EP3400161B1 - Track installation and method for operating a track installation - Google Patents

Track installation and method for operating a track installation Download PDF

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Publication number
EP3400161B1
EP3400161B1 EP17705372.5A EP17705372A EP3400161B1 EP 3400161 B1 EP3400161 B1 EP 3400161B1 EP 17705372 A EP17705372 A EP 17705372A EP 3400161 B1 EP3400161 B1 EP 3400161B1
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EP
European Patent Office
Prior art keywords
train
train protection
track
protection device
devices
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Application number
EP17705372.5A
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German (de)
French (fr)
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EP3400161A1 (en
Inventor
Malte Hammerl
Jacob Johannes KOHLRUSS
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3400161A1 publication Critical patent/EP3400161A1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L7/00—Remote control of local operating means for points, signals, or trackmounted scotch-blocks
    • B61L7/06—Remote control of local operating means for points, signals, or trackmounted scotch-blocks using electrical transmission
    • 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
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously

Definitions

  • the invention relates to a railway system with at least one route section in which at least one switchable control element is arranged, and with at least two autonomous track-side train protection devices, each of which is designed for train protection of vehicles equipped with an assigned vehicle-side train protection device on the at least one route section.
  • the invention also relates to a method for operating a railway system which has at least one route section with at least one switchable control element and the at least two autonomous ones for train protection of vehicles equipped with an assigned vehicle-side train protection device on the route section.
  • a system for the safe operation of track-bound trains running on routes is from the EP 1 630 059 A2 known.
  • the object is achieved by a railway system with the features of claim 1, and by a method for operating a railway system with the features of claim 8.
  • the inventive solution has the advantage that one of the Train protection devices have sovereignty over the control elements and controls this on request for the other or the other train protection devices. This gives a clear distribution of roles.
  • the leading train protection device reports that the control elements have been controlled with the help of the interface to the subordinate train protection device, which can then let the vehicle assigned to it drive on the common route section.
  • the interface according to the invention enables communication between the autonomous train protection devices, through which a guest route can be requested by a subordinate train protection device from the leading train protection device and provided by the leading train protection device.
  • the railway system according to the invention has at least two train control / train control devices, which are designed to coordinate train traffic and are each assigned to one of the train control devices, and at least one further interface configured between the train control / train control devices for the transmission of information, has the Another advantage is that not all information has to be exchanged between the train protection devices via the interface, but rather another interface is available.
  • the train control / train control devices can have lower safety requirements than the train protection devices, so that non-safety-related information can easily be transmitted via the further interface of the train control / train control devices. This relieves the load on the interface between the train protection systems and makes the system less complicated.
  • the train control / train control systems represent an operations management level of the system and can also be referred to as ATS (Automatic Train Supervision).
  • At least one piece of information can be transmitted to the at least one adjusting element through the interface.
  • the desired actuating elements which are, for example, signals or switches, can be signaled in a simple manner.
  • the position of all control elements in the route section can be reported as information.
  • the interface can at least information on the provision of at least one predetermined route on the route section or its status can be transmitted. For example, the availability of a requested guest route can be indicated by a single signal via the interface. This makes the communication via the interface between the train protection devices particularly simple and easy to handle. This means that each control element does not have to be reported separately, which significantly simplifies the design of the interface.
  • the system can have at least one non-switchable route element arranged in the route section, which is connected to all train protection devices.
  • a route element is, for example, an emergency stop button or a track vacancy detection device. Since the route element or elements are connected to all train protection devices present in the route section, each of the train protection devices also recognizes the current position of a vehicle in the route section, regardless of its train protection device on the vehicle.
  • the leading train safety device can have at least one actuating device connected to the switchable actuating elements, which is designed to control the actuating elements.
  • This setting device which can also be referred to as an interlocking, for example, is a separate unit formed within the train protection device, for example on a separate computer.
  • at least the leading train protection device can have at least one track-side line device which is designed for communication with the vehicles and separately from the actuating device is. This separation between the control device and the line device increases the safety within the leading train protection device.
  • the interface between the train protection devices can have at least one switching assembly which is connected on the input side to the leading train protection device and on the output side to the at least one further train protection device.
  • a safe, galvanically separated signal exchange between the train protection devices is possible via this switching assembly, which can be a relay assembly, for example.
  • the switching assembly and thus the interface between the train protection devices are advantageously designed for communication in only one direction. The direction is provided from the leading train protection device to the at least one further train protection device.
  • At least one piece of information relating to one or more of the actuating elements can be transmitted between the leading train protection device and the at least one further train protection device.
  • this has the advantage that, for example, a status of the control elements can be displayed in a simple manner.
  • At least one piece of information relating to the provision of at least one predetermined route on the route section or its status can be transmitted between the leading train protection device and the at least one further train protection device. This has the advantage already mentioned above that the communication between the train protection devices is particularly simple.
  • both train protection devices can resolve a set route
  • the vehicles can travel in Route section can be monitored by the leading train protection device as well as by one of the other train protection devices.
  • This one of the further train protection devices is the one to which the vehicle-side train protection device of the vehicle is assigned. As a result, no communication from the subordinate back to the leading train protection device is necessary, which simplifies the interface and the method.
  • the figure shows a schematic representation of a railway system according to the invention.
  • An exemplary embodiment of a railway system 1 has a route network 2 with several route sections, of which only one route section 3 is shown. Furthermore, the railway system 1 comprises two track-side train protection devices 4, which secure train traffic from autonomously operated vehicles 5 in the route network 2.
  • the vehicles 5 of the railway system 1 each have exactly one vehicle-side train protection device 6, which is designed for communication with one of the track-side train protection devices 4.
  • the train protection device 4 and also other components of the system 1 that are present multiple times are in some cases also provided with letters to distinguish them, such as the train protection devices 4a, 4b. If the number without a letter is given as a reference symbol, all components should be included. Thus, the train protection devices 4 are to be understood as the train protection devices 4a or 4b.
  • the route network 2 of the railway system 1 also has route sections, not shown in the figure, from one of the two train protection devices 4a, 4b and can therefore only be driven on by vehicles 5 which are designed with the corresponding vehicle-side train protection device 6.
  • the route section 3 shown in the figure is, for example, a depot or a car wash, which is to be used by all vehicles 5 regardless of the assignment of their vehicle-side train protection device 6.
  • the route section 3 has several switchable control elements 7, such as signals 8 and switches 9, non-switchable route elements 10, such as emergency stop buttons or track vacancy detection devices, and position marks 11a, 11b, such as balises.
  • the adjusting elements 7, the position marks 11 and the route elements 10 are shown in the figure for the sake of simplicity only in one position, although these are of course distributed in route section 3 as usual.
  • the track-side train protection devices 4a, 4b each have a track-side communication device 12a, 12b, which is each designed for communication with corresponding vehicle-side communication devices 13a, 13b of the assigned vehicles 5.
  • the communication devices 12, 13 and the train protection devices 4, 6 are designed, for example, for CBTC (Communication Based Train Control) communication.
  • the track-side train protection devices 4a, 4b each have an actuating device 14 and a track device 15.
  • the switchable actuating elements 7 are signal-technically connected exclusively to the track-side train protection device 4b and in particular its actuating device 14b.
  • the adjusting elements 7 can only be controlled by the track-side train protection device 4b, as a result of which the track-side train protection device 4b is designed as a leading train protection device for the route section 3.
  • the non-switchable track elements 10 are connected to both track-side train protection devices 4a, 4b and in particular their actuating devices 14a, 14b.
  • An interface 16 is formed between the track-side train protection devices 4a, 4b.
  • the interface 16 has a switching assembly 17, which is designed, for example, as an I / O relay assembly.
  • the switching assembly 17 is connected to the leading track-side train protection device 4b and on the output side to the track-side train protection device 4a, which is to be designated as subordinate.
  • the switching assembly 17 is designed only for communication in one direction, namely in the direction from the leading train protection device 4b to the subordinate train protection device 4a.
  • the railway system 1 also has two train control / train control devices 18a, 18b, each of which is assigned to one of the track-side train protection devices 4a, 4b.
  • the train control / train control devices 18a, 18b represent an operations management level of the railway system 1 and represent a device known as ATS (Automatic Train Supervision).
  • a further interface 19 is formed between the train control / train control devices 18a, 18b.
  • the train control / train control device 18a is connected to the subordinate train control device 4a and the train control / train control device 18b is connected to the leading train control device 4b.
  • the vehicle 5a should, for example, travel along the route section 3 on a predetermined route. For example to drive to a car wash used by all vehicles 5a, 5b. A certain number of previously known routes is possible on route section 3. A specific control of the switchable control elements7 is necessary for each route.
  • the switching assembly 17 has a safe I / O signal for each route, for example by means of a relay (not shown).
  • the train control / train control device 18a which is assigned to the vehicle 5a and the train protection device 4a, requests the desired route from the train control / train control device 18b.
  • This request is transmitted via the further interface 19, which is designed, for example, as a network interface.
  • the desired route is referred to below as the guest route, since the vehicle 5a is, so to speak, a guest for the leading train protection device 4b.
  • the train control / train control device 18b receives the request for the guest driveway and forwards it to the track-side train protection device 4b and in particular to its control device 14b.
  • the actuating device 14b controls the actuating elements 7 required for the guest route, that is to say signals 8 and switches 9, and thereby sets the guest route.
  • the leading train protection device 4b transmits information representative of the provision of the guest driveway via the interface 16 to the subordinate train protection device 4a.
  • this information is transmitted by switching the corresponding safe I / O signal by means of a relay of the switching assembly 17, which has been agreed for the provision of the predetermined guest route and is representative.
  • the train control / train control device 18a has informed the subordinate train protection device 4a that the guest route has been requested.
  • the subordinate train protection device 4a expects the information via the interface 16.
  • this information is read in by the actuating device 14a of the subordinate train protection device 4a.
  • the subordinate train protection device 4a checks whether the information displayed on the switching assembly 17 matches the information expected from the train control / train control device 18a. In the event of an objection, an error is reported and the vehicle 5 does not receive any approval.
  • the guest driveway is then permitted by the actuating device 14a and a corresponding message is passed on to the line device 15a within the train protection device 4a.
  • the route units 15a, 15b can also be referred to as WCU (Wayside Control Unit).
  • a release message a so-called movement authority, is then transmitted from the trackside communication device 12a to the train-side communication device 13a of the vehicle 5a.
  • the autonomously operated vehicle 5a then drives along the provided guest driveway. Since position marks 11a, 11b for both types of vehicle 5a, 5b are arranged on route section 3, vehicle 5a can determine its position accordingly.
  • the track elements 10, in particular the track vacancy detection devices give both track-side train protection devices 4a, 4b feedback about the movement of the vehicle 5a, so that a route clearance is monitored by both track-side train protection devices 4a, 4b.
  • the method according to the invention is particularly advantageous because a guest driveway only has to be requested for vehicles 5a of the subordinate train protection device 4a. It only happens occasionally. Otherwise, the leading train protection device 4b the train protection of the route section 3 alone.

