EP3400161B1 - Bahntechnische anlage und verfahren zum betreiben einer bahntechnischen anlage - Google Patents

Bahntechnische anlage und verfahren zum betreiben einer bahntechnischen anlage 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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Active
Application number
EP17705372.5A
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German (de)
English (en)
French (fr)
Other versions
EP3400161A1 (de
Inventor
Malte Hammerl
Jacob Johannes KOHLRUSS
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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    • 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 track-mounted scotch-blocks
    • B61L7/06—Remote control of local operating means for points, signals, or track-mounted 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP17705372.5A 2016-03-07 2017-02-14 Bahntechnische anlage und verfahren zum betreiben einer bahntechnischen anlage Active EP3400161B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016203694.7A DE102016203694A1 (de) 2016-03-07 2016-03-07 Bahntechnische Anlage und Verfahren zum Betreiben einer bahntechnischen Anlage
PCT/EP2017/053268 WO2017153132A1 (de) 2016-03-07 2017-02-14 Bahntechnische anlage und verfahren zum betreiben einer bahntechnischen anlage

Publications (2)

Publication Number Publication Date
EP3400161A1 EP3400161A1 (de) 2018-11-14
EP3400161B1 true EP3400161B1 (de) 2021-12-22

Family

ID=58046660

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17705372.5A Active EP3400161B1 (de) 2016-03-07 2017-02-14 Bahntechnische anlage und verfahren zum betreiben einer bahntechnischen anlage

Country Status (5)

Country Link
EP (1) EP3400161B1 (zh)
CN (1) CN108778890B (zh)
DE (1) DE102016203694A1 (zh)
ES (1) ES2908575T3 (zh)
WO (1) WO2017153132A1 (zh)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019204135A1 (de) * 2019-03-26 2020-10-01 Siemens Mobility GmbH Verfahren zum gemischten Betrieb eines gleisgebundenen Streckenabschnitts mit Weiche sowie Streckenabschnitt und Weiche
DE102019211966A1 (de) * 2019-08-09 2021-02-11 Siemens Mobility GmbH Gleisgebundener Streckenabschnitt, ausgestattet mit einem automatischen Zugsicherungssystem, und Verfahren zu dessen Betrieb
CH718466A2 (de) * 2021-03-22 2022-09-30 Stadler Rail Ag Verfahren zum teilweisen Auflösen von Fahrstrassen, CBTC-System und Schienenfahrzeug.

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2348034A (en) * 1999-03-17 2000-09-20 Westinghouse Brake & Signal An interlocking for a railway system
CN2653788Y (zh) * 2003-07-30 2004-11-03 深圳市思科泰技术有限公司 全兼容型机车电台
DE102004042979A1 (de) * 2004-08-31 2006-03-16 Siemens Ag System zum sicheren Betrieb von auf Fahrstrecken verkehrenden gleisgebundenen Zügen
CN101007537A (zh) * 2007-01-26 2007-08-01 北京交通大学 通用列车自动防护(atp)车载系统及模式控制方法
CN100536456C (zh) * 2007-01-29 2009-09-02 北京交通大学 基于通信的互联互通i-cbtc列车运行控制系统
DE102007032805A1 (de) * 2007-07-10 2009-01-15 Siemens Ag Verfahren und Systemarchitektur zur sicheren einkanaligen Kommunikation zum Steuern eines sicherheitskritischen Bahnbetriebsprozesses
DE102008045050A1 (de) * 2008-08-27 2010-03-04 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Zugbeeinflussung
DE102011082598A1 (de) * 2011-09-13 2013-03-14 Siemens Aktiengesellschaft Steueranordnung
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

Also Published As

Publication number Publication date
EP3400161A1 (de) 2018-11-14
CN108778890A (zh) 2018-11-09
ES2908575T3 (es) 2022-05-03
DE102016203694A1 (de) 2017-09-07
CN108778890B (zh) 2021-11-12
WO2017153132A1 (de) 2017-09-14

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