EP3331746A1 - Sicherungsverfahren für ein gleisstreckennetz - Google Patents
Sicherungsverfahren für ein gleisstreckennetzInfo
- Publication number
- EP3331746A1 EP3331746A1 EP16767174.2A EP16767174A EP3331746A1 EP 3331746 A1 EP3331746 A1 EP 3331746A1 EP 16767174 A EP16767174 A EP 16767174A EP 3331746 A1 EP3331746 A1 EP 3331746A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- track
- registration
- route
- 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
Links
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- 238000005457 optimization Methods 0.000 abstract 1
- 230000002123 temporal effect Effects 0.000 abstract 1
- 238000004891 communication Methods 0.000 description 13
- 238000012790 confirmation Methods 0.000 description 13
- YYROPELSRYBVMQ-UHFFFAOYSA-N 4-toluenesulfonyl chloride Chemical compound CC1=CC=C(S(Cl)(=O)=O)C=C1 YYROPELSRYBVMQ-UHFFFAOYSA-N 0.000 description 4
- ZTJCOOSHTYASGD-LNJFAXJLSA-N [(8s,9s,10r,11s,13s,14s,17r)-11-hydroxy-10,13-dimethyl-3-oxo-17-(2-oxopropanoyl)-7,8,9,11,12,14,15,16-octahydro-6h-cyclopenta[a]phenanthren-17-yl] acetate Chemical compound C1CC2=CC(=O)C=C[C@]2(C)[C@@H]2[C@@H]1[C@@H]1CC[C@@](C(=O)C(C)=O)(OC(=O)C)[C@@]1(C)C[C@@H]2O ZTJCOOSHTYASGD-LNJFAXJLSA-N 0.000 description 4
- 230000010354 integration Effects 0.000 description 3
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- ONUFESLQCSAYKA-UHFFFAOYSA-N iprodione Chemical class O=C1N(C(=O)NC(C)C)CC(=O)N1C1=CC(Cl)=CC(Cl)=C1 ONUFESLQCSAYKA-UHFFFAOYSA-N 0.000 description 2
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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
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or train operation
-
- 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
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
- B61L19/06—Interlocking devices having electrical operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- 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
- B61L2011/086—German radio based operations, called "Funkfahrbetrieb" [FFB]
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
- B61L19/06—Interlocking devices having electrical operation
- B61L2019/065—Interlocking devices having electrical operation with electronic means
Definitions
- the invention relates to a backup method for a railway track network, which is divided by distance elements in Streckenabschnit ⁇ te and vehicles passable, wherein the requesting vehicles from selected one of the path members steps for allocation as a road element and wherein each of the selected route elements each located for each driving ⁇ convincing that requests the steps for allocation as a track element at him, automatically allocates under predetermined conditions as Fahrwegelement.
- a generic security method is known for example from the patent DE 195 26 159 C2 and has the advantage that it requires no central interlocking.
- a particular vehicle outputs a single request in the form of a Anfor ⁇ alteration to stress and allocating a parking permission of the respective switch of the switch arrangement at a respective distance element constructed as a switch arrangement.
- the invention is based on the object, the allocation of the track elements as infrastructure elements for the vehicles to optimize time ⁇ Lich.
- the respective track element automatically allocates the respective vehicle by it in response to a first request of the respective vehicle in a requested by the respective vehicle type of stress as a route ⁇ element for the vehicle performs, performs its re ⁇ tration as infrastructure element for the respective vehicle in response to a second request of the respective vehicle, and in response to a third request from the JE
- This vehicle makes its mark as Fahrwegelement for the respective vehicle.
- the claims 2 to 10 relate to advantageous further developments of the securing method according to the invention, which relate in particular to the predetermined conditions under which the automatic allocation of the route elements takes place. Accordingly, it is provided according to the teaching of claim 2, that the respective track element only carries out the approval requested by it in one type of load as a track element for the respective vehicle if it is not for another vehicle in a type of stress opposite to that of the type of load already his
- the respective track element only makes its registration as Fahrwegelement for the respective vehicle when it has previously made in one type of stress its approval as Fahrwegelement for each vehicle and this authorization has not yet lifted.