Description

Die Erfindung betrifft eine bahntechnische Anlage mit wenigstens einem Streckenabschnitt, in dem wenigstens ein schaltbares Stellelement angeordnet ist, und mit wenigstens zwei autonomen streckenseitigen Zugsicherungseinrichtungen, die jeweils für eine Zugsicherung von mit einer zugeordneten fahrzeugseitigen Zugsicherungseinrichtung ausgestatteten Fahrzeugen auf dem wenigstens einen Streckenabschnitt ausgebildet sind.The invention relates to a railway system with at least one route section in which at least one switchable control element is arranged, and with at least two autonomous track-side train protection devices, each of which is designed for train protection of vehicles equipped with an assigned vehicle-side train protection device on the at least one route section.

Ferner betrifft die Erfindung ein Verfahren zum Betreiben einer bahntechnischen Anlage, die wenigstens einen Streckenabschnitt mit wenigstens einem schaltbaren Stellelement und die wenigstens zwei Autonome für eine Zugsicherung von mit einer zugeordneten fahrzeugseitigen Zugsicherungseinrichtung ausgestatteten Fahrzeugen auf dem Streckenabschnitt ausgebildete streckenseitige Zugsicherungseinrichtungen aufweist.The invention also relates to a method for operating a railway system which has at least one route section with at least one switchable control element and the at least two autonomous ones for train protection of vehicles equipped with an assigned vehicle-side train protection device on the route section.

