EP3612429B1 - Procédé d'exploitation d'une installation de voie et contrôleur au sol pour une telle installation de voie - Google Patents

Procédé d'exploitation d'une installation de voie et contrôleur au sol pour une telle installation de voie Download PDF

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Publication number
EP3612429B1
EP3612429B1 EP18716947.9A EP18716947A EP3612429B1 EP 3612429 B1 EP3612429 B1 EP 3612429B1 EP 18716947 A EP18716947 A EP 18716947A EP 3612429 B1 EP3612429 B1 EP 3612429B1
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Prior art keywords
fefs
alternative route
track
notional
route
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EP18716947.9A
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German (de)
English (en)
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EP3612429A1 (fr
Inventor
Norbert Geduhn
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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
    • 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
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits

Definitions

  • the invention relates to a method for operating a track system, in which case real routes of the track system are released or blocked for travel individually depending on status reports that are transmitted from trackside devices to an interlocking. Such methods are generally known in the field of railway technology.
  • the document EP 0739802 A2 discloses a system for monitoring the track occupancy, which uses a redundant processing system, which uses a series of axle counting points along the monitored route section for counting the number of incoming and outgoing train axles and for issuing a track occupancy signal for signaling and / or switch switching. If one of the axle counting points fails, the neighboring intact axle counting points are used as the entry and exit point of a virtual route section. A change in the occupancy status of the virtual route section is displayed as a change in the occupancy status of the latter route section.
  • the document DE 10 2011 081477 A1 relates, inter alia, to a method for monitoring the functionality of an interlocking computer that executes a control program for controlling railroad components of a real railroad system, the control program evaluating signal signals from the railroad components of the real railroad system and generating control signals for the railroad components to be controlled in the real railroad system.
  • the control program controls an extended railway system, which comprises the railway components of the real railway system and additionally at least one virtual railway component, with message signals from the at least one virtual railway component in the signal box computer are entered, the control program processes the message signals as part of the control of the extended railway system, the output signals generated on the output side by the interlocking computer are checked for correctness on the basis of the message signals, and an error signal is generated if the control program delivers incorrect output signals and / or output signals late.
  • a method is provided with which track sections that have been reported as occupied due to an incorrect count can be automatically brought into their starting position without directly comparing the number of axles of the vehicles entering and exiting.
  • a virtual track section is assigned to each metering point to be masked. This virtual track section spans this metering point and at least both connected track sections.
  • the starting position of a track section, which was reported as occupied due to an incorrect count, depends solely on the indication that at least one of the virtual track sections spans it. This display takes place via counting axes.
  • document JP 2016 097936 A discloses a method for taking into account virtual track sections which flexibly processes anomalies in a station so that a combined treatment can be carried out over several stations in a track section of a route network. This is done in response to an abnormality and to detect the state of the train on the virtual track section.
  • the invention is based on the object of specifying a method for operating a track system which enables the track system to continue to be operated even in the event of malfunctions.
  • At least one fictitious substitute route is defined, which is composed of two or more real routes, and when there is an actuating command to activate the substitute route, the fictitious substitute route is released for travel, even if one or more of the fictitious substitute route forms real routes is blocked due to a failure of one or more of the trackside facilities and / or due to the non-availability of status messages that allow the release.
  • a significant advantage of the method according to the invention is that it enables the continued use of real routes of the track system, even if the status reports actually required for this are not available or other status reports have been received.
  • the inventive provision of a fictitious substitute route which can be activated when the control command is present, allows the track system to continue to be operated using real routes that are classified as not passable during normal operation of the interlocking.
  • the method according to the invention enables the track system to be operational, even if one or more trackside devices have failed or are working incorrectly.
  • the fictitious substitute route is released in that a vehicle intended to drive over the fictitious substitute route before, during or after entering the first real route of the fictitious substitute route is notified as the next line-side signaling device to be observed that is the one that is sent after the end of the fictitious Replacement route follows.
