EP3515786B1

EP3515786B1 - Method for operating a railway control unit, method for operating a railway network and railway control unit

Info

Publication number: EP3515786B1
Application number: EP17752136.6A
Authority: EP
Inventors: Simon Chadwick; Lucas REDDING
Original assignee: Siemens Mobility Ltd
Current assignee: Siemens Mobility Ltd
Priority date: 2016-09-23
Filing date: 2017-08-16
Publication date: 2024-05-22
Anticipated expiration: 2037-08-16
Also published as: GB201616188D0; WO2018054616A1; GB2554380A; EP3515786A1

Description

The invention relates to a method for operating a railway control unit.
Generally, a railway control unit is operated by a preconfigured interlocking system for controlling a railway network. The preconfigured interlocking system may comprise hardware and/or software components. The design, the preconfiguration and the testing of the preconfigured interlocking system is very time consuming. Once the preconfigured interlocking system is used for controlling the railway network, the preconfigured interlocking system stays unchanged as far as possible. Only once in a while necessary updates and/or maintenance is done to the preconfigured interlocking system. Normally, the updates and/or maintenance cannot be done during operation of the preconfigured interlocking system. In this case, the preconfigured interlocking system needs to be turned off for the time of updating and/or maintenance and cannot operate for this time. Moreover, failures e.g. broken sensors, broken signals and/or broken data connections, may cause that the preconfigured interlocking system cannot operate within a sector of the railway network.
EP2738061A1 is concerned with a route setting device of a railway operation management system, and a method for generating a route setting program. Geometric patterns between two routes from a track layout are associated with route setting logic to enable corresponding program modules to be combined into an executable program for route setting.
One aim of the invention is to provide an enhanced method for operating a railway control unit, for the case that the preconfigured interlocking system cannot operate.
This objective is accomplished by means of a method according to claim 1.
The selected sectors can be understood as a partial cut-out of the computer readable map, thus, mapping a part of the railway network, but not the entire network. The sector, in this sense, resembles as window which defines the boundaries of the cut-out area.
A possible route section is allocable to a railway vehicle and goes typically from one signal to the next/neighbouring signal. A possible route section with respect to the sector might also go from an entrance-exit-point 20 to the next/neighbouring signal 8 or vice versa.
The permissible route sections are subsequently selected from all possible route sections by applying the selection logic of the railway control unit. The selection logic identifies permissible routes on the basis of at least one rule as explained further below.
The invention is based on the finding that, in general, a preconfigured interlocking system controls the operation of a railway control unit. The preconfigured interlocking system has been programmed offline, so that routes are given by the programming in detail. Changes can be made only via updates to the preconfigured interlocking system or maintenance at the preconfigured interlocking system.
Further, the invention is based on the finding that a second interlocking system, which works analogous to the first named preconfigured interlocking system - and, hence, would be preconfigured as well -, or part of it is not suitable as fall back version. Maintaining a second preconfigured interlocking system or part of it would not be an economical way to provide a backup system. A second preconfigured interlocking system would operate in the case of an update of the first named interlocking system or in the case of maintenances at the first named interlocking system. However, in the case of fails, e.g. broken sensors, broken signals and/or broken data connections, a second preconfigured interlocking system cannot operate.
The invention is based on the idea, that the railway control unit does not need any preconfigured routes through a section of the railway network. Instead, possible route sections can be determined within the sector of a computer readable map, particularly by means of a software, wherein the computer readable map maps the railway network. Further, a selection logic of the railway control unit, when applied to the determined possible route sections, can identify permissible routes passing through the sector of the computer readable map.
In this way, permissible routes can be found for any adjustable section of the railway network. In other words, the railway control unit can work dynamically. The section of the railway network may be selected in that way, that it includes a failed component of the railway network, e.g. a failed signal, a failed track switch or similar. Further, the section of the railway network may be selected in that way, that it includes components under maintenance.
The method for operating the railway control unit can be used additional to the preconfigured interlocking software.
The method for operating the railway control unit is used as a fall back method and may be used as a temporary backup method.