Ein System zum sicheren Betrieb von auf Fahrstrecken verkehrenden gleisgebundenen Zügen ist aus der EP 1 630 059 A2 bekannt.A system for the safe operation of track-bound trains running on routes is from the EP 1 630 059 A2 known.

Betreiber von bahntechnischen Anlagen entscheiden sich teilweise für Zugsicherungseinrichtungen verschiedener Bauart, beispielsweise von unterschiedlichen Herstellern, für verschiedene Linien ihres Netzes. Dadurch kann die Interoperabilität zwischen den Linien deutlich eingeschränkt sein. Dennoch ist ein Betrieb mit mehreren Zugsicherungssystemen in einem Überlappungsbereich der Linien, wie beispielsweise Testgleisen, Depots, Abstellanlagen oder Waschanlagen, wünschenswert, um diesen Bereich gemeinsam nutzen zu können.Operators of railway systems sometimes opt for train protection devices of different designs, for example from different manufacturers, for different lines in their network. This can significantly limit the interoperability between the lines. Nevertheless, an operation with several train protection systems in an overlapping area of the lines, such as test tracks, depots, parking facilities or washing facilities, is desirable in order to be able to use this area jointly.

Es sollen also Züge und Fahrzeuge auf einem Streckenabschnitt mit verschiedenen Zugsicherungseinrichtungen betrieben werden. Dies kann beispielsweise dadurch realisiert werden, dass alle Züge und Fahrzeuge mit beiden Zugsicherungseinrichtungen ausgerüstet sind. Diese Lösung ist allerdings aufwendig und kostenintensiv. Es sind auch bahntechnische Anlagen bekannt, in denen die Zugsicherungseinrichtung einen fremden Zug duldet, aber nicht steuern kann. Dieser geduldete Zug muss von einem Fahrer gesteuert werden und darf eine bestimmte Höchstgeschwindigkeit, wie beispielsweise 30 km/h, nicht überschreiten. Fahrerlos können solche geduldeten Züge nicht fahren.So trains and vehicles should be operated on a route section with different train protection devices. This can be achieved, for example, by equipping all trains and vehicles with both train protection devices. However, this solution is complex and costly. Railway systems are also known in which the train protection device tolerates a foreign train, but cannot control it. This tolerated train must be controlled by a driver and must not exceed a certain maximum speed, such as 30 km / h. Such tolerated trains cannot run without a driver.

Es ist daher die Aufgabe der vorliegenden Erfindung eine bahntechnische Anlage und ein Verfahren zum Betreiben einer bahntechnischen Anlage der eingangs genannten Art vorzuschlagen, die den automatischen Betrieb von Fahrzeugen mit unterschiedlichen fahrzeugseitigen Zugsicherungseinrichtung ermöglicht.It is therefore the object of the present invention to propose a railway system and a method for operating a railway system of the type mentioned at the beginning, which enables the automatic operation of vehicles with different vehicle-side train protection devices.

Erfindungsgemäß wird die Aufgabe durch eine bahntechnische Anlage mit den Merkmalen des Anspruchs 1, und durch ein Verfahren zum Betreiben einer bahntechnischen Anlage mit den Merkmalen des Anspruchs 8 gelöst.According to the invention, the object is achieved by a railway system with the features of claim 1, and by a method for operating a railway system with the features of claim 8.

Die erfindungsgemäße Lösung hat den Vorteil, dass eine der Zugsicherungseinrichtungen die Hoheit über die Stellelemente hat und diese auf Anfrage für die andere oder die anderen Zugsicherungseinrichtungen steuert. Dadurch ist eine klare Rollenverteilung gegeben. Die führende Zugsicherungseinrichtung meldet die erfolgte Steuerung der Stellelemente mit Hilfe der Schnittstelle an die untergeordnete Zugsicherungseinrichtung, die anschließend das ihr zugeordnete Fahrzeug auf den gemeinsamen Streckenabschnitt fahren lassen kann. Durch die erfindungsgemäße Schnittstelle wird eine Kommunikation zwischen den autonomen Zugsicherungseinrichtungen möglich, durch die eine Gastfahrstraße von einer untergeordneten Zugsicherungseinrichtung bei der führenden Zugsicherungseinrichtung angefragt und von der führenden Zugsicherungseinrichtung bereitgestellt werden kann.The inventive solution has the advantage that one of the Train protection devices have sovereignty over the control elements and controls this on request for the other or the other train protection devices. This gives a clear distribution of roles. The leading train protection device reports that the control elements have been controlled with the help of the interface to the subordinate train protection device, which can then let the vehicle assigned to it drive on the common route section. The interface according to the invention enables communication between the autonomous train protection devices, through which a guest route can be requested by a subordinate train protection device from the leading train protection device and provided by the leading train protection device.

Dass die erfindungsgemäße bahntechnische Anlage wenigstens zwei Zugsteuer-/ Zugleit-Einrichtungen, die zur Koordinierung des Zugverkehrs ausgebildet und jeweils einer der Zugsicherungseinrichtungen zugeordnet sind, und wenigstens eine zwischen den Zugsteuer-/Zugleit-Einrichtungen ausgebildete weitere Schnittstelle zur Übermittlung von Informationen aufweist, hat den weiteren Vorteil, dass nicht alle Informationen über die Schnittstelle zwischen den Zugsicherungseinrichtungen ausgetauscht werden müssen, sondern eine weitere Schnittstelle zur Verfügung steht. Beispielsweise können die Zugsteuer-/ Zugleit-Einrichtungen eine geringere Sicherheitsanforderung aufweisen als die Zugsicherungseinrichtungen, so dass nicht sicherheitsrelevante Informationen leicht über die weitere Schnittstelle der Zugsteuer-/ Zugleit-Einrichtungen übermittelt werden können. Dadurch wird die Schnittstelle zwischen den Zugsicherungseinrichtungen entlastet und die Anlage weniger kompliziert.Die Zugsteuer-/Zugleit-Einrichtungen stellen eine Betriebsleitebene der Anlage dar und können auch als ATS (Automatic Train Supervision) bezeichnet werden.The fact that the railway system according to the invention has at least two train control / train control devices, which are designed to coordinate train traffic and are each assigned to one of the train control devices, and at least one further interface configured between the train control / train control devices for the transmission of information, has the Another advantage is that not all information has to be exchanged between the train protection devices via the interface, but rather another interface is available. For example, the train control / train control devices can have lower safety requirements than the train protection devices, so that non-safety-related information can easily be transmitted via the further interface of the train control / train control devices. This relieves the load on the interface between the train protection systems and makes the system less complicated. The train control / train control systems represent an operations management level of the system and can also be referred to as ATS (Automatic Train Supervision).