  • the vehicle provided for driving the fictitious substitute route is informed before, during or after entering the first real route of the fictitious substitute route that other signal devices located in front of the next line-side signal device to be observed are to be ignored.
  • the control command for activating the substitute route can be generated externally if an external check of the track system shows that despite the absence of status reports or despite different status reports from one or some of the trackside facilities, all real routes that form the fictitious substitute route are actually passable.
  • control command for activating the substitute route is generated if a plausibility check of the status reports from the trackside facilities shows that, despite the absence of status reports or despite different status reports from one or some of the trackside facilities, all real routes that the fictitious Form substitute route, are passable.
  • the plausibility check is preferably carried out internally or by the signal box.
  • a reduced speed is specified for the fictitious replacement route permanently or at least for the first vehicle entering the replacement route after it has been activated.
  • the fictitious replacement route is preferably only activated after the switch end position has been manually fixed by means of a clamp or clamp.
  • Signaling devices that belong to the fictitious replacement route indicate travel clearances and entry bans, preferably each stating the respective real route or the respective fictitious replacement route to which the respective travel clearance or entry ban relates. This procedure makes it possible in an advantageous manner to block real routes and to release fictitious substitute routes.
  • the signaling devices can be formed, for example, by balises arranged in the track, which transmit information such as travel clearances or entry bans by electromagnetic means.
  • the invention also relates to a signal box according to claim 11.
  • the interlocking has a plausibility check module that evaluates status reports from the trackside facilities and outputs a passability signal for the fictitious substitute route, when the status reports of some of the trackside facilities for the fictitious substitute route indicate that all real routes that make up the fictitious substitute route are in fact form, are passable and any different status reports from other trackside facilities are to be regarded as incorrect.
  • the interlocking has a control signal input for inputting an external control command for activating the substitute route.
  • the Figure 1 shows a track system 10 which is managed or controlled by an interlocking 20.
  • the track system 10 comprises a large number of real routes RFS1 to RFS7, which in the exemplary embodiment according to FIG Figure 1 S1 to S7 are separated from one another by signal devices, hereinafter referred to as signals for short.
  • the signals can be formed, for example, by balises arranged in the track, which transmit information such as travel clearances or entry bans by electromagnetic means.
  • the information is preferably transmitted with the specification of the respectively assigned route to which the information relates, be it a real existing and / or a fictitious route.
  • the track system 10 also has a large number of trackside devices that each transmit status reports to the signal box 20. Of the trackside facilities of the track system 10 are in Figure 1 only a few are shown for reasons of clarity. Two of the trackside devices are formed by axle counting devices AZ1 and AZ2, which can each transmit an axle count to the interlocking 20 as status reports. The axle counting devices AZ1 and AZ2 can jointly form a track vacancy reporting device GFM1, which in turn generates a status report indicating that the assigned track section RFS1 is occupied or that the assigned track section RFS1 is vacant.
  • GFM1 track vacancy reporting device
  • Another track-side device of the track system 10 is formed by an axle counting device AZn, which in the illustration according to FIG Figure 1 is arranged at the right end of the track system 10 immediately in front of the signal S7 and as a status message can transmit an axle count to the signal box 20.
  • an axle counting device AZn which in the illustration according to FIG Figure 1 is arranged at the right end of the track system 10 immediately in front of the signal S7 and as a status message can transmit an axle count to the signal box 20.
  • Two more of the trackside facilities of the track system 10 are formed by two switches W1 and W2, which each display their switch end position as a status message and thus enable the interlocking 20 to verify the correct operation of the respective switch and to switch the switches to the desired end position.
  • the real routes RFS1 to RFS7, the signals S1 to S7 and all trackside devices are stored in a memory of the interlocking 20, so that the received status reports can be evaluated and the track system 10 can be controlled by the interlocking 20.
  • a fictitious substitute route FEFS is stored or stored in the interlocking 20, which does not actually exist, but is merely implemented fictitiously in the interlocking 20. Since the fictitious replacement route FEFS does not exist, driving on the replacement route FEFS can only take place by driving on the routes that actually actually exist in the track system 10.
  • the fictitious replacement route FEFS is formed in the event of activation or release by the four real routes RFS1, RFS2, RFS4 and RFS6.
  • the interlocking 20 will only access the real routes RFS1 to RFS7 and handle the driving operation on the basis of the real routes.
  • the interlocking 20 will take into account the status reports of the trackside devices, for example the counter readings of the axle counting devices AZ1, AZ2 and AZn as well as the switch end positions reported by the two switches W1 and W2, as is already known from the prior art.
