EP3943363B1 - Système de commande ferroviaire à blocage de commande - Google Patents

Système de commande ferroviaire à blocage de commande Download PDF

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Publication number
EP3943363B1
EP3943363B1 EP20187102.7A EP20187102A EP3943363B1 EP 3943363 B1 EP3943363 B1 EP 3943363B1 EP 20187102 A EP20187102 A EP 20187102A EP 3943363 B1 EP3943363 B1 EP 3943363B1
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EP
European Patent Office
Prior art keywords
railway
control
control system
warning
permission response
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
EP20187102.7A
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German (de)
English (en)
Other versions
EP3943363A1 (fr
Inventor
Remo BLESS
Thomas Schrag
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 AG
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Siemens Mobility AG
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Publication date
Application filed by Siemens Mobility AG filed Critical Siemens Mobility AG
Priority to HUE20187102A priority Critical patent/HUE062169T2/hu
Priority to EP20187102.7A priority patent/EP3943363B1/fr
Publication of EP3943363A1 publication Critical patent/EP3943363A1/fr
Application granted granted Critical
Publication of EP3943363B1 publication Critical patent/EP3943363B1/fr
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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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present invention relates to a railway control system with an operating inhibition according to patent claim 1.
  • the monitoring and control of railway operations are divided into different levels: The individual levels are the control level, the security level and the protection level. For an explanation of these levels, refer to the FIG 1 referenced.
  • the control level 1 is formed by one or more distributed railroad control systems 11. In the following, these railroad control systems are only abbreviated to the term “control system”. Each control system 11 is operated from at least one operator station 12 . From the control level 1, the operating personnel can issue commands to the underlying security level 2 via the aforementioned operator stations 12, but also via automatic components (eg train control). Such control systems 11 are known. Reference is made to sources [1] and [2] purely by way of example.
  • Security level 2 is divided into a so-called indoor system 21 and an outdoor system 22.
  • the indoor system 2 is formed by signal boxes 211 with associated optional signal box workstations 212.
  • the outdoor system 22 contains (in an incomplete list) the railway components with switches 221, track vacancy detectors 222, signals 223 , train protection devices 224 such as a balise and the radio block centers RBC (RBC's are in FIG 1 not shown).
  • the signal boxes 211 and the Radio Block Center RBC ensure collision-free traffic on the tracks and, in particular, guarantee the safety of the vehicles. This security must meet the requirements of SIL 4 according to EN 50128 [3].
  • Protection level 3 is formed from the running vehicles/trains 30 and their train protection devices 31. Persons 31 responsible for the maintenance of the railway systems can also be subsumed for protection level 3.
  • the existing architecture of the control system works with a so-called operating input component, which accepts operations from operating personnel at corresponding control system workstations or from internal automatic components such as train control (not explained explicitly above) in a form that is independent of the type of interlocking.
  • This operator input component converts the operations into an interlocking type-specific command sequence and transfers this to a corresponding command output component.
  • the command output component converts the commands into the definitive interlocking-specific format for forwarding to the relevant interlocking.
  • a warning system should be used on the safety level, which controls the (mobile) warning devices in the track area (protection level) in a suitable way.
  • a warning system at the security level is hereinafter referred to as "Signal Controlled Warning System” SCWS.
  • SCWS Signal Controlled Warning System
  • the present invention is therefore based on the object of specifying an operating inhibition for a control system, so that hazards to construction site personnel are reliably ruled out can be and the aforementioned disadvantages are excluded in a signal box-specific solution.
  • the present invention relates to a warning system with a connected warning system.
