EP4257449A1 - Système d'aiguillage et mécanisme de commande d'aiguillage pour chantiers et procédé de fonctionnement - Google Patents

Système d'aiguillage et mécanisme de commande d'aiguillage pour chantiers et procédé de fonctionnement Download PDF

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Publication number
EP4257449A1
EP4257449A1 EP22167034.2A EP22167034A EP4257449A1 EP 4257449 A1 EP4257449 A1 EP 4257449A1 EP 22167034 A EP22167034 A EP 22167034A EP 4257449 A1 EP4257449 A1 EP 4257449A1
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EP
European Patent Office
Prior art keywords
switch
locking
drive
construction
computer
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.)
Pending
Application number
EP22167034.2A
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German (de)
English (en)
Inventor
Andreas Meier
Rolf Habegger
Fritz Von Allmen
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.)
Schweizerische Bundesbahnen SBB
Original Assignee
Schweizerische Bundesbahnen SBB
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.)
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Publication date
Application filed by Schweizerische Bundesbahnen SBB filed Critical Schweizerische Bundesbahnen SBB
Priority to EP22167034.2A priority Critical patent/EP4257449A1/fr
Publication of EP4257449A1 publication Critical patent/EP4257449A1/fr
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
    • B61L5/10—Locking mechanisms for points; Means for indicating the setting of points
    • B61L5/102—Controlling electrically
    • 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

Definitions

  • the present invention relates to a switch system and a switch drive for construction sites and an operating method for this switch system.
  • construction switches are often used, with which routes can be switched, for example, from a main track that is used by railway operations to a branch track that is used by construction traffic on the construction site.
  • construction switches are not connected to a signal box and are not visible at the control level and not integrated into the security system. After the physical installation of a switch, only the outdated topology data is usually displayed at the control level. This is because the software versions of the control level and the signal box often lag behind reality. After a construction switch has been installed in the track field, only the relevant track section with the track used by rail traffic is still displayed on the master computer.
  • the present invention is therefore based on the object of creating an improved switch system for construction sites with a construction switch and an improved switch drive. Furthermore, an improved operating procedure for such a switch system must be specified.
  • the switch system according to the invention for construction sites should be able to be operated safely and easily using the method according to the invention.
  • the safe operation of the switch system should be guaranteed by the switch system and its surrounding systems themselves without additional personnel.
  • the switch system should be able to be operated by personnel who have been familiarized with the specified procedure within a short period of time.
  • the switch system should also be able to be operated safely by just one person.
  • the switch system according to the invention should have a high level of error tolerance, so that risks are practically eliminated even in the event of incorrect manipulation.
  • switch drive for the improved switch system must be specified.
  • the switch system according to the invention should be able to be implemented with any switch drives with little modification effort.
  • Existing switches and/or switch drives should be able to be retrofitted with little effort.
  • the switch system includes a construction switch and a switch drive, which has an electric and / or a manual drive, which is provided for actuating a locking rod of the switch drive, which is connected to the Switch is coupled and can be moved or changed between a first and a second end position and can be locked there.
  • the point drive comprises a locking device with a controllable locking element and a control unit, by means of which a locking drive can be controlled, which is used to move the locking element into a locking position in a first operating state of the point drive that is secured for railway operation and an unlocking position in a second operating state intended for construction operations of the point drive, in which the point drive is released for operation with the electric drive and / or the crank drive, is provided, wherein the locking element is provided in the locking position for direct or indirect locking of the locking rod or device parts coupled thereto.
  • the construction switch according to the invention therefore allows secure railway operation when the switch drive is locked in the first operating state.
  • the locking is not carried out by screwing the switch tongues together, as was previously the case, but by actuating the locking element under the control of the control unit.
  • the control unit can therefore take on the role of a local signal box, which ensures the safe operation of the switch drive when changing the construction switch.
  • the construction switch can therefore be monitored and operated electronically, resulting in easier handling and management of the construction switch and increased safety. It should be noted that not only the screwing of the switch tongues but also unauthorized or incorrect manipulation of the switch tongues is eliminated.
