EP3450281A1 - Verfahren zur vitalen kopplung eines routenbasierten schutzsystems und eines blockbasierten schutzsystems, zugbewegungsschutzsystem - Google Patents

Verfahren zur vitalen kopplung eines routenbasierten schutzsystems und eines blockbasierten schutzsystems, zugbewegungsschutzsystem Download PDF

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Publication number
EP3450281A1
EP3450281A1 EP17188959.5A EP17188959A EP3450281A1 EP 3450281 A1 EP3450281 A1 EP 3450281A1 EP 17188959 A EP17188959 A EP 17188959A EP 3450281 A1 EP3450281 A1 EP 3450281A1
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European Patent Office
Prior art keywords
protection system
route
block
section
interlocking
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Granted
Application number
EP17188959.5A
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English (en)
French (fr)
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EP3450281B1 (de
Inventor
Rolf Pensold
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GTS Deutschland GmbH
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Thales Management and Services Deutschland GmbH
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Priority to EP17188959.5A priority Critical patent/EP3450281B1/de
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    • 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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails
    • B61L23/30—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using automatic section blocking
    • 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
    • B61L27/70—Details of trackside communication

Definitions

  • the invention concerns a method for vital coupling (in particular coupling which complies with SIL4) of a first protection system and a second protection system for railway traffic on a railway track
  • the first protection system is a route-based protection system and comprises a route capable interlocking and wherein the second protection system is incompatible with the first protection system
  • the railway track comprises block protected track sections and/or route protected track sections, wherein each track section can assume several states, the states of the block protected track sections being represented by line block sections and the states of the route protected track sections being represented by route sections.
  • a method for coupling of a route-based protection system and a block-based protection system is known from existing interlocking and line bock systems, e.g. ESTW Simis W/D, ESTW L90/L90 5, ESTW EBILOCK 950, central block system EB L2000, block system NSI-63/NSB-87, SbL60, RbII60.
  • existing interlocking and line bock systems e.g. ESTW Simis W/D, ESTW L90/L90 5, ESTW EBILOCK 950, central block system EB L2000, block system NSI-63/NSB-87, SbL60, RbII60.
  • Train movements can be protected by using route-based protection or block-based protection technology.
  • Adaptation between a route-based protection system and a block-based protection system is complex because of the different approaches of protecting train movements which are used in the different protection systems.
  • the known ESTW L90/L 90 5 interlocking system for example is a route-based protection system. It can be coupled to a legacy block-based protection system via a line interface, which is the last element of an outgoing route of the route-based interlocking system.
  • the physical adaptation of the route-based protection system to the block-based protection system is done at a block interface element, wherein a line interface element and the block interface element are positioned in a serial order.
  • a disadvantage of this kind of coupling is that the outgoing route (from a station to a line) has to be adapted every time to a specific version of the block interface element and the legacy block-based protection system which has to be adapted.
  • ESTW L90/L90 5 interlocking system which is a route-based protection system
  • EB L2000/ZbS600 block-adapted protection system is known from [4] and [7].
  • Adaption elements of ESTW L90 and adaption elements of EB L2000/ZbS600 work together in a serial order and also require specific adaptions.
  • the known adaption methods for coupling a route-based protection system and a block-based protection system define special outgoing and incoming routes which are specific to the requested external block-based protection system to which the route-based protection system is to be adapted, thus in each case individual settings are required.
  • At least one route section and at least one line block section is provided for a transition section.
  • the route section is provided by means of a block adaption device.
  • the line block section is provided by means of the block based protection system or can be simulated by means of the block adaption device (e.g. in case of an interface-point directly at the second interlocking).
  • the block adaption device communicates with the route-capable interlocking (in particular an electronic interlocking) and with the second protection system.
  • the route-based first protection system and the (in particular block-based) second protection system are part of a train movement protection system.
  • the second interlocking can be a block-based interlocking or a legacy route based interlocking.
  • the inventive method can be used for a railway track, which is limited by the route capable first interlocking and the second interlocking.
  • the railway track comprises a multitude of track sections, in particular block protected track sections and route protected track sections.
  • the block protected track sections as well as the route protected track sections are arranged in sequence.
  • the track comprises not only block-protected track sections but also route-protected track sections, which can assume different states.
  • the states of the route sections and line block sections can be changed (manipulated) during operation.
  • Route protected track sections are secured by means of the route-based protection system, which sets the state of the specific track section.
  • Information concerning the state of a route protected track section is provided in form of (represented by) a route section.
  • a route section comprises route section information (incl. the information concerning the state of the respective track section, e.g. "free” or "occupied” and information concerning the direction of a set route for this track section).
  • a route comprises one or more route sections, i.e. concerns one or more track sections.