  • the interlocking 20 When presented in accordance with Figure 1 For example, for a vehicle 30 traveling from left to right that would enter track system 10 at signal S1 and leave track system 10 at signal S7, the interlocking 20 would set or release the real routes RFS1, RFS2, RFS4 and RFS6.
  • the signal box 20 can fictitiously bypass the route RFS1 by using the fictitious substitute route FEFS for the in the illustration according to Figure 1 vehicle 30 entering from the left releases.
  • the fictitious replacement route FEFS thus enables the vehicle 30 to fictitiously drive past the route RFS1; In fact, the vehicle 30 will pass the signal S1 and enter the route RFS1, although this has not been recognized as free by the associated route-side devices.
  • Driving on the fictitious substitute route FEFS by the vehicle 30 can be made possible, for example, in such a way that the interlocking 20 informs the vehicle 30 approaching the signal S1 that after the signal S1 has passed, the next signal to be observed is the signal S7 at the end of the fictitious substitute route FEFS is.
  • the vehicle 30 is thus at least implicitly informed that all signals S2, S3 and S6 lying in between can be driven over, regardless of their display. Only the signal S1 and the signal S7 are relevant for the vehicle 30, since only these two signals belong to the fictitious substitute route FEFS.
  • the signals S2, S3 and S6 lying in between do not belong to the fictitious substitute route FEFS according to the definition, so that their display can be rejected as irrelevant.
  • the length of the fictitious replacement route FEFS can also be communicated to the vehicle 10, so that the relevance of signal displays can be checked on the vehicle side solely on the basis of or at least also on the basis of the route traveled after the signal S1 has
  • the signals transmit their information such as travel clearances or entry bans, in each case specifying the respectively assigned route to which the information relates, be it a real existing and / or a fictitious route.
  • Such a refinement advantageously makes it possible for the signal S1, for example, to transmit an entry ban for the real route RFS1 and a travel release for the fictitious substitute route FEFS when the fictitious substitute route FEFS is activated.
  • the other signals S2, S3, S6 also transmit a travel clearance for the fictitious substitute route FEFS and an entry ban for the real routes RF2, RFS4 and RFS6.
  • the signals for driving the fictitious substitute route FEFS prescribe a lower speed than is otherwise usual for the real routes RFS1, RFS2, RFS4 and RFS6.
  • Switching to the fictitious substitute route FEFS can take place, for example, if an external actuating command ST for activating the substitute route is entered at a control signal input 20s of the interlocking 20.
  • a control command ST is preferably only generated when an external test of the track system 10 shows that, despite the absence of status reports from the trackside facilities or despite different status reports from one or some of the trackside facilities, all real routes RFS1, RFS2, RFS4 and RFS6 are actually used form the fictitious substitute route FEFS, are passable.
  • the interlocking 20 itself generates the command to activate the fictitious substitute route FEFS if a plausibility check of the incoming or received status reports from the trackside facilities shows that, despite the absence of status reports or despite different status reports, one or some of the trackside facilities actually do all real routes RFS1, RFS2, RFS4 and RFS6, which form the fictitious substitute route FEFS, can be driven.
  • the Figure 2 shows an exemplary embodiment for a signal box, which is used as signal box 20 in the track system 10 according to FIG Figure 1 can be used.
  • the interlocking 20 comprises a computing device 21 and a memory 22.
  • a control program module SPM is stored in the memory 22 which, when executed by the computing device 21, causes the latter to: to operate the track system 10 as described above in connection with the Figure 1 was explained.
  • the computing device 21 is, for example, a Figure 1 Informing vehicle 30 entering from the left that after signal S1 has been passed, the next signal to be observed is signal S7 and all signals in between are to be disregarded, as described above in connection with FIG Figure 1 has been explained.
  • a dispatcher in the signal box can manually enter the external control command ST to activate the replacement route.
  • FIG. 11 shows another exemplary embodiment for a signal box 20, which is used in the track system 10 according to FIG Figure 1 can be used.
  • a changeover module USM in addition to the control program module SPM, a changeover module USM and a plausibility check module PPM.
  • the plausibility check module PPM evaluates the status reports of the trackside facilities and outputs a passability signal BS for the fictitious substitute route if status reports of at least some of the trackside facilities for the fictitious substitute route FEFS indicate that all real routes RFS1, RFS2, RFS4 and RFS6 are actually passable and possibly contrary status reports from other trackside devices, such as the axle counting device AZ2 according to Figure 1 are to be regarded as wrong.
  • the plausibility check module PPM can, for example - in the event of a failure of the axle counting device AZ2 with correct operation or secured switch end position of the switches W1 and W2 - output the passability signal BS and thus trigger the generation of the positioning command ST when the two axle counting devices AZ1 and AZn indicate that all axles that have entered the track system 10, have also left it again, so that the track system 10 is actually free of vehicles or vehicle axles and can therefore be driven on without danger.