  • the control unit also allows advantageous methods to be implemented to further secure the switch system.
  • direct or indirect communication with a construction switch computer by means of which the construction switches installed in the railway system are managed, and/or with a master computer of the railway system into which the switch system is integrated is preferably provided.
  • Known communication methods, communication connections and/or communication networks can be used for communication between the control unit and the construction switch computer and/or the master computer.
  • the communication preferably takes place automatically directly via at least one communication network.
  • Indirect communication between the control unit and the construction switch computer and/or the master computer via relay stations is also possible. if necessary via mobile devices, such as conventional cell phones or smart phones.
  • the mobile radio terminals can preferably be connected wirelessly, if necessary via local radio networks or NFC (Near Field Communication) connections, to the control unit and/or the construction switch computer and/or the master computer.
  • NFC Near Field Communication
  • the mobile radio terminals are preferably suitable for authenticating users. For example, an authentication procedure is used as described in the EP2515500B1 is described. This ensures that only authorized personnel use the mobile devices.
  • the authentication of the users of the mobile radio terminals, which serve as relay stations, can also be carried out by the switch computer or the master computer. Methods for authenticating users of mobile devices are, for example, in EP2515497B1 described.
  • Access to the control unit can also be secured using appropriate procedures, for example cryptographic or biometric recognition procedures.
  • All data for the construction switches and switch drives used in the railway system are stored in the construction switch computer.
  • location data, traffic data with track information, identification data, device data, configuration data, operating data, possibly identification data or encryption information and the current operating status for each switch and switch drive are stored in the switch computer.
  • construction projects are stored in a project computer, which transfers the corresponding construction switch data to the construction switch computer.
  • the current operating status of the construction switch and the associated switch drive is transmitted from the control unit of the switch drive to the construction computer.
  • Numerous construction switches with the associated data are stored in the construction switch calculator.
  • the construction switches are not stored or displayed in the master computer, the construction switches are actually represented in the construction computer. According to the invention, the release of closed tracks or routes, each of which is assigned to a construction switch, is therefore preferably carried out under the control of the construction switch computer.
  • the blocking and/or release of a route that is assigned to a construction switch and is used by public transport is preferably carried out based on the communication between the construction switch computer and the master computer.
  • the blocking of a route to which a construction switch is assigned can be done directly via the construction switch computer or indirectly through communication between Construction site personnel and the master computer or dispatcher of the master computer. Through the communication between the construction switch computer and the master computer, the closure of the relevant route is verified and preferably additionally secured and, if necessary, locked. This additional security can be provided by a software routine that requires input from the construction switch computer, or by simple signaling or display. The closure of a route that is assigned to a construction switch and is used by public transport is therefore preferably secured twice before the construction switch computer releases the relevant construction switch for use in construction operations.
  • the locking device is installed modularly in a conventional switch drive or one that can also be used or used elsewhere in the track system, which can preferably optionally be controlled by a signal box and is or can be equipped with a drive motor and which has a locking mechanism which directly or indirectly serves to lock the locking rod and which can be locked by means of the locking element according to the invention.
  • the switch drive according to the invention therefore typically has a double locking, namely the locking by the switch drive that has not yet been supplemented with the locking device according to the invention and the locking or locking by means of the locking device according to the invention.
  • the locking device according to the invention is therefore preferably placed on an existing switch drive, which is suitable for changing a switch between two end positions.
  • a switch drive according to the invention can also be completely rebuilt.
  • the locking element is a locking lever which is rotatably mounted on a mounting plate by means of a lever shaft and which has a first end piece on one side of the lever shaft, which in the locking position causes the locking of the locking rod or device parts coupled thereto.
  • the locking element or the locking lever can therefore be moved, moved back and forth or rotated as required in order to additionally lock or unlock the switch drive and thus the switch in the set end position.
  • the locking lever preferably has a guide slot into which a drive lever engages, which can be rotated in one direction and the other by the locking drive.
  • the locking device according to the invention can therefore be constructed in a simple and stable manner and can advantageously be integrated into any switch drive.
