primary actions. In the context of secondary actions, repercussions on the railway system 100 are preferably triggered. Errors can be signaled and alarms triggered. Furthermore, control signals can be issued with appropriate priority. If, for example, a collision situation is detected on a route that was not caught by the safety technology, signals can be switched and the vehicles concerned can be controlled, if necessary, in order to avoid a collision.
  • FIG 3 Symbolically shows a part of the railway system 100 of FIG 1 with process results that occur during the course of an operating process, in which a train 9 drives through a track section 8, in the area of railway safety technology 5 and train control system 7 and can be called up by the test computer 1.
  • the part of the railway system 100 shown relates to a control circuit for operational safety in rail traffic, as described in [9], Chapter 10.1.3, page 492, Fig. 10. 4 , shown and described.
  • the track vacancy notification stands for the freedom of track 8 from other rail vehicles.
  • the clearance clearance message stands for the freedom of track 8 from objects that are not part of the system.
  • the track section 8 When the track section 8 has been left by the preceding train 9', the track section 8 is reported to be free.
  • a positioning command may have to be issued in order to bring the movable track elements into the correct position, which means that the position has to be read in again. If the requirements are met, a move command can be issued. This leads to the acceleration of the vehicle 9, which can enter the track section 8. Compliance with the permissible speed is monitored by the train control system 7.
  • the Input signals a, b, c of the measured value acquisition (sensors), the output signals d, d1, d2, d3 of the control value output, control signals e from the train control system 7 and signals f, g from the vehicles 9, 9' can be recorded by the test computer 1 as process results become.
  • mobile devices can be used as computer-aided control units that transmit corresponding status changes to the test computer 1 via a mobile radio network.
  • FIG 4 shows the railway system 100 of FIG 1 with a route section 8, within which a route FS is created, with a functional system shown schematically, which exchanges input variables and output variables with neighboring systems and fulfills corresponding functions.
  • pages 64-56 see Figure 29
  • input and output are of particular importance when delimiting a functional system to be considered. They define what the functional system has to do (output) and what it should not do but take over from other systems (input). Who or what provides these inputs is in principle irrelevant when viewed generically. Theoretically, the neighboring systems could therefore be omitted and the delimitation made solely by the information on the inputs and outputs.
  • functions s1, s2 are shown, which are not transmitted as an output to a neighboring system, but relate to a configuration change of the functional system, for example.
  • the signals input x, y, z and output o can in turn be transmitted to the test computer 1.
  • Operating rules can be defined for each functional system, which describe the behavior of the functional system, which represents a process element, during the course of the operating process. Once the relevant process element has been identified for an operational process, the expected behavior of this process element and corresponding reference data can be defined. Likewise, the actual behavior of this process element can subsequently be recorded with the corresponding process results.
  • processes in the functional system shown form an operating process. By linking the generic descriptions of several functional systems, larger operating processes are described and corresponding reference data are provided.
  • the test computer 1 can also be viewed as a neighboring system to which an output, namely status reports, is transmitted.
  • the functional systems such as the mobile terminals described in [8], preferably have an interface via which they can transmit data to the test computer 1.
  • the functional system is part of a route section 8 in which a route FS is created based on the identified operating process and control engineering units such as points W1, W2 are controlled accordingly.
  • the route section 8 corresponds, for example, to the route section 8 of 3 and is monitored and controlled accordingly. It is also possible to test shorter track sections, e.g. the track section between points W1 and W2, or selectively elements of the railway system 100.
  • FIG 5 shows the railway system 100 of FIG 4 with the schematic representation of operating processes, of which a sub-process p, for example, to the functional system of 4 corresponds, was identified by the test computer 1, selected and checked. It is shown schematically that a number of operating processes can run in parallel with one another or that an operating process can have a number of sub-processes running in parallel or in series with one another.
  • the sub-process p is checked and process variables x, y, s and o are recorded as process results, on the basis of which the sub-process P is checked taking into account generic descriptions of the sub-process P or corresponding reference data.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (15)

  1. Procédé de contrôle d'un système ferroviaire (10) ou de parties de celui-ci, qui comprend
    - des ressources d'une infrastructure de construction (8), notamment un réseau de voies ferrées,
    - des ressources de véhicules (9),
    - des ressources d'un système de gestion (3) et
    - des ressources d'une technique de sécurité (5),
    qui sont utilisées par au moins un système de commande (2, 3, 4, 5) à l'aide de règles de fonctionnement et de procédures opérationnelles (p1, ..., pn), au moyen desquelles des procédures opérationnelles définies (p) sont mises en oeuvre au cas par cas, auxquelles sont associées des données de processus, telles que des valeurs d'entrée (x, y, z), des valeurs de sortie (o) et des valeurs de fonctionnement (s), caractérisé en ce que pendant le fonctionnement du système ferroviaire (100), des procédures opérationnelles (p) mises en oeuvre sont identifiées et des résultats de processus des procédures opérationnelles (p) identifiées sont saisis à partir du système ferroviaire (100) et comparés dans un ordinateur de test (1) à des données de référence afin de tester le déroulement des procédures opérationnelles (p) identifiées.
