NL2012356B1 - Decommissioning of a piece of railways while retaining a distinction according to origin in the data flow arriving at the train timetable. - Google Patents

Abstract

Decommissioning of a piece of rail by implementing the simulation of the presence of a train in the security logic so that a distinction according to origin of the simulation data is retained in the further data processing. Within logic, the distinction between the simulated train and a physical train is retained. The simulation data is offered to an individual data input of the security logic, so that a distinction according to origin in the data stream arriving at the train timetable is retained. Graphically on a screen, the track 4 along the platform 1 is unoccupied, the track 3 is simulatedly occupied, the track 2 is occupied by a physical train.

Description

Decommissioning of a piece of railways while retaining a distinction according to origin in the data flow arriving at the train timetable.

This invention relates to a system for decommissioning a block or zone or section of a passenger or freight train track with two parallel steel rails over which a train runs.

When working on the track, or for some other reason, it may be desirable to prohibit train traffic in the work block of the work track. In combination with this, it may be desirable that (speed) restrictions apply to train traffic in the corresponding block of the secondary track.

For example, such protection is currently realized by intervention in signal control or by simulating track occupation with a so-called short-circuit lance (disclosed in, for example, WO97 / 09193).

Incidentally, zone switches or key crossings are also used, with which a large number of consecutive blocks (at least 5) are switched at the same time, or certain blocks cannot be switched at all. NL1030321 (Locally protect work track) discloses a system for individually protecting a block, for which the relay boxes are equipped with switching facilities, so that from the relay box the signal of the corresponding block of the work or secondary track is immediately set to red and / or the ATB code is suppressed / deleted. The signal control and the ATB are influenced for work and / or side track, such that driving in work and / or side track is enforced. The route setting is made impossible for at least the working track. Thus, it is only possible for the working track to get to the working location in the opposite direction of travel, for example with a working train. NL1029220 (Link) relates to an alternative way of electrically connecting the two rails of a railroad, in order to simulate the presence of a train for rail traffic control and thus make further train traffic impossible, so that the relevant track section is protected for train traffic and work safely on the track. To this end, use is made of electrical contact points which are connected at a fixed location and / or permanently connected to the rails and to which, optionally, a device can be temporarily connected to effect the desired electrical interconnection of the rails. Preference is given to contact points to which flexible conductors can be directly connected temporarily, for example through a plug or terminal connection (eg crocodile terminal). An example of the permanent electrical contact points is a connection point in a relay box or other control or control box arranged next to the track in which electrical and / or electronic equipment is included for the purpose of railway traffic control (eg relay box). Alternatively, the so-called track relay or repeat relay is connected in that control or control cabinet, with which the same result can be achieved.

The inventive objective is versatile and includes one or more of the following aspects: safe; unambiguous in use; allows documenting the method of use; fewer people in the track; fewer errors due to human action; fewer security personnel required; take the track quickly out of service; faster fault recovery; central control of field service taking possible; low investment costs.

According to the invention, it is proposed to implement the simulation of the presence of a train so that distinction by origin is retained in the further data processing, for example by offering the simulation data to its own individual data input of the security logic, so as a rule the Extend security logic with an additional data input.

The invention is based on the insight that it must be possible for the train timetable to be able to distinguish, from the security logic, between track occupancy due to the physical or simulated presence of a train. Currently, the security logic monitors the following aspects: the switch positions; crossing train traffic; track occupancy (no distinction between physical or simulated train presence because the same data input from the security logic is used for both phenomena).

In comparison with the state of the art, for the first time at a higher level in the data traffic between the track and the train timetable, the data aimed at simulating the presence of a train (simulation data) is added, so that within logic the distinction with a physical train is preserved.

For example, the simulation data is supplied by a physical switch, but a software switch is also conceivable (e.g., where both the configuration of the track and the protection are modeled by software, such as with a PLC protection).

As a rule, the simulation data separate from the track occupation associated (physical train generated) data (track occupation data) will be received by the security logic, for example housed in the security building of a railway yard. So data traffic over separate lines.

The invention is applicable to, for example, PLC, VPI, EBS or NX protection, with or without relays.

A screen can now graphically display (for example via different colors) the difference between track occupancy by a physical train or simulation.

This invention preferably comprises one or more of the following functionalities (known from NL1030321, then directed at the relay box, therefore at a lower level in the data stream): the switching arrangements are designed so that they have a "master function", ie their command always takes precedence. has above other commands regarding that security logic (for NL1030321: relay box) and the security logic (for NL1030321: relay box) is preferably equipped with one or more key contacts, so that the setting by inserting and turning a separate key into the keyhole of the contact can be changed (Instead of key contacts, other (two-position or multi-position) switches (mechanically or electrically / electronically operating) are conceivable, for example controlled via a keyboard, or remotely operated, such as wirelessly (radiographically) operated, electronic switches, e.g. a switch equipped with a modem to receive a wireless command, b given from a mobile phone / PC (GSM, UMTS); all track sections (for NL1030321: relay boxes) along a certain yard or track section are associated with such switching facilities, so that optionally one or more consecutive blocks can be individually protected; the safety logic (for NL1030321: relay box) is designed such that when operating the switching facility for the one section (for NL1030321: relay box) for taking the associated block out of service, the signal for the block immediately before or after it. the rear automatically switches to yellow, so that the train driver is informed in time about the obstruction; the switching facility is arranged for controlling the secondary track, thus the setting of the secondary track is automatically updated when setting the working track; the key contact or equivalent switching facility is accessible from the outside of the security logic housing (NL1030321: relay box).