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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)

Claims (13)

  1. Procédé pour faire fonctionner une installation (10) de voie, dans lequel dans le procédé on libère ou on bloque à la circulation sur des parcours (RFS1, RFS2, RFS3, RFS4, RFS5, RFS6, RFS7) réels de l'installation (10) de voie respectivement individuellement en fonction de messages d'état, qui sont transmis par des dispositifs du côté de la voie à un poste (20) d'aiguillage, dans lequel
    - au moins est défini un parcours (FEFS) de remplacement fictif, qui se compose de deux ou de plusieurs parcours (RFS1, RFS2, RFS4, RFS6) réels, et
    - en présence d'une instruction (ST) d'aiguillage pour l'activation du parcours (FEFS) de remplacement fictif, on libère la circulation sur le parcours (FEFS) de remplacement fictif même si un ou plusieurs des parcours (RFS1, RFS2, RFS4, RFS6) réels formant le parcours (FEFS) de remplacement fictif sont bloqués en raison d'une panne de l'un ou des plusieurs dispositifs du côté de la voie et/ou en raison de l'absence de message d'état autorisant la libération,
    caractérisé en ce que
    la libération du parcours (FEFS) de remplacement fictif s'effectue,
    - en indiquant à un véhicule (30), prévu pour circuler sur le parcours (FEFS) de remplacement fictif, avant, pendant ou après l'entrée dans le premier parcours (RFS1) réel du parcours (FEFS) de remplacement fictif, comme dispositif (S7) de signalement du côté de la voie suivant immédiatement à prendre en compte, celui qui suit après la fin du parcours (FEFS) de remplacement fictif, ou
    en indiquant au véhicule (30), prévu pour se déplacer sur le parcours (FEFS) de remplacement fictif, avant, pendant ou après l'entrée dans le premier parcours (RFS1) réel du parcours (FEFS) de remplacement fictif, de négliger d'autres dispositifs (S2, S3, S6) de signalisation se trouvant avant le dispositif (S7) de signalisation suivant immédiatement à prendre en compte du côté de la voie.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    au moins l'un des dispositifs du côté de la voie est un aiguillage (W1, W2), qui indique une position finale d'aiguillage comme message d'état.
  3. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    au moins l'un des dispositifs du côté de la voie est un dispositif (GFM1) de contrôle de libération de la voie, qui émet comme message d'état un message indiquant l'occupation d'un tronçon de voie associé ou un message de libération indiquant l'inoccupation du tronçon de voie associé.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    au moins l'un des dispositifs du côté de la voie est un dispositif (AZ1, Az2, AZn) de comptage d'essieux, qui émet comme message d'état un état de compteur d'essieu indiquant le nombre des essieux, qui sont passés devant le dispositif (AZ1, AZ2, AZn) comptant les essieux.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on produit extérieurement l'instruction (ST) d'aiguillage pour l'activation du parcours (FEFS) de remplacement fictif si un contrôle extérieur de l'installation (10) de voie indique que, en dépit d'une absence de messages d'état ou en dépit de messages d'état discordants d'un ou de certains des dispositifs du côté de la voie, tous les parcours (RFS1, RFS2, RFS4, RFS6) réels, qui forment le parcours (FEFS) de remplacement fictif peuvent en fait être parcourus.
