ES2942689T3 - A dismantling system for dismantling a section of railway, as well as interface means for connecting a dismantling system to a train safety system of the railway - Google Patents

Abstract

A dismantling system for dismantling a section of a railway, as well as mans interfaces for connecting a dismantling system to a railway train safety system. According to the invention, there is provided a dismantling system for dismantling a section of railway, comprising dismantling means configured to dismantle the section of railway and close it to trains by generating an occupancy indication, communication means configured for receiving a command to dismantle the railway section and for delivering status information regarding a railway section that has been or has not been dismantled, control means configured to control the dismantling means for dismantling the track section on the basis of said domain, interface means that can be physically connected to a railway train safety system on the one hand and to dismantling means on the other side and which are configured to trigger the dismantling of the section of the railway railway within the train safety supervision level based on said command generating an occupancy indication to the train safety system. When such a dismantling system is used, the physical limitation of control within a single signaling equipment building is removed and it is possible to centrally control one, or usually several, sections of a railway which are associated with different signaling equipment buildings. (Automatic translation with Google Translate, without legal value)

Description

DESCRIPTION

A dismantling system for dismantling a section of railway, as well as interface means for connecting a dismantling system to a train safety system of the railway

The invention relates to a dismantling system for dismantling multiple sections of a railway.

The invention also relates to interface means for connecting a dismantling system to a train safety system on the railway.

Not only the Dutch rail network but also rail networks in other countries comprise a large number of multi-track sections and rail yards. These sections and yards may comprise one track, but generally comprise multiple tracks. If more tracks are used, also referred to as multi-track, trains running in opposite directions have their own track, for example when double track is available, this in contrast to single track where trains must use one and the same track. for both directions.

In addition to single track and double track sections and rail yards there are also rail sections and rail yards where three, or in some cases even four, tracks run parallel to each other and at least in the Netherlands there are a few cases of rail sections of six ways.

As indicated, railway sections and rail yards can comprise several tracks, each track consisting of two parallel rails. The sections and courtyards are divided along their entire length into a number of so-called zones. Each zone comprises one or more signals to provide information and give some form of permission to the engineer of a train. The zones may differ in length and may be made up of one or more sections. These railway sections are usually electrically separated from each other.

Inside the sections, trains are detected by a train detection system. A frequently used system, at least in the Netherlands, is the track circuit system, where each section comprises a power supply on one side, by which an electrical potential is applied between the rails, while a relay is connected between the rails on the other side. This relay is energized by the power supply and remains in this active state for as long as the circuit is not broken and the relay continues to be energized. In this idle condition the train signal light is green, indicating that a train may enter the zone.

When a train enters the section of track, it causes a short circuit between the two rails through its axles and wheels. As a result of this short circuit, the relay is no longer energized, causing it to trip. As a result of such disconnection of the track relay, the track signal will be brought to the stop position, indicating that this area of the track selection ahead of them is in use, a so-called "occupied indication", or "track". in use" or "track possession". As long as the signal is in the stop position for the zone in question, indicating that it is in use, no other trains will be allowed to enter the zone.

In addition to the aforementioned track loop train detection, other train detection systems are also known in which the axles of a train are counted using a sensor to thereby determine whether a train is entering the area, on which basis of which determination an indication of occupancy is provided and the signals are set to the stop position.

The rail network is being used more and more intensively and must meet ever more stringent requirements. Therefore, regular maintenance is required. In order to be able to carry out this maintenance in a safe way, parts of a section are turned off, ie dismantled. Train detection systems, such as the aforementioned track loop system, for example, can be used not only to detect trains and provide an occupancy indication for a zone and bring the signal to the stop position based on they can also be used to simulate a train to thereby provide an occupancy indication for the zone so that maintenance can be carried out on the zone that has been shut down.

From EP1308366 A1 a warning system is known for warning track workers about approaching trains. From document EP 1674370 A1 a system is known for protecting the worker from approaching train tracks by intervening in train scheduling.

It is known to use a shunt bar, or shorting bar/jumper, to create a short circuit between two rails in the area to be shut down for maintenance, ie dismantled. Thus a self-indicating shunt bar (ZKL 3000) as described in NL 1033077 and available from the present applicant, by means of which the shunt bar can perform and monitor a short circuit in a simple and reliable way by time to carry out maintenance work. The shunt bar simulates the presence of a train on the section of the track circuit where the rails are short-circuited in the same way that they would be short-circuited by the wheels and axles of a train present on the section in question. The relay of the track circuit system is thus disconnected and the signal will be put in the stop position, thus signaling that the zone is in use, or in other words, turned off or dismantled.

From document NL 1033581, also in the name of the present applicant, a shunt bar is known which is configured to be activated by remote control (similar to the ZKL 3000 RC which is available from the present applicant) to thereby provide remotely an indication of zone occupancy.

With such a bypass bar it is possible to activate and deactivate the bypass by remote control. The bar can thus remain in the section; when a job is to be carried out, the dismantling of a section can be done by remote control. The advantage of this is not only that central control thus becomes possible; This eliminates the time that would otherwise be required to install the bypass bar and perform dismantling on site.

Such a bypass bar ensures that the railway area is dismantled. In this way it is safe for maintenance workers to carry out work on that area of the railway as long as the bypass bar is short-circuited, thus creating a safe area for rail workers.

A drawback of such an approach is that a shunt bar must already be present in the railway zone or section for each railway zone to be dismantled, or must already be installed in said zone or section. This is an expensive investment in the case of branch bars that are already present, and a laborious approach in the case of branch bars that have not yet been provided.