  • the switch drive has end position test contacts which signal that at least one of the end positions has been reached by the locking rod and which are connected to the control unit via connecting lines.
  • the control unit is preferably designed to display the respective end position of the locking rod on a first or second position display or to display the position of the locking rod before reaching one of the end positions on an intermediate position display.
  • the control unit is designed to only actuate the locking element when the locking rod has reached the relevant end position and the end position test contacts indicate this.
  • a locking sensor is provided, by means of which the rotational position of the locking element, possibly the position of the first end piece or the position of a second end piece of the locking element can be monitored and at least the reaching of the locking position of the locking element can be detected in the control unit and preferably displayed by means of a locking display is.
  • the locking sensor includes locking test contacts that are actuated when the locking element, optionally the locking lever, reaches the locking position.
  • the measures according to the invention can therefore be used to ensure that the construction switch has been correctly moved, locked and secured, so that the set route can be opened to rail traffic without risk.
  • the control unit comprises an electronic module with a processor and a control program by means of which the checking of an external release code and the unlocking of the locking device can be carried out if the entered external release code matches a stored internal release code.
  • the external release code is preferably provided by the construction switch computer and transmitted to the control unit.
  • the control unit preferably comprises an internal cryptographic module, by means of which a query code and a corresponding internal release code can be generated.
  • a corresponding external cryptographic module is provided in the construction switch computer, by means of which an external release code can be generated based on the transmitted query code, the correspondence of which with the internal release code can be checked in the control unit.
  • the switch drive according to the invention can therefore be used advantageously to safely operate a construction switch installed in a railway system and between a first operating state in which rail traffic takes place unhindered via the construction switch and a second operating state in which the construction switch is released for construction operations and can be used by construction vehicles.
  • the operating methods described below can advantageously be used to switch between the operating states mentioned. These operating procedures can be expanded or simplified through additional steps within the framework of the specified security requirements. For example, procedural steps for checking the authorization to carry out the initiated or required measures can be carried out in any way. Furthermore, the correct implementation of each process step is preferably verified.
  • the transmission of data regarding requests, commands, operating states, or configurations can be transmitted in any way between the control unit and/or the construction switch computer and/or the master computer. Each of these units has the necessary communication means, such as transmitting devices and receiving devices, possibly coding devices and decoding devices. Data traffic is preferably secured so that third parties cannot remove, add or change information.
  • the construction switch and the associated switch drive can therefore only be unlocked if the route associated with the construction switch is blocked and the correct external release code is present or has been transmitted to the control unit and verified there. Before the external release code is created and transmitted, the switch computer can carry out the necessary checks.
  • the request to block the route can be transmitted directly or indirectly from the control unit to the control computer via relay stations, such as mobile radio terminals.
  • the request to close the route can also be transmitted from the construction switch computer to the master computer.
  • the construction switch computer can authenticate the applicant and check their authorization.
  • the construction switch computer can also check whether the route in question is actually blocked in the master computer and whether the request to block the route in the master computer has led to a corresponding setting.
  • the operating procedure includes for the operation b) the lifting of the blocking of the route associated with the construction switch in the master computer, after closing the switch system with transfer of the switch drive from the second operating state, in which the locking element is released and the switch drive and thus the switch between the first end position by means of the electric or manual drive and the second end position can be changed back to the first operating state in which the point drive and thereby the construction switch is locked in the first end position by means of the locking element,
  • the step of changing the switch drive and the construction switch is preferably checked using the end position test contacts of the switch drive.
  • the step of locking the switch drive by actuating the locking element is preferably checked using the locking sensor or the locking test contacts.
  • the switch drive and the construction switch are switched to the closed route and locked and secured. After actuating the locking element or the locking lever, it can no longer be released or can only be released after entering a further release code.
  • the switch drive and the construction switch are now under the control of the construction switch computer and can no longer be operated locally. The closed road can therefore be opened safely.
  • the construction switch computer By transmitting the internal return code, which is generated or provided in the control unit, the construction switch computer registers that the construction switch has been switched to the closed route and locked. This process is verified by checking with the external return code.