Moreover, principally, the method for operating the railway control unit may be used instead of a preconfigured interlocking software.
Advantageously, the railway network comprises rails (also tracks), track switches, and/or signals as components. Signals may be active signals and/or (passive) marker boards. Expediently, the railway network and its components are mapped within the computer readable map. Particularly, the computer readable map may map rails of the railway network, track switches of the railway network, and/or signals of the railway network. Moreover, the computer readable map may comprise positions of the track switches and/or states of the signals. Further, the computer readable map may represent the railway network. Hence, the sector of the computer readable map expediently represents a sector of the railway network.
For instance, the computer readable map may be available in form of a node-edge-model.
Preferentially, the possible route sections are allocable to a railway vehicle. Moreover, it is preferred that the permissible routes are allocable to a railway vehicle. Hence, expediently, a possible route section and/or a permissible route can be travelled by a railway vehicle.
It is preferred that the section of the computer readable map comprises at least two entrance-exit-points, at which the sector can be entered and/or exited. In this way, each track going into and/or out of the section forms/comprises an entrance-exit-point. The number of entrance-exit-points may be minimised.
Expediently, the at least two entrance-exit-points are connected with each other. Moreover, any of the entrance-exit-points may be connected with at least one other of the entrance-exit-points.
Preferentially, the sector of the computer readable map comprises signals. Any possible route may go from an entrance-exit-point to the next/neighbouring signal or vice versa. Moreover, any possible route may go from one signal to the next/neighbouring signal. If there is no signal between a first of the entrance-exit-points and a second of the entrance-exit-points, a possible route can also go from the first entrance-exit-point to the second entrance-exit-point.
Moreover, it is preferred that any permissible route goes from one of the entrance-exit-points to another entrance-exit-point of the sector.
Advantageously, the selection logic identifies permissible routes on the basis of at least one rule.
It is preferred that, for the identification of permissible routes, any route section is allowed to be set only once for the same time respectively by the selection logic.
Conflicting route sections may share any of the same track section. Further, conflicting route sections may overlap at least partially. It is advantageous that, for the identification of permissible routes, conflicting route sections are identified by the selection logic.
Moreover, it is preferred that, for the identification of permissible routes, conflicting route sections are not allowed to be set for the same time by the selection logic. In this way, at any track section at least one railway vehicle is allowed at the same time respectively.
One of the determined possible route sections may comprises a track switch. If one of the determined possible route sections comprises a track switch, advantageously, for the identification of permissible routes the respective route section is allowed to be set by the selection logic, if the track switch at the respective route section is positioned correctly as required.
Moreover, if one of the determined possible route sections comprises a track switch, preferably, for the identification of permissible routes the respective route section is allowed to be set by the selection logic, if the track switch at the respective route section can be positioned correctly as required.
Expediently, the possible route sections within the sector of the computer readable map are determined automatically and/or in real time. Further, it is preferred that the permissible routes through the sector of the computer readable map are determined automatically and/or in real time.
Automatically in the meaning of the invention may be partially automatically or fully automatically. The determination may be partial automatic, when a sub-step of the determination is executed by an acting person, e. g. the acting person may enter a parameter or similar. The determination may be fully automatic, when the determination takes place without manually influences of a person.
A determination in real time may be, for example, a determination during operating the railway control unit. Moreover, a determination in real time may be, for example, a determination after selecting the sector of the railway network.
The invention and/or the described embodiments thereof may be realised - at least partially or completely - in software and/or in hardware, latter e. g. by means of a special electrical circuit.
Further, the invention and/or the described embodiments thereof may be realised - at least partially or completely - by means of a computer readable medium having a software, which software, when executed on a computer, realises the method described above.
Further, the invention refers to a method for operating a railway network according to claim 13. In the method for operating a railway network, according the invention, an operator and/or a computer selects a sector of a computer readable map of the railway network, the railway control unit is operated by the method described above and the identified permissible routes are outputted.
