EP3331745A1 - Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées - Google Patents

Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées

Info

Publication number
EP3331745A1
EP3331745A1 EP16766506.6A EP16766506A EP3331745A1 EP 3331745 A1 EP3331745 A1 EP 3331745A1 EP 16766506 A EP16766506 A EP 16766506A EP 3331745 A1 EP3331745 A1 EP 3331745A1
Authority
EP
European Patent Office
Prior art keywords
track
vehicle
route
allocation
elements
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.)
Granted
Application number
EP16766506.6A
Other languages
German (de)
English (en)
Other versions
EP3331745B1 (fr
Inventor
Sven Adomeit
Uwe Deichmann
Norbert Geduhn
Carlos Del Pozo
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 Mobility GmbH
Original Assignee
Siemens 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 AG filed Critical Siemens AG
Publication of EP3331745A1 publication Critical patent/EP3331745A1/fr
Application granted granted Critical
Publication of EP3331745B1 publication Critical patent/EP3331745B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L11/00—Operation of points from the vehicle or by the passage of the vehicle
    • B61L11/08—Operation of points from the vehicle or by the passage of the vehicle using electrical or magnetic interaction between vehicle and track
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route

Definitions

  • the invention relates to a securing method for a railroad track network which is subdivided into track sections by track elements and can be driven by vehicles, in which the vehicles of selected track elements request steps for allocation as track elements and in which each of the selected ones is selected Track elements are each automatically allocated as a track element for each vehicle that requests the steps for allocation as a track element at him and outputs an allocation confirmation to the respective Fahr ⁇ tool.
  • the invention relates according to the preamble of claim 7 is also a backup system for a Gleisumblen- network that divides by distance elements in sections under ⁇ and is passable by vehicles, in which formed Fahrzeu ⁇ ge suitable when selected ones of the distance elements steps for allocatinggorgefor infrastructure element ⁇ countries, and wherein each of the selected route elements is overall formed, located, automatically allocate respectively for each vehicle, the ANFOR ⁇ changed the steps of allocating a path element in it under predetermined conditions as a road element and an allocation acknowledgment to the respective Spend vehicle.
  • a generic method and a fuse gattungsgemä ⁇ SLI system are known for example from the patent publication DE 44 06 720 ⁇ and C2 is that they do not require a central signal box advantage.
  • On track networks are regularly construction and / or maintenance required in a known manner, which is performed by construction site personnel, which is referred to as a rotting Need to become.
  • a group must be protected while working in the danger zone of the section of the route on which the construction and / or maintenance work is to be carried out.
  • Rottenwarnanlagen consist of a series of signal lights and audible alarms, which are to be activated after their installation on the edge of the track bed of the affected Streckenab ⁇ section and the approach of a vehicle by Streetskeeper.
  • the rump must stay away from the danger area of the relevant section of the route and let the approaching vehicle pass. The information that a vehicle is approaching the danger zone is therefore based on the reliable work of marshals.
  • the invention is based on the object better to secure construction and / or ⁇ maintenance work in the danger area of a railroad track network.
  • the claims 2 to 6 relate to advantageous washererbil ⁇ tion of the securing method according to the invention, which correspond to the advantageous embodiments of the security system, which are specified in the claims 8 to 12.
  • the at least one link element which forms the working zone, between two initially adjacent the Streckenele ⁇ elements temporarily integrated into the railroad track network and is removed from there again.
  • the at least one link element that forms the working zone ⁇ det is designed to be temporarily integrated between two initially neigh ⁇ beard of the track elements temporarily in the track network and removed from there.
  • procedural ⁇ renshunt preferably provided according to the teaching of claim 3 that is provided with means for loading ⁇ humor its current position at least one Stre ⁇ ckenelement which forms the working area and the current position of the working zone between the two route elements depending on his current position. Accordingly, it is advantageous according to the teaching of claim 9, if the at least one Stre ⁇ Ckenelement, which forms the working zone, means for determining mung its current position and is adapted to specify the current position of the work zone between the two line elements as a function of its current position.
  • the construction site personnel may carry these means for determining the current position of the track element with it.
