Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L7/00—Remote control of local operating means for points, signals, or track-mounted scotch-blocks
  • B61L7/06—Remote control of local operating means for points, signals, or track-mounted scotch-blocks using electrical transmission
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L11/00—Operation of points from the vehicle or by the passage of the vehicle
  • B61L11/08—Operation of points from the vehicle or by the passage of the vehicle using electrical or magnetic interaction between vehicle and track
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
  • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
  • B61L19/06—Interlocking devices having electrical operation
• • 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
  • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
• • 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
  • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
  • B61L27/37—Migration, e.g. parallel installations running simultaneously

Definitions

• 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 installation, which 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.
• 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.
• 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.
• the object of the present invention vorzuschla ⁇ conditions a railway technical system and a method for operating a railway installation of the type mentioned, which enables the automatic operation of vehicles with different vehicle-side train protection device.
• the above-mentioned railway technical system achieves this object by virtue of one of the train protection devices being connected to the at least one control element and thereby being designed as a train protection device leading to the road section and at least one interface formed between the leading train protection device for the transmission of at least one information and the at least one further train protection device is provided.
• the solution according to the invention has the advantage that one of the train control devices has the sovereignty over the control elements and controls these on request for the other or the other Zu ⁇ gommes wornen. This gives a clear role distribution.
• the leading train control device reports the control of the control elements using the Interface to the subordinate train protection device, which can then drive the vehicle assigned to it on the common ⁇ route section.
• the interface according to the invention enables communication between the autonomous train control devices, by means of which a guest road can be requested by a subordinate train protection device at the leading train protection device and provided by the leading train protection device.
• At least one piece of information about the at least one adjusting element can be transmitted by the interface.
• This has the advantage that a successful control of the desired actuating elements, which are, for example, signals or points, can be signaled in a simple manner.
• the desired actuating elements which are, for example, signals or points
• the desired actuating elements can be signaled in a simple manner.
• the position of all control elements in Streckenabschitt can be reported.
• At least one piece of information about a provision of at least one predetermined route on the route section or its status can be transmitted by the interface.
• the standby position ⁇ a requested host route can be displayed by a single signal via the interface.
• the system can be at least two Anlagenêt- / Werleit-facilities that are designed to coordinate the train traffic and each one of the Zu ⁇ gommes drivenen are assigned, and at least one have formed between the Werêt- / Werleit-trained further interface for the transmission of information.
• This has the advantage that not all information about the interface between the Werstenseinrichtun- gene must be replaced, but a further interface ⁇ is available.
• the train / train management facilities can have a lower security requirement than the train control facilities, so that non-safety-relevant information can be easily transmitted via the further interface of the train control / train management facilities.
• the interface Zvi ⁇ rule is relieved the command infrastructure and the system less complicated.
• the train control / Buchleit facilities represent an operational control level of the system and can also be referred to as ATS (Automatic Train Supervision).
• 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 route element is, for example, an emergency stop button or a track release indicator device. Since the elements or the route with all known in the track section are connected to ⁇ gommes Rheinen, also each of the command infrastructure recognizes the current position of the egg nem vehicle in the road section irrespective of its vehicle-side train control device.
• the leading train protection devices may have at least one adjusting device connected to the switchable actuating elements, 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.
• the leading train control device may comprise at least comprise at least one trackside route apparatus for communica tion with the vehicles ⁇ and off separately from the adjustment device is formed. This separation between the setting device and the distance device increases safety within the leading train protection device.
• the interface between the train control devices can be at least one
• Method may be transmitted between the leading train protection device and the at least one further train protection device at least one information relating to one or more of the control element.
• this has the advantage that, for example, a status of the adjusting elements can be displayed in a simple manner.
• At least one piece of information about a provision of at least one predetermined route on the route section or its status can be transmitted between the leading train protection device and the at least one further train protection device.
• both train control devices can resolve a set route, a ride of the vehicles in the Section be monitored by both the leading train control device as well as one of the other train control facilities.
• This one of the other train protection devices is the one to which the vehicle-side safety device of the vehicle is assigned.
• ⁇ through no communication from the child back to the leading train control is necessary, which simplifies the interface and method.
• the figure shows a schematic representation of a railway system according to the invention.
• FIG. 1 An exemplary embodiment of a railway engineering installation 1, as shown in the figure, a Stre ⁇ ckennetz 2 with a plurality of track sections, of which only a path section 3 is shown. Furthermore, the railway technical system 1 comprises two trackside Zu ⁇ gommes wornen 4, which secure train service autonomously operated vehicles 5 in the route network 2. The vehicles 5 of the railway installation 1 each have exactly ei ⁇ ne vehicle-side train control device 6, which are designed for communication with one of the trackside train control devices 4.
• the train protection device 4 and also other multiple components of the system 1 are partially provided to distinguish in addition with letters, such as the train control devices 4a, 4b. If the number without letters is mentioned as the reference symbol , all components should be included. Thus, the train control devices 4 are the train control devices 4a or 4b to understand.
