EP3580114B1 - Verfahren und vorrichtung zum einstellen wenigstens einer fahrstrasse einer eisenbahntechnischen anlage - Google Patents

Verfahren und vorrichtung zum einstellen wenigstens einer fahrstrasse einer eisenbahntechnischen anlage Download PDF

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Publication number
EP3580114B1
EP3580114B1 EP18702058.1A EP18702058A EP3580114B1 EP 3580114 B1 EP3580114 B1 EP 3580114B1 EP 18702058 A EP18702058 A EP 18702058A EP 3580114 B1 EP3580114 B1 EP 3580114B1
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EP
European Patent Office
Prior art keywords
route
control element
functional
control
signal box
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP18702058.1A
Other languages
German (de)
English (en)
French (fr)
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EP3580114A1 (de
Inventor
Andreas Schallenberg
Uwe Eckelmann-Wendt
Stefan Gerken
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
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to PL18702058T priority Critical patent/PL3580114T3/pl
Publication of EP3580114A1 publication Critical patent/EP3580114A1/de
Application granted granted Critical
Publication of EP3580114B1 publication Critical patent/EP3580114B1/de
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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 track-mounted scotch-blocks
    • B61L7/06—Remote control of local operating means for points, signals, or track-mounted scotch-blocks using electrical transmission
    • B61L7/08—Circuitry
    • 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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L7/08—Circuitry
    • B61L7/10—Circuitry for light signals, e.g. for supervision, back-signalling