  • the current location of the equipped work zone can be continuously adapted to the current location of the construction site personnel.
  • a vehicle control of the respective vehicle for requesting the steps for allocation to each route element determines requirements and outputs the requirements by means of a vehicle control associated communication means to the respective stretch ⁇ element. Accordingly, it is device according to the teaching of Pa ⁇ tent sues 10 to be advantageous angese ⁇ hen, when a vehicle control of the respective vehicle is suitably formed, for requesting the steps for Zutei ⁇ averaging the respective section element needs to be determined and the requirements by means of a vehicle ⁇ output control associated communication means to the respective link element.
  • a track element control of the respective track element is designed to receive the relevant track element requirements to the respective vehicle by means of a Streckenelementsteu- associated with the communication means, based on the received requirements, the allocation of the respective track element as Fahrwegelement for each driving ⁇ to determine and to output the respective allocation confirmation by means of the commutation means assigned to the route element control to the respective vehicle.
  • Means are provided for determining the current position as components of a mobile device, in particular portable by a person. Accordingly, it is considered apparatus according advantageous according to the teaching of claim 12 when in the on ⁇ least a path member forming the working zone, the track element controller means for enabling and said means for determining the current position as the components of a mobile, in particular of a person portable device are formed.
  • Such a device can be carried and operated in a simple manner, for example by the leader of a group.
  • the leadership rer of the compost is thereby placed in a position, which only release ⁇ by passage of a vehicle through the work zone free ⁇ when the entire composting has left the danger zone of the work zone on the track.
  • the invention will be explained in more detail below with reference to FIGS.
  • the show Figure la a section of a track route network as a function of data components of a route atlas is divided by distance elements in a plurality of Stre ⁇ ckenabêten and passable by vehicles, and with a first
  • Embodiment of a security system according to the invention is equipped, at a first time ⁇ point, Figure lb the section of the track network according to Figure la at the time of Figure la, which is equipped with a second embodiment of the security system according to the invention, Figures 2 to 10 the section of the track network 1a, which is lateststat ⁇ tet with the first embodiment of the security system according to the invention, at further times, Figure 11 shows the detail of the track network according to Figure la with a schematic representation of the route atlas,
  • FIG. 13 shows a mobile device of a currentlysente- as a working zone th element of the route Siche ⁇ assurance system according to the invention.
  • FIG. 1 shows a detail of a railroad track network 1 with a first embodiment of the safety system 2 according to the invention.
  • the safety system 2 comprises four subsystems 3 to 6.
  • a first 3 of the subsystems is a communication system via which the three further subsystems 4 to 6 communicate with each other.
  • a second 4 of the subsystems is formed by track elements Sl, S2, Sp with track element controllers TSC1, TSC2, TSCp, the track elements dividing the railroad track network 1 into a plurality of track sections Gl, G2, Gq.
  • the track elements include, for example, turnouts, level crossings, level transitions for travelers, buffer stops, and derailment detector devices.
  • the route elements also include mobile workspaces.
  • verknüp ⁇ fen first four route elements Sl to S4 eight stretches of road sections Gl to G8.
  • a third 5 of the subsystems is formed by vehicles ZI, Z2, Zr in the form of trains with vehicle controls OBU1, OBU2, OBUr.
  • the fourth subsystem 6 is gebil ⁇ det of a control center OCC.
  • the line element controllers TSC1, TSC2, TSCp and the vehicle controllers OBU1, OBU2, OBUr each have a secure computer - for example in the form of a 2v2 computer or a 2v3 computer.
  • the control center OCC also has a computer that is not secure
  • the communication system 2 is preferably formed as a wireless radio communication system from ⁇ .
  • a first train ZI in the direction of travel from left to right, which is retracted via a not shown in the figures route element in the form of an entry / exit element FEAFE 1 in the track network ⁇ 1 and the track network 1 via a not shown in the figures route element in the form of an input / output element FEAFE 2 is on the stretch Gl at a braking target HP1 (-) in front of the minus side of the switch Wl (see also Figure 11).
  • a route plan of the train ZI, he possessed, for example prior to its entrance into the track route network 1 or he has received in his driveway in the track route network 1 from the control center OCC is, toward ⁇ clear the track section shown:
  • train 1 would therefore like the switch Wl lying in negative position and thus in Passier therapies F4 and the switch W2 from its pointed side lying in negative position and thus driven in Passierrich ⁇ tion F3.
  • train station Bl train ZI wants to stop for 20 seconds. After his stop, he wants the diverter W3 lying on its plus side in plus position and thus lying in Passier therapies F2 and the diverter W4 from its pointed side in plus position and thus in Passiercardi Fl.
  • the train ZI would like to continue its journey on the sections G3, G5, G6 and G7.
  • a second train Z2 also in the direction of travel from left to right, which is retracted over a not shown in the figures route element in the form of an entry / exit element FEAFE 3 in the track network 1 and leave the track network 1 on the inlet / outlet FEAFE element 2 is, stands on the section G2 at a braking target point HP1 (-) in front of the plus side of the switch Wl.
  • the train Z2 would therefore like the switch Wl lying in positive position and thus in passing direction F2, the switch W2 of her Pointed side lying in minus position and thus in Passierrich ⁇ tion F3, after a stop of 25 seconds in the station Bl the switch W3 lying from its plus side in plus position and thus in passing direction F2 and the switch W4 lying from its pointed side in plus position and thus in Passing direction Fl be ⁇ drive to continue his journey on the sections G3, G5, G6 and G7.
  • the train Z3 would therefore like the switch W2 from its pointed side lying in negative position and thus in passing direction F3, after a stop of 20 seconds in the station Bl the switch W3 lying from its plus side in plus position and thus in Passier ⁇ direction F2 and the switch W4 their tips facing in the minus position horizontal and navigate in passing direction F3 to put his drive on the road sections G5, G6 and G7 fortzu ⁇ .
  • a fourth train Z4 in the direction of travel from right to left, which is retracted via the entry / exit element FEAFE 4 in the track ⁇ network 1 and which is to leave the track network 1 via the inlet / outlet FEAFE element 1, stands on the track section G6 a braking target point HP3 (Sp) in front of the pointed side of the diverter W3.
  • His route plan is in terms of the section shown:
  • the train Z4 would therefore like the switch W3 from its pointed side lying in negative position and thus in passing direction F3, after a stop of 25 seconds in the station Bl the switch W2 lying from its plus side in plus position and thus in passing direction F2 and the switch Wl their tips facing in the minus position horizontal and navigate in passing direction F3 to put his drive on the road sections G4, G3 and Gl fortzu ⁇ .
  • a first of these procedural ⁇ rensabête is a track test.
  • a second of these method sections is a route specification.
  • the third of these procedural stages is a driving license.
  • the respective vehicle requests a first step for allocation in the form of a registration of a permit B.
  • the respective vehicle issues to the particular track element lying in its track a request for registration of the license B of the track element as a track element for the vehicle.
  • the route element then automatically checks whether this registration of the permit is possible.
  • the route element shall only prevent the entry of the authorization if an entry for an approved registration for another vehicle in the opposite direction.
  • the respective track element for other vehicles (trains) is still available. It can output to other vehicles allocations as a road element, so that they can nut ⁇ zen the route element in their own driveway. If the entry of a permit is possible, the route element makes this entry and then issues a confirmation of the entry of the license to the respective vehicle.
  • the respective vehicle requests ei ⁇ NEN second step for allocation in the form of a recording of a registration R.
  • the respective vehicle issues a request to the registration of the registration R of the route element as a route element for the vehicle to the respective track element lying in its track.
  • the route element then automatically checks whether this registration of the registration is possible.
  • the route element prevents entry of the registration under given circumstances.
  • the respective track element for other vehicles (trains) is still available. It can therefore output to other vehicles allotments as track element, so that they can use the track element in their own infrastructure. If the registration of a registration is possible, the route element undertakes this entry and then issues a confirmation of registration of the registration to the respective vehicle.
  • the respective vehicle When issuing the driving license, the respective vehicle requests a third allocation step in the form of an entry of a marking M.
  • a marking M For this purpose, are the respective vehicle to the respective lying in its path Stre ⁇ ckenelement a request to the registration of Markie ⁇ tion of the track element as a track element for the vehicle.