  • the external return code is preferably not only generated or provided after receipt of the internal return code, but rather beforehand. It is therefore possible to change the order of individual process steps described in this document.
  • the construction switch computer After the construction switch computer verified that the construction switch had been safely switched to the closed route, it initiated the removal of the locking or blocking of the route in the control computer.
  • the requested lifting of the closure of the route can also be confirmed in an additional message, for example in a message transmitted directly or indirectly from the control unit to the master computer.
  • the blocking of a route that is assigned to a construction switch and is used by public transport is requested directly or indirectly by the control unit or the user of the control unit at the master computer and is confirmed and secured by the construction switch computer at the master computer, and /or that the lifting of the blocking of a route that is assigned to a construction switch and is used by public transport is requested by the construction switch computer after checking the locking of the switch drive and the associated construction switch at the master computer and by the control unit or the user of the control unit at the master computer directly or confirmed indirectly.
  • Providing the query code makes it possible to easily obtain secure authorization from the construction switch computer to open the switch drive and the associated construction switch, which can now be changed on site by operating the electric drive or operating the crank drive.
  • the blocking of the route set in the first end position by means of the construction switch is checked in the master computer by the construction switch computer and is preferably secured with a second lock, which can only be canceled by the construction switch computer can.
  • a software routine is provided that allows a lock to be provided with a lock that can only be released by the construction switch computer.
  • the construction switch computer can also set a signal or a display in the control computer, which prevents the closure of the route from being lifted without the consent of the construction switch computer.
  • the generation of codes, such as activation codes, release codes and return codes in the control unit and/or in the switch computer includes the calculation of a code using an algorithm or the retrieval of corresponding codes from a storage unit.
  • codes such as activation codes, release codes and return codes in the control unit and/or in the switch computer.
  • identical release codes with an assigned identification number for example in the numerical range from 00001 - 11111, are stored in the control unit and in the construction switch computer.
  • An internal release code can therefore be retrieved in the control unit by randomly generating a query code within this numerical range.
  • this query code and the identification number of the relevant switch drive to the construction switch computer, it can retrieve an identical external release code from a database. After entering this external release code and comparing it with the identical internal release code, the point drive can be unlocked.
  • Fig. 1 and Fig. 8 show the electric switch drive 2 'known from R. Hämmerli, The principles of safety systems for railway operations, Vol. 1, Swiss Federal Railways 1990, with a locking rod 28, which is operated either by means of an electric drive or motor 21 or manually via a drive shaft 22 and can be moved back in order to convert a switch or a construction switch 1.
  • a rotational force is transmitted via a countershaft 29 and a worm shaft 23 to a worm ring 243 of a slip clutch 24, which has a gear wheel 245 that can be coupled and which drives a locking rod 28 which is coupled to the switch tongues 11 of the switch 1 (see Fig. 8 ).
  • a rotational force can also be transmitted to the worm ring 243 of the slip clutch 24 via the worm shaft 23.
  • the slip clutch 24 takes over the necessary holding force with which the switch tongues are secured in the end position.
  • switching levers 26A, 26B of a lever mechanism 26 are actuated, each of which holds a roller 27A, 27B, by means of which end position test contacts 25A, 25B are actuated.
  • These end position test contacts 25A, 25B are monitored in normal railway operation of such a switch drive 2 'in a signal box and in the inventive embodiment of the switch drive 2 in a control unit 30, as Fig. 8 shows.
  • Fig. 2 shows part of the switch machine 2 'of Fig. 1 with the slip clutch 24 and the switching levers 26A, 26B of the lever mechanism 26, by means of which the associated end position test contacts 26A, 26B are actuated. It is shown that the rollers 27A, 27B electrically connect either the contact pairs 251A, 251B or the contact pairs 252A, 252B to one another.
  • Fig. 3a shows part of the switch machine 2 'of Fig. 1 with the slipping clutch 24 in a quarter section and the exposed lever mechanism 26, which interacts with the retaining disk 241 and the lifting ring 242 of the slipping clutch 24.
  • the slip clutch 24 includes the retaining disk 241, the lifting ring 242, a worm ring 243, a friction ring 244 and a drive disk 245 with a molded ring gear or pinion 2451. Not shown is an integrated spring carrier with a retaining spring and an actuating force spring.