Die Erfindung kann durch vorteilhafte Ausgestaltungen weiterentwickelt werden, die im Folgenden beschrieben sind.The invention can be further developed through advantageous embodiments which are described below.

So kann durch die Schnittstelle wenigstens eine Information zu dem wenigstens einen Stellelement übermittelbar sein. Dies hat den Vorteil, dass eine erfolgte Ansteuerung der gewünschten Stellelemente, die beispielsweise Signale oder Weichen sind, auf einfache Weise signalisiert werden kann. Als Information kann beispielsweise die Stellung aller Stellelemente im Streckenabschitt gemeldet werden.Thus, at least one piece of information can be transmitted to the at least one adjusting element through the interface. This has the advantage that the desired actuating elements, which are, for example, signals or switches, can be signaled in a simple manner. For example, the position of all control elements in the route section can be reported as information.

Um möglichst wenig Informationen über die Schnittstelle übermitteln zu müssen, kann durch die Schnittstelle wenigstens eine Information zu einer Bereitstellung wenigstens einer vorbestimmten Fahrstraße auf dem Streckenabschnitt oder deren Status übermittelbar sein. So kann beispielsweise die Bereitstellung einer angefragten Gastfahrstraße durch ein einziges Signal über die Schnittstelle angezeigt werden. Dadurch wird die Kommunikation über die Schnittstelle zwischen den Zugsicherungseinrichtungen besonders einfach und leicht handhabbar. So muss nicht jedes Stellelement separat gemeldet werden, was die Auslegung der Schnittstelle deutlich vereinfacht.In order to have to transmit as little information as possible via the interface, the interface can at least information on the provision of at least one predetermined route on the route section or its status can be transmitted. For example, the availability of a requested guest route can be indicated by a single signal via the interface. This makes the communication via the interface between the train protection devices particularly simple and easy to handle. This means that each control element does not have to be reported separately, which significantly simplifies the design of the interface.

Ferner kann die Anlage wenigstens ein nicht schaltbares im Streckenabschnitt angeordnetes Streckenelement aufweisen, das mit allen Zugsicherungseinrichtungen verbunden ist. Ein solches Streckenelement ist beispielsweise ein Nothalttaster oder eine Gleisfreimeldeeinrichtung. Da das oder die Streckenelemente mit allen im Streckenabschnitt vorhandenen Zugsicherungseinrichtungen verbunden sind, erkennt auch jede der Zugsicherungseinrichtungen die aktuelle Position von einem Fahrzeug im Streckenabschnitt unabhängig von dessen fahrzeugseitiger Zugsicherungseinrichtung.Furthermore, the system can have at least one non-switchable route element arranged in the route section, which is connected to all train protection devices. Such a route element is, for example, an emergency stop button or a track vacancy detection device. Since the route element or elements are connected to all train protection devices present in the route section, each of the train protection devices also recognizes the current position of a vehicle in the route section, regardless of its train protection device on the vehicle.

Um ein einfaches Schalten der Stellelemente zu realisieren, kann die führende Zugsicherungseinrichtungen wenigstens eine mit den schaltbaren Stellelementen verbundene Stelleinrichtung aufweisen, die zum Steuern der Stellelemente ausgebildet ist. Diese Stelleinrichtung, die beispielsweise auch als Stellwerk bezeichnet werden kann, ist als separate Einheit innerhalb der Zugsicherungseinrichtung ausgebildet, beispielsweise auf einem separaten Rechner. Ferner kann wenigstens die führende Zugsicherungseinrichtung wenigstens ein streckenseitiges Streckengerät aufweisen, das zur Kommunikation mit den Fahrzeugen und separat zur Stelleinrichtung ausgebildet ist. Durch diese Trennung zwischen Stelleinrichtung und Streckengerät wird die Sicherheit innerhalb der führenden Zugsicherungseinrichtung erhöht.In order to implement a simple switching of the actuating elements, the leading train safety device can have at least one actuating device connected to the switchable actuating elements, which is designed to control the actuating elements. This setting device, which can also be referred to as an interlocking, for example, is a separate unit formed within the train protection device, for example on a separate computer. Furthermore, at least the leading train protection device can have at least one track-side line device which is designed for communication with the vehicles and separately from the actuating device is. This separation between the control device and the line device increases the safety within the leading train protection device.

In einer Weiterbildung der Erfindung kann die Schnittstelle zwischen den Zugsicherungseinrichtungen wenigstens eine Schaltbaugruppe aufweisen, die eingangsseitig mit der führenden Zugsicherungseinrichtung und ausgangsseitig mit der wenigstens einen weiteren Zugsicherungseinrichtung verbunden ist. Über diese Schaltbaugruppe, die beispielsweise eine Relaisbaugruppe sein kann, ist ein sicherer, galvanisch getrennter Signalaustausch zwischen den Zugsicherungseinrichtungen möglich. Vorteilhafterweise ist die Schaltbaugruppe und damit die Schnitttelle zwischen den Zugsicherungseinrichtungen für eine Kommunikation in nur einer Richtung ausgebildet. Die Richtung ist dabei von der führenden Zugsicherungseinrichtung zu der wenigstens einen weiteren Zugsicherungseinrichtung vorgesehen.In a further development of the invention, the interface between the train protection devices can have at least one switching assembly which is connected on the input side to the leading train protection device and on the output side to the at least one further train protection device. A safe, galvanically separated signal exchange between the train protection devices is possible via this switching assembly, which can be a relay assembly, for example. The switching assembly and thus the interface between the train protection devices are advantageously designed for communication in only one direction. The direction is provided from the leading train protection device to the at least one further train protection device.