- the respective vehicle only then the second request for registration of the respective track element as infrastructure Issue element to this track element, if the element of this route element in the direction of travel of this vehicle ⁇ te adjacent track element made its mark as track ⁇ element for this vehicle and this mark has not yet lifted.
- the respective track element only makes its mark as Fahrwegelement for the respective vehicle when it has previously made its registration as Fahrwegelement for this driving ⁇ stuff and this registration has not yet lifted.
- vorgese ⁇ hen according to the teaching of claim 6, that the respective section element only takes his Mar ⁇ k ist as infrastructure element for the respective vehicle before ⁇ if it has not already been carried out for another vehicle his mark as a road element and this Markie ⁇ tion has not yet lifted.
- the respective track element only makes its mark as Fahrwegelement for the respective vehicle when it is not already before its registration as Fahrwegelement for this vehicle for another vehicle for which it also in the respective one Has made his authorization, has made his registration as a route element and has not yet revoked this registration.
- the respective link element if it is designed as a switch device and if the one type of stress, for which it has made his authorization for the respective vehicle emanating from the blunt side of the switch of the switch device, only then makes its mark as a track element for this vehicle, if it is not already on a ande ⁇ res vehicle for which it superiors his authorization in a proceeding from the pointed side of the points of loading, has taken his registration as a track element and this registration has not yet lifted.
- the respective track element if it is designed as Weichenvor ⁇ direction and if the one type of stress for which it has taken its authorization for the respective vehicle before ⁇ starts from the sharp side of the switch, only makes its registration as a road element for this riding ⁇ convincing, if not already previously for another vehicle for which it has in a surface of the blunt side of Wei outgoing of loading his approval vorgenom men, has made his registration as a path element, made his mark as Fahrwegelement and the se mark has not yet lifted.
- the respective vehicle enters a section between adjacent line elements only if these two adjacent line elements both make their authorization and their registration as a track element for this vehicle and not yet have lifted.
- 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 ⁇ ckenabitesen and passable by vehicles, and the system is equipped with a first embodiment of a fuse according to the invention, at a first time ⁇ Point,
- FIG. 1b shows the section from the railroad track network according to FIG. 1a at the time in accordance with FIG second embodiment of the security system according to the invention is equipped
- Figures 2 to 10 show the detail of the track route network according to figure la, which is the first embodiment of the security system according to the invention equipped kitchens ⁇ tet, at other times,
- FIG. 11 shows the detail of the railroad track network according to FIG. 1a with a schematic representation of the route atlas, FIG.
- FIG. 12 shows a further detail from the railroad track network which adjoins the section shown on the right in FIG. 11, likewise with a schematic illustration of the route atlas and FIG
- Figure 13 a mobile device as a working area having formed ⁇ 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 route elements include, for example, turnout devices, railroad crossings, level transitions for travelers, buffer stops and derailment detector devices. But the track elements also include mobile furnished work zones. In detail shown verknüp ⁇ fen first four route elements Sl to S4 eight Streckenab ⁇ cuts 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.
- vehicle controls OBU1, OBU2, OBUr In the section shown are four examples of vehicles ZI to Z4.
- 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 can be configured as a non-secure computer.
- the communication system 2 is preferably formed as a wireless radio communication system from ⁇ .
- a route plan of the train ZI for example, which it already possessed prior to its entry into the rail network 1 or which it received from the OCC when it entered the track network 1, is as follows:
- 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.
- 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 ⁇ rensabitese is a track test.
- a second of these method sections is a route specification.
- the third of these procedural stages is a driving license.
- these three procedural stages of the preparation of the allocation of a route element as a travel element for a vehicle serve the purpose of conflict resolution.
- they advantageously ensure a demand-optimized and optimized use of the track elements and track sections of the railroad track network.