  • Fig. 3b shows the two shift levers 26A, 26B and the slip clutch 24 from Fig. 3a without friction ring 244 in exploded view.
  • the retaining disk 241 and the lifting ring 242 are rotated in such a way that locking cutouts 2411, 2412 of the retaining disk 241 and run-up edges 2421, 2422 of the lifting ring 242 provided therein can be seen.
  • Rollers 261A, 261B of the switching levers 26A, 26B are also shown, which roll on the front side of the retaining disk 241 and on the lifting ring 242 and can interact with the locking cutouts 2411, 2412 and run-up edges 2421, 2422 mentioned.
  • the construction switch 1 can be changed again by manual or motor actuation of the switch drive 2 ', which is not permitted if an adjustable route 91 is still used and traveled for rail traffic.
  • the known point drive 2 ' is supplemented according to the invention with a locking device 3 and expanded into a point drive 2 according to the invention.
  • Fig. 4 shows a switch drive 2 according to the invention consisting of the known switch drive 2 'of Fig. 1 and a locking device 3, by means of which the switch drive 2 can be locked and released again for the changeover of a construction switch 1.
  • the locking device 3 comprises a mounting plate 37 screwed to the switch drive 2 'with a lever shaft 34, which rotatably holds a locking element or a locking lever 31.
  • the locking lever 31 is activated and has a front end Locking drive 32 coupled, which is connected to a control unit 30 via a connection unit 38.
  • the control unit 30, by means of which the locking lever 31 can be actuated, allows the secure operation of the switch drive 2 and the associated switch 1 and in principle takes over the function of a local signal box.
  • the end position test contacts 25A and 25B are also connected to the control unit 30.
  • the status of the switch machine 2 can be monitored by the control unit 30. Actuating the locking lever 31 prevents the point machine 2 from being unlocked by actuating the slip clutch 24. The switching lever held in the locking cutout of the retaining disk 241 is blocked by the actuated locking lever 31, which is why it is not possible to change the switch 1.
  • Fig. 8 shows a switch system WS according to the invention, explained in more detail.
  • Fig. 5 shows part of the switch machine 2 from Fig. 4 with the locking device 3 and the locking lever 31, which was rotated by the locking drive 32 with a sickle-shaped end piece 311 against the switching lever 26A and holds it in position.
  • the locking drive 32 includes an electric drive motor 321, the motor shaft of which is connected to a drive lever 322.
  • the drive lever 322 engages with a cam or pin in a guide slot 3140 which is provided on a coupling part 314 of the locking lever 31.
  • Fig. 6a shows the one from the switch machine 2 of Fig. 4 removed locking device 3, with the control unit 30 and the mounting plate 37, on which the locking lever 31 rotatably held by the lever shaft 34, the locking drive 32 coupled to the locking lever 31 and connecting devices and connecting devices 36, 38 are arranged.
  • the lever shaft 34 which holds a connecting piece 313 of the locking lever 31, is held on the one hand by the mounting plate 37 and on the other hand by a bearing plate 341, which is connected to the mounting plate 37 by mounting screws 342 and is separated from the mounting plate 37 by spacer elements 343.
  • the locking lever 31 is extended, which is why the crescent-shaped first end piece 311 projects beyond the mounting plate 37.
  • FIG. 6b shows the state after the drive lever 322 is in Turned clockwise and the end piece 311 of the locking lever 31 was released from the associated shift lever 25A and retracted.
  • the end position test contacts 25A, 25B are connected to the connection unit 38 via the connection unit 36 and connection lines L21, L22.
  • the locking drive 32 is connected to the connection unit 38 by control lines 32.
  • other electrical or electronic elements such as the locking sensor or deposit switch 35, can also be used Fig. 7 , can be connected to the connection unit 38.
  • the locking element 31 can also operate switches or interrupters in any configuration, which switch or interrupt control lines or power supply lines that lead to the drive motor.
  • switches or interrupters in any configuration, which switch or interrupt control lines or power supply lines that lead to the drive motor.
