EP3331746B1 - Sicherungsverfahren für ein gleisstreckennetz - Google Patents

Sicherungsverfahren für ein gleisstreckennetz Download PDF

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Publication number
EP3331746B1
EP3331746B1 EP16767174.2A EP16767174A EP3331746B1 EP 3331746 B1 EP3331746 B1 EP 3331746B1 EP 16767174 A EP16767174 A EP 16767174A EP 3331746 B1 EP3331746 B1 EP 3331746B1
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EP
European Patent Office
Prior art keywords
vehicle
route
route element
track
registration
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.)
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Application number
EP16767174.2A
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German (de)
English (en)
French (fr)
Other versions
EP3331746A1 (de
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
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Siemens Mobility GmbH
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Publication date
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Publication of EP3331746A1 publication Critical patent/EP3331746A1/de
Application granted granted Critical
Publication of EP3331746B1 publication Critical patent/EP3331746B1/de
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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
    • B61L27/10—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 security method for a track network that is divided into track sections by track elements and can be driven on by vehicles, in which the vehicles request steps for allocation as a route element from selected ones of the track elements and in which each of the selected track elements is in each case for each vehicle that the Requests steps for allocation as a guideway element from him, automatically allocates as a guideway element under specified conditions.
  • Generic security methods are, for example, from the laid-open specification DE 44 06 720 A1 and the patent specification DE 195 26 159 C2 known and have the advantage that there is no need for a central signal box.
  • a respective vehicle issues a single request to a respective route element designed as a switch arrangement in the form of a request for loading and allocation of a setting authorization for the respective switch of the switch arrangement.
  • the invention is based on the task of optimizing the allocation of the route elements as route elements for the vehicles in terms of time.
  • the respective route element automatically allocates itself to the respective vehicle by, in response to a first request of the respective vehicle in a type of load requested by the respective vehicle, its approval as a route element for carries out the respective vehicle, in response to a second request of the respective vehicle carries out its registration as a route element for the respective vehicle, and in response to a third request of the respective vehicle Vehicle makes its marking as a route element for the respective vehicle.
  • a decentralized development of a driving license takes place in three individual process steps, which on the one hand serve to resolve conflicts and on the other hand allow time-optimized use of the route elements, since the step-by-step addressing of the route elements is a needs-optimized and user-optimized division into a route check, route definition and grant corresponds to a driving license.
  • Claims 2 to 10 relate to advantageous developments of the security method according to the invention, which relate in particular to the specified conditions under which the automatic allocation of the route elements takes place.
  • the respective route element only carries out the approval requested by it in one type of stress as a route element for the respective vehicle if it is not already its for another vehicle in a stress type opposite to the one type of stress Has granted approval and has not yet revoked this approval.
  • the respective route element only registers as a route element for the respective vehicle if it has previously granted its approval as a route element for the respective vehicle in one type of stress and has not yet revoked this approval.
  • the respective vehicle only then the second request for registration of the respective route element as a route element outputs to this route element when the adjacent route element upstream of this route element in the direction of travel of this vehicle has made its marking as a route element for this vehicle and has not yet canceled this marking.
  • the respective route element only makes its marking as a route element for the respective vehicle if it has previously registered as a route element for this vehicle and has not yet canceled this registration.
  • the respective route element only makes its marking as a route element for the respective vehicle if it has not already made its marking as a route element for another vehicle and has not yet canceled this marking.
  • the respective route element only makes its marking as a route element for the respective vehicle if it is not already for another vehicle, for which it is also in the respective one, before its registration as a route element for this vehicle Type of use has made its approval, has registered as a route element and has not yet canceled this registration.
  • the respective track element if it is designed as a switch device and if the one type of stress for which it has made its approval for the respective vehicle, starts from the blunt side of the switch of the switch device makes its marking as a guideway element for this vehicle, if it has not already made its approval for another vehicle for which it is subject to a type of stress originating from the pointed side of the switch has made its registration as a route element and has not yet canceled this registration.