Another drawback is that the known solutions are only sufficient to perform an occupancy indication if a track circuit system is used. In the future and in other countries work will be carried out in areas that are protected by other systems. An example of this is the increasingly important European Rail Traffic Management System (ERTMS). The installation of a bypass bar between the rails of an ERTMS protected railway does not guarantee that an occupancy indication will be generated and that maintenance work can be carried out in a safe manner. In many cases this is the control of switches and signals to close a section of track to trains in order to create a safe place to work.

Yet another drawback is that the known solutions are only capable of performing an occupancy indication locally by installing one or more bypass bars. Current systems are inadequate to perform an occupancy indication over a multitude of different local train management systems in a simple way and perform a large area comprising several sections.

An object of the invention is to provide a solution to the aforementioned drawbacks and to provide a system according to claim 1, which is in a first aspect of the invention, a dismantling system for dismantling multiple sections of a railway, wherein said system is made up of a group of interface means and dismantling means, said system comprising a plurality of:

- dismantling means configured to dismantle at least a section of the railway and close it to trains generating an occupancy indication;

- communication means configured to receive a command to dismantle the railway section and to supply status information regarding a railway section which has or has not been dismantled;

- control means configured to control the dismantling means to dismantle the railway section based on said command;

- interface means that can be physically connected to a train safety system of the railway on the one hand and to the dismantling means on the other hand and which are configured to trigger the dismantling of the track section within the train safety level generating an occupancy indication to the train safety system;

- wherein at least each interface means and dismantling means are housed in different housings of a train safety system, or housed in different signal equipment buildings of said train safety system, such that each housing or signal equipment building is provided with interface means and associated dismantling means, for said system to dismantle said multiple sections associated with different train safety system accommodations or different signal equipment buildings, and for each of said interface means and dismantling means dismantle a respective section of said multiple sections on the basis of a single dismantling command.

When railway work is to be carried out, the part of the railway in question, one or more sections which together form a zone, will need to be blocked off in such a way as to ensure that trains cannot enter each other. said area. This can be done by locally installing a shunt bar in a section of the zone, by means of which the presence of a train in said zone is simulated.

The inventor has recognized that the simulation of the presence of a train in the area is finally received at the train security (supervisory) level and is processed into a finally controlled occupancy indication of the area in question. The simulation of the presence of a train directly in the train safety system on the one hand has the advantage that this avoids the need to either install a shunt bar locally on the track before work is carried out or ensuring bypass bars are already present in all zones, leading to significant cost savings. On the other hand it is an advantage that decommissioning for maintenance in this way is no longer dependent on the system (track circuit), but can also be used within other safety and train management systems.

The train safety supervision level is not the same as the train management level. The main difference between a train safety system and a train management system is that the train safety system is to ensure the safety of rail traffic and the control is provided by the train management system. Therefore the schedule is (centrally) controlled at a high level at the train management level. Protection (electrical and mechanical), as it is done by means of switches and/or signals, therefore (locally) takes place at a low level, being the level of train safety supervision. These differences between train management and train safety can therefore not only be indicated at abstract levels, but are also usually present at physically different locations in the railway system. Consequently, the train safety system, to which the interface means according to the invention can be physically connected, is generally present in signal equipment buildings/relay cabinets (whether or not they are provided with actual relays or PLCs plus modern or computer controlled circuits or so-called Radio Blocking Centers (RBCs).

The term "train safety system" can also be understood to mean (part of) the automatic train control (ATC), automatic train protection system, or Automatische Treinbeínvloeding (ATB) system. This system makes it possible to prevent accidents, for example resulting from the driver missing a red signal. The system roughly consists of two elements, ie the track equipment and the train equipment. The track equipment also includes the track circuit, by means of which the presence of a train on the track section in question can be simulated, for example by means of a shunt bar as available from the present applicant. Shorting the rails by means of a shunt bar will result in the track relay being disconnected and the section of track getting an occupied state. According to the invention, the train safety system, to which the interface means according to the invention can be physically connected, can therefore refer to this part of the ATC track equipment, connected in an equipment building. signal box, RBC or junction box (JB) next to the track.

As described, the invention provides a dismantling system comprising interface means that can be directly connected to the train safety system. The location can be in a signal equipment building, RBC, or JB. Traditionally, signal equipment buildings comprise so-called B-relays. These are relays having a safety function that are used in a rail safety installation (such as an NX type installation). The B relays are very reliable and are guaranteed to trip when the coil is switched off (ie when a train axle on the track section causes a short circuit within the track circuit). Another feature of B relays is that the break contacts open before the make contacts close. According to the invention the interface means can therefore simulate the operation of relay B in a similar way. Currently, many of the conventional B-relays have been exchanged for power rail safety systems (computer and/or PLC); examples of this include SIMIS from Siemens, VPI Smartlock from Alstom and EBILOCK from Bombardier. However, the interface means according to the invention can also be connected to these electric rail safety systems.

In a first aspect, a dismantling system according to the invention comprises dismantling means for dismantling a section of railway track by simulating the presence of a train on the section of track. The system further comprises communication means for receiving a command to dismantle the section of railway and for supplying status information regarding a section of track which may or may not have been dismantled. The means of communication allow the system to remotely transmit a command to dismantle a section of track through an internet network and/or (mobile) telephony. The communication means are furthermore capable of remotely reading the status (eg "track in use" or "track clear") of the track section or zone. In addition to that, the system comprises control means for controlling the dismantling means to dismantle the at least one section of the railway based on the command. The term "dismantling" is understood to mean the dismantling of at least one section of the railway in the broadest sense of the word. Thus rail traffic can be controlled by controlling signals and/or switches. In this way a route can be established for a train. A route is a section of rail infrastructure that is reserved, also referred to as "scheduled", for a train. In this way a train can be prevented from moving in a section by activating the appropriate signals and/or switches. On the other hand, it is also possible to simulate the presence of a train by means of a train detection system. The simulation of the presence of a train achieves the same object of closing or dismantling the at least one section to rail traffic.