  6. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on produit l'instruction (ST) d'aiguillage pour l'activation du parcours (FEFS) de remplacement fictif si un contrôle de vraisemblance des messages d'état des dispositifs du côté de la voie indique que, en dépit d'une absence de messages d'état ou en dépit de messages d'état discordants d'un ou de certains des dispositifs du côté de la voie, tous les parcours (RFS1, RFS2, RFS4, RFS6) réels qui forment le parcours (FEFS) de remplacement fictif peuvent en fait être parcourus.
  7. Procédé suivant la revendication 6,
    caractérisé en ce que
    le contrôle de vraisemblance a lieu au poste d'aiguillage.
  8. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on prescrit une vitesse réduite sur le parcours (FEFS) de remplacement fictif en permanence ou au moins pour le premier véhicule (30) entrant dans le parcours (FEFS) de remplacement fictif après son activation.
  9. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    dans le cas d'un défaut d'aiguillage, on active le parcours (FEFS) de remplacement fictif seulement après avoir fixé la position finale de l'aiguillage manuellement au moyen d'une retenue ou d'un serrage.
  10. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    des dispositifs de signalisation qui appartiennent au parcours (FEFS) de remplacement fictif indiquent des autorisations de circulation et des interdictions d'entrée respectivement avec l'indication du parcours (RFS1, RFS2, RFS4, RFS6) réels ou du parcours (FEFS) de remplacement fictif, auquel l'autorisation de circulation ou l'interdiction d'entrée se rapporte.
  11. Poste (20) d'aiguillage pour commander une installation (10) de voie, le poste (20) d'aiguillage étant constitué pour libérer ou bloquer la circulation sur des parcours (RFS1, RFS2, RFS3, RFS4, RFS5, RFS6, RFS7) réels de l'installation (10) de voie respectivement individuellement en fonction de messages d'état, qui sont transmis par des dispositifs du côté de la voie au poste (20) d'aiguillage, dans lequel
    - dans le poste (20) d'aiguillage est mis en mémoire au moins un parcours (FEFS) de remplacement fictif, qui se compose de deux ou de plusieurs parcours (RFS1, RFS2, RFS4, RFS6) réels, et
    - le poste (20) d'aiguillage est constitué de manière à libérer la circulation sur le trajet de remplacement fictif en présence d'une instruction (ST) d'aiguillage pour l'activation du parcours (FEFS) de remplacement fictif, même si l'un ou plusieurs des parcours (RFS1, RFS2, RFS4, RFS6) réels formant le parcours (FEFS) de remplacement fictif est bloqué en raison d'une panne d'un ou de plusieurs des dispositifs du côté de la voie et/ou en raison de l'absence de message d'état libérant la circulation,
    caractérisé en ce que
    le poste d'aiguillage est constitué pour libérer la circulation sur le parcours (FEFS) de remplacement fictif,
    - en indiquant, à un véhicule (30) prévu pour circuler sur le parcours (FEFS) de remplacement fictif avant, pendant ou après l'entrée dans le premier parcours (RFS1) réel du parcours (FEFS) de remplacement fictif, comme dispositif (S7) de signalement du côté de la voie suivant immédiatement à prendre en compte, celui qui suit après la fin du parcours (FEFS) de remplacement fictif, ou