  • the respective track element if it is designed as a switch device and if the one type of stress for which it has made its approval for the respective vehicle, starts from the pointed side of the switch, only its Registration as a guideway element for this vehicle, if it has not previously registered as a guideway element for another vehicle for which it has made its approval in a type of stress originating from the blunt side of the switch, has made its marking as a guideway element and this Has not yet canceled the marking.
  • the respective vehicle enters a route section between adjacent route elements only if these two adjacent route elements have both approved and registered as a route element for this vehicle and not yet canceled.
  • the Figure 1 shows an excerpt from a track network 1 with a first embodiment of a security system 2 suitable for carrying out the method according to the invention.
  • the security 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 one another.
  • a second 4 of the subsystems is formed by track elements S1, S2, ..., Sp with track element controls TSC1, TSC2, ..., TSCp, the track elements dividing the track network 1 into a plurality of track sections G1, G2, ..., Gq subdivide.
  • the route elements include, for example, points devices, level crossings, level crossings for travelers, buffer stop devices and derailment detector devices.
  • the route elements also include mobile furnished work areas.
  • four route elements S1 to S4 initially link eight route sections G1 to G8.
  • a third 5 of the subsystems is formed by vehicles Z1, Z2, ..., Zr in the form of trains with vehicle controls OBU1, OBU2, ..., OBUr.
  • vehicles Z1 to Z4 are four vehicles Z1 to Z4 by way of example.
  • the fourth subsystem 6 is formed by a control center OCC.
  • the line element controls TSC1, TSC2, ..., TSCp and the vehicle controls 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, which can be designed as a non-secure computer.
  • the communication system 2 is preferably designed as a wireless radio communication system.
  • the train 1 would like to pass the switch W1 in the negative position and thus in the direction of passage F4 and the switch W2 from its pointed side in the negative position and thus in the direction of passage F3.
  • Train Z1 wants to stop for 20 seconds in station B1. After his stop, he would like to pass the switch W3 from its plus side in the plus position and thus in the passing direction F2 and the switch W4 from its pointed side in the plus position and thus drive on in the passing direction F1.
  • the train Z1 would like to continue its journey on the route sections G3, G5, G6 and G7.
  • a second train Z2 also in the direction of travel from left to right, which has entered the track network 1 via a track element (not shown in the figures) in the form of an entry / exit element FEAFE 3 and which leaves the track network 1 via the entry / exit element FEAFE 2 is on the route section G2 at a braking target point HP1 (-) in front of the plus side of the switch W1.
  • his route plan reads: Z 2
  • StopB 1 25th
  • the train Z2 would like the switch W1 to be in the plus position and thus in the direction of passage F2, the switch W2 to be in the minus position from its pointed side and thus in the direction of passage F3, and after a stop of 25 seconds in the station B1, the switch W3 to be in the plus position from its plus side lying and thus in the passing direction F2 and the switch W4 from its pointed side in the plus position and thus driven in the passing direction F1 in order to continue its journey on the route sections G3, G5, G6 and G7.
  • the form of an entry / exit element FEAFE 4 is to be left on the route section G3 at a braking target point HP2 (Sp) in front of the pointed side of the switch W2.
  • the train Z3 would like the point W2 from its pointed side in the minus position and thus in the direction of passage F3, after a stop of 20 seconds in the station B1, the point W3 from its plus side in the plus position and thus in the direction of passage F2 and the switch W4 from its pointed side lying in the minus position and thus drive in passing direction F3 to continue your journey on sections G5, G6 and G7.
  • a fourth train Z4 in the direction of travel from right to left, which has entered the track network 1 via the entry / exit element FEAFE 4 and which is to leave the track network 1 via the entry / exit element FEAFE 1, is on the route section G6 at a braking target point HP3 (Sp) in front of the pointed side of the switch W3.
  • the train Z4 would like the point W3 to be in the minus position from its pointed side and thus in the direction of passage F3, after a stop of 25 seconds in the station B1, the point W2 to be in the plus position from its plus side and thus in the direction of passage F2 and the switch W1 in its direction pointed side lying in the minus position and thus drive in passing direction F3 in order to continue your journey on the route sections G4, G3 and G1.