The rails are present in all situations. Consequently, it is always possible to install a branch bar between rails, and if the rails are operational in that area within a track circuit system, the installation of a branch bar is a simple and reliable way of indicating the area to be served. to be in use.

In order to be able to directly interfere with the train safety system, a dismantling system according to the invention further comprises interface means for making the dismantling system compatible with the train safety system and allowing it to operate within said system. .

While in the technique a short-circuit is generated, thus simulating the presence of a train, by installing a shunt bar, in the present invention the presence of a train is simulated by activating a signal on, for example, a short-circuit detection input. train safety system train.

In the present application the short circuit of the rails of a section is described purely by way of example. Eventually this will result, via the train detection system (particularly the track circuit system) in a section being indicated as being "in use".

However, the invention also provides different ways of performing an occupancy indication. This is done for example by controlling one or more signals and/or switches. When a signal is activated and put in the stop position, the train safety system will detect it, and based on this detection it will not indicate the section in question to be cleared. A train is not allowed to enter this section. In this way the same thing is done, also through the train safety system, but in a different way. The present invention also provides an embodiment in which a train is blocked from entering a section by entering a command into the train safety system whereby the section(s) in question is/are "programmed". Rail traffic control supervises the control and adjustment of the schedule. According to a particular plan, the schedule, a schedule is made as to which train is present in the network at which point in time. According to this planning, those parts of the railway (section, sections or route) are reserved for that section. This is referred to as "programming". If a part of the track is reserved for one train, that part is blocked for other trains. These trains cannot enter the section or sections. The present invention also relates to a dismantling system in which the dismantling means is configured to supply a command for (simulated) scheduling of a train into one or more sections. This is done by communicating the schedule of a train in that section or sections to the train safety system.

In the claimed embodiment, at least the interface means and the dismantling means are housed in a housing of a train safety system of the railway.

By housing at least the interface means and the dismantling means in a housing of a train safety system in such a practical embodiment, the dismantling system becomes an integral part of the existing train safety system. The interface means are directly connected to the control unit, being relays, PLCs or computer controlled circuits to enable direct interference at the train safety supervision level. In the claimed embodiment, the aforementioned means can also be housed in a signal equipment building of the train safety system, since the signal equipment building houses the train safety equipment for the respective part of the track comprising the sections or zones that are going to be dismantled. The term "signal equipment building" is understood to mean a building in a rail yard in which the relay safety equipment of that rail yard is housed. However, according to one embodiment of the invention, at least the interface means and the dismantling means can also be housed in a so-called Radio Blocking Center (RBC). While signal equipment buildings generally comprise conventional relays, an RBC is configured for digital processing and digital control of the train safety system. Accordingly, the scope of the present invention is not limited to implementation in a signal equipment building, but also includes implementation in an RBC and equivalents thereof.

In the claimed embodiment, the system comprises a group of a multitude of interface means and dismantling means housed in various train safety system housings, wherein the system is configured to dismantle a multitude of sections based on a command. of dismantling.

In the claimed embodiment, the system comprises a group of a multitude of interface means and dismantling means housed in various signal equipment buildings, wherein the system is configured to dismantle a multitude of sections based on a dismantling command. .

At least the interface means and the dismantling means can be housed directly in a housing of the train safety system, or they can be housed directly in a signal equipment building of a train safety system. Various sections together form a zone. Various (local) zones from the nearby track converge on a single signal equipment building, where train safety of the various sections within the zones is controlled. Thus, various sections together form a zone, and various zones converge in a train safety system which is housed in a signal equipment building. A national railway system therefore comprises a multitude of said signal equipment buildings comprising train safety systems that control the safety of a multitude of local areas and of the sections that are part of said areas.

By providing several local signal equipment buildings with interface means and the associated dismantling means, and in particular with associated control means and communication means, it becomes possible to place these systems in the signal equipment buildings in communication with each other. through the media. As a result, a multitude of local zones or sections can be simultaneously controlled at the highest level of control by means of the same dismantlement command. Using such a command, a site security (controller) can take down an entire route comprising sections that are associated with various buildings of local signal equipment. Activation of the command causes all sections to be dismantled simultaneously. This can take place for example on the basis of the activation of one or more signals and/or the control of one or more switches. This is in contrast to the prior art, in which only sections associated with that specific signal equipment building can be controlled within a command.

In another embodiment, the interface means is configured to be connected to one or more relays of the train safety system.

The interface means can be configured to take down a specific area. To do so, a busy indication is supplied to the respective input of the relay, the PLC or another (digital) switching unit. In a preferred embodiment, the interface means can be connected to various relays, PLCs, etc. at the same time to thus control several (groups of) zones and provide an indication of occupancy at the inputs in question.

In an alternative embodiment, the interface means is configured to be connected to one or more PLCs of the train safety system.