  • a switch or breaker In the locking position of Fig. 6a
  • such a switch or breaker is actuated and the power supply to the point machine 2 is switched off, subject to the power supply to the control unit 30.
  • the control unit 30 is connected to the connection unit 38 by a connection line.
  • Fig. 7 shows the locking device 3 of Fig. 6a with a locking lever 31, which has the first end piece 311 on one side of the lever shaft 34 and a second end piece 312 on the other side of the lever shaft 34, which interacts with a locking sensor 35 depending on the rotational position.
  • the locking sensor 35 is activated as soon as the locking lever 31 is fully extended.
  • the control unit 30 can therefore recognize the correct actuation of the locking lever 31 and thus the complete locking of the switch drive 2 and the construction switch 1 in the desired end position and signal to the master computer LR and / or the construction switch computer BWR that the closed route can be opened again. It will be described below that the control unit 30 keeps the switch machine 2 in the locked state until a secure procedure for opening the switch machine 2 is carried out.
  • Fig. 8 shows a switch system WS according to the invention in a first operating state [STATE A] with a switch 1 installed in a track field 9, which is coupled to a switch drive 2 according to the invention.
  • switch 1 is released for public rail traffic via main track 91.
  • the switch tongues of the construction switch 1 are therefore for the route that runs over the Main track 91 runs, changed and is held securely in this end position by the switch drive 2.
  • the switch drive 2 according to the invention with the locking device 3 was described above. It is shown that the point machine 2, which was created by modifying a conventional point machine 2', can be driven by means of a motor 21 or manually by means of a crank 22.
  • the locking rod 28 and the rack 281 are designed as a unit 28, 281 in this embodiment of the point machine 2.
  • the locking rod 28 was extended until the end position was reached, in which the end position test contacts 25A, 25B were actuated.
  • the locking sensor 35 was also actuated, which signals via line L31 that the switch drive 2 and the construction switch 1 are locked and locked in the relevant end position.
  • the control unit 30 includes a control program 30P and control electronics 30E as well as a user interface for input and output of data.
  • the control electronics 30E preferably comprises at least one processor with an operating system, at least one memory module, at least one communication module for wireless or wired communication according to a known protocol, such as an Internet protocol or Bluetooth protocol, interface modules and, if necessary, a power supply.
  • the user interface preferably includes display elements LED1, ..., LED5 and/or a display.
  • the display elements LED1 and LED2 signal the operating status [STATE A] or [STATE B] of the WS switch system.
  • the display elements LED3, LED4 and LED5 signal the position of the switch tongues or the lever mechanism 26, the reaching of the first end position (LED3), the second end position (LED5) or an intermediate position (LED4) between the end positions.
  • the display element LED6 indicates the extension or locking of the locking element 31.
  • LED1 signals the presence of the first operating state [STATE A], in which the switch system WS is closed and is used by normal rail traffic.
  • LED3 consequently shows this End position of the switch tongues in the first end position 1, in which the route used by rail traffic runs over the main track 91. Consequently, LED6 shows that the locking lever 31 is extended and has locked the point drive 2.
  • control unit 30 can communicate with the construction switch computer BWR and/or the master computer LR directly or indirectly via relay stations, possibly commercially available smart phones or tablet computers, such as a construction switch terminal BWT and a master computer terminal LRT. Communication preferably takes place wirelessly and/or using input menus, which facilitate communication.
  • mutually corresponding cryptographic modules such as an internal module CMi and an external module CMx, are used in the control unit 30 and in the switch computer BWR.
  • an interrogation code AC and an internal release code FCi are generated in the control unit 30.
  • the query code AC is transmitted to the construction switch computer BWR, which generates the external release code FCx using the external cryptographic module CMx and returns it to the control unit 30.
  • This external release code FCx can of course be provided with further codes or identifiers from the BWR switch computer or the switch 1.
  • the external release code FCx can be provided with a time window within which it is valid.
  • the construction switch computer BWR and the master computer LR can also communicate with one another, as described below.