  • the respective vehicle When checking the route, the respective vehicle requests a first step for allocation in the form of an entry of a permit B. For this purpose, the respective vehicle issues a request to the respective route element lying in its route element for the entry of the permit B of the route element as a route element for the vehicle. The route element then automatically checks whether this entry of the permit is possible. The route element only prevents the entry of the permit if there is already an entry of a permit for another vehicle in the direct opposite direction with regard to the requested entry. In addition, the respective route element can still be used for other vehicles (trains). It can therefore issue allocations to other vehicles as a route element so that they can use the route element in their own route. If the entry of a permit is possible, the route element makes this entry and then issues a confirmation of the entry of the permit to the respective vehicle.
  • the respective vehicle When determining the route, the respective vehicle requests a second step for allocation in the form of an entry of a registration R.
  • the respective vehicle provides for this a request for the entry of the registration R of the route element as a route element for the vehicle to the respective route element lying in its route.
  • the route element then automatically checks whether this entry of the registration is possible.
  • the route element prevents the registration from being entered under given circumstances.
  • the respective route element can still be used for other vehicles (trains). It can therefore issue allocations to other vehicles as a route element so that they can use the route element in their own route. If the entry of a registration is possible, the route element makes this entry and then issues a confirmation of the entry of the registration to the respective vehicle.
  • the respective vehicle When the driver's license is issued, the respective vehicle requests a third step for allocation in the form of an entry of a marking M. To this end, the respective vehicle issues a request to the respective route element lying in its route element for the marking of the route element to be entered as a route element for the vehicle. Again, the route element automatically checks whether this marking of the registration is possible. The route element prevents the marking from being entered under given circumstances. If the marking can be entered, the route element makes this entry of the marking, arranges, if necessary, to switch the route element and then issues a confirmation of the marking to the respective vehicle. All other vehicles that apply for a mark to be entered must wait until the mark entered has been deleted again.
  • Receipt of the confirmation of the entry of the marking authorizes the respective vehicle to use the route element as a route element and to advance via the route element in the following route section to a predetermined point before the next route element, whereby the specified point is known to him from the route topology - i.e. from a topological component of a route atlas.
  • the vehicle also has a tracking system so that it always knows at what point in the track network it is currently located.
  • the respective vehicle With the passage of the route element, the respective vehicle issues a confirmation of passage to the respective route element. Upon receipt of this confirmation of passage, the respective route element deletes the entered permit, the registered registration and the entered marking.
  • the columns in these tables correspond to the different types of stress on the respective route element.
  • the switches shown each have four types of stress indicated in the figures by arrows F1, F2, F3 and F4.
  • Other route elements such as entry / exit elements, derailment detector devices or mobile work zones have two types of stress indicated in the figures by arrows f1 and f2.
  • the line element control of a line element designed as a buffer stop device also manages storage locations of two types of stress, the storage locations of one stress type, however, being permanently occupied by a lock entry marked with "/".
  • the security system for a track network which is divided into a plurality of route sections G1, G2, ..., Gq by route elements S1, S2, ..., Sp and, depending on data from components of a route atlas, by vehicles Z1, Z2,. .., Zr is passable, so the vehicles Z1, Z2, ..., Zr are designed to request steps B, R, M from selected ones of the route elements for allocation as a route element.
  • the storage locations of the individual route elements Si each form cells of two separate tables.
  • a track element S5 is provided which, after being integrated into the track network, forms a work zone AZ.
  • the track element S5 which forms the work zone AZ, is temporarily integrated into the track network between two initially adjacent track elements (S1, S2) and removed again from there.
  • the at least one track element S5, which forms the work zone AZ, is therefore designed to be temporarily integrated into the track network between two initially adjacent track elements (S1, S2) and to be removed again from there.
  • the at least one line element S5, which forms the work zone AZ, is provided with means MO5 for determining its current position and specifies the current position of the work zone AZ between the two line elements (S1, S2) as a function of its current position.
  • the at least one line element S5, which forms the work zone AZ thus has means MO5 for determining its current position and is suitably designed for the current position the work zone AZ between the two line elements (S1, S2) depending on its current position.
  • the route element control TSC5 the means MF5 for enabling and the means MO5 for determining the current position are provided as components of a mobile device D, in particular one portable by a person.