As indicated, various train safety systems are being used nationally but certainly internationally. In a standard conventional embodiment these systems may comprise relays that switch off and provide an occupancy indication in the off position, but in a more current train safety system they comprise PLCs or other (digital) switching units. PLCs are provided with a multitude of inputs and outputs, where at least some of these inputs are intended to release a specific area of the track or indicate that it is in use, as the case may be. These relays or PLCs are usually of a type called fail safe, which means that the standard neutral position is a position in which the via can be used safely. In practice this means that in the case of a relay, this relay will not release the zone from the track until the relay is energized. If the relay is disconnected, as a result of a train entering the zone, being an occupancy indication generated to carry out maintenance, or power failure, the zone will be locked and no train will be allowed to enter the zone. PLCs are usually programmed accordingly.

In another embodiment, the interface means is configured to generate a busy indication to the train safety system and read back the status of a busy indication from the train safety system.

In one embodiment, the interface means may be configured as a bi-directional interface means. This means that they not only supply a control signal for an indication of occupancy of a zone to the train safety system but also read the status of the zone back. Consequently, not only control but also feedback takes place as it is verified (by reading the status at the output) whether the train safety system has carried out the command correctly. This has a positive effect in terms of the safety and reliability of the control.

In a specific embodiment, the communication means is configured to communicate the status of the occupancy indication as read to the signaling means, which signaling means is configured to produce light signals on the section of railway track that has been dismantled.

In such an embodiment, the communication means communicates this status to one or more users, for example within a graphical user interface on a server or workstation or via a website on a computer, handheld device, telephone or other means of communication.

In another embodiment, the dismantling system is connected to at least one power supply of the train safety system.

To provide a powered system, this system can be provided with its own power supply, but can also be connected to existing train safety system power supplies. More in particular, the system may comprise an additional auxiliary power supply or emergency power supply, which functions as a backup for the power supply of the train safety system. This auxiliary power supply may further comprise a battery to act as an uninterruptible power supply, which battery is charged by the power supply of the train safety system.

In another embodiment, the interface means is configured to form an interface group together with one or more additional interface means, which interface group may be controlled by one of a multitude of control means.

An important advantage of the use of interface means over single relays or PLCS configured to switch zones or single sections of a way is the fact that, using the interface means, it is possible to form a group of interface means which are connected by the interface means. Control means. If extensive work is to be carried out on a long section or a large rail yard, for example, it will be efficient if the entire area and all sections in it can be considered as one large virtual zone. This zone should be given a track-in-use status after the start of the job. Without this system according to the invention, this cannot be done within the current train safety system, and all zones or sections must be controlled separately. This can be done for example by installing a bypass bar in each zone. In the case of a train safety system that is provided with PLCs, the software of the PLCs could be adapted to combine them in a virtual zone. However, the PLCs need to be reprogrammed in order to do this. The system according to the invention provides a possibility to compose virtual zones or groups in a simple way, controlled remotely through the communication means, in which use is made of the interface means. After the start of the work, in that case, a single command will suffice to put the signal in the stop position for a large area comprising all the selected zones configured in the command, thus preventing trains from entering the area. Similar to the previously described embodiment, the system can provide a virtual pool or zone bypassing local train safety systems, ie converging on various signal equipment buildings. A virtual group or zone can thus comprise pre-selected sections of, for example, train safety system zone 1 in signal equipment building 1 and train safety system zones 1, 2, 3 and 4 in the signal equipment building 2, etc. They can be dismantled in one go by activating a command.

In another embodiment, the interface means comprises one or more fail-safe switches, in particular bi-directional fail-safe switches, and still more in particular a double normally closed and a double normally open switch.

In a practical embodiment, the control of the train safety system by the interface means can take place, as already indicated above, by means of fail-safe switches, more specifically bi-directional fail-safe switches, which detect/read whether the command/control has actually been carried out. These fail-safe switches are intended for situations where the interface means is connected to a relay (B). However, the invention also provides a system comprising interface means that are not configured with physical mechanical fail-safe switches but with digital components, which are connected to the train safety system by means of a UTP cable. Preferably such a variant Digital, which is well suited for train safety systems comprising PLCs or an RBC, is more reliable if a safety protocol is used.

In another embodiment, the control means is configured to receive a release signal via the communication means and to control the dismantling means to dismantle part of the track only upon receipt of said signal.

Decommissioning release falls under the principle of "give and take". The term "give and take" is understood to mean that not only a process-oriented but also a system-oriented possibility is provided in which a responsible person, such as a so-called rail traffic controller who is in charge of the position, on the one hand and a responsible person at the track location on the other hand, for example a contractor who is going to carry out a job, can jointly carry out a dismantling through the system. Currently this process takes place over the phone, in one embodiment of the invention, however the system is configured to prepare for a dismantlement (dar). The rail traffic controller can thus prepare a section that is to be dismantled for maintenance. The rail worker (contractor or locally responsible person) can take, ie activate in the system the dismantling that has been set up by the rail traffic controller, in such a way that the dismantling will actually take place. In a second aspect, interface means for a dismantling system are provided according to one of the above descriptions.

The invention will now be explained in more detail with reference to a number of figures, in which:

Figures 1a and 1b show plans of a track section protected by a rail safety system;

Figure 2 shows a prior art dismantling unit for use in a track circuit train safety system;

Figure 3 is a schematic view of a dismantling system in accordance with an example embodiment of the invention;

Figure 4 is a perspective view of the dismantling system according to an example embodiment of the invention to be housed in a signal equipment building or a train safety system accommodation;

Figure 5 is an illustrative view of various parts of the dismantling system in accordance with an exemplary embodiment of the invention;

Figure 6 is an illustrative view of a fail-safe circuit in accordance with an example embodiment of the invention.