  • Block protected track sections are secured by means of the block based protection system, which sets the state of the specific track section.
  • Information concerning the state of a block protected track section is provided in form of (represented by) a line block section.
  • a line block section comprises line block section information (incl. information concerning the state of the respective track section, e.g. "not blocked” or “blocked” and information concerning the direction of the overall line for this track section).
  • a line block comprises one or more line block sections, i.e. concerns one or more track sections.
  • the block protected track section which is adjacent to the route protected track sections is called "transition section", since the protection system changes from block based protection to route based protection or vice versa.
  • the transition section is block-protected by means of the second protection system. In case the block adaption device is located adjacent to the station of the second interlocking the transition section is a block protected track section of length 0.
  • the inventive block adaption device represents a functional connection between the second interlocking and the route-capable first interlocking. Therefore, route sections for the transition section are stored in the block adaption device. For the same transition section line block sections are provided.
  • the transition section is a track section, which is secured by means of the route-incapable interlocking and the block adaption device, which communicates with the block based protection system as well as with the route-capable first interlocking.
  • the transition section (and thus the border between block based protection and route based protection) may be located anywhere along the railway track.
  • the location of the transition section can be defined according to existing equipment, topology and/or customer wishes and is independent from the location of the equipment (e.g. at the start station just behind the respective interlocking, at the destination station just before the respective interlocking or somewhere else along the track).
  • the inventive method provides at least one route section for the transition section as well as a line block section for the same transition section.
  • two securing principles (block based protection and route based protection) are associated with the transition section at the same time, thereby providing a "parallelization" of route section and line block section for the transition section.
  • Information concerning protection of train movement at the transition section will be transformed/translated from route based train movement protection principles to block-based train movement protection principles or the other way around (depending on the direction of movement) by means of the block adaption device.
  • the block adaption device thereby serves as an interlocking "emulator".
  • route section information and line block section information concerning the transition section are coupled by parallelization of logical views at the transition section from perspective of the route-based protection system and of the block-based protection system.
  • the inventive method allows a route-based coupling between the interlocking of the route-based protection system and the block adaption device while using a standardized interface for coupling external train moving protection systems.
  • the block adaption device receives line block section information concerning the transition section from the second protection system.
  • Line block section information are transmitted from the second protection system to the block adaption device, in particular continuously or event-driven.
  • the block adaption device For securing a railbound vehicle from the second protection system to the route-based first protection system (safe movement in direction towards route based protected track sections) it is preferred that the block adaption device sends a route request to the route-capable interlocking if, preferably only if, the line block section information received by the block adaption devices has changed.
  • the route request is send to the route-capable first interlocking in order to receive a route for the route-based protected track sections to be used for movement of the railbound vehicle.
  • the block adaption device receives a route request from the route-capable interlocking.
  • Route requests are exchanged between the route-based first protection system and the block adaption device.
  • the block adaption device thereby enables a route-route-coupling of the route-based protection system and the second protection system along the transition section.
  • the block adaption device can set the state of the line block section of the transition section in dependence of the route request received from the route based protection system in case the block section information does not comply with the route request.
  • the line block section information is manipulated by changing the state of the line block section such that the manipulated line block section information complies with the route request.
  • the block adaption sets the state of the route section provided by the block adaption device in dependence of the received line block section information. Therefore, the block adaption device checks whether the conditions required for the route section provided by the block adaption device are met.
  • the invention also concerns a train movement protection system for securing railbound vehicles on a railway track, the train movement protection system comprising a route-based first protection system with a route-capable interlocking, in particular an electronic interlocking and a second protection system, which is incompatible with the first protection system.
  • the inventive train movement protection system is characterized in that the train movement protection system further comprises a block adaption device with a standardized interface via which the second protection system is connected to the route-based first protection system. I.e. the block adaption device is (electrically) located between the second protection system and the route-based first protection system.
  • the block adaption device is adapted
  • the route-capable interlocking of the route-based first protection system is adapted/connected to the second protection system via the block adaption device.