  • the route element control TSC5 the means MF5 for enabling and the means MO5 for determining the current position are designed as components of a mobile device D, in particular one that can be carried by a person.
  • the data are at least one of the components K geo , K top , K fb of the route atlas SA in parts D s (K geo ) 1, D s (K top ) 1, D s (K fb) related to the route elements.
  • a first component of the route atlas (SA), the data of which is or is stored in parts of D s (K geo ) 1, D s (K geo ) 2, ..., D s (K geo ) p with the route elements, is or is provided as a geometric component K geo with geometry and location data for determining the position of the vehicles in the track network.
  • a second component of the route atlas SA is or is stored in parts D s (K fb ) 1, D s (K fb ) 2, ..., D s (K fb ) p with the route elements, is or is is provided as a driving operation component K fb with location-related driving operation data for controlling and monitoring the driving behavior of the vehicles and / or for controlling the route elements.
  • a third component of the route atlas SA is or is stored in parts D s (K top ) 1, D s (K top ) 2, ..., D s (K top ) p with the route elements, is or is . is as a topographical component K top with topological data that reflect the topological structure of the track network is provided.
  • the data records of the route elements affected by the modification are modified locally in the route elements.
  • the route elements are thus designed in such a way that when the track network is modified, the data records of the route elements affected by the modification can be modified locally in the route elements.
  • the entire data record of the route element is transferred to the vehicle and stored there. So the track elements and the vehicles are are designed in such a way that in the case of an initial authorization B or in the case of an initial registration R of a respective route element for a respective vehicle, the entire data record of the route element is transmitted to the vehicle and stored there.
  • At least some of the data from the data record that was stored with the route element is transferred to the vehicle if the degree of currency of one of the data stored on the vehicle and the The data record assigned to the route element differs from the degree of currency of the data record stored in the route element.
  • the route elements and the vehicles are designed in such a way that in the case of a repeated authorization B or in the case of a repeated registration R of a respective route element for a respective vehicle, at least some of the data is transferred to the vehicle from the data record that was stored with the route element and be stored there if the degree of currency of a data record stored on the vehicle and assigned to the route element differs from the degree of currency of the data record stored in the route element.
  • the vehicles Z1, Z2, ..., Zr store manually entered and / or manually released dynamic driving data D d 1, D d 2, ..., D d p as dynamic component K dyn of the route atlas SA in Line elements related parts D d (K dyn ) 1, D d (K dyn ) 2, ..., D d (K dyn ) p for the line elements.
  • the vehicles are Z1, Z2, ... so Zr suitably formed, manually entered and / or manually released dynamic driving operation data D d 1, D d 2, ..., D d p dyn as a dynamic component K of the route atlas to be stored in parts related to the line elements D d (K dyn ) 1, D d (K dyn ) 2, ..., D d (K dyn ) p with the line elements.
  • ZS before.
  • At least one of the signals is or is specified 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 that is not a danger point.
  • various train sequence point types ZFT.I, ZFT.II are specified.
  • different braking curves BKm A .I, BKm A .II of the same braking curve type A are provided by the vehicles.
  • At least one braking target point HP which is a danger point, forms a train following point of a first train following point type ZFT.I, to which a first braking curve BKm A .I of the respective vehicle is assigned.
  • 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 (-), HP6 (Sp), HP6 (+), HP7 (-), HP7 (Sp) and HP9, although this list is not exhaustive.
  • a route element designed as a switch device specifies at least one braking target point HP, which is a danger point.
  • a section element designed as a buffer stop PB also specifies at least one braking target point HP, which is a danger point.
  • Such braking target points ZP are, for example, the braking target points in the figures: ZP2 (-), ZP3 (+), ZP6 (-), ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (left) and ZS8 (right) , although this list is not exhaustive.
  • a route element designed as a fallback switch WR specifies at least one further braking target point ZP, which is not a danger point.
  • a route element designed as a fictitious double entry / exit element FDME specifies at least one braking target point ZP which is not a danger point.