- 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 respective track element lying in its track a request for the entry of the authorization 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 prevents an entry of the authorization only if there is already an entry of a license for another vehicle in the direct opposite direction with regard to the requested entry.
- the respective track element for other vehicles trains
- 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.
- a request for the registration of the registration R of the track element as Fahrwegelement for the vehicle.
- 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
- the route element makes this entry and then issues a confirmation of the 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 driving ⁇ convincing.
- the link element automatically checks whether this marking of the registration is possible.
- the route element prevents entry of the marking under given circumstances. If the registration of the mark possible, so the route element takes these registration of the Mar ⁇ ktechnik before, causes, if necessary, change the position of the track element, and then a confirmation of the registration of the mark on the respective vehicle. All other vehicles requesting the registration of a marking must wait until the registered marking is deleted.
- the respective vehicle With the passing of the track element, the respective vehicle outputs a Passierbestä ⁇ actuation of the respective section element. Upon receipt of this pass confirmation the respective route element deletes the registered authorization, the registered registration and the registered marking.
- 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 detector devices, or mobile working zones, have two types of stresses 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 inventive securing method for the track network which is divided by the track elements Sl, S2, Sp in the sections Gl, G2, Gq and in de ⁇ data of components of a route atlas by the vehicles ZI, Z2, Zr passable, So call the Vehicles ZI, Z2, Zr of selected of the track elements, the steps B, R, M for allocation as a track element.
- the memory locations of the individual line elements Si each form cells of two separate tables.
- the given conditions are as follows: i: A vehicle can only be entered in the route request table RRTi as long as there is no other vehicle entered for the opposite direction of travel. 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.
- v In order to use a section between two link elements, a vehicle requires a confirmed registration in both tables of both the route element via which the vehicle enters the respective route section (which thus forms an entry point) and the route element via 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 distance element S5, which constitutes the working zone Z is provided with means M05 for determining its current position and returns the current position of the Ar ⁇ beitszone AZ between the two track elements (Sl, S2) in dependence of its current position in front.
- 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.
- At least one distance element S5, which constitutes the working ⁇ zone AZ, that is, the distance element control are TSC5, the means MF5 formed to release and the means M05 for determining the current position as the components of a mobile, and in particular by one person portable device D ,
- the data of at least one of the components K geo , K t0 p / K fb of the branch atlas SA are in parts D s (K geo ) 1 related to the track elements.
- the inventive system are thus the data of at least one of the components K geo, K 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 of which are stored or stored in parts D s (K geo ) 1, D s (K geo ) 2, D s (K geo ) p in the route elements, is or is stored 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.
- SA route atlas
- a second component of the route atlas SA the data of which are stored or stored in parts D s (K fb ) 1, D s (K fb ) 2, D s (K fb ) p is or is stored as ei ⁇ ne fahr
- driving operation data inclination profile data of the route sections linked by the route elements and / or
- a third component of the route atlas SA is 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.
- - link data of the track section ends linked by the distance elements in the sections Gleisstre ⁇ ckennetz and / or
- the data sets of the track elements affected by the modification are locally modified in the track elements.
- the track elements are therefore formed such that the records of the track elements are affected by the modification can be modified locally in the route elements at a Mo ⁇ ification of the track route network.
- the entire data record of the route element is transmitted to the vehicle and there deposited.
- the track elements and the vehicles are so formed such 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 vehicle of the entire data of the track element to the driving ⁇ generating transmitted 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 repeated approval B or in the case of repeated registration R of each route element for a particular vehicle from the record that was deposited at the link element, at least some of the data to the vehicle be transmitted and deposited there when the degree of actuality of a stored on the vehicle and the link element associated data set of Aktu Runds ⁇ degree of deposited at the link element record differs ⁇ .
- 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 ) l, D d (K dyri ) 2, D d (K dyri ) p at the track elements .
- Steps B, R, M for allocation as Fahrwegelement at him ⁇ calls, at least one signal HS; ZS ago.