The accompanying drawing shows an example of the graphical representation within the current Visio drawings. The thick darkest lines represent track sections that have been taken out of service, so there is a graphical distinction with a track section in which a train is located, which is represented by a thick line of lighter gray.

The invention can be realized as follows: The rails (first level) are connected to relays (second level in the train timetable) in the relay box, so that the relay positions correspond to the presence or absence of a train in the relevant section. The data associated with the relays of this second level are routed via communication lines to the security logic input ports (third level). The security logic receives data via another port that relates to the simulation of a train in the relevant section. The security logic therefore knows the distinction between the causes of the physical train and simulation, and can display this distinction in the graphical representation of the track configuration.

Instead of offering to the higher level of the train timetable via an individual data input of the simulation data, alternatives are conceivable that are functionally equivalent, such as with multi-channel communication over the same communication connection (such as multiplexing). So the point is to offer the data in a distinctive way according to origin at a level so that the distinction is maintained at one or all levels above.

Claims (22)

1. Decommissioning of a piece of rail by implementing the simulation of the presence of a train in the security logic so that a distinction according to origin of the simulation data is retained in the further data processing. Method according to claim 1, with the implementation so that within logic the distinction between the simulated train and a physical train is preserved. Method according to claim 1 or 2, the simulation data is presented to its own individual data input of the security logic. Method according to claim 1, 2 or 3, so that a distinction according to origin in the data stream arriving at the train timetable is retained. Method according to one of the preceding claims, the simulation data is supplied to the logic by a physical switch or a software switch, for example, wherein both the configuration of the track and the protection are modeled by software, such as with a PLC protection. Method according to one of the preceding claims, the simulation data is separated from the data (track occupation data) associated with the track occupation, i.e. generated by a physical train, received by the security logic. Method according to one of the preceding claims, the train timetable is used by the railway traffic control. Method according to one of the preceding claims, wherein for the train timetable, from the security logic, a distinction is made between track occupancy due to the physical or simulated presence of a train. 9. Method according to one of the preceding claims, the security logic monitors the following aspects: the switch positions; crossing train traffic; track occupation. A method according to any one of the preceding claims, wherein compared to the state of the art at a higher level in the data traffic between the track and the train timetable, the data aimed at simulating the presence of a train (simulation data) is added, so that the distinction with a physical train is preserved within logic. Method according to one of the preceding claims, the simulation data is separated from the track occupation associated (physical train generated) data (track occupation data) received by the security logic, for example housed in the security building of a railway yard. Method according to one of the preceding claims, the simulation data and the track occupancy data run over separate lines to the train timetable. Method according to one of the preceding claims, applied to PLC, VPI, EBS or NX protection, with or without relay. A method according to any one of the preceding claims, wherein a distinction is graphically displayed on a screen between track occupation by a physical train or simulation, for example via deviating colors. Method according to one of the preceding claims, wherein the distinction between the simulated train and a physical train is present in the data stream at a level above the relay box, for example in that there is a separate data stream at a level above the relay box. Method according to one of the preceding claims, with one or more of the following: a. The switching facilities are designed so that they have a "master function", i.e. their command always takes precedence over other commands concerning said security logic; b. the security logic is equipped with one or more key contacts, so that the setting can be changed by inserting and turning a loose key in the keyhole of the contact; c. the security logic is equipped with one or more two-position or multi-position switches that operate mechanically or electrically / electronically, for example via a keyboard, or remotely operated, such as wirelessly, for example radio-controlled, electronic switches, for example a switch can be equipped with a modem to receive a command wirelessly, e.g. given from a mobile phone or PC, e.g. via GSM or UMTS; d. all track sections along a certain yard or track section are associated with switching facilities, for example according to c., so that optionally one or more consecutive blocks can be individually protected; e. the safety logic is designed such that when operating the switching facility for the one section for taking the associated block out of service, the signal for the block immediately before or after that. the rear automatically switches to yellow, so that the train driver is informed in time about the obstruction; f. the switching facility is arranged for controlling the secondary track, thus the setting of the secondary track is automatically updated when setting the working track; g. the key contact or equivalent switching facility is accessible from the outside of the security logic housing. The method of any one of the preceding claims, wherein the graphical representation is updated within the Visio drawings. A method according to any one of the preceding claims, wherein a graphic distinction is made between a track section in which the presence of a train is simulated and a track section in which a train is located. Method according to one of the preceding claims, wherein the security logic is the level in the train timetable above the level of relays whose relay positions correspond to the presence or absence of a train in the relevant section, for example because the relays are connected to the rails. A method according to claim 19, the data associated with the relay are brought via communication lines to the input gates of the security logic, while the security logic receives data via another port relating to the simulation of a train in the relevant section. Method according to one of the preceding claims, wherein the simulation data is presented to the higher level of the train timetable by a functional equivalent of an individual data input, such as in multi-channel communication over the same communication connection, for example multiplexing. Method according to one of the preceding claims, wherein the data is presented in a distinctive way according to origin at a level so that the distinction according to one or all levels above is retained.