For a better understanding of the invention, similar parts will be indicated by identical numbers in the description of the figures below.

Figure 1a shows a track that is made up of successive track sections 1-1-1 -1+1 - etc. Each track zone can comprise a track section (usually several) 1-1-1 - 1+1 - etc. The track comprising the various sections is formed by rails 2a-2b, which are fixed to the sleepers 3. The successive track sections are separated to each other by means of insulating jumpers 4, which are installed on one of the rails 2a-2b, or on both (as shown here).

If a track loop system is used, a voltage potential can be applied to each section of track 1-1-1 - 1+1 -etc., making it possible to check if a train is present on the section in question. The track circuit of each track section is formed for that purpose by a power supply 5, which is connected to each rail 2a, 2b via connections 5a, 5b, respectively. On the other side of the section of track in question, a disconnection relay 6 or rail is provided, which is likewise electrically connected to the two rails 2a, 2b of the section in question via connections 6a, 6b, respectively.

In the situation shown in figure 1a, the train is not present on the track section 10, which means that the voltage (from the power supply 5) applied between the two rails 2a-2b causes the relay 6 to (magnetic) is energized. As a result of this situation, the track signals associated with the area in question comprising the track section are green and the rail safety system allows trains to enter this area comprising the track section 10.

Figure 1b shows the situation in which a train 7 enters the track section 10 from the left, seen in the figure. The shafts 7a of the train cause a short circuit between the two rails 2a-2b, as a result of which current flows from the power source 5 through the connection 5a, rail 2a, shafts 7a and back to the source 5 feed through the other rail 2b and the connection 5b. As a result, less or no current will flow to relay 6, causing it to trip. This situation is shown in Figure 1b.

As a result of the disconnection of relay 6 due to the short circuit created between the two rails 2a-2b, the track signals of the section comprising the track section 10 in question will be brought to the stop position. Putting the signals in the stop position means that the area in question is protected and

In the event that work is carried out on the track section 10, such a short-circuit of the track section in question by a passing train 7 can also be simulated by a "simulation train" using a dismantling unit, or in other words, a bypass bar.

Figure 2 shows a prior art shunt bar, which is provided with means 24 to activate and deactivate the shunt bar by remote control. The short 20 consists of two arm members that are hinged together by means of a hinge 22. The hinge makes it possible to install the bar between two rails 2a-2b, for example by exerting some pressure on the upper side of the bar using a foot. After this the bar will be securely clamped between the rails.

In the illustrated embodiment, the bar 20 comprises two contact parts 23a-23b, by means of which the bar is brought into electrical contact with the respective rails 2a-2b. However, the two arms of the bar are not in continuous electrical contact with each other, but can be switched on and off by means of a control element present on the bar or by remote control from a communication module.

After being connected, the branch bar will bring the first rail 2a into electrical contact with the second rail 2b. As a result, the track zone in question will be dismantled indicating that it is in use and putting the signal in the stop position. In a specific embodiment, the bar further comprises a monitoring module 25 for monitoring the short-circuit resistance between the two rails.

The bypass bar shown in Figure 2 is configured as a portable bypass bar. This means that it can be removed and reused elsewhere to decommission a track zone at that location. In another embodiment, it can also form an integral part of a track sleeper and thus be permanently incorporated into the section. In yet another embodiment, it can also be housed close to the track, for example in a junction box that is already present at the track side.

The shunt bar 20 can communicate with a central processing unit using a communication module 24, and for example transmit the short-circuit status to a control center. Through the central processing unit, the communication module can also receive a command to activate and deactivate the shunt bar by remote control.

The above description relates to a train detection system that is based on a track loop system. However, not all roads in the Netherlands, and certainly outside the Netherlands, make use of this system. Train detection in such other systems for example takes place by counting the number of axles, using an axle counter, at the start of a section or zone. If the number of axles detected at the beginning of the section is equal to the number of axles at the end of the section, it can be concluded that the train has left the section. In that case it can be determined that no train is present in the section and that the busy indication for that section no longer applies. Other trains can then enter the section again. In addition to these axle counters, other detection systems are also used, such as detection loops, pedals that are pressed when the train passes over, etc. The skilled person will appreciate what other systems are known and can be used.

Within the European ETCS system, which will be used more and more in the future, trains can also be detected on the basis of a GSM connection, for example by means of a specially specified GSM-R (rail) connection for trains. In the (near) future they may also be replaced by newer mobile network standards, such as 3G, 4G or specific rail standards such as Future Railway Mobile Radio System, FRMRS.

To make maintenance possible on such a variety of train detection systems, the use of known branch bars is not sufficient.

Figure 3 shows an embodiment of the invention of a dismantling system that does not exhibit the above drawbacks.

Figure 3 is a general view of various dismantling systems 10, 10', 10'' according to an embodiment of the invention. Shown by way of illustration are two track sections 1, 1' side by side, each comprising rails 2a, 2b (2a', 2b' and 2a", 2b") and a track 20 (20', 20"). train, for each building 101, 101', 101'' of local signal equipment. Track section 1 (1', 1") is monitored for the presence of a train by means of a track circuit system (not shown), axle counter, GSM-R detection or other form of train detection. This detection may be transmitted, via cables 15a, 15b (15a', 15b' and 15a", 15b", respectively), to a train safety building such as a train safety building 101 (101', 101"). According to the invention, the interface means 15 (15', 15") are provided in this building, thus forming part of the train safety system, and by way of practical example in the signal equipment building , which interface means are directly physically connected to the train detection part of the train safety system. Compared to prior art dismantling systems for performing an occupancy indication, such as a shunting bar, a dismantling system according to the invention directly interferes with train safety means (in train equipment buildings). signals) instead of the physical track, i.e. the rails.