  • route element S1 has its marking M as a route element for the vehicle in response to the third request A M 2, i of the vehicle Z2 Z2 made. This is identified in table T1 by the subscript "M" attached to the reference symbol "Z1". The memory entry made by route element S1 for vehicle Z2 is therefore designated as a whole in table T1 as Z2 BRM . The next cell to the left is - according to the rules - provided with a lock entry marked with "/".
  • route element S1 For the vehicle Z1, the route element S1 has also made its registration R in addition to its authorization B in the stress type F4.
  • the memory entry made by route element S1 for vehicle Z1 is therefore designated as a whole in table T1 with Z1 BR .
  • the cell to the left of this has - according to the rules - again a lock entry marked with "/".
  • the vehicle Z2 is therefore allowed to pass the route element S1 in front of the vehicle Z1.
  • the route element S1 together with the assignment of the marking, had the switch W1 switched to its plus position by the control element STW1, provided it was not yet in the plus position.
  • the vehicle issues a corresponding confirmation of passage to route element S1, which then stores entry Z2 BRM and the left deletes the blocking entry "/" shown next to it - i.e. withdraws or removes its authorization, registration and marking for vehicle Z2 (cf. Figure 2 ).
  • the vehicle Z1 could only approach the switch W1 as far as the braking target point HP1 (-).
  • route element S2 has its entries Z3 BRM in column “F3” for vehicle Z3, Z4 BR in column “F2” for vehicle Z4, Z2 BR in column “F3” for vehicle Z2 and Z1 B in column “ F3 "for the vehicle Z1 in the memory locations of the route element control TSC2 (in the cells of the table T2) and also the resulting therefrom Lock entries "/" made.
  • the route element S2 has thus become the one in the Figure 1a time shown only automatically assigned to vehicle Z3 as a route element.
  • the vehicle Z2 may, however, approach the switch W2 up to the braking target point HP2 (Sp).
  • the vehicle Z4 is allowed to approach the switch W2 up to the braking target point HP2 (+).
  • the line element S3 has to that in the Figure 1a shown time his entries Z4 BRM 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 Z1 in the storage locations of the line element control TSC3 (in the cells of table T3) and also the resulting lock entries "/".
  • the line element S3 has thus become that in the Figure 1 time shown only automatically assigned to vehicle Z4 as a route element.
  • the vehicle Z3 may, however, approach the switch W3 up to the braking target point ZP3 (+).
  • the route element S4 has to that in the Figure 1a time shown his entries Z3 B in column “F3" for the vehicle Z3, Z2 B in column “F1” for the vehicle Z2 and Z1 B in column “F1” for the vehicle Z1 in the memory locations of the line element control TSC4 (in the cells of the Table T4) and the resulting lock entries "/".
  • the route element S4 has thus become the one in the Figure 1
  • the time shown is not assigned to any of the vehicles as a route element and must therefore not be driven over by any of the vehicles. Since it has also not issued a license as a route element, none of the vehicles are allowed to enter the sections of the route that are linked by the switch W4.
  • the vehicle Z4 has already passed a release point related to the route element S4, which is not shown here for the sake of clarity, and has issued a corresponding confirmation of passage to the route element S4, so that the route element S4 has already withdrawn its entries for the vehicle Z4 - i.e. deleted - Has.
  • the route element S1 has deleted its entry Z2 BRM for the vehicle Z2 and the resulting lock entry "/”. Furthermore, the line element S2 has deleted its entry Z3 BRM and the resulting lock entry "/”. In addition, the link element S3 has deleted its entry Z4 BRM and the resulting lock entry "/”.
  • the point in time shown has the line element S1 at that in the Figure 3 time shown now made his marking M for the vehicle Z1 and thus completed its automatic allocation for the vehicle Z1.
  • the line element control TSC1 causes the switch W1 to be switched to its minus position by the control element STW1.
  • the route element S2 has to that in the Figure 3 time shown his marking M made for the vehicle Z2 and thus completed its automatic allocation for the vehicle Z2.
  • the line element control TSC2 causes the switch W2 to be switched to its minus position by the control element STW2.
  • the vehicle Z2 must not enter the track section G5 as long as the route element S3 has not yet registered R for the vehicle Z2. Accordingly, the vehicle Z1 may not yet enter the track section G3 either.