The computer may be the previous named computer and/or another computer. Moreover, the operator may be the (acting) person named before and/or another person.
Further, it is preferred that a railway vehicle is allocated to a path, which path may be selected out of the identified permissible routes. Hence, the path may be a selected permissible route. Particularly, the path may be selected by the operator and/or by the computer. Hence, the selection of the path may be manually and/or automatically. The railway vehicle may travel on the path through the sector of the railway network.
Moreover, the railway vehicle may get the instruction, if and/or when the railway vehicle is permitted to enter the next route section of the path. The railway vehicle may get the instruction by the operator and/or by the computer. When the railway vehicle gets the permission to enter the next route section, preferentially a signal is allowed to be ignored.
Expediently, the section of the railway network comprises at least one track switch. It is preferred that the position, also state, of the at least one track switch is detected, particularly during the method for operating the railway control unit and/or during the method for operating the railway network. The position of the at least one track switch may be detected by the software and/or hardware, by the operator and/or by the computer program. Hence, the detection may be manually and/or automatically.
At least one of the determined possible route section may be set by the selection logic. If the set possible route section comprises at least one track switch, the at least one track switch may be positioned correctly according to the respective route section, particularly during the method for operating the railway control unit and/or during the method for operating the railway network. The at least one track switch may be positioned by the software and/or hardware, by the operator and/or by the computer program. Hence, the positioning of the at least one track switch may be manually and/or automatically.
As described above, it is advantageous that one path is selected out of the identified permissible routes. If the path comprises at least one track switch, the at least one track switch may be positioned correctly according to the selected path.
If a railway vehicle wants to enter the section of the railway network, a request, if the railway vehicle can enter the section of the railway network, may be received. Further, if a railway vehicle wants to enter the section of the railway network, information about the position of the railway vehicle may be received. The request and/or the information may be received during the method for operating the railway control unit and/or during the method for operating the railway network. The request and/or the information may be received by the software and/or hardware, by the operator and/or by the computer program.
Moreover, if a railway vehicle wants to exit the section of the railway network, a request, if the railway vehicle can exit the section of the railway network, may be sent. Further, if a railway vehicle wants to exit the section of the railway network, information about a position of the railway vehicle may be sent. The request and/or the information may be sent during the method for operating the railway control unit and/or during the method for operating the railway network. The request and/or the information may be sent by the software and/or hardware, by the operator and/or by the computer program.
Further, the invention relates to a railway control unit. The railway control unit comprises a computer readable medium, which computer readable medium comprises a software with a selection logic. According the invention, the computer is embodied to have access to a computer readable map mapping a railway network. The software, when executed, cause the railway control unit to determine possible route sections within a sector of the computer readable map. Further, the software, when executed, cause the railway control unit to identify permissible routes passing through the sector of the computer readable map by means of the selection logic, when the selection logic is applied to the determined possible route sections.
The railway control unit may be used to execute the method mentioned above. Thus, features, which are mentioned in connection with the method may also refer the last mentioned railway control unit.
Even if terms are used in the singular or in a specific numeral form, the scope of the invention should not be restricted to the singular or the specific numeral form.
The previously given description of advantageous embodiments of the invention contains numerous features which are partially combined with one another in the dependent claims.
The above-described characteristics, features and advantages of the invention and the manner in which they are achieved can be understood more clearly in connection with the following description of exemplary embodiments which will be explained with reference to the drawings. The exemplary embodiments are intended to illustrate the invention, but are not supposed to restrict the scope of the invention to combinations of features given therein, neither with regard to functional features.
In the drawings display:

FIG 1: a schematic overview of a computer readable map;
FIG 2: a schematic overview of a sector of the computer readable map;

FIG 1 schematically shows a computer readable map 2 mapping a railway network. The railway network comprises rails (also called tracks), track switches and/or signals as components. The railway network and its components are mapped within the computer readable map 2. Particularly, the computer readable map 2 maps the rails 4, the track switches 6 and the signals 8. Moreover, the computer readable map 2 comprise positions of the track switches and states of the signals (not shown). Hence, the computer readable map 2 represents the railway network.
In this embodiment, the computer readable map 2 is available in form of a node-edge-model 10. The rails 4 of the railway network are represented by edges 12 of the node-edge-model 10. Further, the track switches 6 of the railway network are represented by nodes 14 of the node-edge-model 10. Moreover, the node-edge-model 10 comprises squares 16 representing the signals 8, particularly active signal and/or marker boards, of the railway network.
An operator selects a sector 18 of the computer readable map 2 of the railway network. The sector 18 of the computer readable map 2 represents a sector of the railway network.
The sector 18 of the computer readable map 2 comprises two entrance-exit-points 20, at which the sector 18 can be entered and/or exited. In this way, each track 4 going into and/or out of the section forms/comprises an entrance-exit-point 20. The two entrance-exit-points 20 are connected with each other.
A railway control unit (not shown) has access to the computer readable map 2.
FIG 2 shows the sector 18 of the computer readable map 2 illustrated in FIG 1, to which is referred.
The railway control unit (not shown) determines possible route sections 22 within the sector 18 of the computer readable map 2. Any possible route goes from an entrance-exit-point 20 to the next/neighbouring signal 8 or vice versa. Moreover, principally a possible route can go from one signal 8 to the next/neighbouring signal 8.
In FIG 2, the possible route sections 22 are named "A", "B", "C", "D", "E", "F", "G" and "H". The possible route sections 22 are displaced vertically in respect to the rails 4 for a clear illustration.
The possible route sections 22 within the sector 18 of the railway network are determined automatically and in real time.
Further, a selection logic of the railway control unit (not shown), when applied to the determined possible route sections 22, identifies permissible routes passing through the sector 18 of the computer readable map 2. Any permissible route goes from one entrance-exit-point 20 to another entrance-exit-point 20 of the sector 18.
The possible route sections 22 are allocable to a railway vehicle. Moreover, the permissible routes are allocable to a railway vehicle. Hence, a possible route section 22 and/or a permissible route can be travelled by a railway vehicle.
For the identification of permissible routes, any route section 22 is allowed to be set only once for the same time respectively by the selection logic. For example, the route section 22 "A" is allowed to be set only once for the same time.
Further, for the identification of permissible routes, conflicting route sections 22, which share any of the same track section, are identified by the selection logic. For example, the route section 22 "A" is conflicting with the route section 22 "C", "D", "E" and "H".
It should be mentioned that, for each direction, the signals 8 are positioned shifted alongside the track 4 to each other, particularly within one track section. For example, the position of the signal 8 between the route section 22 "A" and "B" (upper signal 8 at the respective track 4) is shifted alongside the track 4 in respect to the signal 8 between the route section 22 "C" and "D" (lower signal 8 at the respective track 4). Therefore, also the route sections 22 "A" and "C" share part of the same track section, namely the part between the upper and the lower signals 8 of the respective track 4. Hence, the route section 22 "A" is not only conflicting with "D", "E" and "H", but also with "C".
For the identification of permissible routes, conflicting route sections 22 are not allowed to be set for the same time by the selection logic.
In this example, each of the determined possible route sections 22 comprises a track switch 6 respectively. The position of the track switches 6 are detected manually and/or automatically.
In a first case, the position of the track switches 6 cannot be manipulated. Moreover, the first case may apply, if a track switch 6 of a route section 22 does not need to be manipulated.
In the first case, for the identification of permissible routes a route section 22 is allowed to be set by the selection logic, if the track switch 6 at the respective route section 22 is positioned correctly as required. For example, the route section 22 "E" is allowed to be set by the selection logic, if the track switch 6 at the respective route section 22 "E" is positioned straight/normal.
In a second case, the position of the track switches 6 can be manipulated, particularly manually or automatically.
In the second case, the track switch 6 of a route section 22, which route section 22 is set by the selection logic, is positioned correctly according to the respective route section 22. After the positioning, the track switch 6 at the respective route section 22 is positioned correctly as required.
