WO2017153131A1

WO2017153131A1 - Railway-technical installations and method for operating a railway-technical installation

Info

Publication number: WO2017153131A1
Application number: PCT/EP2017/053264
Authority: WO
Inventors: Malte Hammerl; Jacob Johannes KOHLRUSS
Original assignee: Siemens Aktiengesellschaft
Priority date: 2016-03-07
Filing date: 2017-02-14
Publication date: 2017-09-14
Also published as: EP3400160A1; CN108698624B; CN108698624A; DE102016203695A1

Abstract

The invention relates to a railway-technical installation and to a method for operating a railway-technical installation, wherein the railway-technical installation (1) has at least one route section (3), in which at least one switchable actuating element (7) is arranged, and at least two autonomous track-side train safety devices (4), each designed for a train protection of vehicles (5) provided with a dedicated vehicle-side train safety device (6) on the at least one route section (3). In order to be able to travel the route section in a simple manner with autonomous vehicles (5), the installation (1), according to the invention, has at least one coordination device (16) connected to the at least two track-side train safety devices (4a, 4b) and to the at least one actuating element (7), by way of which a connection of the at least one actuating element (7) to the respective track-side train safety device (4a, 4b) can be established.

Description

description

Railway installation and method for operating a railway installation

The invention relates to a railway engineering installation with Wenig ^¬ least one track section in which a schaltba ^¬ res adjusting element is arranged at least, and at least two au ^¬ tonomen trackside train protection systems, which in each case for a command from having an associated vehicle-side train control device equipped Vehicles are formed on the at least one section. Furthermore, the invention relates to a method for operating a railway system that has at least one Streckenab ^¬ section with at least one switchable actuator and the at least two autonomous trained for a train protection equipped with an associated vehicle-side train protection vehicles on the stretch track-side train protection facilities.

Operators of railway systems partly opt for train control devices of various types, for example from different manufacturers, for different lines of their network. This may be significantly limited between the lines the Interoperabi ^¬ formality. Nevertheless, operation with multiple train protection systems in an overlapping area of the lines, such as test tracks, depots, parking facilities or car washes, is desirable in order to share this area.

Trains and vehicles are therefore to be operated on a stretch of road with various train control facilities. This can for example be realized in that all trains and vehicles are equipped with two train control devices. However, this solution is expensive and expensive. There are also railway installations known in which the train control device tolerates a foreign train, but can not control. This tolerated train must be controlled by a driver and must a certain maximum speed ^¬ how, not exceed, for example, 30 km / h exceeded. Driverless, such tolerated trains can not drive.

It is therefore the object of the present invention ^{vorzuschla ¬} a railway technical system and a method for operating a railway installation of the type mentioned above, which allows the automatic operation of driverless vehicles with different vehicle-side train protection device. According to the invention, the aforementioned technical railway An ^¬ location achieves this object in that the plant comprises at least one track-side with the at least two command infrastructure and the at least one actuator associated coordination means, can be produced by a compound of at least one control element with the respective stre ^¬ ckenseitigen train control device ,

The method achieves the object mentioned at the outset Invention ^¬ according to the fact that a compound has a control element with the respective trackside train control device is produced by a coordination device of the at least.

The inventive solution has the advantage that all stre- ckenseitigen command infrastructure shall have equal rights and sovereignty is assigned flexibly via the switchable actuators in Stre ^¬ ckenabschnitt by the scheduler. So vehicles can shared Stre- ckenabschnitt easily navigate when assigned to them trackside safety device has received access to the switchable adjusting elements of the coordination ^¬ device with only one term fahrzeugsei- train control. The coordinating body is responsible for a Res switching the switchable control elements to the track-side train protection devices formed so that no unsafe conditions arise and safe operation of the railway system is guaranteed at all times. The autonomous track-side train protection devices do not have to communicate with each other by the invention, which considerably simplifies the cooperation of the different systems. As a result, the solution according to the invention is simple and inexpensive to implement.

The invention can be further developed by advantageous embodiments, which are described below.