In einer vorteilhaften Ausgestaltung des erfindungsgemäßen Verfahrens kann zwischen der führenden Zugsicherungseinrichtung und der wenigstens einen weiteren Zugsicherungseinrichtung wenigstens eine Information bezüglich einem oder mehreren der Stellelement übermittelt werden. Wie bereits oben beschrieben, hat dies den Vorteil, dass beispielsweise ein Status der Stellelemente auf einfache Weise angezeigt werden kann.In an advantageous embodiment of the method according to the invention, at least one piece of information relating to one or more of the actuating elements can be transmitted between the leading train protection device and the at least one further train protection device. As already described above, this has the advantage that, for example, a status of the control elements can be displayed in a simple manner.

Ferner kann zwischen der führenden Zugsicherungseinrichtung und der wenigstens einen weiteren Zugsicherungseinrichtung wenigstens eine Information zu einer Bereitstellung wenigstens einer vorbestimmten Fahrstraße auf dem Streckenabschnitt oder deren Status übermittelt werden. Dies hat den oben bereits genannten Vorteil, dass die Kommunikation zwischen den Zugsicherungseinrichtungen besonders einfach ist.Furthermore, at least one piece of information relating to the provision of at least one predetermined route on the route section or its status can be transmitted between the leading train protection device and the at least one further train protection device. This has the advantage already mentioned above that the communication between the train protection devices is particularly simple.

Damit beide Zugsicherungseinrichtungen eine eingestellte Fahrstraße auflösen können, kann eine Fahrt der Fahrzeuge im Streckenabschnitt sowohl von der führenden Zugsicherungseinrichtung als auch von einer der weiteren Zugsicherungseinrichtungen überwacht werden. Diese eine der weiteren Zugsicherungseinrichtungen ist die, zu der die fahrzeugseitige Zugsicherungseinrichtung des Fahrzeugs zugeordnet ist. Hierdurch ist keine Kommunikation von der untergeordneten zurück zu der führenden Zugsicherungseinrichtung nötig, was die Schnittstelle und das Verfahren vereinfacht.So that both train protection devices can resolve a set route, the vehicles can travel in Route section can be monitored by the leading train protection device as well as by one of the other train protection devices. This one of the further train protection devices is the one to which the vehicle-side train protection device of the vehicle is assigned. As a result, no communication from the subordinate back to the leading train protection device is necessary, which simplifies the interface and the method.

Im Folgenden wird die Erfindung mit Bezug auf die beigefügte Zeichnung erläutert.The invention is explained below with reference to the accompanying drawing.

Die Figur zeigt eine schematische Darstellung einer erfindungsgemäßen bahntechnischen Anlage.The figure shows a schematic representation of a railway system according to the invention.

Eine beispielhafte Ausführungsform einer bahntechnischen Anlage 1, wie sie in der Figur dargestellt ist, weist ein Streckennetz 2 mit mehreren Streckenabschnitten auf, von denen aber nur ein Streckenabschnitt 3 dargestellt ist. Weiterhin umfasst die bahntechnische Anlage 1 zwei streckenseitige Zugsicherungseinrichtungen 4, die einen Zugverkehr von autonom betriebenen Fahrzeugen 5 im Streckennetz 2 sichern. Die Fahrzeuge 5 der bahntechnischen Anlage 1 weisen jeweils genau eine fahrzeugseitige Zugsicherungseinrichtung 6 auf, die für eine Kommunikation mit einer der streckenseitigen Zugsicherungseinrichtungen 4 ausgebildet sind.An exemplary embodiment of a railway system 1, as shown in the figure, has a route network 2 with several route sections, of which only one route section 3 is shown. Furthermore, the railway system 1 comprises two track-side train protection devices 4, which secure train traffic from autonomously operated vehicles 5 in the route network 2. The vehicles 5 of the railway system 1 each have exactly one vehicle-side train protection device 6, which is designed for communication with one of the track-side train protection devices 4.

Die Zugsicherungseinrichtung 4 und auch andere mehrfach vorhandene Komponenten der Anlage 1 sind zur Unterscheidung teilweise zusätzlich mit Buchstaben versehen, wie beispielsweise die Zugsicherungseinrichtungen 4a, 4b. Ist als Bezugszeichen die Zahl ohne Buchstaben genannt, sollen alle Komponenten umfasst sein. So sind unter den Zugsicherungseinrichtungen 4 die Zugsicherungseinrichtungen 4a oder 4b zu verstehen.The train protection device 4 and also other components of the system 1 that are present multiple times are in some cases also provided with letters to distinguish them, such as the train protection devices 4a, 4b. If the number without a letter is given as a reference symbol, all components should be included. Thus, the train protection devices 4 are to be understood as the train protection devices 4a or 4b.

Das Streckennetz 2 der bahntechnischen Anlage 1 weist auch in der Figur nicht dargestellte Streckenabschnitte auf, die von einer der beiden Zugsicherungseinrichtungen 4a, 4b gesichert werden und somit auch nur von Fahrzeugen 5 befahren werden können, die mit der entsprechenden fahrzeugseitigen Zugsicherungseinrichtung 6 ausgebildet sind. Der in der Figur dargestellte Streckenabschnitt 3 ist beispielsweise ein Depot oder eine Waschanlage, der von allen Fahrzeugen 5 unabhängig von der Zuordnung ihrer fahrzeugseitigen Zugsicherungseinrichtung 6 befahren werden soll.The route network 2 of the railway system 1 also has route sections, not shown in the figure, from one of the two train protection devices 4a, 4b and can therefore only be driven on by vehicles 5 which are designed with the corresponding vehicle-side train protection device 6. The route section 3 shown in the figure is, for example, a depot or a car wash, which is to be used by all vehicles 5 regardless of the assignment of their vehicle-side train protection device 6.