    - en indiquant, au véhicule (30) prévu pour se déplacer sur le parcours (FEFS) de remplacement fictif avant, pendant ou après l'entrée dans le premier parcours (RFS1) réel du parcours (FEFS) de remplacement fictif de négliger d'autres dispositifs (S2, S3, S6) de signalisation se trouvant avant le dispositif (S7) de signalisation suivant immédiatement à prendre en compte du côté de la voie.
  12. Poste (20) d'aiguillage suivant la revendication 11,
    caractérisé en ce que
    le poste (20) d'aiguillage a un module (PPM) de contrôle de vraisemblance, qui analyse des messages d'état des dispositifs du côté de la voie et émet un signal (BS) de possibilité d'emprunter le parcours (FEFS) de remplacement fictif s'il y a des messages d'état de certains des dispositifs du côté de la voie pour le parcours (FEFS) de remplacement fictif, qui indiquent qu'en fait tous les parcours (RFS1, RFS2, RFS4, RFS6) réels formant le parcours (FEFS) de remplacement fictif peuvent être empruntés et que des messages d'état éventuellement discordants d'autres dispositifs du côté de la voie doivent être considérés comme faux.
  13. Poste (20) d'aiguillage suivant la revendication 11 ou 12,
    caractérisé en ce que
    le poste (20) d'aiguillage a une entrée (20s) de signal de commande pour l'entrée d'une instruction (ST) d'aiguillage extérieure, afin d'activer le parcours (FEFS) de remplacement fictif.
EP18716947.9A 2017-05-19 2018-03-29 Procédé d'exploitation d'une installation de voie et contrôleur au sol pour une telle installation de voie Active EP3612429B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017208490.1A DE102017208490A1 (de) 2017-05-19 2017-05-19 Verfahren zum Betreiben einer Gleisanlage sowie Stellwerk für eine Gleisanlage
PCT/EP2018/058049 WO2018210475A1 (fr) 2017-05-19 2018-03-29 Procédé pour faire fonctionner une voie ferrée ainsi que poste d'aiguillage pour voie ferrée

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EP3612429A1 EP3612429A1 (fr) 2020-02-26
EP3612429B1 true EP3612429B1 (fr) 2021-07-28

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EP18716947.9A Active EP3612429B1 (fr) 2017-05-19 2018-03-29 Procédé d'exploitation d'une installation de voie et contrôleur au sol pour une telle installation de voie

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EP (1) EP3612429B1 (fr)
DE (1) DE102017208490A1 (fr)
ES (1) ES2896174T3 (fr)
WO (1) WO2018210475A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
EP4169799A1 (fr) * 2021-10-21 2023-04-26 Frauscher sensortechnik GmbH Unité de surveillance pour la surveillance d'une voie ferrée et procédé de surveillance d'une voie ferrée

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EP4169799A1 (fr) * 2021-10-21 2023-04-26 Frauscher sensortechnik GmbH Unité de surveillance pour la surveillance d'une voie ferrée et procédé de surveillance d'une voie ferrée
WO2023067067A1 (fr) * 2021-10-21 2023-04-27 Frauscher Sensortechnik GmbH Unité de surveillance pour surveiller une voie ferrée et procédé de surveillance d'une voie ferrée

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WO2018210475A1 (fr) 2018-11-22
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EP3612429A1 (fr) 2020-02-26

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