Thus, the coordination device can be designed such that the connection of the at least one actuating element with the respective track-side train protection device can be initiated by this track-side train control device itself. This has the advantage that no external intervention, for example, from an operations control level, is necessary. As a result, the invention in this embodiment is simple and straightforward. A track-side train protection device can request, for example, a switchable control element in the coordination device, whereby subsequently the corresponding connection is made from the switchable control element to the train control device of the coordination device or by remote control from the outside.

To constructive design the coordination device simple and inexpensive, the coordination device may comprise at least one end connected to the trackside train protection switching means through which the Ver ^¬ tying the gsicherungseinrichtungen is switchable at least one actuating element with a ^¬ To. The connection to the switching means can be used to ensure that an authorized track-side train protection device switches the switching means itself and thus performs, as it were, a remote control of the switching means. Additionally or alternatively, via the connection to the switching means, the switching state of Switching means are transmitted to one or all train control devices. If the switching means is not remotely controlled from the be ^¬ privileged train control, the coordination device may also be designed so that DIE se switching the switch means itself performs.

In a particularly advantageous embodiment, the coordination device can comprise at least one reservation device connected to the trackside train control devices, which is used to reserve the at least one

Control element is designed for one of the trackside train control devices. This has the advantage that the coordination device is designed to be particularly secure, because the connection of the at least one Stellele- element with a trackside train protection device is only turned on if there is a reservation at the reservation facility for this trackside Zugsi ^¬ insurance device. Thus, it can be prevented that the grip on ^¬ a control element is switched to a new train control device to the at least while the train control has previously connected the actuator still in use.

Furthermore, the reservation device can output at least one reservation information to the trackside

Train protection devices formed a. As a result, all the train control devices are informed that access to the at least one switchable control element is assigned or is available. In addition, the reservation device can also be designed to accept reservation requests with which a desired access and a desired reservation can be announced. In a simple embodiment, the reservation device can be designed to be relay-based.

Furthermore, the system can have at least one non-switchable track element arranged in the road section, which is connected to all train control devices. A sol- Ches route element is for example an emergency stop button or a track release alarm device. Since the one or more track elements are connected to all Zu¬ in the section section to ^¬ gsicherungseinrichtungen, also recognizes each of the train control devices the current position of a vehicle in the stretch regardless of the vehicle-side train control device.

In order to realize a simple switching of the adjusting elements, at least one of the train protection devices can be connected to at least one switchable control element

Have adjusting device, which is designed to control the adjusting elements. This adjusting device, which may for example also be referred to as a signal box, is designed as a separate unit within the train protection device, for example on a separate computer. Further, one of the Command infrastructure may comprise a trackside wayside at least at least formed for communica tion ^¬ with the vehicles and for separately actuating device off. This separation between the setting device and the distance device increases safety within the leading train protection device.

In an advantageous embodiment of the method according to the invention, the connection of the at least one Stellele ^¬ ment with the respective trackside train protection device can be initiated by this trackside train protection device itself. This has the above already beschrie ^¬ surrounded advantage that no coordination from the outside is necessary.

In order to make the method ^{according to} the invention even safer, the connection of the at least one actuating element to the respective track-side train protection device can be reserved by the track-side train control device itself and / or switched on itself.

Thus, both train control devices can resolve a set route, a ride of the vehicles in the Track section of all train control facilities are monitored. As a result, no communication is required for terminating a route between the train control facilities, which simplifies the interface and the method.

In the following the invention will be explained with reference to the attached drawings.

Show it:

Figure 1 is a schematic representation of an exemplary

Embodiment of a railway installation according to the invention;

Figure 2 is a schematic representation of a first exemplary embodiment of a coordination device according to the invention;

Figure 3 is a schematic representation of an alternative

Embodiment of a coordination device according to the invention.

An exemplary embodiment of a railway installation 1, as shown in FIG. 1, has a route network 2 with a plurality of route sections, of which only one route section 3 is shown. Next ^¬ toward the ground-conditioning system 1 comprises two trackside command infrastructure 4, secure the trains to travel autonomously driven vehicles 5 in the route network. 2 The vehicles 5 of the railway technical system 1 each have exactly one vehicle-side train protection device 6, which are designed for communication with exactly one of the trackside train control devices 4.

