Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
  • B61L1/16—Devices for counting axles; Devices for counting vehicles
  • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L21/00—Station blocking between signal boxes in one yard
  • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
  • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

• the present invention relates to a method and apparatus for a modular adaptive system for controlling and monitoring railway maintenance systems.
• the railroad safety systems consist primarily of signal boxes with their indoor unit and their functional units in the track area in the outdoor area.
• the signal boxes meet the requirements for safe
• train control components such as ETCS components (balises and loop cables), anti-free-fall devices (axle counters and DC circuits).
• the signal boxes themselves have block connections in order to manage the common interfaces at the monitoring limits in the network links in a safety-relevant manner.
• control of the functional units in the track area by means of central control units (control parts), which are housed in the interlocking space.
• control is carried out partially circumferentially partially with decentralized control parts, which in the vicinity of the functional units in the Outside system are arranged and are usually supplied via coming from the interlocking signal cable with energy and data.
• the spatial arrangement of the signal boxes is today usually in the area of the stations.
• Reason for this localization are the concentration of functional units in the outdoor area in the station area as well as the required control of the two outgoing sides of the route network with their sections and their security technical
• each attachment is explicitly to the backup tasks for the competent section of the
• Lightning strikes due to characteristics of the connecting cables (wire resistance in the transmission of energy, for example for the point machine - telegraph equations), limit the possible positioning distance between interlocking and functional unit on the track to a current maximum distance of about 6.5 km established in professional circles. A use of decentralized actuators can increase this maximum distance.
• Connecting lines are real estate and thus immovable.
• the data access takes place today in the concentration points in the expansion to one or more buildings distributed over a LAN.
• the connection between remote control centers and control centers requires corresponding network connections.
• the data-related connection of functional units in the outdoor system is carried out according to the distance, the interference, the data throughput and the required security level with the appropriate technology.
• UPS Uninterruptible Power Supply
• the effective supply is done in the interlocking, via the cable to the functional units run the necessary circuits for the formation of the function.
• the supply of the supply via the interlock cable is required.
• the source impedance of the supply at the decentralized control element is the limit. If more and more functions are centrally located in the signal box at the location of their effect in the track system, the continuous feed (via a supply bus) is advantageous.
• a supply of the contact wire is also possible. This is particularly advantageous if the density of the functional units to be supplied along the route is very low and it is remote areas without a basic infrastructure for
• a suitable substructure for the supply of several closely spaced units is expedient.
• the object of the invention is to provide a method and an arrangement which make it possible:
• a data network is used.
• the network fulfills the requirements regarding real-time, the security of the communication is covered by procedures according to EN 50159-1 for closed systems, the availability is ensured by redundant design of the data network.
• access to a data bus is ensured at a freely selectable point in the system. All defined system units are connected to the data network.
• the data network can also be used for other plant services.
• the access points on the data network provide at any point a number of standardized interfaces of different technology and performance.
• Option 1 Exemplary for such a network is the product OTN (Optical Transport Network) from Siemens and others.
• OTN Optical Transport Network
• Execution does not generally exclude other localized point-to-point and multipoint data connections outside the primary data network as far as they are suitable for the task. This also wireless solutions are possible.
• a feed network is used.
• a feed network is used.
• the power supply with mains takes place in a suitable
• Topology such as a ring, as used by the above exemplified OTN for the data.
• nodes are used in which the monitoring and the switching to ensure the supply are made.
• Multipoint as far as they are suitable for the task, are not generally sufficient for individual functional units.
• the solution presented according to the invention has the following advantages: flexible allocation and division of the data network; connected functional units to the parent
• the functional units on the rail network are simplified.
• the functional units on the network are designed so that they can be commissioned and maintained autonomously;
• Adjustment distances from the interlocking to the functional units are only by an appropriate length of the
• the power bus is suitable for reliably supplying a large number of functional units.
• the limit of the recording power of a functional unit is briefly at some kVA.
• the length of such dining buses is limit losses so that failures do not have the required reliability.
• An extension can be achieved by means of another system feed bus, which is not powered on the same basis.
• the catenary can serve as a dining bus.
• the catenary is differentiated, depending on the Einspurorder, double track, multiple tracks (stations). Also can be used for the feed bus directly the lines of Trakomsspeisezu Entryen.