Der Streckenabschnitt 3 weist mehrere schaltbare Stellelemente 7, wie Signale 8 und Weichen 9, nicht schaltbare Streckenelemente 10, wie Nothalttaster oder Gleisfreimeldeeinrichtungen, und Positionsmarken 11a, 11b, wie beispielsweise Balisen, auf. Die Stellelemente 7, die Positionsmarken 11 und die Streckenelemente 10 sind in der Figur der Einfachheit halber nur an einer Position dargestellt, obwohl diese selbstverständlich wie üblich im Streckenabschnitt 3 verteilt sind.The route section 3 has several switchable control elements 7, such as signals 8 and switches 9, non-switchable route elements 10, such as emergency stop buttons or track vacancy detection devices, and position marks 11a, 11b, such as balises. The adjusting elements 7, the position marks 11 and the route elements 10 are shown in the figure for the sake of simplicity only in one position, although these are of course distributed in route section 3 as usual.

Die streckenseitigen Zugsicherungseinrichtungen 4a, 4b weisen jeweils eine streckenseitige Kommunikationseinrichtung 12a, 12b auf, die jeweils zur Kommunikation mit entsprechenden fahrzeugseitigen Kommunikationseinrichtungen 13a, 13b der zugeordneten Fahrzeuge 5 ausgebildet ist. Die Kommunikationseinrichtungen 12, 13 und die Zugsicherungseinrichtungen 4, 6 sind beispielsweise für eine CBTC (Communication Based Train Control) Kommunikation ausgebildet.The track-side train protection devices 4a, 4b each have a track-side communication device 12a, 12b, which is each designed for communication with corresponding vehicle-side communication devices 13a, 13b of the assigned vehicles 5. The communication devices 12, 13 and the train protection devices 4, 6 are designed, for example, for CBTC (Communication Based Train Control) communication.

Die streckenseitigen Zugsicherungseinrichtungen 4a, 4b weisen jeweils eine Stelleinrichtung 14 und ein Streckengerät 15 auf. Die schaltbaren Stellelemente 7 sind signaltechnisch ausschließlich mit der streckenseitigen Zugsicherungseinrichtung 4b und insbesondere deren Stelleinrichtung 14b verbunden. Dadurch können die Stellelemente 7 nur von der streckenseitigen Zugsicherungseinrichtung 4b gesteuert werden, wodurch die streckenseige Zugsicherungseinrichtung 4b als führende Zugsicherungseinrichtung für den Streckenabschnitt 3 ausgebildet ist.The track-side train protection devices 4a, 4b each have an actuating device 14 and a track device 15. The switchable actuating elements 7 are signal-technically connected exclusively to the track-side train protection device 4b and in particular its actuating device 14b. As a result, the adjusting elements 7 can only be controlled by the track-side train protection device 4b, as a result of which the track-side train protection device 4b is designed as a leading train protection device for the route section 3.

Die nicht schaltbaren Streckenelemente 10 sind mit beiden streckenseitigen Zugsicherungseinrichtungen 4a, 4b und insbesondere deren Stelleinrichtungen 14a, 14b verbunden.The non-switchable track elements 10 are connected to both track-side train protection devices 4a, 4b and in particular their actuating devices 14a, 14b.

Zwischen den streckenseitigen Zugsicherungseinrichtungen 4a, 4b ist eine Schnittstelle 16 ausgebildet. Die Schnittstelle 16 weist eine Schaltbaugruppe 17 auf, die beispielsweise als eine I/O-Relaisbaugruppe ausgebildet ist. Eingangsseitig ist die Schaltbaugruppe 17 mit der führenden streckenseitigen Zugsicherungseinrichtung 4b verbunden und ausgangsseitig mit der als untergeordnet zu bezeichnenden streckenseitigen Zugsicherungseinrichtung 4a. Die Schaltbaugruppe 17 ist lediglich für eine Kommunikation in einer Richtung ausgebildet, und zwar in Richtung von der führenden Zugsicherungseinrichtung 4b zur untergeordneten Zugsicherungseinrichtung 4a.An interface 16 is formed between the track-side train protection devices 4a, 4b. The interface 16 has a switching assembly 17, which is designed, for example, as an I / O relay assembly. On the input side, the switching assembly 17 is connected to the leading track-side train protection device 4b and on the output side to the track-side train protection device 4a, which is to be designated as subordinate. The switching assembly 17 is designed only for communication in one direction, namely in the direction from the leading train protection device 4b to the subordinate train protection device 4a.

Die bahntechnische Anlage 1 weist ferner in der beispielhaften Ausführungsform der Figur zwei Zugsteuer-/Zugleit-Einrichtungen 18a, 18b auf, die jeweils einer der streckenseitigen Zugsicherungseinrichtungen 4a, 4b zugeordnet sind. Die Zugsteuer-/Zugleit-Einrichtungen 18a, 18b stellen eine Betriebsleitebene der bahntechnischen Anlage 1 dar und stellen eine als ATS (Automatic Train Supervision) bekannte Einrichtung dar. Zwischen den Zugsteuer-/Zugleit-Einrichtungen 18a, 18b ist eine weitere Schnittstelle 19 ausgebildet. Bei der beispielhaften Ausführungsform, die in der Figur dargestellt ist, ist die Zugsteuer-/Zugleit-Einrichtung 18a mit der untergeordneten Zugsicherungseinrichtung 4a und die Zugsteuer-/Zugleit-Einrichtung 18b mit der führenden Zugsicherungseinrichtung 4b verbunden.In the exemplary embodiment shown in FIG. 1, the railway system 1 also has two train control / train control devices 18a, 18b, each of which is assigned to one of the track-side train protection devices 4a, 4b. The train control / train control devices 18a, 18b represent an operations management level of the railway system 1 and represent a device known as ATS (Automatic Train Supervision). A further interface 19 is formed between the train control / train control devices 18a, 18b. In the exemplary embodiment shown in the figure, the train control / train control device 18a is connected to the subordinate train control device 4a and the train control / train control device 18b is connected to the leading train control device 4b.

Im Folgenden wird der Betrieb der bahntechnischen Anlage 1 mit Bezug auf den von allen Fahrzeugen 5 nutzbaren Streckenabschnitt 3 durch das erfindungsgemäße Verfahren beschrieben.The operation of the railway system 1 is described below with reference to the route section 3 that can be used by all vehicles 5 using the method according to the invention.