  • the link element automatically checks whether this marking of the registration is possible.
  • the track element prevents under certain circumstances a Eintra ⁇ tion of the mark. Is the registration of the mark possible? borrowed, then takes the route element this entry of Mark ⁇ tion, causes, if necessary, the changeover of the route element and then outputs a confirmation of the entry of the mark to the respective vehicle. All other vehicles requesting the registration of a marking must wait until the registered marking is deleted.
  • the receipt of the confirmation of the registration of the markings tion entitled the respective vehicle is now to use the stretching Enele ⁇ ment as a road element and advance through the stretching Enele ⁇ ment in the following path section up to a specified differently surrounded point before the next track element, said him the given point from the route topology - thus from a topological component of a route atlas - is known.
  • the vehicle also has a location system so that it always knows at what point in the rail network it is currently located. By passing the track element gives the respective
  • each route element controller TSCi of the route elements In order to carry out the three mentioned steps for allocation, storage locations are managed by each route element controller TSCi of the route elements.
  • the columns of these tables correspond to the different types of stress of the respective track element.
  • the points shown each have four in the figures by arrows Fl, F2, F3 and F4 marked types of stress.
  • Other route elements, such as entry / exit elements, derailment detection devices, or mobile working zones have two types of stress indicated by arrows fl and f2 in the figures.
  • the track element control of a track element designed as a buffer device also manages memory locations of two types of load, the memory locations of one type of load, however, being permanently occupied by a lock entry marked with "/".
  • the vehicles ZI, Z2, Zr of selected ones of the route elements request the steps B, R, M for allocation as a route element.
  • the vehicles are ZI, Z2, Zr suitably designed to request from selected ⁇ th the track elements steps B, R, M for allotment as infrastructure element.
  • the given conditions are as follows:
  • the memory locations of the individual line elements Si each form cells of two separate tables.
  • RRTi be registered, as long as there is no other vehicle registered for the opposite direction.
  • ii Only one vehicle can be marked in the travel order table DSTi. Each additional requirement on regis ⁇ supply a mark in the traveling order table DSTi is rejected if already a mark provider or the vehicle is not the first vehicle in the columns of the driving order table DSTi.
  • iii A vehicle can only be registered in the column "SP" ⁇ trated, as long as there is no mark in the column "plus” or "minus” iv.
  • a mark for a vehicle in one of the columns "plus” or “Minus" can only be assigned as long as no vehicle is registered in the column "Sp".
  • a vehicle In order to use a section between two route elements, a vehicle needs a confirmed registration in both tables both of the route element via which the vehicle enters the respective route section (ie forms an entry point) and of the route element. tes, over which the vehicle from the respective Streckenab ⁇ section extends (which thus forms an exit point).
  • a vehicle may request registration in the departure point table DSTi if it has an entry point marker. A vehicle can therefore drive up to a track element if it is registered with this track element and all track elements are marked on the way there for him.
  • a track element S5 is seen before ⁇ , which forms a work area AZ after its integration into the railroad track network.
  • the track element S5, which forms the working zone AZ is temporarily integrated between two initially adjacent track elements (Sl, S2) in the railroad track network and removed therefrom.
  • the at least one track element S5, which forms the working zone AZ, is thus suitably designed to be temporarily integrated into the rail track network between two initially adjacent track elements (S1, S2) and removed therefrom.
  • the at least one track element S5, which forms the work zone AZ, is provided with means M05 for determining its current position and specifies the current position of the work zone AZ between the two track elements (S1, S2) as a function of its current position.
  • the at least one track element S5, which forms the work zone AZ thus has means M05 for determining its current position and is adapted to predefine the current position of the work zone AZ between the two track elements (S1, S2) as a function of its current position.
  • the route element controller TSC5, the release release means M5 and the current position determination means M05 are provided as components of a mobile device D, in particular portable by a person.