- 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 specified as a virtual target signal ZS at a braking target point which is not a danger point.
- At least one braking target point HP which is a danger point, forms a train sequence point of a first train following point type
- 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 Designed as a buffer PB distance element is just ⁇ if at least one brake destination HP before, which is a Gefah ⁇ rentician.
- Such brake ⁇ target points ZP are, for example, the brake ⁇ target points in the figures: ZP2 (-), ZP3 (+), ZP6 (-) ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (Ii), and ZS8 (re), but this enumeration is not complete.
- a track element designed as a fall-back switch W R specifies at least one further brake target point ZP, which is not a danger point.
- a track element designed as a fictitious double drive-in / drive-out element FDME predefines at least one brake target point ZP, 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 route element S1 has, in response to the third request ... of the driving Wergs Z2 made his mark M as Fahrwegelement for Fahr ⁇ zeug Z2. This is indicated in the table T1 by the subscript "M” at the reference "ZI”.
- the cell left of it is - according to the rules - provided with a gekennzeichne ⁇ th by "/" lock entry for the vehicle ZI the route element Sl has made in addition to its permit B in the type of stress F4 his registration R Memory entry that the.. Track element Sl has made for the vehicle ZI, so in the table T1 as a whole with Z1 B R.
- the cell next to it is - according to the rules - again provided with a by "/" lock entry.
- the vehicle Z2 may therefore pass in front of the vehicle ZI the track element Sl.
- the track element Sl had along with the award of the mark, the conversion of the switch Wl by the actuator STW1 in its plus position ver ⁇ causes, if this 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 line element S2 has its entries Z3 BRM in column "F3" for the vehicle Z3, Z4 B R in
- the track element S3 has at the time shown in the figure la its entries Z4 BRM in column "F3" for the
- Section element S3 has thus automatically allocated to the ge in the Figure 1 ⁇ time showed only the vehicle as driving Z4 ⁇ path element.
- the vehicle Z3 may however until the
- 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 sichtleton here the excess is not shown for simplicity, has passed, and a corresponding Passierbestreliologist 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 Sl Furthermore has canceled the registration Z2 B RM for the vehicle Z2 and the resulting lock entry "/”. Has the route element S2 Z3 B RM and since ⁇ out resulting his enrollment Lock entry "/" deleted. In addition, the route element S3 has deleted its entry Z4 B RM 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 the same as that shown in FIG.
- 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 are 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 that it has already taken its registration for the vehicle Z3, informs it of the communication address of the vehicle Z2. zeugs Z3 and makes its registration for the vehicle Z2. Then the vehicle Z2 makes contact with the driving ⁇ generating Z3.
- a brake current target point ZP (Z3) or HP (Z3) is specified to the vehicle Z2, then alsgurt up to which the vehicle is currently behind the vehicle Z2 Z3.
- the vehicle ZI are its second Anforde ⁇ tion for registration of the distance element S2 from a track ⁇ element of the route element S2.
- the link element S2 informs the
- the vehicle ZI turns its steep expiring brake curve BK1 A .II to quickly follow the vehicle Z2, even if it should slip something about the braking ⁇ target point ZP (Z2).
- Z2 the vehicle Z2 example, before the shunt W2 on the brake destination point HP2 (Sp) to a stop, the current brake destination for the vehicle ZI would be a danger point and thus a Switzerlandfol ⁇ ge Vietnamese the second Switzerland mergeticiantyps ZFT.II. Therefore, the vehicle ZI would then switch from its steep leaking brake curve BK1 A .II his flat leaking brake curve BK1 A .I environmentally, as it is not on the brake destination point HP2 (SP) ⁇ rut rule allowed.
- the vehicle ZI must not initially enter the track section G5 since the route element S3 has not yet made a registration R for the vehicle ZI.