The train control devices 4 and also other multiple components of the system 1 are partly provided to distinguish in addition with letters, such as the train control devices 4a, 4b. Is cited as reference ^¬ sign the number without letters, are all com- be understood. Thus, the train control devices 4 are to be understood as the train control devices 4a and 4b. The route network 2 of the railway system 1 also has in the figure, not shown, sections which are secured by one of the two train protection devices 4a, 4b and thus can be driven only by vehicles 5, which are formed with the corresponding vehicle-mounted Zugsicherung- device 6 , However, the section 3 shown in the figure is for example a De ^¬ pot or a washer, which is to be traveled by all vehicles 5 inde ^¬ dependent on the allocation of its vehicle-side train control. 6

The track section 3 has a plurality of switchable Stellelemen ^¬ te 7, such as signals 8 and 9 points, non-switchable stretch ^¬ elements 10, such as emergency stop or Gleisfreimeldeeinrichtungen, and position marks IIa, IIb, such as

Balise, up. The adjusting elements 7, the position marks 11 and the track elements 10 are shown in the figure for the sake of simplicity only simple and only at one position, although they may be present several times and are ^{selbstverständ ¬} Lich distributed as usual in the stretch section 3.

The track-side train protection devices 4a, 4b each have a track-side communication device 12a, 12b, which is designed in each case for communication with the assigned vehicle-side communication devices 13a, 13b of the associated vehicles 5. The communication ^¬ devices 12, 13 and the command infrastructure 4, 6 are, for example, a CBTC (Communication Based Train Control) formed communication. The track-side train protection devices 4a, 4b each have an adjusting device 14 and a distance device 15. The route devices 15 can also be used as WCU (Wayside Control Unit). The adjusting devices 14 are also referred to as signal boxes.

The railway installation 1 also has a coordination device 16, which is connected to the track-side train protection devices 4a, 4b on the one hand and the switchable control elements 7 on the other. The coordination ^¬ tion device 16 has in the exemplary embodiment in Figure 1, a switching means 17 and a reservation device 18.

The non-switchable track elements 10 are connected to both track-side train protection devices 4a, 4b and in particular their adjusting devices 14a, 14b.

FIG. 2 shows a first exemplary embodiment of the coordination device 16, as shown in FIG. As can be seen in FIG. 2, the coordination device 16 is connected to the respective actuating devices 14a, 14b of the track-side train protection devices 4a, 4b via a plurality of electrical lines 19. The reservation device 18 is formed in the embodiment shown in Figure 2 as a relay with three switching positions. The middle shift position is representative of "not reserved" and the outer one of a reservation of each of the trackside train guards 4a, 4b.

The switching means 17 of the coordination device 16 switches a connection between the switchable control elements 7 to the one trackside train control device 4a or the other trackside train protection device 4b. This connection is a connection path or connection path. For each switchable actuator 7, the switching means 17 has a separate relay 20. In the exemplary embodiment in FIG. 2, three adjusting elements 7 are switched simultaneously by the coordination device 16. These switchable control elements 7 are, for example, the control elements of a single driveway put together who can ^¬. Alternatively, the coor ^¬ inference device 16 according to the invention can of course also coordinate more or less switchable adjusting elements 7, as described for example with reference to Figure 3 later. The switching means 17 also has a switch 21, which controls the switching operations of the relay 20. The switch 21 is connected via an electrical line 19 to the trackside train protection devices 4a, 4b. About these lines 19, the switch 21 and thus the switching means 17 from the trackside train control devices 4a, 4b controllable. Thus, the track-side train protection devices 4a, 4b independently control the connection to the schaltba ^¬ ren actuators 7 and produce.