  • the data are in the inventive method for protecting a track route network at least one of the components K geo, K t0 p / K fb of the route atlas SA related to the track elements parts D s (K geo) l, D s (K t0 p) l, D s (Kfb) 1, D s (K geo ) 2, D s (K top ) 2, D s (K fb ) 2, D s (K geo ) p,
  • the inventive system are thus the data of at least one of the components K geo, t0 p / K fb of Stre ⁇ ckenatlas SA related to the track elements parts D s (K geo) l, D s (K t0 p) l, D s (K fb ) 1, D s (K geo ) 2, D s (K top ) 2, D s (K fb ) 2, D s (K geo ) p, D s (K top ) p, D s (K fb ) p in the form of data records D s l, D s 2, D s p stored locally at the track elements Sl, S2, Sp.
  • a first component of the route atlas (SA), the data in parts D s (K geo) l, D s (Kg EO) 2, D s (Kg EO) p will be deposited with the Streckenelemen ⁇ th or are stored, is or is provided as a geometric component K geo with geometry and positioning ⁇ data for determining the position of the vehicles in the railroad track network.
  • Parts D s (K fb ) 1, D s (K fb ) 2, D s (K fb ) p are stored or deposited in the route elements is or is as ei ⁇ ne driving component K fb with location-based Fahrbe ⁇ drive data for controlling and monitoring the driving behavior of the vehicles and / or for controlling the route elements be ⁇ provided.
  • a third component of the route atlas SA is stored or stored in parts D s (K t0 p) 1, D s (K t0 p) 2, D s (K t0 p) p) is stored or is formed as a topographical component K 0 p topological data representing the topological structure of the track route network resist spat ⁇ rules provided.
  • topological data representing the topological structure of the track route network resist spat ⁇ rules provided.
  • the data sets of the track elements affected by the modification are locally modified in the track elements.
  • the Stre ⁇ ckenimplantation are thus designed such that the records of the track elements are affected by the modification can be modified locally in the Stre ⁇ ckenmaschinen at a Mo ⁇ ification of the track route network.
  • the entire data record of the route element is transmitted to the vehicle and deposited there.
  • the track elements and the vehicles are thus formed so transmitted that, in the case of an initial loading ⁇ Willi supply B, or in case of an initial registration R a respective distance element for a respective driving ⁇ generating the entire data of the track element to the driving ⁇ generating and deposited there, becomes.
  • At least some of the data is transmitted to the vehicle from the data record deposited with the route element, if the degree of actuality of a vehicle stored on the vehicle Distinguishing element assigned record element from the degree of actuality of the deposited ⁇ Stre ⁇ ckenelement data set.
  • the route ⁇ elements and the vehicles are thus designed such that in the case of a repeated authorization B or in the case of repeated registration R of each Streckenelemen- tes for a particular vehicle from the record, which was deposited at the link element, at least some of the data the vehicle transferred and deposited there, if the degree of actuality deposited on the vehicle and assigned to the link item from the actuality ⁇ degree of deposited at the distance element record differs from ⁇ .
  • the vehicles ZI, Z2, Zr store manually entered and / or manually released dynamic driving operation data D d 1, D d 2, D d p as dynamic component K dyn of the route atlas SA in parts D d (K dyri ) l, D d (K dyn ) 2,
  • the vehicles ZI, Z2, Zr are thus designed to be manually entered and / or released manually dynamic driving operation data D d 1, D d 2, D d p as dynamic component K dyn the Streckenat ⁇ las in relation to the track elements Divide D d (K dyn ) 1, D d (K dyn ) 2, D d (K dyn ) p at the track elements.
  • dynamic driving data are or be ⁇ provided here are:
  • At least one of the signals is given as a virtual main signal HS at a braking target point HP, which is a danger point.
  • At least one of the signals is or is specified as a virtual target signal ZS at a braking target point ZP, which is not a danger point.
  • Such braking target points HP are, for example, the braking target points in the figures: HP1 (-), HP1 (+), HP1 (Sp), HP2 (Sp), HP2 (+), HP3 (-), HP3 (Sp), HP4 (Sp) , HP4 (+), HP4 (-), HS6 (Sp), HP6 (+), HP7 (-), HP7 (Sp) and HP9, where ⁇ is not complete in this list.
  • a trained as a switching device track element specifies at least one braking target HP, which is a danger point.
  • PB distance element is just ⁇ if at least one brake destination HP before, which is a Gefah ⁇ rentician.
  • Such brake ⁇ target points ZP are in the figures, for example, the braking target points: ZP2 (-), ZP3 (+), ZP6 (-) ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (Ii), and ZS8 (re), but this enumeration is not complete.
  • Designed as a relapse diverter W R path element is at least before an additional braking target point ZP, which is not a Ge ⁇ drive point.
  • a double as a fictitious input / extending element FDME are formed distance member includes at least one brake ⁇ target point ZP before which is not a danger point.