The identified permissible routes are outputted, particularly by the railway control unit, e. g. to the operator. The permissible routes are "A-B", "E-F" for railway vehicles going from left to right according the drawing and "C-D", "G-H" for railway vehicles going from right to left according the drawing.
In the following, a detailed example will be described. Therefore, the position of the track switches 6 can be manipulated.
A railway vehicle wants to enter the sector 18 of the railway network (mapped by the sector 18 of the computer readable map 2). A request, if the railway vehicle can enter the section 18 of the railway network, is received and/or information about the position of the railway vehicle is received. For example, the operator receives the request that a railway vehicle wants to enter the sector 18 coming from the left according the drawing.
The permissible routes are "A-B", "E-F" for railway vehicles coming from the left according the drawing.
A railway vehicle is allocated to a path, which is selected out of the identified permissible routes. The selection and the allocation is done by the operator. For example, the permissible route "A-B" is selected as path and allocated to the railway vehicle.
The railway vehicle gets the instruction, if and/or when the railway vehicle is permitted to enter the next route section 22 of the path. The instruction is given/sent by the operator. When the railway vehicle gets the permission to enter the next route section 22, a signal 8 is allowed to be ignored.
In this example, the track switch 6 at the route section 22 "A" is positioned correctly according the requirements and the route section 22 "A" is set by the selection logic for the railway vehicle. Hence, the railway vehicle is permitted to enter the route section 22 "A" of the path "A-B". The route section 22 "A" is not allowed to be set again by the selection logic.
A second railway vehicle wants to enter the sector of the railway network. The operator receives the request that the second railway vehicle wants to enter the sector coming from the right according the drawing. The route section 22 "A" is already set and, hence, not allowed to be set again by the selection logic. The route section 22 "C" is conflicting with "A". Hence, route section 22 "C" is not allowed to be set. In this way, the route "C-D" is not permissible. The only route sections 22, which are not conflicting with "A", are "F" and "G". Since "F" is going the wrong way, "G" will be selected. Hence, the permissible route through the sector is "G-H". Therefore, the permissible route "G-H" is selected as path and allocated to the second railway vehicle.
In this example, the track switch 6 at the route section 22 "G" is positioned correctly according the requirements and the route section 22 "G" is set by the selection logic for the second railway vehicle. The second railway vehicle is permitted to enter the route section 22 "G" of the path "G-H". Hence, the route section 22 "G" is not allowed to be set again by the selection logic.
For example, the first mentioned railway vehicle arrives at the signal 8 at the end of route section "A", before the second railway vehicle arrives the signal 8 at the end of the route section "G". The route section 22 "B" is confliction with "G". Hence, the first mentioned railway vehicle does not get any permission to enter the next route section 22 "B". The first mentioned railway vehicle has to wait.
Once the first mentioned railway vehicle arrives at the signal 8 at the end of route section 22 "A", the route section 22 "A" can be released. As soon as the route section 22 "B" is setable, it will be set.
Then, the second railway vehicle arrives the signal 8 at the end of the route section "G". The route section 22 "H" is setable, because no conflicting route section 22 is set. The track switch 6 within the route section "H" has to be positioned according the requirements - and, thus, has to be positioned straight/normal. The route section 22 "H" is set by the selection logic and the second railway vehicle gets the permission to enter the route section "H". The signal 8 between "G" and "H" is allowed to be ignored. In the same time, the route section 22 "G" is released.
As soon as the route section 22 "G" is released, the route section 22 "B" is setable. The track switch 6 within the route section 22 "B" has to be positioned according the requirements - and, thus, has to be positioned bended/reverse. The route section 22 "B" is set by the selection logic and the first mentioned railway vehicle gets the permission to enter the route section 22 "B". The signal 8 between "A" and "B" is allowed to be ignored.
If the first mentioned railway vehicle and/or the second railway vehicle wants to exit the sector 18 of the railway network, a request of the first mentioned railway vehicle and/or the second railway vehicle, if it can exit the sector of the railway network, is sent, particularly to the operator. The operator gives the permission to exit the sector 18. When the first mentioned railway vehicle exits the sector 18, the route section 22 "B" is released. Further, when the second railway vehicle exits the sector 18, the route section 22 "H" is released.
The particular arrangements disclosed are meant to be illustrative only and should not be construed as limiting the scope of the claims or disclosure, which are to be given the full breadth of the appended claims.