  • the block adaption device handles the adaption autarkicly by using both railway protection principles: route based protection principles and block-based protection principles, i.e. the block adaption device is adapted to process data according to route-based technology and data according to block-based technology.
  • a line block section as well as a route section can be provided for the transition section in parallel with the inventive train movement protection system.
  • the block adaption device is adapted to carry out a transformation between route section information and line block section information. For doing this, the block adaption device sets the state of the route section of the transition section and/or the line block section according to the received route request.
  • the block adaption device comprises a driver device which is adapted to set the state of the at least one route section in dependence of the line block section information received from the second protection system.
  • the driver device is further adapted to set the state of the line block section of the transition section in dependence of the route request received from the route-capable interlocking in case the block section information does not comply with the route request.
  • the second protection system comprises block groups, which are connected to a route incapable second interlocking, the block groups being adapted for transmission of block information (e.g. direction of train movement, blocking information, signaling information).
  • block information e.g. direction of train movement, blocking information, signaling information.
  • the block-based protection system comprises an adaption groups line interface (Blockanpasse) which is part of a second interlocking, the adaption groups line interface being adapted for transmission of block information.
  • Blockanpasse an adaption groups line interface
  • the standardized interface is an SCI-ILS interface. It is preferred that the train movement protection system is adapted to carry out the method described before.
  • a track 1 is shown comprising track sections TS1, TS2, TS1 ', TS2', TS3'.
  • the track 1 is limited by a route-capable interlocking 2 of a route-based protection system 3 and a second (legacy) interlocking 4 which communicates with a block-based protection system 5.
  • the block-based protection system 5 further comprises block groups 6 for processing block information and for transmitting block section information.
  • the block groups 6 can be set up as external devices, as shown in Fig. 1 , 2 or can be integrated in the second interlocking 4 as an adaption groups line interface, if the second interlocking is a route based interlocking
  • a block adaption device 7 which connects the route-based protection system 3 and the block-based protection system 5.
  • the block adaption device 7 is connected to the route-capable interlocking 2 via a standardized interface 8 and to the block-based protection system 5 via in/out-interface 9.
  • track sections TS1, TS2 are block protected by means of the block-based protection system 5.
  • the block-based protection of the track 1 ends at an interface-point S.
  • the interface-point S is located directly at the border of route-capable interlocking 2 and track section TS1. Yet, this is not mandatory. In fact, between route-capable interlocking 2 and interface-point S route-based protected track sections can be present.
  • a line block section 10, 11 is generated by means of the block-based protection system 5, the line block sections 10, 11 comprising block section information for the respective track sections TS1, TS2.
  • Track section TS1 which is adjacent to the route-based protection system 3, is called "transition section".
  • the line block section 10 (comprising line block section information for the transition section TS1) which has been generated by the block-based protection system 5 is fed to the block adaption device 7 via the in/out-interface 9.
  • the block adaption device 7 additionally provides a route section 12 for the transition section TS1, wherein the route section 12 is generated by means of a driver device 13 of the block adaption device 7.
  • the block adaption device may comprise two driver devices for supporting different legacy protection systems.
  • a line block section 10 as well as a route section 12 are provided in parallel, thereby enabling transition from block-based protection to route-based protection and vice versa over the whole transition section TS1.
  • a vital coupling of different movement technologies is provided.
  • the route section 12 can adopt different states.
  • the state of the transition section TS1 is set by the block adaption device 7. By setting the state of the route section 12, block section information is translated into route section information and vice versa.
  • the track sections TS1', TS2' are route protected by means of the route-based protection system 3.
  • the route-based protection of the track 1 ends at an interface-point S'.
  • the interface-point S' is located directly at the border of second interlocking 2 and track section TS2'.
  • transition section TS3' which is adjacent to the route-based protection system 3 and within which the train is transferred from route based protection to block based protection and vice versa has the length 0 and is located at interface S'.
  • Route section 12' (comprising route section information for the transition section TS3') is provided by means of the block adaption device 7.
  • Line block section 11' for transition section TS3' is either generated by means of the block based protection system or can be provided by means of the driver device 13 of the block adaption device 7.
  • a line block section 11' as well as a route section 12' are provided in parallel, thereby enabling transition from block-based protection to route-based protection and vice versa within the transition section TS3'.
  • a vital coupling of different movement technologies can be realized.
  • Fig. 3 and Fig. 4 show the different steps for train movement protection for train movement from route-based protection system 3 to block-based protection system 5 ( Fig. 3 ) and vice versa ( Fig. 4 ).
  • the block adaption device 7 is interacting in the following way to transit the train from the route-based protection system 3 to the block based protection system 5:
  • the block adaption device 7 is interacting in the following way to transit the train from the block-based protection system 5 to the route-based protection system 3:

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP17188959.5A 2017-09-01 2017-09-01 Verfahren zur vitalen kopplung eines routenbasierten schutzsystems und eines blockbasierten schutzsystems, zugbewegungsschutzsystem Active EP3450281B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP17188959.5A EP3450281B1 (de) 2017-09-01 2017-09-01 Verfahren zur vitalen kopplung eines routenbasierten schutzsystems und eines blockbasierten schutzsystems, zugbewegungsschutzsystem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17188959.5A EP3450281B1 (de) 2017-09-01 2017-09-01 Verfahren zur vitalen kopplung eines routenbasierten schutzsystems und eines blockbasierten schutzsystems, zugbewegungsschutzsystem

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EP3450281A1 true EP3450281A1 (de) 2019-03-06
EP3450281B1 EP3450281B1 (de) 2024-10-23

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112660206A (zh) * 2020-11-25 2021-04-16 卡斯柯信号有限公司 一种保护进路设计方法

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2090492A2 (de) * 2008-02-18 2009-08-19 Deutsche Bahn AG Verfahren zur Realisierung einer universellen Streckensicherungstechnik mittels industriell verfügbarer SPS-Komponenten
EP3176050A1 (de) * 2014-07-31 2017-06-07 East Japan Railway Company Verriegelungsvorrichtung

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2090492A2 (de) * 2008-02-18 2009-08-19 Deutsche Bahn AG Verfahren zur Realisierung einer universellen Streckensicherungstechnik mittels industriell verfügbarer SPS-Komponenten
EP3176050A1 (de) * 2014-07-31 2017-06-07 East Japan Railway Company Verriegelungsvorrichtung

Non-Patent Citations (7)

* Cited by examiner, † Cited by third party
Title
BECKER, B., DETAILED DESIGN DOCUMENT (DDD) LINE INTERFACE (LI) OF ESTW L90 5, 4 August 2010 (2010-08-04)
GUNTHER, P.: "Reilais- und Seibstblockanlagen Teil II Selbst-blockanlagen", 1963, JOSEF KELLER VERLAG
GUNTHER, P.: "Relaisblockanlagen Teil I", 1965, JOSEF KELLER VERLAG
HAUG, T., FIRMENNEUTRALE ZENTRALBLOCK-SCHNITTSTELLE, 1 February 2016 (2016-02-01)
MASCHEK, U.: "Sicherung des Schienenverkehrs", 2013, SPRINGER FACHMEDIEN WIESBADEN
NATTERER, R., ESTW L90 BLOCKANPASSUNGSGRUPPE, 11 March 1997 (1997-03-11)
SCHMAL, A., SCHNITTSTELLE L90 (EAM) / EB L2000, 9 December 2009 (2009-12-09)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112660206A (zh) * 2020-11-25 2021-04-16 卡斯柯信号有限公司 一种保护进路设计方法
CN112660206B (zh) * 2020-11-25 2022-08-26 卡斯柯信号有限公司 一种保护进路设计方法

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