  • the invention is not limited to this application alone, but can also be used for further communication with components assigned to the security level, such as level crossings, which has so far been carried out as a function of the type of signal box.
  • FIG 1 shows the various levels for monitoring and controlling rail operations as follows:
  • the control level 1 contains at least one control system 11 and associated operator stations 12. In FIG 1 only one control system 11 and only one operator station 12 are shown; in practice, a plurality of (distributed) control systems 11 and a plurality of operator stations 12 per control system 11 are actually present.
  • the security level 2 is divided into an indoor system 21 and an outdoor system 22.
  • the indoor system 21 contains a signal box 211 with an optional signal box operator station 212, for example in a train station.
  • the external system 22 contains a non-exhaustive list of the technical railway components such as points 221, track vacancy detectors 222, signals 223 and train protection devices 224, e.g ETCS level 3.
  • the protection level contains the vehicles/trains 30 moving on the tracks, the safety devices 31 on the train, for example antennas 31 and any persons 32 in the track area.
  • FIG 2 shows the arrangement of a warning system 213 in the interior system of security level 2 for an exemplary embodiment of the present invention.
  • This warning system 213 is connected to the control system 11 and to the warning system 225 .
  • a warning light 225 and a horn/siren 225 are shown as warning system components purely by way of example. In reality, however, a plurality of such warning lights 225 and sirens 225 are installed.
  • An operator permission response 42 with the response specification “release” is also referred to as a positive operator permission response 42 .
  • a first operator permission response 42 should occur within 2s.
  • the answer is “not yet released”, wait the components in the control system 11 to a positive operator permission response 42 during a predetermined time in the range of about 1 minute to 2 minutes. If this time is exceeded, a so-called time-out occurs and the desired and thus inhibited operation is canceled when the time-out occurs.
  • This operator permission response 42 is supplied by the operator control inhibition component 44 1 to the operator input component 40 and, in the event of an operator permission response 42 "not yet released", causes an operator control inhibition at the control system operator station 12. This single operator control inhibition is not sufficient for safety reasons.
  • the operator permission response 42 is therefore also supplied to the command output component 43 by the second operator inhibition component 44 2 .
  • the command output component 43 converts the commands from the operating component 40 into interlocking type-specific commands in order to forward them to the interlocking 211 in this way.
  • the aforementioned supply of the operator permission response 42 to the command output component 43 has the effect that a command incorrectly given by the operator input component 40 can still be blocked in the command output component 43 .
  • the topology data of the railway system 3 to be monitored are stored in the warning system 213 (also called SCWS) from a project planning phase—ie before the warning system 213 is put into operation.
  • SCWS warning system 213
  • the warning system 213 detects the status data of the warning devices 225 in order to depending on this an expression of the operator permission response 42 to the control system 11 - precisely to the control system 11 contained in the control inhibiting components 44 1 and 44 2 to transmit.
  • This status data about the warning devices 225 can be similar to what is known from light signal monitoring in railway technology.
  • the control system 11 forwards status information from the interlocking messages to the warning system 213 . This forwarding is also carried out in two channels and for reasons of clarity in the FIG 2 and 3 not shown. From this status information together with corresponding topology data, the warning system 213 can perform its function as explained above: Release or inhibit or delay operations for execution with the operator permission response 42 with the response characteristic “not yet released”.
  • reference number 46 shows the previous operating processing without operator restriction and reference number 47 shows the signal box type-dependent communication between signal box 211 and warning system 213 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Alarm Systems (AREA)