- the vehicle ZI deliver 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 ZI about the fact that it has already taken his registration for the vehicle Z2 before ⁇ , tells him the communication address of driving ⁇ zeugs Z2 and takes his registration for the vehicle ZI ago. Then the vehicle ZI makes contact with the driving ⁇ generating 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 not Gefah ⁇ rentician and thus allow a Werner-like ⁇ geddlingtyps ZFT.II while the vehicle travels in the direction Z2 of the distance element S3 - to be moved so ⁇ forward. Therefore, the vehicle ZI switches its steep expiring a de braking curve BK1 A .II to Z2 even if it should be something on the brake destination ZP (Z2) slip the vehicle quickly fol ⁇ gen, there.
- 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. It therefore inputs, via an interface of the vehicle control characteristic data of a point of P enclosing slow travel LFS as dynamic driving operation data in the vehicle control OBU1.
- the vehicle deposited its dynamic driving operation data to-minimum in the past in its direction of travel path element S2 when the manual input is Tar ⁇ joined by storing.
- Dynamic driving data for example in the form of slippery sections, but can also be detected by sensors of the respective vehicle and released by the driver only manually, then the respective vehicle its dynamic driving data then also deposited at least in the lying in its direction of the road element, as soon as released are.
- the deposit is preferably carried out at the next communication with the respective track element lying in the direction of travel.
- the vehicle ZI thus stored the characteristics of the speed restriction to the time at which it outputs its Pas ⁇ sierbestrucist 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 Rotten counselor 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 After his Activation gives the track element controller TSC5 depending on its current position, the current position of the work area AZ and logs on to the track elements Sl and S2.
- the distance element Sl notifies the distance element S5 that it is for the vehicle Z4 its approval as
- the track element S5 also enters its authorization for the vehicle Z4 as a track element.
- the route section G3 is temporarily divided by the route element S5.
- the track element S2 has made its mark for the vehicle Z4 and the vehicle Z4 requests the registration of the track element S1. Then the route element Sl informed the vehicle on the Z4 temporarily turn attached section element S5, which forms the working zone AZ and informs him in particular the communication address of Stre ⁇ ckenimplantations S5. Now, the vehicle calls at the ⁇ stretch element S5 registration as infrastructure element. According to figure 7 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 route element S5.
- 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 that the vehicle Z4 would like to pass through the working zone.
- 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 Passierbestschrien on the route element S5 that the memory entry B clears out ⁇ out Z4 RM and the lock entry shown its left "/" - so his approval, Regis Trie ⁇ 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)
- Traffic Control Systems (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102015218987.2A DE102015218987A1 (de) | 2015-09-30 | 2015-09-30 | Sicherungsverfahren für ein Gleisstreckennetz |
PCT/EP2016/071025 WO2017055032A1 (de) | 2015-09-30 | 2016-09-07 | Sicherungsverfahren für ein gleisstreckennetz |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3331746A1 true EP3331746A1 (de) | 2018-06-13 |
EP3331746B1 EP3331746B1 (de) | 2021-09-01 |