Because the interface means 15 (15', 15") is centrally provided directly near the train safety means in the signal equipment building 101 (101', 101"), the risk of damage, among other things. After all, compared to a track-installed branch bar, a system that is installed in a signal equipment building is not exposed to extreme weather conditions (extreme cold, snow, ice, frost, rain, hail, heat). extreme, etc) and is better protected against theft and vandalism. This has a positive regard in terms of reliability and security of the system.

Before work, a project is set up, that is, a design is made for the dismantling of a number of sections (for example only the sections associated with rails 2a, 2b and 2a", 2b"). A track work project, also called a work zone, may comprise one or more zones. Each zone comprises one or more groups and each group comprises one or more sections. The sections are thus the smallest in size, followed by the groups and finally the zones. The invention relates to generating an occupancy indication for at least one section, using the interface means. Therefore, within the scope of the present invention, at least one section is concerned. Of course, several sections that are part of one zone or even several zones and preferably several groups may be involved, which are preferably distributed over various buildings of signal equipment, PLC or RBC connections, in such a way that the dismantling of the entire Work zone can be done in a very simple and reliable way using one command.

This project is also called a single clear way, zone, or section Site Safety Instruction (SSI). The design is made, verified and validated (for example in the office 100 via the central server 150), and subsequently an SSP (site security person) or a group of SSPs 150 can release the project via a local computer , tablet computer etc which is connected to the central server 150. The released project is then shown to COSS (site security controller) employee 150c, who may be on site. After the COSS has gone through the process of taking over the track from the rail traffic controller, he or she can activate the project using a tablet computer, PDA, computer, or other means of communication. The COSS for this purpose logs in through a personal authentication. In the preliminary stage, the SSP determines what, when, where, using what means, and how the switching over the C ^or S ^s 150c will take place. When the totality has been activated by the COSS 150c, a green LED on the media 15 (15', 15") interface will flash. Dismantling is canceled by deactivating the project, which can be done by the COSS. At a later stage , the product can be returned and withdrawn to prevent the project from still being shown to an in-service COSS 150c.In this example, a product could thus be conceived in office 100 and verified and validated in office 100, and a product could be generated a command to activate an occupancy indication in the train safety systems of signal equipment buildings 101 and 101" only, such that signals 20 and 20" for sections associated with rails 2a, 2b, and 2a ", 2b" will be brought to the stop position and a busy indication will be activated. This command is provided to the COSS 150c via the central server. The COSS 150c is the person who is locally responsible for security and who activates the dismantling before the start of work by logging into the server 150 (by personal authentication). On the server, the command is ready, and it is communicated to the dismantling means and the interface means 15, 15" in the buildings 101 and 101" of signal equipment through the communication means. The local dismantling means interferes with the train safety system through the interface means 15, 15" to dismantle the rail sections 2a, 2b and 2a", 2b".

The interface means 15 is shown in more detail in Figure 4. The control means 15 are preferably housed in an explosion-proof housing 151 and built around a PCB 152, on which the necessary components are mounted. However, the housing with the interface means shown in Figure 4 should be construed as an example only. Other variants thereof are also conceivable, which variants fall within the inventive concept and scope of the appended claims. As it is, the variant shown in Figure 4 is configured to connect to a relay (B) and refers to a single circuit. In the case of an electronic (non-relay based) train safety system, the interface means 15 can be many times more compact. Another advantage of non-relay based electronic interface means is that multiple switching is possible therewith. In this way multiple, simultaneous dismantling of several sections (or a complete group, several groups, a complete zone or even several zones) is made possible. Generating an occupancy indication for all sections of a product or work area is thus possible by electronic simultaneous switching of all sections associated with that product or work area. Of course it can also refer to a combination where one or more interface means are configured for use with and are connected to one or more relays of an older generation train safety system, and one or more interface means are configured for use with and are connected to one or more PLCs or computers of a new generation electronic train safety system. In this case, all sections (old and new generation) of the work area can be dismantled with a single command, generating an occupancy indication for that area.

The control means 15 are preferably supplied with power from a power supply that forms part of the infrastructure 100-101 of the train safety system. In this way, a reliable operation of the system is ensured, in such a way that the safety of rail workers is guaranteed in the event of dismantling.

In view of the possibility of a malfunction, an auxiliary power supply 153 is mounted on the PCB 152, so that the system does not need to be dismantled but will continue to operate in case of a malfunction in the train safety system. and an unwanted failure of the main power supply. This further contributes to safer working conditions for rail workers on and adjacent to the 2-2' section of track in question.

The auxiliary power source 153 in particular comprises one or more batteries, which can be recharged by the main power source that is part of the infrastructure 101-101 of the train safety system. In this way the functionality of the system according to the invention is ensured at all times, even in case of unexpected malfunction.

The dismantling system 15 comprises dismantling means, which generate an occupancy indication. The system further comprises communication means through which the system communicates with an interface or other form of communication over a network. This communication is shown in Figure 3 and takes place between the central (web) server 150 and all people and devices that can connect to it, such as user 150c or a remote user 150a that can log into the server and read the status of the occupancy indication but also to enter an occupancy indication command. The user 150c can for example activate the busy indication command locally. The server 150 is further connected to the interface means 15, 15', 15" in the local signal equipment buildings 101, 101', 101" via communication channels 17, 17', 17".