  • the track elements Si shown in FIGS. 1a and 1b and 2 to 10 have the following entries in the tables Ti and RRi and DSTi with respect to the vehicles (trains) Zm:
  • the track element Sl has made its approval B in response to the first request ... of the vehicle Z2 in the type of load F2 requested by the vehicle Z2. This is indicated in the table T1 by the subscript "B” at the reference “ZI”.
  • the track element Sl has made in response to the two ⁇ te request ... of the vehicle Z2 its registration R as Fahrwegelement for the vehicle Z2. This is indicated in the table T1 by the subscript "R” at the reference "ZI”.
  • the stretching Enele ⁇ ment Sl has made in response to the third request ... of the vehicle Z2 its mark M as a track element for generating the driving ⁇ Z2. This is indicated in the table T1 by the subscript "M” at the reference "ZI”.
  • the memory entry that the track element Sl has made for the vehicle Z2 is therefore designated in the table T1 as a whole with Z2 B RM.
  • the cell on the left next to it is - according to the rules - provided with a by "/" gekennzeichne ⁇ locking entry.
  • the track element Sl has also made its registration R in addition to its approval B in the load type F4.
  • the memory entry that the track element Sl has made for the vehicle ZI is thus designated in the table T1 as a whole with Z1 B R.
  • the cell on the left next to it is - according to the rules - again provided with a lock entry marked by "/"
  • the vehicle Z2 may therefore pass in front of the vehicle ZI the line element S.
  • the track element Sl had the changeover of the point along with the award of the mark Wl is pushed into its plus position by the control unit STW1 if it was not yet in the plus position.
  • the vehicle outputs a corresponding pass confirmation to the track element Sl, which then the memory entry Z2 BRM and the left
  • the blocking entry "/" shown next to it deletes its authorization, registration and marking for the vehicle Z2 (see FIG.
  • the track element S3 has at the time shown in the figure la its entries Z4 B RM in column “F3" for the vehicle Z4, Z3 BR in column “F2” for the vehicle Z3, Z2 B in column “F2” for the vehicle Z2 and Z1 B in column “F2” for the vehicle ZI in the memory locations of the track element ⁇ control made TSC3 (in the cells of the T3 table) and the resulting lock entries "/".
  • the distance element S3 therefore has become the in the figure 1 ge ⁇ showed only the vehicle Z4 allocated automatically as driving waylet time. however, the vehicle Z3 may, until
  • the route element S4 has the structure shown in the figure la date his entries Z3 B in column "F3" for the driving ⁇ generating Z3, Z2 B in column “FL” for the vehicle Z2 and Z1 B in column “FL” for the vehicle ZI in the memory locations of the track element control TSC4 (in the cells of the table T4) and also the resulting lock entries "/" pre ⁇ taken.
  • the route element S4 has therefore allocated to that shown in Figure 1 at the time none of the vehicles as a road ⁇ element and must therefore be hit by any of the vehicles. Since it has also made no approval as a track element, none of the Fahrzeu ⁇ ge may enter into the track gates that links the switch W4.
  • the vehicle Z4 has a related to the Stre ⁇ ckenelement S4 release point, the sichtritt here the excess is not shown for simplicity, has passed, and a corresponding Passierbestschist of the route element S4 so that the route element S4 its regis ⁇ conditions for the vehicle Z4 already withdrawn - that is deleted - has.
  • the route element S1 has deleted its entry Z2 B RM for the vehicle Z2 and the resulting lock entry "/" Furthermore, the route element S2 has its entry Z3 BR M and the resulting lock entry "/" deleted. In addition, the route element S3 has deleted its entry Z4 BRM and the resulting lock entry "/”.
  • the track element S1 has now made its mark M for the vehicle ZI for the time point shown in FIG. 3, thus completing its automatic allocation for the vehicle ZI.
  • the track element controller TSC1 causes the switchover of the switch Wl by the actuator STWl in its minus position.
  • the track element S2 has made its mark M for the vehicle Z2 at the time shown in FIG and thus completed its automatic allocation for the vehicle Z2.
  • the track element controller TSC2 causes the switchover of the shunt W2 by the actuator STW2 in its minus position.
  • the vehicle Z2 must not cut ⁇ in the Gleisab retract G5, as long as the route element has no registration for the vehicle R Z2 made S3. Accordingly, the vehicle ZI must not initially enter the track section G3.
  • the vehicle Z2 outputs its second request to Regis Trie ⁇ tion of the distance element S3 as a road element to the Stre ⁇ ckenelement S3.
  • the route element S3 informs the vehicle Z2 about the fact that it has already taken his registration for the vehicle Z3 before ⁇ , tells him the communication address of driving ⁇ zeugs Z3 with and accepts the registration for the vehicle Z2 before.