  2. Procédé selon la revendication 1, caractérisé en ce que pour chaque procédure opérationnelle, des données de process sont mises à disposition avant l'implémentation, lesquelles peuvent être utilisées par l'ordinateur de test (1) pour identifier une procédure opérationnelle (p) et/ou pour mettre à disposition des données de référence correspondantes et/ou pour déterminer des résultats de process correspondants.
  3. Procédé selon la revendication 2, caractérisé en ce que les données de process comprennent au choix
    a) données de planification (2) et données de disposition, en particulier les dates de circulation des trains,
    b) données de prédiction,
    c) données du système de gestion (3),
    d) données de la technique de sécurité (5),
    e) données des véhicules (9),
    f) données de l'infrastructure (8), notamment du réseau ferroviaire,
    ainsi que des données relatives à la validité temporaire de ces données de process.
  4. Procédé selon une des revendications 1, 2 ou 3, caractérisé en ce que l'ordinateur de test (1) détermine, à l'aide de données de process, des données d'identification au moyen desquelles des procédures opérationnelles à tester sont identifiées, des données d'identification étant déterminées de préférence en tenant compte de données d'horaire.
  5. Procédé selon la revendication 4, caractérisé en ce que des données d'identification sont déterminées en tenant compte de données de process statiques ou dynamiques, dans lequel, à l'intérieur de l'infrastructure (8), des changements d'état sont de préférence constatés et des procédures opérationnelles associées sont identifiées.
  6. Procédé selon une des revendications 1-6, caractérisé en ce que l'ordinateur de test (1) charge, pour un processus opérationnel identifié, des données de référence mémorisées à partir d'une base de données (12, 13) ou en ce que l'ordinateur de test (1) détermine des données de référence à l'aide de données de processus et de règles opérationnelles mémorisées, dans lequel les données de référence correspondent au comportement attendu du processus opérationnel identifié.
  7. Procédé selon la revendication 6, caractérisé en ce que des données de référence sont formées pour une procédure opérationnelle identifiée en tenant compte de données de l'infrastructure du système ferroviaire (100), dans lequel, à l'aide des données d'infrastructure, des éléments de processus utilisés par la procédure opérationnelle identifiée, tels que des unités techniques de guidage, sont identifiés et, pour ceux-ci, les règles opérationnelles sont appliquées afin de représenter entièrement ou partiellement le processus identifié.
  8. Procédé selon une des revendications 1-7, caractérisé en ce que à l'aide des données d'identification et, éventuellement, des données de process, notamment des données d'infrastructure, des éléments de process utilisés par la procédure opérationnelle identifiée, tels que des unités techniques de guidage, sont identifiés, pour lesquels des changements d'état sont enregistrés et des résultats de process correspondants sont formés pendant le déroulement du process opérationnel identifié.
  9. Procédé selon la revendication 8, caractérisé en ce que des données d'adresse sont formées ou chargées pour les éléments de processus identifiés, au moyen desquelles des résultats de processus peuvent être interrogés pour ces éléments de processus par le système de gestion (3), la technique de sécurité (5), le contrôle des trains (7), la technique des véhicules (9) ou directement par les éléments de processus.
  10. Procédé selon une des revendications 1-9, caractérisé en ce que, sur la base de l'examen des résultats du processus par comparaison avec les données de référence, un message est émis qui
    a) confirme la compatibilité des données de référence avec le processus d'exploitation contrôlé;
    b) confirme la conclusion positive de l'examen; et/ou
    c) signale l'écart entre les résultats du processus et les données de référence.
  11. Procédé selon une des revendications 1-10, caractérisé en ce que, sur la base de l'examen des résultats du processus par comparaison avec les données de référence, un comportement défectueux du système ferroviaire (100) est déterminé, et
    a) des messages d'alarme sont émis; et/ou
    b) des signaux de commande sont envoyés au système ferroviaire (100).
  12. Procédé selon une des revendications 1-11, caractérisé en ce que des résultats de test pour une procédure opérationnelle (p) mise en oeuvre et testée plusieurs fois sont moyennés et en ce que des écarts du processus opérationnel (p) actuellement testé sont déterminés par rapport aux valeurs moyennes établies précédemment, ou en ce que des modifications de résultats de test pour une procédure opérationnelle mise en oeuvre et testée plusieurs fois sont déterminées.
  13. Procédé selon une des revendications 1-12, caractérisé en ce que l'examen des procédures opérationnelles mises en oeuvre est effectué de manière répétitive pour différentes périodes d'une journée, d'une semaine, d'un mois ou d'une année, et/ou en ce que l'examen des procédures opérationnelles mises en oeuvre est effectué de manière optionnelle selon le type de procédures opérationnelles.
  14. Procédé selon une des revendications 1-13, caractérisé en ce que des procédures opérationnelles sont identifiées et classées en groupes en fonction de leurs caractéristiques, auxquels sont attribuées des données de référence correspondantes, après quoi l'appartenance à un groupe est vérifiée pour des procédures opérationnelles identifiées et les données de référence correspondantes sont chargées.
  15. Système ferroviaire avec au moins un ordinateur de test (1), dans lequel est installé au moins un programme logiciel ou est mis en oeuvre un processus de test (TP), qui servent à la mise en oeuvre du procédé selon l'une des revendications 1 à 14.
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DE102022206182A1 (de) * 2022-06-21 2023-12-21 Siemens Mobility GmbH Verfahren und System zur Ermittlung des Energieverbrauchs eines Schienenfahrzeugs

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