The system further comprises control means that are configured to control the dismantling means and to convert the instructions received via the communication means into commands, such that the dismantling means can be controlled on the basis thereof.

The system 15 is configured to decommission a section or an entire area of a track in a controlled manner by generating an occupancy indication. Whereas in a prior art system a shunt bar is placed between the rails, in a system according to the invention the dismantling means is placed inside a signal equipment building and consequently outside the risk area of route. Via the interface means the system is wired to the train safety system in the signal equipment building and the switch, i.e. the dismantling means, is remotely controlled by the control means, i.e. via the media, to carry out the dismantling and read if it meets the requirements that are made of it. The result is provided again, for example to the person responsible for security, via the media. All of these media are hosted locally in the signal equipment building 101, 101', 101", and are linked together via the web server 150.

Using such a dismantling system according to the invention, the physical limitation of control within a single signal equipment building is removed and it is possible to centrally control one or usually several track sections associated with different signal equipment buildings.

Figure 5 is a block diagram showing the principle of operation of the system 15 according to an embodiment of the invention, which is specifically configured to be connected to a train safety system comprising relays and which is switched (turned off). based on these relays. According to another embodiment, the invention also provides a digital/electronic variant that is configured to be connected to a system train safety system that does not include relays but does include PLCs or other computer controlled/switched protection circuits, as is the case in an RBC. In such an electronic or digital variant, the interface means do not comprise conventional switches 211 and relays 213 (fail safe), but are configured as digital means and control one or more sections simultaneously, for example via a computer interface. over a UTP cable or similar. In particular, and preferably, this communication is reliable as a result of the use of a safe and secure communication protocol. The invention also provides interface means that can be connected to a train safety system comprising both Pl Cs and relays, however, for example a system in which PLCs (digital/electronic) are controlled by the interface means and the PLCs subsequently control the relays. One or more components 210, 212, 214 may be configured as redundant components with a view to increasing reliability and availability. Various components can be distinguished on the block diagram. The MCU is arranged centrally, being a central processor (or several processors) 201, also called the control means, which controls and checks the entire system. The control means and the rest of the system are supplied with power by the PSU 202. This PSU is itself supplied with power from a 12 V rail in the signal box or signal equipment building, for example, which is already present in the security system.

The watchdog 203 monitors the systems and checks if the system still reacts. If not, the power supply is briefly stopped, causing the system to reboot. The logging 204 takes place internally to write all events to an SD card, for example, or to some other form of local storage. Indication 205 provides an indication of whether the site is secure. For this purpose it may comprise an LED, which may flash green if the site is secure. One condition is that this includes not only detecting whether the site is secure but also whether the system is working properly. Only in that case will a status report be provided in the form of a flashing green LED. As the skilled person will appreciate, these status reports can also be provided using different LEDs, colors or other forms of signaling.

If desired, switching to an occupied indication can also take place manually by hand element 206. It can be provided with a key (see Figure 4, numeral 154), such that local switching of the occupied indication only can take place if the correct key is used. The MCU 201 communicates with external means through a communication channel or through communication means 207 on the basis of a reliable protocol, such as the CP3000 protocol. Other apparatus available through the present applicant, such as an MTinfo, can cooperate with this system on the basis of such a protocol.

The detection 208 detects if the system is in the correct position, and the control 209 controls the switch and also checks if the switch is actually capable of switching, which is done before the actual switching of the switch. Drive 210 is used to drive the switch to switch individual segments to the correct position, and measurement 212 is used to measure whether the individual switch segments of the switch have switched to the correct position. The result of this is transmitted to the control block 209. The switch 211 performs the actual activation. These can be remotely operated via the communication media, CP3000 and MCU, and in particular comprise a dual redundant, bi-directional fail-safe switch.

The interface module is indicated at 213, it forms the interface between the rest of the system and in particular the dismantling means in the form of the switch 211 on the one hand and the interface with the train protection system in the signal equipment building on the other hand.

Feedback 214 combines feedback from the signal equipment building with internal feedback from the system and translates this into a sense state. The detection state can either be "safe" or "unsafe" (for the rail worker). The 214 interface to the signal box consists of a 2x normally open and 2x normally closed connection and the feedback connection.

Right down to the media, everything is directly connected using a local wired connection. The communication means 207 make a connection with the web server 150 of figure 3 through a GPRS or Ethernet module 16 and make the information of the users in question available through said channel. GPRS and Ethernet are mentioned purely by way of illustration. The skilled person will appreciate that these terms refer to a wireless and a wired connection, respectively. Within that framework, the term GPRS is understood to include current standards but also new/future standards such as 3G and 4G. The term Ethernet is understood to mean a fixed connection that may already be present in the building's signal equipment.

The system can furthermore be provided with a GPS module 217, by means of which the system can be located and which is also suitable for synchronizing the internal clock of the system.

The communication means communicate (wirelessly or through a fixed connection) with the web-based coordinated management system 219, which is available as the MTinfo system from the present applicant. Through this system users can control the system through a web interface 220, and all data in the system is securely written to a database 219 . Using a remote control device, the system can be used at any location via the 221 remote to dismantle one (or multiple) zones or sections.