Claims

Method for operating a railway control unit which is generally controlled by a preconfigured interlocking system for a railway network,
wherein
- the railway control unit has access to a computer readable map (2) mapping a railway network and selects temporarily a sector (18) on this readable map (2) representing a part of the railway network,

- the railway control unit determines possible route sections (22) within the sector (18) of the computer readable map (2) and

- a selection logic of the railway control unit, when applied to the determined possible route sections (22), identifies permissible routes passing through the sector (18) of the computer readable map (2),
characterised in that this method is used as a fall back method for the case that the preconfigured interlocking system cannot operate.
Method according to claim 1,
characterised in that the section of the computer readable map (2) comprises at least two entrance-exit-points (20), at which the sector (18) can be entered and/or exited, wherein the two entrance-exit-points (20) are connected with each other.
Method according to claim 1 or 2,
characterised in that, for the identification of permissible routes, any route section (22) is allowed to be set only once for the same time respectively by the selection logic.
Method according to any of the preceding claims,
characterised in that, the computer readable map (2) maps tracks of the railway network and,

for the identification of permissible routes, conflicting route sections (22), which share any of the same track section, are identified by the selection logic.
Method according to claim 4,
characterised in that, for the identification of permissible routes, conflicting route sections (22) are not allowed to be set for the same time by the selection logic.
Method according to any of the preceding claims,
characterised in that the computer readable map (2) maps track switches (6) of the railway network and,

if one of the determined possible route sections (22) comprises a track switch (6), for the identification of permissible routes the respective route section (22) is allowed to be set by the selection logic, if the track switch (6) at the respective route section (22) is positioned correctly as required.
Method according to any of the preceding claims,
characterised in that the possible route sections (22) within the sector (18) of the computer readable map (2) are determined automatically.
Method according to any of the preceding claims,
characterised in that the possible route sections (22) within the sector (18) of the computer readable map (2) are determined in real time.
Method for operating a railway network,
characterised in that
- an operator and/or a computer selects a sector 18 of a computer readable map (2) of the railway network,

- the railway control unit is operated by a method according any of the preceding claims and

- the identified permissible routes are outputted.
Method according to claim 9,
characterised in that a railway vehicle is allocated to a path, which is selected out of the identified permissible routes.
Method according to claim 10,
characterised in that the railway vehicle gets the instruction, if and/or when the railway vehicle is permitted to enter the next route section (22) of the path.
Method according to any of the preceding claims,
characterised in that at least one of the determined possible route section (22) is set by the selection logic and,

if the set possible route section (22) comprises at least one track switch (6), the at least one track switch 6 is positioned correctly according to the respective route section (22).
Railway control unit which is generally controlled by a preconfigured interlocking system for a railway network, comprising a computer readable medium, which computer readable medium comprises a software with a selection logic, wherein the computer is embodied to have access to a computer readable map (2) mapping a railway network and
wherein the software, when executed, cause the railway control unit
- to select temporarily a sector (18) on this readable map (2) representing a part of the railway network,

- to determine possible route sections (22) within the sector (18) of the computer readable map (2) and

- to identify permissible routes passing through the sector (18) of the computer readable map (2) by means of the selection logic, when the selection logic is applied to the determined possible route sections (22);

characterised in that the railway control unit is used to execute the method according to any of the preceding claims.