  • Fig. 9 shows the WS switch system from Fig. 8 with an exemplary process for blocking a route 91 and then unlocking the switch drive 2 and releasing the construction switch 1 for construction operations.
  • the construction switch 1 whose switch tongues 11 are connected to the locking rod 28 of the switch drive 2, is arranged in a track field 9 and is intended for converting routes that run either along a main track 91 used by normal rail traffic or a branch track 92 used by construction operations.
  • a control computer LR is shown, which is connected to a signal box computer STWR of a signal box STW, a construction switch computer BWR, in which the construction switches of ongoing construction projects are registered, several project computers PR, which are assigned to individual construction projects, and relay station LRT, BWT in the design of intelligent cell phones that are suitable for establishing radio connections via the cellular network and local networks, such as Bluetooth.
  • the PR project computers manage construction projects that include the use of a construction switch 1.
  • the data of these construction projects with all characteristics and location data of the construction switches and switch drives used are reported to the construction switch computer BWR in a preparatory step S0 [BWn - INIT].
  • the BWR construction switch computer therefore manages all WS switch systems used on construction sites and is therefore the key point for releasing the construction switches 1 and the assigned switch drives 2 for construction operations.
  • a WS switch system for construction operations only takes place after the route used by railway operations, which leads over main track 91, for example, has been closed.
  • a request is preferably made to the master computer LR by the control unit 30 of the switch drive 2 or the responsible user.
  • this blocking is preferably secured in the master computer LR by the BWR construction switch computer.
  • the blocking can also be done using the BWR construction switch computer alone.
  • a process for releasing the switch system and the construction switch is shown below as an example:
  • a first release step S1 [CLOSE 91]
  • the request to close the track 91 is transmitted from the construction switch terminal BWT or its user to the master computer terminal LRT.
  • a second release step S2 [CLOSE 91]
  • this request is registered in the master computer LR.
  • a third release step S3 [CLOSE 91]
  • corresponding information is sent to the signal box computer STWR.
  • Track 91 is now closed.
  • a fourth release step S4 [91 CLOSED] a corresponding confirmation is returned to the BWT construction switch terminal.
  • the communication described takes place using any method and protocol.
  • switch machine 2 is not yet released. This release is only given by the BWR construction switch computer, which checks the closure of track 91.
  • the opening procedure is initiated in a fifth release step S5 [RQ-AC] and a query code AC is requested.
  • a sixth release step S6 [CR-AC/FC-i]
  • the control unit 30 generates a query code AC and a corresponding internal release code FCi.
  • the query code AC is transmitted to the construction switch terminal BWT, which, in an eighth release step S8 [RQ-FC[AC]], requests an external release code FCx from the construction switch computer BWR based on this query code AC.
  • a ninth release step S9 for example, the control unit 30, the construction switch terminal BWT or the user are authenticated and their authorization is checked.
  • a tenth release step S10 [ID-BWn] the construction switch 1 (BWn) is identified and it is determined that it is at the intersection of the tracks 91, 92. The information is also stored that track 91 is used by railway operations and must be closed before construction switch 1 is released for construction operations.
  • an eleventh release step S11 [LOCK 91] the previous blocking of the track 91 is checked and this blocking is secured or locked. For example, a software lock is created that can only be canceled by the BWR construction switch computer.
  • a twelfth release step S12 [CF-LOCK 91] the blocking and locking of the track 91 is confirmed to the BWR construction switch computer.
  • an external release code FCx and, preferably at the same time, an external return code RCx are generated in the construction switch computer BWR in a thirteenth release step S13 [CR-FC-x & RC-x].
  • the external release code FCx is transmitted to the construction switch terminal BWT and in a fifteenth release step S15 [SET-FC-x] it is entered into the control unit 30, which in a sixteenth release step S16 [VF-FC -x] verifies the external release code FCx and compares it, for example, with the internal release code FCi.
  • the control unit 30 issues the switch drive 2 in a seventeenth release step S17 [REL 31].
  • Fig. 10 shows the WS switch system from Fig. 8 with an exemplary process for locking the switch drive 2 and releasing the blocked route 91. During this process, the switch drive 2 and the construction switch 1 are returned to the control of the construction switch computer BWR.