Definitions

  • control elements For the operation of railway systems, these have interlocking devices and control elements along the routes.
  • the control elements For safe driving, the control elements must be verifiable in predetermined states.
  • Control elements are, for example, points, light signals, track vacancy detection systems, and the like. For example, points must reach certain monitored and locked end positions before a vehicle is allowed to pass them.
  • Light signals must show certain monitored signal images.
  • the route planned for a train movement and then reserved available is called a route.
  • the elements required and reserved for a route can be described as claimed.
  • the routes must be set in such a way that there are mutual exclusions with other routes.
  • side protection, counter-run protection and collision protection must also be ensured.
  • the status of the control elements, which are defective or not yet in the correct position, for example, must also be taken into account when the track is stressed by a route.
  • some special features of the trains have to be taken into account, for example because a freight train is treated differently than a passenger train.
  • the interlocking devices which can also be referred to as interlocking logic, are responsible for locating, checking and setting up (also called commissioning) and also later clearing the routes.
  • the individual control elements are connected to an interlocking device and are commanded by it.
  • the interlocking systems work either according to the locking principle or the track plan principle.
  • the possible routes are in the locking principle known in advance and will be checked for mutual exclusion during the construction of the interlocking equipment.
  • the routes are calculated dynamically by the interlocking device, the so-called route search.
  • route search In the track plan principle, logical rules about the control elements and track sections cause the exclusion during the operating time of the interlocking device.
  • Control areas are geographical regions of the railway system that include a certain set of control elements that are controlled by an interlocking device.
  • the object is achieved by a method according to claim 1.
  • the solution according to the invention has the advantage that there is a separation between the determination of the functional order for an actuating element and the determination of the actuating measure required for it. Distribution to the interlocking device and the control element is thus possible.
  • the interlocking device determines the actuating element required for the route and the functional order to be implemented by it, but transfers this to the actuating element for further processing.
  • the actual control measure to be carried out by the control element is then determined by the control element itself.
  • the control element can compare the order with other older orders of the control element that have already been excluded and select the most suitable one from several possible measures. In this way, a total of more orders can be carried out than if the interlocking device took the control measures for the element would determine himself.
  • interlocking device may not have any knowledge of other tasks of the actuating element.
  • more orders can be implemented and routes can be set.
  • control areas can be enlarged and operated by several interlocking devices, which greatly simplifies operation. Conversion measures are also easier to implement.
  • At least one piece of information relating to the implementation of the order can thus be output to the interlocking device on the control element side.
  • This has the advantage that the interlocking device receives feedback from the control element when the order has been implemented by the control element or when the order cannot be accepted.
  • Alternative, weakened orders can also be reported back in this way.
  • the feasibility of the order is checked.
  • This has the advantage that, on the control element side, a conflict with other orders of the control element can be determined, which the interlocking device may not be aware of.
  • further functional orders of the control element for setting further routes for example from other interlocking devices, are taken into account.
  • at least one alternative functional order for setting the route can be determined on the control element side if the check does not reveal feasibility, and information relating to the alternative functional order can be output on the control element side. In this way, more intelligence is shifted to the control element, which takes on the tests and even suggests modified orders, if this enables the route to be implemented Accept orders from various interlocking devices on the control element side.
  • the interlocking devices can process several orders for different actuating elements in a predetermined order.
  • the control elements can always be assigned in ascending order based on their identifier.
  • information in particular information on the at least one functional order and its implementation, can be transmitted between the at least one interlocking device and the control elements, the information each having at least one identifier that uniquely identifies the sender of the information.
  • This has the advantage that the sender is always clearly identified during communication between different partners such as interlocking devices and control elements.
  • orders from various interlocking facilities can be easily managed and processed, e.g. in a certain order.
  • a UUID Universalally Unique Identifier
  • the orders can also be transmitted between the interlocking device and the control element in a coded manner, in order to reduce the data size and avoid misunderstandings that would endanger security.
  • the device can have at least two interlocking devices, both of which are at least partially connected to the same actuating elements, the actuating elements being designed to implement orders from both interlocking devices. This has the advantage already described above that actuating elements can be commissioned by several interlocking devices and thereby greater flexibility within the railway system is possible.
  • the single figure shows an exemplary embodiment of a device according to the invention for setting at least one route of a railway system.
  • the figure shows a schematic representation of a section of a railway engineering installation 1 with tracks A, B and C.