Typical of the 211 switch that is used is that it can be configured as a so-called bi-directional fail-safe switch. The switch is provided with a memory module, in which the actual operating state of the train simulation unit can be stored. In the case of the "functional operation" state, the fail-safe state of the two-way switch is that state that maintains safety on the track section in question. In other words: if the train simulation unit is in functional operation and consequently simulates the presence of a train on a section of track assigned to the system (and thus provides an occupancy indication to additional trains) and the system exits operation due to a malfunction, the two-way fail-safe switch will maintain “occupied indication” instead of automatically shutting down. In this way the safety of the rail workers on the track section in question is guaranteed, in such a way that the last state will be maintained also in the event of a malfunction in the train simulation unit.

The "non-functional operation" state is the fail-safe state of the two-way switch, in which state the availability of the train protection system is maintained. When the track is in use, this means that in the event of a disturbance during the functional operating state of the system, dismantlement (occupancy indications) and/or a de-energization of the overhead current rail of a section will be maintained. track or a track group. This means that in the case of a non-functional operating state the train traffic can continue at all times during a malfunction in the train simulation unit. In this way, the undesirable and unnecessary suspension of train traffic (with the resulting damage and delays) is avoided.

This switching principle is shown in detail in Figure 6. The bidirectional switch is provided with two switch contacts 300a-300b. The contact 300a is a contact that closes when the system, in particular the dismantling means thereof, are not "on". The switch contact 300b is open in that situation. When the dismantling means is activated, the switch contact 300a will be open and the switch contact 300b will be closed. The system continuously monitors the status of the protection means (consisting of the two switch contacts 300a-300b) and the system will not provide a "safe" indication until a closed contact has been detected.

The communication interface is configured in such a way that a situation in which both contacts are closed after switching of the switch contacts 300a-300b cannot occur.

Another feature is that the bidirectional switch is made up of a circuit with 2 normally closed and 2 normally open terminals. This provides an effective interface connection with all sorts of different types of train protection systems as indicated above and used in various countries.

The status of the two-way switch is remotely monitored through the communication means, while the status of the train protection system is continuously monitored. Periodically (for example every 0.5 seconds locally and every 3 seconds remotely via the communication media/network) the state of the switch is translated into a state for the user, the state of which may be "functional operation" or "non-functional operation". .

Claims (11)

1. A dismantling system (15) for dismantling multiple sections of a railway, wherein said system is made up of a group of interface means (15) and dismantling means (209), said system comprising a plurality of: - dismantling means (209) configured to dismantle at least one section of the railway and close it to trains by generating an occupancy indication; - communication means (207) configured to receive a command to dismantle the at least one section of the railway and to supply status information regarding a section of the railway that has or has not been dismantled; - control means (201) configured to control the dismantling means to dismantle the at least one track section based on said command; and - interface means (210, 211, 212, 213, 214) that can be physically connected (213, 214) to a train safety system of the railway on one side and to the dismantling means (209) on the other side and which are configured to trigger the dismantling of the railway section within the train safety supervision level on the basis of said command by generating an occupancy indication to the train safety system; wherein at least each interface means and dismantling means are housed in different accommodations of a train safety system, or housed in different signal equipment buildings of said train safety system, such that each accommodation or building of signal equipment is provided with an interface means and associated dismantling means, for said system to dismantle said multiple sections associated with different train safety system accommodations or different signal equipment buildings, and for each of said interface means and dismantling means dismantle a respective section of said multiple sections on the basis of a single dismantling command. The dismantling system (15) according to any one of the preceding claims, wherein the interface means (210, 211, 212, 213, 214) are configured to be connected to one or more relays and/or PLCs. and/or RBCs and/or or ASKs of the train safety system. The dismantling system (15) according to any one of the preceding claims, wherein the interface means (210, 211, 212, 213, 214) are configured to generate an occupancy indication to the train safety system. and, in particular, to read back the status of a busy indication from the train safety system and/or to generate a switch control command to the train safety system and, in particular, to read back the status of a switching control command from the train safety system and/or for generating a signal control command to the train safety system and, in particular, reading back the status of a signal control command from the system train safety. The dismantling system (15) according to claim 3, wherein the communication means (207) are configured to communicate the status of the occupancy indication as read to the signaling means, which signaling means are configured to produce light signals on the section of railway that has been dismantled. The dismantling system (15) according to any one of the preceding claims, wherein the dismantling system (15) is connected to at least one power supply of the train safety system and in particular also to a power source (202) additional auxiliary power supply. The dismantling system (15) according to claim 5, wherein the auxiliary power supply (202) comprises a battery, and wherein the battery can in particular be charged by the power supply of the safety system of trains. The dismantling system (15) according to any one of the preceding claims, wherein the interface means (210, 211, 212, 213, 214) are configured to form an interface group together with one or more other means additional interface (210, 211,212, 213, 214), which interface group can be controlled by one of a multitude of control means (201). The dismantling system (15) according to any one of the preceding claims, wherein the interface means (210, 211, 212, 213, 214) comprise one or more fail-safe switches (213), in in particular bi-directional fail-safe switches, and still more in particular a double normally closed and a double normally open switch (300a, 300b). The dismantling system (15) according to any one of the preceding claims, wherein the control means (201) are configured to receive a release signal from the control means (207). communicating and controlling the dismantling means (209) to dismantle the at least one section of the railway on the basis of the dismantling command only upon receipt of said signal. The dismantling system (15) according to any one of the preceding claims, wherein the dismantling means (209) are configured to dismantle the at least one section of the railway on the basis of one or more of the group which comprises: programming one or more trains, putting one or more signals in the stop position, blocking one or more switches and simulating the presence of a train on at least one section of the railway. Interface means (210, 211, 212, 213, 214) for a dismantling system (15) according to any one of the preceding claims.