  • the vehicle Z2 issues its second request for registration of the route element S3 as a route element to the route element S3.
  • the route element S3 informs the vehicle Z2 that it has already registered for the vehicle Z3, informs it of the communication address of the vehicle Z3 and makes its registration for the vehicle Z2.
  • the vehicle Z2 then makes contact with the vehicle Z3 on. Based on the current position of the end of the vehicle of vehicle Z3, vehicle Z2 is given a current braking target point ZP (Z3) or HP (Z3) up to which vehicle Z2 is currently moving up behind vehicle Z3.
  • the current target braking point ZP (Z3) is not a danger point and therefore a train following point of the second train following point type ZFT.II as long as the vehicle Z3 is traveling in the direction of the route element S3 - that is, it continues to move forward. Vehicle Z2 therefore switches on its steep braking curve BK2 A .II in order to follow vehicle Z3 quickly, even if it should slip slightly over braking target point ZP (Z3).
  • the current braking target point is a danger point and thus a train following point of the second train following point type ZFT.II. Therefore, the vehicle Z2 then switches from its steep leaking brake curve BK1 A .II to its flat outgoing braking curve BK2 A .I, since it must not slip over the brake target point HP (Z3).
  • the vehicle Z1 outputs its second request for registration of the route element S2 as a route element to the route element S2.
  • the route element S2 informs the vehicle Z1 that it has already registered for the vehicle Z2, informs it of the communication address of the vehicle Z2 and registers it for the vehicle Z1.
  • the vehicle Z1 then makes contact with the vehicle Z2. Based on the current position of the end of the vehicle of vehicle Z2, vehicle Z1 is given a current braking target point up to which vehicle Z1 then currently moves up behind vehicle Z2.
  • the current braking target point ZP (Z2) is not a danger point and therefore a train following point of the second train following point type ZFT.II, as long as the vehicle Z2 travels in the direction of the route element S2 - that is, it continues to move forward. Vehicle Z1 therefore switches on its steep braking curve BK1 A .II in order to follow vehicle Z2 quickly, even if it is slightly above the braking target point ZP (Z2) should slip. If, however, the vehicle Z2 would come to a stop, for example, in front of the switch W2 at the braking target point HP2 (Sp), the current braking target point for the vehicle Z1 would be a danger point and thus a train following point of the second train following point type ZFT.II. Therefore, the vehicle Z1 would then switch from its steep braking curve BK1 A .II to its flat braking curve BK1 A .I, since it must not slide over the braking target point HP2 (SP).
  • SP braking target point
  • the vehicle Z1 is initially not allowed to drive into the track section G5, since the route element S3 has not yet made a registration R for the vehicle Z1.
  • the vehicle Z1 issues its second request for registration of the route element S3 as a route element to the route element S3.
  • the route element S3 informs the vehicle Z1 that it has already registered for the vehicle Z2, informs it of the communication address of the vehicle Z2 and registers it for the vehicle Z1.
  • the vehicle Z1 then makes contact with the vehicle Z2. Based on the current position of the vehicle end of vehicle Z2, vehicle Z1 is given a current braking target point ZP (Z2) or HP (Z2) up to which vehicle Z1 is currently moving up behind vehicle Z2.
  • the current target braking point ZP (Z2) is not a danger point and therefore a train following point of the second train following point type ZFT.II as long as the vehicle Z2 is traveling in the direction of the route element S3 - that is, it continues to move forward.
  • the vehicle Z1 therefore switches on its steep braking curve BK1 A .II in order to follow the vehicle Z2 quickly, even if it should slip a little over the braking target point ZP (Z2).
  • the current braking target point for the vehicle Z1 is a danger point and thus a train following point of the second type of train following point ZFT.II. Therefore, the vehicle Z1 then switches from its steep braking curve BK1 A .II to its flat braking curve BK1 A .I, since it must not slide over the braking target point HP (Z2).
  • a train driver of vehicle Z1, not shown here, has to work at the in Figure 5
  • the position of the track section G3 shown in the figure shows distortions in the track bed. He therefore inputs, via an interface of the vehicle control, characteristic data of a slow-speed driving area LFS including point P as dynamic driving operation data into the vehicle control OBU1.