  • Tracks A, B, C are connected to one another via switches W1, W2, W3.
  • Light signals F, P and a further light signal LS2 are also arranged on tracks A, B, C.
  • the railway system 1 includes interlocking devices S1 and S2.
  • the switches W1, W2, W3 and the light signals P, F, LS2 are control elements 2, which are signal-connected to the interlocking devices S1, S2.
  • the railway system 1 also includes a control center 3 which, for example, orders the formation of a route from a starting point to a destination at the interlocking devices S1, S2.
  • the figure shows an interlocking area 4 to which all actuating elements 2 belong and which is controlled by the interlocking devices S1, S2.
  • interlocking devices S1, S2 are shown here only schematically as boxes. They can also include, for example, an interlocking and / or several interlocking logics.
  • the control center 3 instructs the interlocking device S1 to form a route from a start to a destination (not shown).
  • specifications for example elements that have to be passed through, such as platforms or the like, can be specified by the control center 3.
  • the interlocking device S1 searches for a route taking into account all the specifications of the control center 3. As soon as a route is found, the interlocking device S1 determines the actuating elements 2 along this route. In addition, the interlocking device S1 determines functional orders that the control elements 2 have to carry out for setting the route.
  • the orders determined are transmitted from the interlocking device S1 to the respective actuating elements 2. This transmission can take place, for example, via cabling or alternatively also wirelessly, for example via WLAN.
  • the switches W1, W2, W3 located in the guideway are instructed as actuating elements 2 with certain input and output legs.
  • Light signals F, P, LS2 in the route can be assigned, for example, as control elements 2 with the capabilities for necessary signal images.
  • Switches W1, W2, W3 and light signals F, P, LS2, which are located off the route may be assigned as protective elements with a specific protective function.
  • the control elements are used when the interlocking device S1 has transmitted the individual orders to the control elements 2.
  • the control elements 2 then check their new orders and their compatibility with old ones accepted orders. If this compatibility is given, the control elements 2 accept the new order received from the interlocking device S1. If this compatibility is not given, the control elements 2 can optionally weaken an old order with the responsible interlocking devices S1, S2, if this would lead to compatibility of all orders in the event of success. If the weakening succeeds, the new order can also be accepted. The exact implementation of the attenuation will be explained later. Furthermore, instead of accepting the new order, the control elements 2 can also offer this new order to the signal box device S1 in a weakened form. Finally, the adjusting elements 2 can of course also reject an order if it is incompatible with the existing orders or if, for example, the adjusting element 2 is defective.
  • the interlocking device S1, S2 can search for alternatives, for example by means of so-called backtracking or other known measures. Then an attempt is made to create the alternative route. Only after the alternatives have been exhausted must the control center 3 be notified of the impossibility of the requested route.
  • the control element 2 in question asks the interlocking device S1, S2 of the old order that placed the order as to whether a certain weakening is accepted. This attenuation is transmitted as an alternative order from the control element 2 to the interlocking device S1, S2.
  • the interlocking device S1, S2 of the old order checks and, if necessary, orders further control elements 2 with additional support orders.
  • the interlocking device S1, S2 of the old order informs the control element 2, which proposed the weakening, of the result of the test. This result is that the mitigation is accepted or not.
  • the interlocking device S1, S2 must pay attention to change requests such as weakenings or reinforcements from the control elements 2.
  • the resulting new orders and order releases for further elements must be checked, a variant selected and implemented if necessary, and the requesting control element 2 communicated with the result.
  • the light signals F, P are main signals and the light signal LS2 is a dwarf signal.
  • the turnout W2 cannot provide side protection at the same time.
  • the interlocking device S1 would like to form a route along track A from light signal F in the west direction W for a freight train (not shown).
  • the light signal F with the signal patterns stop and drive, whereby it is initially in stop, is instructed by the interlocking device S1.
  • the switch W1 is assigned a route from the top to the right leg.
  • the switch W2 would receive a corresponding order from the interlocking device S1, which requires that the left switch leg cannot be reached, which could be implemented, for example, by the switch W2 in the right position.
  • the track sections from the light signal F to the switch W1 and from the switch W1 to the west W would be used for the route, the track section between the switches W1 and W2 for the shelter.
  • the examination of these orders by the elements 2 shows that the actuating elements 2 can accept their orders.
  • a train route for a passenger train from light signal P along track C in an easterly direction is then commissioned at the interlocking device S2.
  • the light signal P, the switch W3, the track sections between light signal P and switch W3 and from switch W3 to the east O would be assigned as a route.
  • the switch W3 would have to connect the track sections.
  • the track section from switch W3 to switch W2 would be required as a shelter. Now there would be a problem with the W2 switch.
  • the task of the interlocking device S2 is to provide protection for the route. Now the switch W2 has already received and accepted the order from the interlocking device S1 beforehand.
  • the switch W2 can now request a weakening of the order from the interlocking device S1.
  • the W2 switch offers so-called iron protection.
  • iron protection For a passenger train, according to, for example, the assumed German operating rules, this is absolutely necessary, so the switch W2 cannot make a weaker offer to the interlocking device S2.