  • the vehicle Z2 then makes contact with the vehicle Z3. Based on the current position of the accelerator ⁇ convincing Z3 of the vehicle in each case a brake current target point ZP (Z3) or HP (Z3) is specified to the vehicle Z2, then alsschscht up to which the vehicle is currently behind the vehicle Z2 Z3.
  • each a brake current target point is specified to the vehicle ZI to which the vehicle is currently ZI then advances behind the vehicle Z2 ⁇ .
  • the current braking target point ZP Z2
  • Z2 is not a danger point and therefore also a train following point of the second train sequence type ZFT. II, as long as the vehicle Z2 in
  • the vehicle must not ZI einfah ⁇ ren in the track section G5 at first because the route element S3 still registering R has carried out for the vehicle ZI.
  • the vehicle ZI outputs its second request to Regis Trie ⁇ tion of the distance element S3 as a road element to the Stre ⁇ ckenelement S3.
  • the link S3 informs the vehicle ZI that that it has already taken his registration for the vehicle Z2 before ⁇ , tells him the communication address of driving ⁇ schws Z2 and takes his registration for the vehicle ZI ago.
  • the vehicle ZI then makes contact with the vehicle Z2.
  • the vehicle ZI On the basis of the respective current position of the vehicle end of the vehicle Z2, the vehicle ZI is given a respective current braking target point ZP (Z2) or HP (Z2), up to which the vehicle ZI then actually advances behind the vehicle Z2.
  • the current Bremszielunkt ZP (Z2) is rentician no hazard and therefore allow a Switzerland confuse Vietnamese the second Switzerlandfol ⁇ ge Vietnamesetyps ZFT.II while the vehicle travels in the direction Z2 of the distance element S3 - So further advanced be moved ⁇ . Therefore, the vehicle ZI switches its steep run ⁇ de braking curve BK1 A .II one, called to fol- the vehicle Z2 quickly, even if you should have something about the brake destination ZP (Z2) slip.
  • the vehicle ZI then switches from its steeply decelerating brake curve BK1 A .II to its flat-out braking curve BK1 A .I, since it must not slip over the braking target point HP (Z2).
  • a train driver, not shown here, of the vehicle ZI has detected faults in the track bed at the position of the track section G3 shown in FIG. He therefore enters via an interface of the vehicle control characteristic data of a point P enclosing slow travel LFS as dynamic driving operation data in the vehicle control OBU1.
  • Vehicle deposits its dynamic driving data at least at the lying in its direction of the road element S2, as soon as the manual input is closed Cru by saving ⁇ .
  • dynamic driving operation data for example in the form of slippery sections, can also be detected by sensors of the respective vehicle and can only be released manually by the train driver, in which case the respective vehicle will then also have its dynamic driving operation data.
  • the placement is preferably done at the next commu nication ⁇ ckenelement with the respective lying in the direction of travel Stre-.
  • the vehicle ZI thus stored the characteristics of the speed restriction to the time at which it outputs its Pas ⁇ sierbestructec of the route element S2.
  • a group R already approaches the position P of the track section G3 in order to eliminate the distortions in the track bed.
  • a Rotteninch the portable device D with it which in addition to the Streckenelementsteu ⁇ tion TSC5, the means for release MF5 and the means for determining its current position M05 has.
  • the track element 5 can be integrated into the track ⁇ network, which forms the working zone AZ after its integration to protect the rotting.
  • the track element controller TSC5 predefines the current position of the work zone AZ as a function of its current position and logs on to the track elements S1 and S2.
  • the track element S2 has made its mark for the vehicle Z4 and the vehicle Z4 requests the registration of the track element S1.
  • the route element Sl informed the vehicle Z4 on the temporarily joined a ⁇ section element S5, which forms the working zone AZ and informs him in particular the communication address of Stre ⁇ ckenimplantations S5.
  • the vehicle now requests the registration as route element in route element S5.
  • the route element S5 performs its Regis Trie ⁇ delay for the vehicle Z4, Z4 so that the vehicle can advance up to the target braking punk HP4 (re).
  • the vehicle Z4 requests the marking of the vehicle
  • the link element takes its mark, but does not yet output a mark confirmation to the vehicle Z4.
  • the device D displays on a display and / or acoustically ⁇ tically that the vehicle Z4 would like to pass through the work area.
  • the vehicle Z4 requests the registration of the route element Sl.
  • the route element Sl makes this registration.
  • the vehicle now proceeds Z4 HP1 (Sp) to the brake target ⁇ point.
  • the vehicle Z4 is a corresponding Passierbestreliologist on the route element S5 that the memory entry B clears out ⁇ out Z4 RM and the lock entry shown its left "/" - so his license, registration tion and marking for the vehicle Z4 withdraws or on ⁇ Then the group can return to work in the danger area.