  • the vehicle stores its dynamic driving data at least for the route element S2 located in its direction of travel as soon as the manual input has been completed by saving.
  • Dynamic driving data for example in the form of slippery sections, can also be recorded by sensors of the respective vehicle and only released manually by the train driver, with the respective vehicle then also storing its dynamic driving data at least for the route element in its direction of travel as soon as it is released are.
  • the storage is preferably carried out during the next communication with the respective route element lying in the direction of travel.
  • the vehicle Z1 therefore stores the characteristic data of the speed limit stop at the point in time at which it issues its confirmation of passage to the route element S2.
  • a pack R is already approaching position P of track section G3 in order to eliminate the distortions in the track bed.
  • a foreman carries the portable device D with him, which, in addition to the line element control TSC5, has the means for enabling MF5 and the means for determining its current position MO5.
  • the track element 5 can be integrated into the track network, which after its integration forms the work zone AZ to protect the pack.
  • the TSC5 line element control gives the current position of the work zone depending on its current position AZ and logs on to route elements S1 and S2.
  • the route element S1 informs the route element S5 that it has entered its approval as a route element for the vehicle Z4.
  • the route element S5 also enters its approval for the vehicle Z4 as a route element.
  • the route section G3 is thus temporarily divided by the route element S5.
  • the route element S2 has made its marking for the vehicle Z4 and the vehicle Z4 requests the registration of the route element S1.
  • the route element S1 then informs the vehicle Z4 of the temporarily inserted route element S5, which forms the work zone AZ, and in particular notifies it of the communication address of the route element S5.
  • the vehicle now requests registration as a route element from route element S5.
  • the route element S5 carries out its registration for the vehicle Z4, so that the vehicle Z4 can advance to the braking target point HP4 (re).
  • the vehicle Z4 requests the marking of the route element S5.
  • the route element carries out its marking, but does not yet issue a marking confirmation to the vehicle Z4.
  • the device D indicates on a display and / or acoustically that the vehicle Z4 would like to pass the work zone.
  • the vehicle Z4 requests the registration of the Line element S1.
  • the route element S1 carries out this registration.
  • the vehicle Z4 advances to the braking target point HP1 (Sp).
  • the vehicle Z4 issues a corresponding confirmation of passage to the route element S5, which then deletes the memory entry Z4 BRM and the blocking entry "/" shown to the left - that is, withdraws or cancels its authorization, registration and marking for vehicle Z4.
  • the crew can then 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)
EP16767174.2A 2015-09-30 2016-09-07 Sicherungsverfahren für ein gleisstreckennetz Active EP3331746B1 (de)

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

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EP3331746A1 EP3331746A1 (de) 2018-06-13
EP3331746B1 true EP3331746B1 (de) 2021-09-01

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EP (1) EP3331746B1 (zh)
CN (1) CN108290592B (zh)
AU (1) AU2016332487B2 (zh)
DE (1) DE102015218987A1 (zh)
ES (1) ES2899231T3 (zh)
HK (1) HK1253221A1 (zh)
WO (1) WO2017055032A1 (zh)

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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

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* Cited by examiner, † Cited by third party
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 (en) 2011-09-23 2013-03-27 Siemens SAS Method and system for managing an interlocking
DE102012216744A1 (de) * 2012-09-19 2014-04-03 Siemens Aktiengesellschaft Steuerung von Schienenfahrzeugen
AU2015327990B2 (en) * 2014-10-03 2020-09-24 Harsco Technologies LLC Work block encroachment warning system

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ES2899231T3 (es) 2022-03-10
US20180281831A1 (en) 2018-10-04
HK1253221A1 (zh) 2019-06-14
CN108290592B (zh) 2020-08-28
AU2016332487A1 (en) 2018-04-19
WO2017055032A1 (de) 2017-04-06
US10668937B2 (en) 2020-06-02
CN108290592A (zh) 2018-07-17
AU2016332487B2 (en) 2019-02-21
EP3331746A1 (de) 2018-06-13

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