  • so-called light protection would be sufficient for a freight train, ie protection by a light signal indicating a stop. Therefore, the switch W2 asks the interlocking device S1 whether it may control its point accordingly and whether the interlocking device S1 can instruct the light signal LS2 with light protection. The interlocking device S1 then asks the light signal LS2 for light protection.
  • the light signal LS2 accepts this order as nothing speaks against it.
  • the interlocking device S1 then reduces the protection requirement for the switch W2.
  • the switch W2 can now move to the left.
  • the requirements for accepting the order from the interlocking device S2 are thus met and the switch W2 reports this back to the interlocking device S2. Consequently, the interlocking device S2 can now also realize its route.
  • the route is also resolved again by the method according to the invention. If, for example, the passenger train has cleared the switch W3, the protected space behind it is successively dismantled again by the interlocking device S2.
  • the track section from the switch W3 to the east O, the switch W3 itself, the track section between the switch W2 and the switch W3 and the switch W2 are again released from their orders.
  • For the turnout W2 this means that it can again provide iron protection for the order of the interlocking device S1.
  • the switch W2 can now report this to the interlocking device S1.
  • the interlocking device S1 can then initiate the change of order at the switch W2.
  • the interlocking device S1 can then also release the light signal LS2 from its task. Through this sequence, the switch W2 would run again in the right position.
  • control elements 2 are commissioned by the interlocking devices S1, S2 according to the invention, the purpose is advantageously contained in the orders as further information.
  • this can be the information that side protection must be given for a freight train.
  • the actuating elements 2 can be instructed by all interlocking devices S1, S2 of the railway system 1 in a specific sequence.
  • all control elements 2 and interlocking devices S1, S2 are provided with a unique identifier, for example a UUID.
  • the assignment can, for example, always be carried out in ascending order of the numerical value of the UUID.
  • the interlocking device S1, S2, which initially commissioned successfully does not have to fear a later collision with other route formations. This automatically prioritizes the routes.
  • all interlocking devices S1, S2 must adhere to the predetermined sequence.
  • the actuating element 2 In the event of a fault in an actuating element 2, such as a defect or a communication failure, the actuating element 2 must automatically assume a safe state. For light signals, this is, for example, the display of a stop signal. For turnouts, this can mean remaining in a previously monitored end position state.
  • a light signal should be instructed to indicate the journey and stop for a train journey. However, it has no way of displaying travel, for example due to the design or due to a defective lamp, and therefore offers the displays stop and a travel term at reduced speed as a weakened order of the interlocking device.
  • a route is to be realized by two sub-routes of two interlocking devices.
  • the first interlocking device instructs a light signal for a train X as the destination signal as the control element.
  • the signal aspect should be stop.
  • the second signal box instructs the same light signal for the same train X as the start signal.
  • the signal aspect should also be stop.
  • the light signal can accept both orders and shows stop. Once the route has been created, the light signal can merge the information from the two orders.
  • the linking of partial routes to form a complete route is possible solely because of the control element's own intelligence, without the interlocking equipment having to be involved.
  • a parking area is extended by one track. To do this, it is necessary to block some existing switches and light signals.
  • new interlocking devices are first introduced into the system. This corresponds to starting new software, for example. The interlocking devices then have a reduced set of control elements available to them, because the control elements that cannot be used are removed. As soon as a previously existing interlocking device with the full scope of actuating elements is idling (ie no route is currently being implemented), it is switched off. If this has been done with all of the previous interlocking devices, the control elements to be paralyzed for the conversion are no longer used. The expansion work can now be carried out.
  • new interlocking devices are started again and the previous ones are switched off when idling.
  • the new interlocking devices now also have the control elements of the new track in their connection plan. At no time was operations on the unaffected parts of the railway system affected by this conversion. The update of interlocking devices can also take place successively in this way.
  • the new interlocking system is started in parallel and only then is the previous interlocking system switched off.
  • interlocking areas can be dispensed with in the previously known manner. It is possible to operate large areas contiguously or to partition them, whereby the previous separation according to the topology and geography is no longer necessary. Interlocking systems can also be created according to other criteria, for example interlocking systems that are only responsible for passages or interlocking systems that are only responsible for individual shunting areas. The division into areas can also be based on time (e.g. according to the time of day or load situations). Control elements can also only be virtual. In order to be able to function according to the method described, no physical characteristics on the track side are required. A software component running in the system can represent a virtually existing control element.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP18702058.1A 2017-02-07 2018-01-08 Verfahren und vorrichtung zum einstellen wenigstens einer fahrstrasse einer eisenbahntechnischen anlage Active EP3580114B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL18702058T PL3580114T3 (pl) 2017-02-07 2018-01-08 Sposób i urządzenie do wytyczania co najmniej jednej drogi przebiegu instalacji kolejowej