• Power can be supplied via a cable with 3L + N + PE (system power bus).
• the system bus is redundantly implemented where necessary.
• the feed-in can take place under the following boundary conditions: a) according to an appropriate segmentation of the system feed bus; b) The segmentation of redundant feed buses is geographically offset from one another so that redundant structures can be created.
• Figure 1 shows a schematic representation of the system architecture of a signal box
• Figure 2 shows a schematic representation of the structure of a remote point setting part
• FIG. 3 is a schematic representation of the structure and connection of an axle counting system
• Figure 4 is a schematic representation of the structure of an OTN network
• the present invention shows a solution for the execution of railway safety systems, which allow to minimize the infrastructure used in a tunnel, for example, and thus minimize the cost of installation and maintenance of the equipment.
• the solution "barrier-free tunnel” is based essentially on the following innovations:
• OTN Open Transport Network
• the network makes it possible, via network nodes, to connect the remote components, such as pointsetting systems and axle counting points, transparently to the interlocking computers or axle counting computers. This transparency enables a process-assured transmission between the components of the interlocking. It would be possible to use this network for any other interlocking services. It is ensured that the requirements for a closed system according to EN 50159-1 are met.
• This system has the following advantages: • innovative and cost-effective solution, based on the future product portfolio available for the backup systems;
• FIG. 1 shows a schematic representation of the system architecture of an interlocking example for an area of a long tunnel.
• the exact number and distribution of the network nodes NWN and, concomitantly, the OTN topology are then to be optimized especially in the project planning phase.
• the decentralized point control part takes over the control and monitoring of points on site and has the following features:
• the interfaces of the control element to the interlocking are:
• the actuator can also be built redundant.
• FIG. 2 shows the system structure (configuration here without a redundant setting part) for the remote point setting part.
• the Weichenticianil can also be used to control the locking of the lane change gates.
• the solution "Axis counting with metering point transmission over long distances” contains a central counting element, a digital metering point (ZP D) with a secure computer core, which reports the recorded axis pulses as an axis number to the UCOM module via the communication interface (ISDN)
• the measured axle numbers are then transferred to the axle counting calculator (AZR)
• the AZR takes over the axle numbers received from the various UCOM modules and uses them to determine the current section conditions, which are output via the Interlocking Bus (IL bus) of the Area Control Component (ACC). from the electronic signal box.
• IL bus Interlocking Bus
• ACC Area Control Component
• Point of delivery up to 10 km, this can be extended over the network OTN to over 100 km.
• an error correction software is provided in the axle counting calculator for the following two fault categories:
• the system will automatically correct miscounts at the digital metering point ZP D as soon as there is no more train in the two separate from the digital metering point ZP D
• GMM Track vacancy
• This correction can be configured individually for each metering point.
• the axle counting calculator (AZR) is built as a 2 by 3 system.
• error correction can also possibly on a redundant arrangement of the
• FIG. 3 shows the basic system structure of the axle counting system:
• OTN Open Transport Network
• the OTN is a transmission system based on the latest fiber-optic technology. In the present case it has the following properties:
• FIG. 4 shows the basic structure of an OTN system
• RAMS Reliability, Availability, Maintainability and Safety
• the possibility of redundant execution of the decentralized point control parts has a very positive effect on the reliability or availability of the entire interlocking system.
• the frequency of fault class 4 or 3 can be considerably reduced due to the continuous redundancy.
• the embodiment according to the invention offers the same RAM parameters as those of a conventional system conventionally connected to the signal box with regard to the axle counting system.
• Axle counting system with error correction provides the same reliability with significantly less (installed) hardware as the conventional axis counting system in a redundant arrangement. At the same time, the cost of maintenance or repair is almost halved.
• Tunnels result in advantages in terms of maintainability, which in turn increases the availability of the entire interlocking.
• the railway safety of the sketched architecture is guaranteed in all cases.
• the decentralized point adjustment part is subject to the current safety philosophy.
• the new axle counting system uses the widely used ECC calculator and is configured and operated in the proven 2 of 3 configuration.

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

Priority Applications (1)

Applications Claiming Priority (2)

Publications (2)

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ID=38962051

Family Applications (1)

Country Status (3)

Cited By (7)

Families Citing this family (2)

Citations (4)

• 2007
  • 2007-07-20 WO PCT/EP2007/006493 patent/WO2008025414A2/de active Application Filing
  • 2007-07-20 EP EP07801440.4A patent/EP2057056B1/de not_active Not-in-force
  • 2007-07-20 HU HUE07801440A patent/HUE031279T2/hu unknown

Patent Citations (4)

Non-Patent Citations (3)

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