  • a preparatory return step S100 construction traffic via construction switch 1 is ended.
  • a first return step S101 [SET-L91]
  • the switch drive 2 and the construction switch 1 are placed in the end position, which corresponds to the closed track 91.
  • a second return step S102 [SET-STATE A]
  • the request to transition to the first operating state A is entered into the control unit 30.
  • a third return step S103 [VF-L91]
  • the correct end position of the switch 1 is checked using the end position test contacts 25A, 25B. If the end position is correct, the locking element 31 is set and the point drive 2 is locked in a fourth return step S104 [SET 31].
  • a fifth return step S105 [VF-31] the correct setting of the locking element 31 is checked using the locking sensor 35. If the locking element 31 or the locking lever 31 is set correctly, the switch drive 2 is now locked and locked and ready to be returned to the management of the BWR construction switch computer. The first operating state A of the switch drive 2 is therefore reached again, which is why this is displayed in a sixth return step S106 [DP-LED1] with activation of LED1.
  • a seventh return step S107 [CR-RC-i] an internal return code RCi is generated, which is sent to the construction switch terminal BWT in an eighth return step S108 [RN-RCi] and from there in a ninth step S109 [TX-RC-i].
  • BWR construction switch computer is transferred.
  • the construction switch computer BWR in turn authenticates the construction switch terminal BWT in a tenth return step S110 [AUT-BWT] and identifies the construction switch 1 in an eleventh return step S111 [ID-BWn].
  • a twelfth return step S112 [VF-RC-i] the construction switch computer BWR verifies the internal return code RCi, preferably by comparing it with the previously generated external return code RCx.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22167034.2A 2022-04-06 2022-04-06 Système d'aiguillage et mécanisme de commande d'aiguillage pour chantiers et procédé de fonctionnement Pending EP4257449A1 (fr)

Priority Applications (1)

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EP22167034.2A EP4257449A1 (fr) 2022-04-06 2022-04-06 Système d'aiguillage et mécanisme de commande d'aiguillage pour chantiers et procédé de fonctionnement

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EP22167034.2A EP4257449A1 (fr) 2022-04-06 2022-04-06 Système d'aiguillage et mécanisme de commande d'aiguillage pour chantiers et procédé de fonctionnement

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE819104C (de) * 1949-04-15 1951-10-29 Lorenz A G C Hilfsstellvorrichtung fuer Weichen im Eisenbahnsicherungswesen
EP2165914A1 (fr) * 2008-09-22 2010-03-24 Vae Eisenbahnsysteme Gmbh Verrou d'aiguillage pour sécuriser la position d'un aiguillage de rails
EP2515497B1 (fr) 2011-04-18 2018-07-04 Werner Blessing Procédé d'exécution d'authentification dans un système d'authentification distribué et système d'authentification

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE819104C (de) * 1949-04-15 1951-10-29 Lorenz A G C Hilfsstellvorrichtung fuer Weichen im Eisenbahnsicherungswesen
EP2165914A1 (fr) * 2008-09-22 2010-03-24 Vae Eisenbahnsysteme Gmbh Verrou d'aiguillage pour sécuriser la position d'un aiguillage de rails
EP2515497B1 (fr) 2011-04-18 2018-07-04 Werner Blessing Procédé d'exécution d'authentification dans un système d'authentification distribué et système d'authentification
EP2515500B1 (fr) 2011-04-18 2018-08-01 Werner Blessing Procédé et station mobile pour l'authentification biométrique séquentielle

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
R. HÄMMERLI, DIE GRUNDSÄTZE DER SICHERUNGSANLAGEN FÜR DEN EISENBAHNBETRIEB, vol. 1, 1990
SOSTARIC G ET AL: "Weichensicherung in Bauphasen", SIGNAL UND DRAHT: SIGNALLING & DATACOMMUNICATION, EURAILPRESS, DE, vol. 101, no. 9, 1 September 2009 (2009-09-01), pages 20 - 22, 24, XP001547398, ISSN: 0037-4997 *

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