Claims (11)

  1. Système de commande ferroviaire (11) destiné à une installation ferroviaire (3), avec un blocage d'utilisation permettant de transmettre des instructions depuis le système de commande ferroviaire (11) vers un poste d'aiguillage (211), dans lequel un système d'avertissement (213) commandant un dispositif d'avertissement (225) se trouvant au niveau de l'installation ferroviaire (3) est associé au poste d'aiguillage (211), caractérisé en ce que :
    le système de commande ferroviaire (11) envoie une demande d'autorisation d'utilisation (41) au système d'avertissement (213) avant la transmission d'une instruction au poste d'aiguillage (211) et ne lève le blocage d'utilisation et ne transmet l'instruction au poste d'aiguillage (211) qu'après réception d'une réponse d'autorisation d'utilisation (42) positive de la part du système d'avertissement (213).
  2. Système de commande ferroviaire (11) selon la revendication 1, caractérisé en ce que :
    les instructions sont acheminées par un composant d'entrée de commande (40) contenu dans le système de commande ferroviaire (11) vers un composant de sortie de commande (43) contenu dans le système de commande ferroviaire et sont transmises au poste d'aiguillage (211) par ledit composant de sortie de commande sous une forme spécifique au type de poste d'aiguillage.
  3. Système de commande ferroviaire (11) selon la revendication 2, caractérisé en ce que :
    la réponse d'autorisation d'utilisation (42) est acheminée vers un composant d'entrée de commande (40) contenu dans le système de commande ferroviaire (11) et vers un composant de sortie de commande (43) contenu dans le système de commande ferroviaire (11) afin d'assurer un double blocage de commande au sein du système de commande ferroviaire (11).
  4. Système de commande ferroviaire (11) selon l'une quelconque des revendications 1 à 3, caractérisé en ce que :
    la demande d'autorisation d'utilisation (41) au système d'avertissement (213) et la réponse d'autorisation d'utilisation (42) par le système d'avertissement (213) se font sur deux canaux séparés.
  5. Système de commande ferroviaire (11) selon l'une quelconque des revendications 1 à 4, caractérisé en ce que :
    la réponse d'autorisation d'utilisation (42) correspond au moins aux deux expressions ci-dessous :
    - « validation »,
    - « non encore validé », dans lequel l'expression « non encore validé » provoque un blocage d'utilisation permettant de transmettre une instruction du système de guidage ferroviaire (11) vers un poste d'aiguillage (211).
  6. Système de commande ferroviaire (11) selon la revendication 5, caractérisé en ce que :
    suite à une réponse d'autorisation d'utilisation (42) comprenant l'expression « non encore validé », une durée est fixée pour une réponse d'autorisation d'utilisation (42) ultérieure comprenant l'expression « validation » et, en cas de non-réception d'une autre réponse d'autorisation d'utilisation (42) avant expiration de la durée, une instruction est annulée.
  7. Système de commande ferroviaire (11) selon l'une quelconque des revendications 1 à 6, caractérisé en ce que :
    la demande d'autorisation d'utilisation (41) au système d'avertissement (213), et la réponse d'autorisation d'exploitation (42) sont guidées par l'intermédiaire de deux composants de blocage d'utilisation (441, 442) indépendants contenus dans le système de commande ferroviaire (11).
  8. Système de commande ferroviaire (11) selon la revendication 7, caractérisé en ce que :
    un code logiciel est exécuté sur différents processeurs au sein des deux composants de blocage d'utilisation (441, 442).
  9. Système de commande ferroviaire (11) selon la revendication 8, caractérisé en ce que :
    le code logiciel est configuré différemment au sein des deux composants de blocage d'utilisation (441, 442).
  10. Système de commande ferroviaire (11) selon l'une quelconque des revendications 1 à 9, caractérisé en ce que :
    le système de commande ferroviaire (11) transmet sur deux canaux vers le système d'avertissement (213) des informations d'état provenant du poste d'aiguillage (211) et en ce que le système d'avertissement (213) génère une réponse d'autorisation d'utilisation (42) pour la transmission conformément auxdites informations d'état et à des données topologiques de l'installation ferroviaire (3) mémorisées dans le système d'avertissement (213).
  11. Système de commande ferroviaire (11) selon l'une quelconque des revendications 1 à 10, caractérisé en ce que :
    des informations d'état des dispositifs d'avertissement (225) sont reçues par le système d'avertissement (213) et une réponse d'autorisation d'utilisation (42) dépend desdites informations d'état des dispositifs d'avertissement (225).
EP20187102.7A 2020-07-22 2020-07-22 Système de commande ferroviaire à blocage de commande Active EP3943363B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
HUE20187102A HUE062169T2 (hu) 2020-07-22 2020-07-22 Vasúti irányítórendszer vezérléskorlátozással
EP20187102.7A EP3943363B1 (fr) 2020-07-22 2020-07-22 Système de commande ferroviaire à blocage de commande

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20187102.7A EP3943363B1 (fr) 2020-07-22 2020-07-22 Système de commande ferroviaire à blocage de commande

Publications (2)

Publication Number Publication Date
EP3943363A1 EP3943363A1 (fr) 2022-01-26
EP3943363B1 true EP3943363B1 (fr) 2023-04-05

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HU (1) HUE062169T2 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE80333C (fr)
EP1308366B2 (fr) * 2001-10-26 2010-06-23 Alcatel Lucent Dispositif d'avertissement de personnes travaillant sur la voie
DE102011005188A1 (de) 2011-03-07 2012-09-13 Siemens Aktiengesellschaft Eisenbahnleitsystem
DE102015200552A1 (de) * 2015-01-15 2016-07-21 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur Sperrung und Signalisierung eines mit Achszählern ausgerüsteten Gleisabschnittes

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HUE062169T2 (hu) 2023-09-28
EP3943363A1 (fr) 2022-01-26

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