Landscapes

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

Abstract

L'invention concerne un procédé de sécurisation d'un réseau de voies ferrées (1) qui est divisé par des éléments de ligne (S1, S2,..., Sp) en tronçons de voie (G1, G2, ..., Gq) et peut être emprunté par des véhicules (Z1, Z2,..., Zr), procédé selon lequel les véhicules (Z1, Z2,..., Zr) demandent à des éléments de ligne sélectionnés des étapes (B, R, M) d'affectation en tant qu'éléments de voie, et selon lequel chacun des éléments de ligne sélectionnés (Si, avec i = 1 à p), pour respectivement chaque véhicule (Zm, avec m = 1 à r) qui lui demande les étapes d'affectation en tant qu'élément de voie, s'affecte automatiquement en tant qu'élément de voie dans des conditions prédéterminées, et adresse une confirmation d'affectation (QMm, i avec m = 1 à r et i = 1 à p) au véhicule concerné. L'invention vise à améliorer la sécurité des travaux de construction et/ou d'entretien dans les zones dangereuses du réseau de voies ferrées. À cet effet, au moins un (S5) des éléments de ligne, après son intégration dans le réseau de voies ferrées (1), crée une zone de travail (AZ), et n'émet la confirmation d'affectation (QMm, 5 avec m = 1 à r) pour le véhicule concerné (Zm, avec m = 1 à r) qu'après l'entrée d'une autorisation d'affectation (Fm, 5 avec m = 1 à r), le ou les éléments de ligne (S5) étant munis de moyens (MF5) d'autorisation par lesquels l'autorisation d'affectation (Fm, 5 avec m = 1 à r) est entrée manuellement. L'invention concerne également un système de sécurisation d'un réseau de voies ferrées.
EP16766506.6A 2015-09-30 2016-09-07 Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées Active EP3331745B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015218965.1A DE102015218965A1 (de) 2015-09-30 2015-09-30 Sicherungsverfahren und Sicherungssystem für ein Gleisstreckennetz
PCT/EP2016/071027 WO2017055033A1 (fr) 2015-09-30 2016-09-07 Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées

Publications (2)

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EP3331745A1 true EP3331745A1 (fr) 2018-06-13
EP3331745B1 EP3331745B1 (fr) 2020-08-12

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US (1) US10618535B2 (fr)
EP (1) EP3331745B1 (fr)
CN (1) CN108290591B (fr)
AU (1) AU2016332488B2 (fr)
DE (1) DE102015218965A1 (fr)
ES (1) ES2830349T3 (fr)
WO (1) WO2017055033A1 (fr)

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Publication number Priority date Publication date Assignee Title
US20180099684A1 (en) * 2016-10-10 2018-04-12 Westinghouse Air Brake Technologies Corporation System, method, and apparatus for verifying railroad work zone instructions
DE102016222907A1 (de) * 2016-11-21 2018-05-24 Siemens Aktiengesellschaft Schienenfahrzeug und Verfahren zu dessen Betrieb

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DE4406720C2 (de) 1994-02-25 1996-08-14 Siemens Ag Zugsicherungssystem
US5533695A (en) * 1994-08-19 1996-07-09 Harmon Industries, Inc. Incremental train control system
DE10018967C1 (de) 2000-04-06 2002-01-10 Siemens Ag Funkbasiertes Zugsicherungssystem für ein von einer Mehrzahl von Zügen befahrbares Bahn-Streckennetz
CN1218852C (zh) * 2003-10-29 2005-09-14 北京世纪东方国铁电讯科技有限公司 用于机车无线数字综合预警系统的数字通讯设备及方法
FR2879550B1 (fr) 2004-12-21 2014-04-11 Alstom Belgium Sa Installation de protection des travailleurs en voie
US8170732B2 (en) * 2008-03-17 2012-05-01 General Electric Company System and method for operating train in the presence of multiple alternate routes
DE102008020700A1 (de) * 2008-04-24 2009-11-05 Deutsches Zentrum für Luft- und Raumfahrt e.V. Eisenbahnkollisions-Warnvorrichtung
DE102008060186A1 (de) 2008-11-28 2010-06-10 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur gleisseitigen Erfassung sich nähernder Schienenfahrzeuge und zur Warnung von Personen
US8344877B2 (en) * 2009-07-07 2013-01-01 Bombardier Transportation Gmbh Track worker safety system
AU2011301139A1 (en) * 2010-09-06 2013-03-07 Qr Limited A worker protection method
CN102673609B (zh) * 2012-05-21 2015-07-08 株洲时代电子技术有限公司 一种铁路维修作业安全预警系统及其方法
DE102012215574A1 (de) * 2012-09-03 2014-03-06 Siemens Aktiengesellschaft Betrieb eines Schienenfahrzeugs
RU2017115558A (ru) * 2014-10-03 2018-11-08 Харско Текнолоджис ЛЛС Система предупреждения о вторжении в пределы рабочей зоны

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CN108290591B (zh) 2020-08-28
AU2016332488B2 (en) 2019-02-21
CN108290591A (zh) 2018-07-17
EP3331745B1 (fr) 2020-08-12
ES2830349T3 (es) 2021-06-03
AU2016332488A1 (en) 2018-04-19
US10618535B2 (en) 2020-04-14
WO2017055033A1 (fr) 2017-04-06
DE102015218965A1 (de) 2017-03-30
US20180281832A1 (en) 2018-10-04

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