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017201892.5A DE102017201892A1 (de) 2017-02-07 2017-02-07 Verfahren und Vorrichtung zum Einstellen wenigstens einer Fahrstraße einer eisenbahntechnischen Anlage
PCT/EP2018/050306 WO2018145835A1 (de) 2017-02-07 2018-01-08 Verfahren und vorrichtung zum einstellen wenigstens einer fahrstrasse einer eisenbahntechnischen anlage

Publications (2)

Publication Number Publication Date
EP3580114A1 EP3580114A1 (de) 2019-12-18
EP3580114B1 true EP3580114B1 (de) 2021-02-24

Family

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EP18702058.1A Active EP3580114B1 (de) 2017-02-07 2018-01-08 Verfahren und vorrichtung zum einstellen wenigstens einer fahrstrasse einer eisenbahntechnischen anlage

Country Status (6)

Country Link
EP (1) EP3580114B1 (es)
CN (1) CN110505993B (es)
DE (1) DE102017201892A1 (es)
ES (1) ES2874522T3 (es)
PL (1) PL3580114T3 (es)
WO (1) WO2018145835A1 (es)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4234361A1 (en) * 2022-02-25 2023-08-30 ALSTOM Holdings Method for controlling a plurality of track devices and railway control system

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Publication number Priority date Publication date Assignee Title
DE1094791B (de) 1959-03-19 1960-12-15 Siemens Ag Schaltungsanordnung zum Speichern von Stellauftraegen fuer Fahrstrassen nach Altersstufen
DE1168471B (de) 1961-06-23 1964-04-23 Werk Signal Sicherungstech Veb Verfahren und Schaltungsanordnung zum UEbertragen von Fahrstrassenstellauftraegen aus einem Altersstufenspeicher in das Verschluss-register eines Stellwerkes
DE4406720C2 (de) * 1994-02-25 1996-08-14 Siemens Ag Zugsicherungssystem
DE19725320A1 (de) * 1997-06-10 1998-12-17 Siemens Ag Einrichtung zur Steuerung von Bahnübergängen
DE19733765A1 (de) * 1997-08-05 1999-02-11 Alsthom Cge Alcatel Verfahren zur Kommunikation zwischen einem im Bereich einer Schienenstrecke angeordneten Feldelement und einer zentralen Überwachungseinheit sowie Kommunikationssystem und Sendeempfangseinheit hierfür
DE502008003266D1 (de) 2008-02-11 2011-06-01 Siemens Schweiz Ag Verfahren und Vorrichtung zur sicheren Einstellung von einer Fahrstrasse für ein Schienenfahrzeug
CN101673479B (zh) * 2009-01-12 2011-01-05 北京交通大学 高速铁路行车调度指挥与列车运行控制网络协同系统
CN101758839B (zh) * 2010-01-29 2012-02-01 北京全路通信信号研究设计院有限公司 铁路车站控制方法
DE102011082598A1 (de) 2011-09-13 2013-03-14 Siemens Aktiengesellschaft Steueranordnung
CN104960554B (zh) * 2015-06-30 2017-03-22 中国铁道科学研究院通信信号研究所 一种基于功能分配设置双主机的车站区间一体化系统
EP3176049A1 (de) 2015-12-04 2017-06-07 Siemens Schweiz AG Einrichtung und verfahren zum steuern und/oder überwachen von in einem schienenverkehrsnetzwerk angeordneten dezentralen intelligenten funktionseinheiten
CN105539526B (zh) * 2016-01-29 2017-09-29 上海富欣智能交通控制有限公司 轨道交通列车进路控制方法

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Also Published As

Publication number Publication date
EP3580114A1 (de) 2019-12-18
DE102017201892A1 (de) 2018-08-09
WO2018145835A1 (de) 2018-08-16
ES2874522T3 (es) 2021-11-05
CN110505993B (zh) 2021-12-10
PL3580114T3 (pl) 2021-07-26
CN110505993A (zh) 2019-11-26

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