Das Fahrzeug 5a soll beispielsweise den Streckenabschnitt 3 auf einer vorbestimmten Fahrstraße befahren. Beispielsweise um zu einer von allen Fahrzeugen 5a, 5b genutzten Waschanlage zu fahren. Auf dem Streckenabschnitt 3 ist eine bestimmte Anzahl an vorbekannten Fahrstraßen möglich. Dabei ist für jede Fahrstraße eine bestimmte Ansteuerung der schaltbaren Stellelemente7 nötig. Die Schaltbaugruppe 17 weist in der hier gezeigten beispielhaften Ausführungsform für jede Fahrstraße ein sicheres I/O-Signal auf, beispielsweise mittels eines Relais (nicht dargestellt).The vehicle 5a should, for example, travel along the route section 3 on a predetermined route. For example to drive to a car wash used by all vehicles 5a, 5b. A certain number of previously known routes is possible on route section 3. A specific control of the switchable control elements7 is necessary for each route. In the exemplary embodiment shown here, the switching assembly 17 has a safe I / O signal for each route, for example by means of a relay (not shown).

Zunächst wird von der Zugsteuer-/Zugleit-Einrichtung 18a, die dem Fahrzeug 5a und der Zugsicherungseinrichtung 4a zugeordnet ist, die gewünschte Fahrstraße bei der Zugsteuer-/Zugleit-Einrichtung 18b angefragt. Diese Anfrage wird über die weitere Schnittstelle 19, die beispielsweise als eine Netzwerkschnittstelle ausgebildet ist, übertragen. Die gewünschte Fahrstraße wird im Folgenden als Gastfahrstraße bezeichnet, da das Fahrzeug 5a sozusagen ein Gast für die führende Zugsicherungseinrichtung 4b ist. Die Zugsteuer-/Zugleit-Einrichtung 18b nimmt die Anfrage für die Gastfahrstraße entgegen und gibt sie an die streckenseitige Zugsicherungseinrichtung 4b und insbesondere an deren Stelleinrichtung 14b weiter. Die Stelleinrichtung 14b steuert, sobald möglich, die für die Gastfahrstraße nötigen Stellelemente 7, also Signale 8 und Weichen 9, an und stellt dadurch die Gastfahrstraße.First of all, the train control / train control device 18a, which is assigned to the vehicle 5a and the train protection device 4a, requests the desired route from the train control / train control device 18b. This request is transmitted via the further interface 19, which is designed, for example, as a network interface. The desired route is referred to below as the guest route, since the vehicle 5a is, so to speak, a guest for the leading train protection device 4b. The train control / train control device 18b receives the request for the guest driveway and forwards it to the track-side train protection device 4b and in particular to its control device 14b. As soon as possible, the actuating device 14b controls the actuating elements 7 required for the guest route, that is to say signals 8 and switches 9, and thereby sets the guest route.

Wenn die angefragte Gastfahrstraße von der Stelleinrichtung 14b eingestellt worden ist, übermittelt die führende Zugsicherungseinrichtung 4b eine für die Bereitstellung der Gastfahrstraße repräsentative Information über die Schnittstelle 16 an die untergeordnete Zugsicherungseinrichtung 4a. In diesem Fall geschieht die Übermittlung dieser Information durch das Schalten des entsprechenden sicheren I/O-Signals mittels eines Relais der Schaltbaugruppe 17, das für die Bereitstellung der vorbestimmten Gastfahrstraße vereinbart wurde und repräsentativ ist.When the requested guest driveway has been set by the actuating device 14b, the leading train protection device 4b transmits information representative of the provision of the guest driveway via the interface 16 to the subordinate train protection device 4a. In this case, this information is transmitted by switching the corresponding safe I / O signal by means of a relay of the switching assembly 17, which has been agreed for the provision of the predetermined guest route and is representative.

In der Zwischenzeit hat die Zugsteuer-/Zugleit-Einrichtung 18a der untergeordneten Zugsicherungseinrichtung 4a mitgeteilt, dass die Gastfahrstraße angefragt worden ist. Dadurch erwartet die untergeordnete Zugsicherungseinrichtung 4a die Information über die Schnittstelle 16. Sobald die Bereitstellung der Fahrstraße an der Schaltbaugruppe 17 signalisiert wird, d. h. das dafür bestimmte Relais schaltet, wird diese Information von der Stelleinrichtung 14a der untergeordneten Zugsicherungseinrichtung 4a eingelesen. An dieser Stelle prüft die untergeordnete Zugsicherungseinrichtung 4a, ob die an der Schaltbaugruppe 17 angezeigte Information mit der erwarteten Information von der Zugsteuer-/Zugleit-Einrichtung 18a übereinstimmt. Bei einem Widerspruch wird ein Fehler gemeldet und das Fahrzeug 5 erhält keine Freigabe.In the meantime, the train control / train control device 18a has informed the subordinate train protection device 4a that the guest route has been requested. As a result, the subordinate train protection device 4a expects the information via the interface 16. As soon as the provision of the route is signaled to the switching assembly 17, i. H. the relay intended for this switches, this information is read in by the actuating device 14a of the subordinate train protection device 4a. At this point, the subordinate train protection device 4a checks whether the information displayed on the switching assembly 17 matches the information expected from the train control / train control device 18a. In the event of an objection, an error is reported and the vehicle 5 does not receive any approval.