Each further three lines 19 connect the respective track-side train protection device 4a, 4b, each with a relay 20 for connection to the switchable control elements. 7

Another line 19 connects each track-side Zugsi ^¬ cherungseinrichtung 4a, 4b with the reservation device 18. This line 19 to the reservation device 18 is formed so that both the relay 22 of the reserving device 18 can be controlled as well as the

Switching state of the relay 22 and thereby a Reservierungsin ^¬ formation can be read out.

The operation of the railway installation 1 illustrated in FIGS. 1 and 2 is described below with reference to the track section 3 usable by all vehicles 5 by the method according to the invention.

The vehicle 5a is intended, for example, to drive on the section 3 on a predetermined route. For example, to drive to a used by all vehicles 5a, 5b car wash. The access to the switchable control elements 7 of this route is awarded by the coordinator 16.

First, the track-side train protection device 4a checks whether the switchable control elements 7 are already in use, ie whether the other trackside Zugsicherungsein ^¬ direction 4b has reserved this for themselves. To this end, the trackside train control device reads 4a Reservie ^¬ approximately 18 and in particular from the relay 22. When the relay 22 is in its middle position, there is no re ^¬ serving. In this case, the trackside

Train protection device 4a reserve the connection to the control elements 7 for themselves. This reservation is made by the actuator 14a moving the relay 22 to its left shift position, which is reserved for reservation by the train control device 4a. This changed shift position of the reservation device 18 can also be read out by the other track-side train protection device 4b, so that it recognizes the reservation by the train protection device 4a.

Since the signal-technical connection to the adjusting elements 7 is now reserved exclusively for the track-side train protection device 4a, it may now control the switch 21 accordingly and establish the connection to the adjusting elements 7.

Now, the track-side train protection device 4a has access to the switchable control elements 7 of Streckenab- section 3 and provides the required route according to the usual.

Within the track-side train protection device 4a, the adjusting device 14a provides the route and transmits a corresponding message to the route device 15a. An ^¬ closing is a release message, a so-called Mo ^¬ vement Authority, from trackside communication device 12a at the tension-side communication device 13a of the vehicle 5a. Then, the autonomous plants ^¬ ne 5a vehicle can drive along the route provided. Since position markers IIa, IIb are arranged on the track section 3 for both vehicle types 5a, 5b, the vehicle 5a can determine its position accordingly. The routes ^¬ elements 10, in particular the train detection systems, give both trackside train protection systems 4a, 4b feedback concerning the travel of the vehicle 5 so that a route resolution by both trackside train protection systems 4a, 4b is monitored.

After the route through the track-side Zugsiche ^¬ tion device 4a, which has reserved the connection to the switchable actuators 7, is no longer needed, this puts the relay 22 back to its center position, which is representative of an availability of the connection to the actuators 7. Thereby the reservation is free. In the following, an alternative ^{embodiment of} the coordination device 16 according to the invention will be described with reference to FIG. For the sake of simplicity, only the differences from the coordination device 16 in FIG. 2 will be discussed.

The coordination device 16 in FIG. 3 is connected only to a single switchable control element 7. In this case, the system 1 therefore has an associated coordination device 16 for each switchable ^actuating element 7. Accordingly, the switching means 17 of the Koordinierungsein ^¬ direction 16 in Figure 3, only one relay 20.

In contrast to the embodiment in FIG. 2, the reservation device 18 of the coordination device 16 in FIG. 3 has a further relay 23. This relay 23 is also connected to the track-side train protection devices 4a, 4b and is for accepting a reservation request for the connection to the actuator 7 ausge- forms. For example, if the connection to the Stellele ^¬ elements 7 is as described above reserved for the trackside Zugsi ^¬ cherungseinrichtung 4a, the other can stre ^¬ ckenseitige train control device 4b their reservation request with the aid of the relay 23 to settle. For the trackside train control device turns 4b on the entspre ^¬ sponding line 19 the relay 23 in its for Zugsiche ^¬ reasoner 4b representative switching position. With the reservation request is expressed that the streckenseiti ^¬ ge train control device 4b want to reserve the connection to the switchable adjusting member 7, once this is no longer needed from trackside train control device 4a. In this case, the train protection device 4a at the end does not switch the relay 22 into the middle position but into the position representative of the train protection device 4b. The reservation for the train protection device 4b is thus active.