Family
ID=56958886
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP16767174.2A Active EP3331746B1 (de) | 2015-09-30 | 2016-09-07 | Sicherungsverfahren für ein gleisstreckennetz |
Country Status (8)
Country | Link |
---|---|
US (1) | US10668937B2 (de) |
EP (1) | EP3331746B1 (de) |
CN (1) | CN108290592B (de) |
AU (1) | AU2016332487B2 (de) |
DE (1) | DE102015218987A1 (de) |
ES (1) | ES2899231T3 (de) |
HK (1) | HK1253221A1 (de) |
WO (1) | WO2017055032A1 (de) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106394611B (zh) * | 2016-08-31 | 2018-09-04 | 交控科技股份有限公司 | 一种道岔控制方法、装置及控制器 |
FR3056542B1 (fr) * | 2016-09-28 | 2021-09-17 | Alstom Transp Tech | Equipement de controle d'au moins un equipement a la voie d'un reseau ferroviaire et systeme ferroviaire associe |
CN109664916B (zh) * | 2017-10-17 | 2021-04-27 | 交控科技股份有限公司 | 以车载控制器为核心的列车运行控制系统 |
DE102018204509B4 (de) * | 2018-03-23 | 2021-04-15 | Deutsche Bahn Ag | Verfahren zur Disposition oder Steuerung der Fahrbewegungen einer Mehrzahl von Fahrzeugen über ein Netzwerk von Verkehrswegen |
DE102019209004A1 (de) | 2019-06-20 | 2020-12-24 | Siemens Mobility GmbH | Eisenbahntechnische Anlage und Verfahren zum Betrieb einer eisenbahntechnischen Anlage |
EP3786027A1 (de) | 2019-08-27 | 2021-03-03 | Siemens Mobility GmbH | Betriebsverfahren von fahrzeugen in einem fahrbereich |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB9202830D0 (en) * | 1992-02-11 | 1992-03-25 | Westinghouse Brake & Signal | A railway signalling system |
DE4403037C2 (de) | 1994-01-28 | 1998-08-27 | Siemens Ag | Verfahren zum Betrieb eines Streckennetzes |
DE4406720C2 (de) | 1994-02-25 | 1996-08-14 | Siemens Ag | Zugsicherungssystem |
DE10018967C1 (de) | 2000-04-06 | 2002-01-10 | Siemens Ag | Funkbasiertes Zugsicherungssystem für ein von einer Mehrzahl von Zügen befahrbares Bahn-Streckennetz |
DE102004062987A1 (de) * | 2004-12-22 | 2006-07-06 | Db Regio Ag | Verfahren zur Realisierung eines virtuellen Streckenblocks unter Nutzung funkgesteuerter Fahrwegelemente |
JP4375253B2 (ja) * | 2005-02-25 | 2009-12-02 | 株式会社日立製作所 | 信号保安システム |
FR2958248B1 (fr) | 2010-04-01 | 2012-06-15 | Alstom Transport Sa | Procede de gestion de la circulation de vehicules sur un reseau ferroviaire et systeme associe |
EP2572955A1 (de) | 2011-09-23 | 2013-03-27 | Siemens SAS | Verfahren und System zur Handhabung eines Stellwerkes |
DE102012216744A1 (de) * | 2012-09-19 | 2014-04-03 | Siemens Aktiengesellschaft | Steuerung von Schienenfahrzeugen |
RU2017115558A (ru) * | 2014-10-03 | 2018-11-08 | Харско Текнолоджис ЛЛС | Система предупреждения о вторжении в пределы рабочей зоны |
-
2015
- 2015-09-30 DE DE102015218987.2A patent/DE102015218987A1/de not_active Withdrawn
-
2016
- 2016-09-07 CN CN201680069122.3A patent/CN108290592B/zh active Active
- 2016-09-07 ES ES16767174T patent/ES2899231T3/es active Active
- 2016-09-07 WO PCT/EP2016/071025 patent/WO2017055032A1/de active Application Filing
- 2016-09-07 AU AU2016332487A patent/AU2016332487B2/en active Active
- 2016-09-07 US US15/764,889 patent/US10668937B2/en active Active
- 2016-09-07 EP EP16767174.2A patent/EP3331746B1/de active Active
-
2018
- 2018-09-28 HK HK18112503.5A patent/HK1253221A1/zh unknown
Also Published As
Publication number | Publication date |
---|---|
ES2899231T3 (es) | 2022-03-10 |
AU2016332487A1 (en) | 2018-04-19 |
EP3331746B1 (de) | 2021-09-01 |
US20180281831A1 (en) | 2018-10-04 |
CN108290592B (zh) | 2020-08-28 |
US10668937B2 (en) | 2020-06-02 |
DE102015218987A1 (de) | 2017-03-30 |
CN108290592A (zh) | 2018-07-17 |
HK1253221A1 (zh) | 2019-06-14 |
WO2017055032A1 (de) | 2017-04-06 |
AU2016332487B2 (en) | 2019-02-21 |
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