Anschließend wird die Gastfahrstraße durch die Stelleinrichtung 14a zugelassen und innerhalb der Zugsicherungseinrichtung 4a eine entsprechende Mitteilung an das Streckengerät 15a weitergegeben. Die Streckengeräte 15a, 15b können auch als WCU (Wayside Control Unit) bezeichnet werden. Anschließend wird eine Freigabemitteilung, eine sogenannte Movement Authority, von der streckenseitigen Kommunikationseinrichtung 12a an die zugseitige Kommunikationseinrichtung 13a des Fahrzeugs 5a übermittelt. Anschließend fährt das autonom betriebene Fahrzeug 5a entlang der bereitgestellten Gastfahrstraße. Da Positionsmarken 11a, 11b für beide Fahrzeugarten 5a, 5b an den Streckenabschnitt 3 angeordnet sind, kann das Fahrzeug 5a seine Position entsprechend bestimmen. Die Streckenelemente 10, insbesondere die Gleisfreimeldeeinrichtungen, geben beiden streckenseitigen Zugsicherungseinrichtungen 4a, 4b Rückmeldung über die Fahrt des Fahrzeugs 5a, so dass eine Fahrstraßenauflösung durch beide streckenseitigen Zugsicherungseinrichtungen 4a, 4b überwacht wird.The guest driveway is then permitted by the actuating device 14a and a corresponding message is passed on to the line device 15a within the train protection device 4a. The route units 15a, 15b can also be referred to as WCU (Wayside Control Unit). A release message, a so-called movement authority, is then transmitted from the trackside communication device 12a to the train-side communication device 13a of the vehicle 5a. The autonomously operated vehicle 5a then drives along the provided guest driveway. Since position marks 11a, 11b for both types of vehicle 5a, 5b are arranged on route section 3, vehicle 5a can determine its position accordingly. The track elements 10, in particular the track vacancy detection devices, give both track-side train protection devices 4a, 4b feedback about the movement of the vehicle 5a, so that a route clearance is monitored by both track-side train protection devices 4a, 4b.

Das erfindungsgemäße Verfahren ist besonders von Vorteil, weil lediglich für Fahrzeuge 5a der untergeordneten Zugsicherungseinrichtung 4a eine Gastfahrstraße angefragt werden muss. Das kommt nur gelegentlich vor. Ansonsten übernimmt die führende Zugsicherungseinrichtung 4b die Zugsicherung des Streckenabschnitts 3 allein.The method according to the invention is particularly advantageous because a guest driveway only has to be requested for vehicles 5a of the subordinate train protection device 4a. It only happens occasionally. Otherwise, the leading train protection device 4b the train protection of the route section 3 alone.

Claims (11)

  1. Track installation (1) comprising at least one track section (3), in which at least one switchable actuator (7) is arranged and comprising at least two autonomous track-side train protection devices (4), each of which is configured for a train protection of vehicles (5) on the at least one track section (3) which are equipped with an associated vehicle-side train protection device (6), wherein the track section (3) is configured to be drivable by vehicles (5) with different vehicle-side train protection devices (4), wherein one of the train protection devices (4b) is connected to the at least one actuator (7) and is thereby configured as a leading train protection device (4b) for the track section (3) and at least one interface (16) configured for transferring at least one information item between the leading train protection device (4b) and the at least one further train protection device (4a) is provided, and wherein the installation (1) comprises at least two train control/train guidance devices (18) which are configured for coordinating the train traffic and are each assigned to one of the train protection devices (4), and at least one further interface (19) provided between the train control/train guidance devices (18) for transferring information.
  2. Track installation (1) according to claim 1,
    wherein
    at least one information item regarding the at least one actuator (7) is transferable via the interface (16).
  3. Track installation (1) according to claim 1 or 2,
    wherein
    at least one information item regarding a provision of at least one pre-determined route on the track section (3) or the status thereof is transferable via the interface (16).
  4. Track installation (1) according to one of the preceding claims,
    wherein
    the track installation (1) has at least one non-switchable track element (10) arranged in the track section (3), said track element being connected to all the train protection devices (4).
  5. Track installation (1) according to one of the preceding claims,
    wherein
    the leading train protection device (4b) has at least one actuator device (14b) connected to the switchable actuator (7), said actuator device being configured for controlling the actuator (7).
  6. Track installation (1) according to claim 5,
    wherein
    at least the leading train protection device (4b) comprises at least one track-side track device (15b) which is configured for communication with the vehicles (5) and is configured separately from the actuator device (14b).
  7. Track installation (1) according to one of the preceding claims,
    wherein
    the interface (16) between the train protection devices (4) comprises at least one circuit assembly (17) which is connected on the input side to the leading train protection device (4b) and on the output side to the at least one further train protection device (4a).
  8. Method for operating a track installation (1) which comprises at least one track section (3) having at least one switchable actuator (7), and at least two autonomous track-side train protection devices (4), configured for a train protection of vehicles (5) on the track section (3) which are equipped with an associated vehicle-side train protection device (6), wherein the track section (3) is configured to be drivable by vehicles (5) with different vehicle-side train protection devices (4),
    wherein
    the at least one actuator (7) is controlled by a train protection device (4) which is connected to the actuator (7) and is thereby configured as a leading train protection device (4b) for the track section (3) and at least one information item is transferred by way of at least one interface (16) between the leading train protection device (4b) and the at least one further train protection device (4a) and wherein train traffic of at least two train control/train guidance devices (18), which are assigned to one of the train protection devices (4) in each case, is coordinated and information is transmitted between the train control/train guidance devices (18) by way of at least one further interface (19) .
  9. Method according to claim 8,
    wherein
    between the leading train protection device (4b) and the at least one further train protection device (4a), at least one information item is transferred to the at least one actuator.
  10. Method according to claim 9,
    wherein
    at least one information item is transferred between the leading train protection device (4b) and the at least one further train protection device (4a) regarding a provision of at least one pre-determined route on the track section (3) or the status thereof.
  11. Method according to one of claims 8 to 10,
    wherein
    a journey of a vehicle (5) in the track section (3) is monitored both by the leading train protection device (4b) and also by one of the further train protection devices (4a).
EP17705372.5A 2016-03-07 2017-02-14 Track installation and method for operating a track installation Active EP3400161B1 (en)

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DE102008045050A1 (en) * 2008-08-27 2010-03-04 Siemens Aktiengesellschaft Method for automatic train control in European train control system track, involves using identical procedures for formation of telegrams to control balises for point-like automatic train control and wireless-based automatic train control
DE102011082598A1 (en) * 2011-09-13 2013-03-14 Siemens Aktiengesellschaft control arrangement
WO2014011887A1 (en) * 2012-07-11 2014-01-16 Carnegie Mellon University A railroad interlocking system with distributed control
US9718487B2 (en) * 2014-02-18 2017-08-01 Nabil N. Ghaly Method and apparatus for a train control system

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EP3400161A1 (en) 2018-11-14
WO2017153132A1 (en) 2017-09-14
CN108778890B (en) 2021-11-12
CN108778890A (en) 2018-11-09
ES2908575T3 (en) 2022-05-03
DE102016203694A1 (en) 2017-09-07

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