Claims

claims

1. Railway technical system (1) with at least one Streckenab ^¬ section (3), in which at least one switchable control element (7) is arranged, and with at least two autonomous stre ^¬ ckenseitigen train protection devices (4), each for a train protection of with a vehicles (5) equipped on the vehicle-side train protection device (6) are formed on the at least one track section (3), the track section (3) of vehicles (5) having different vehicle-mounted train control devices (4) being passable,

d a d u r c h e c e n c i n e s that

the system (1) at least one of the at least two stre- ckenseitigen command infrastructure (4a, 4b) and connected to the at least one actuating element (7) Koordinierungsein ^¬ direction (16), through which a connection of Wenig ^¬ least one actuating element (7) with the respective streckensei ^¬ term train control device (4a, 4b) can be produced.

2. Plant (1) according to claim 1,

d a d u r c h e c e n c i n e s that

the coordination device (16) is designed such that the connection of the at least one control element (7) to the respective trackside train control device (4a, 4b) is self-initiated by this trackside train control device (4a, 4b).

3. Plant (1) according to claim 1 or 2,

the coordination means (16) at least one with the trackside train protection systems (4a, 4b) connected to the switching means (17), by which the connection of the at least one actuating element (7) with the respective Zugsi ^¬ cherungseinrichtungen (4a, 4b) is switchable.

4. Appendix (1) according to one of the above claims, d a d e c o v e n c ia n e s that

the coordinator (16) at least one with the Trackside securing device (4a, 4b) connected reservation device (18), which is for reserving ^¬ ren the connection to at least one adjusting element (7) for one of the trackside train protection devices (4a, 4b) is formed.

5. Plant (1) according to claim 4,

d a d u r c h e c e n c i n e s that

the reservation device (18) is designed to output at least one reservation information to the trackside train protection devices (4a, 4b).

6. Plant (1) according to claim 4 or 5,

d a d u r c h e c e n c i n e s that

the reservation device (18) is designed such that the reservation of the connection can be switched by the respective track-side train protection device (4a, 4b) itself.

7. Appendix (1) according to any one of the above claims, d a d e c o v e n c ia n e s that

the system (1) has at least one non-switchable section ^element (10) arranged in the section section (3) which is connected to all the train protection devices (4).

8. Appendix (1) according to one of the above claims, d a d e c o v e n c ia n e s that

at least one of the train protection devices (4b) has at least one adjusting device (14b) connected to the coordination device, which device is designed to control the at least one actuating element (7).

9. Plant (1) according to claim 8,

d a d u r c h e c e n c i n e s that

at least one of the train protection devices (4b) in each case at least one track-side distance device (15b), which is designed for communication with the vehicles (5) and separately to the adjusting device (14b).

10. A method for operating a railway installation (1) comprising at least one section (3) with at least ei ^¬ nem switchable control element (7) and the at least two au tonome for a train protection with an associated vehicle-side train protection device (6) equipped vehicles (5) on the route section (3) formed trackside train protection devices (4), wherein the stretch section (3) of vehicles (5) with different on-board train control devices (4) is designed to be passable

d a d u r c h e c e n c i n e s that

a connection of the at least one adjusting element (7) with the respective track-side train securing device (4a, 4b) is produced by means of a coordination device (16).

11. The method according to claim 10,

d a d u r c h e c e n c i n e s that

the connection of the at least one actuating element (7) to the respective track-side train-securing device (4a, 4b) is initiated by this train-securing device (4a, 4b) itself.

12. The method according to claim 10 or 11,

d a d u r c h e c e n c i n e s that

the connection of the at least one control element (7) to the respective track-side train control device (4a, 4b) is reserved by the track-side train control device (4a, 4b) itself and / or switched on itself.

13. The method according to any one of claims 10 to 12,

d a d u r c h e c e n c i n e s that

a journey of a vehicle (5) in the route section (3) is monitored by all the train control devices (4).