• the route network 2 of the railway system 1 also has in the figure, not shown sections on which, from one of the two train protection devices 4a, 4b are secured and thus can be driven only by vehicles 5, which are formed with the corresponding vehicle-side train protection device 6.
• the section 3 shown in the figure is, for example, a depot or a car wash, which is to be used by all vehicles 5 independently of the assignment of their vehicle-side train protection device 6.
• the track section 3 has a plurality of switchable Sachlemen ⁇ te 7, such as signals 8 and 9 points, non-switchable stretch ⁇ elements 10, such as emergency stop or Gleisokomelde sensoryen, and position marks IIa, IIb, such as
• the adjusting elements 7, the position marks 11 and the track elements 10 are shown in the figure for the sake of simplicity only at one position, although these are of course distributed as usual in the track 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 corresponding vehicle-side communication devices 13a, 13b of the associated vehicles 5.
• the communication devices 12, 13 and the train protection devices 4, 6 are designed, for example, for a CBTC (Communication Based Train Control) communication.
• the track-side train protection devices 4a, 4b each have an adjusting device 14 and a distance device 15.
• the switchable control elements 7 are signal technology exclusively connected to the trackside train protection device 4b and in particular their control device 14b.
• the adjusting elements 7 can be controlled only by the distance-soapy train protection device 4b, whereby the track-side train protection device 4b is designed as a leading train protection device for the track section 3.
• 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.
• the interface 16 has a switching module 17, which is designed, for example, as an I / O relay module.
• the switch assembly 17 is connected to the leading track-side train protection device 4b and the output side to be designated as subordinate track-side train protection device 4a.
• the switch assembly 17 is single ⁇ Lich designed for communication in one direction, in the direction of the leading train protection device 4b to the subordinate train protection device 4a.
• the railway engineering installation 1 further comprises in the beispielhaf ⁇ th embodiment of the figure, two Anlagenêt- / train control devices 18a, 18b, each one of the trackside train protection systems 4a, 4b associated.
• the Switzerlandbericht- / Switzerlandleit devices 18a, 18b provide a management level of the railway system 1, and stel ⁇ len one as ATS (Automatic Train Supervision) known single direction.
• ATS Automatic Train Supervision
• Between the Switzerlandêt- / Switzerlandleit devices 18a, 18b is a further Interface 19 formed.
• the train control / rail device 18a is connected to the secondary train protection device 4a and the train / rail device 18b is connected to the leading train protection device 4b.
• 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. On the section 3 at a certain ⁇ number of known routes is also possible. In this case, a specific control of the switchable actuating elements 7 is necessary for each route.
• the switch assembly 17 has in the here ge ⁇ showed exemplary embodiment, for each route a safe I / O signal on, for example by means of a re ⁇ relay (not shown).
• the train control / Werleit device 18a which is associated with the vehicle 5a and the train protection device 4a, the desired route at the Switzerlandêt- / Buchleit device 18b requested.
• This request is transmitted via the further interface 19, which is designed, for example, as a network interface.
• the ge ⁇ wished route will be ⁇ draws to as guest driveway because the vehicle 5a it were a guest for the tier ⁇ -saving train control device 4b.
• the Switzerlandêt- / Buchleit device 18b receives the request for the guest road and gives it to the track-side Wersiche ⁇ tion device 4b and in particular to the adjusting device 14b on.
• the adjusting device 14b controls, as soon as possible, the necessary for the guest road control elements 7, ie signals 8 and switches 9, and thereby provides the guest ⁇ driveway.
• the leading Switzerlandsi ⁇ cherungs worn transmitted 4a 4b is a representative for providing the host route information via the interface 16 to the subordinate train control device.
• the transmission of this information by the switching of the corresponding safe I / O signal by means of a relay of the switching module 17, which has been agreed for the provision of the predetermined guest road and representative.
• the train control / lane facility 18a has informed the child platoon 4a that the guest road has been requested. Is thereby expected the subordinate train control device 4, the information via the interface 16.
• the guest road is allowed by the whilinrich ⁇ device 14a and passed within the train protection device 4a a corresponding message to the route device 15a.
• the route devices 15a, 15b may also be referred to as WCU (Wayside Control Unit).
• ⁇ chd is a release message, a so-called Movement Authority, transmitted from the trackside communication device 12a at the tension-side communication device 13a of the vehicle 5a.
• the autonomously operated vehicle 5a travels along the provided hospitality road. Since position marks IIa, IIb are arranged on the track section 3 for both vehicle types 5a, 5b, the vehicle 5a can determine its position accordingly.
• the track members 10, in particular the train detection systems give examples the trackside train protection systems 4a, 4b feedback concerning the travel of the vehicle 5 so that a driving road ⁇ resolution by both trackside train protection systems 4a, 4b is monitored.
• the inventive method is particularly advantageous because only for vehicles 5a of the subordinate train protection device 4a a guest road must be requested. That happens only occasionally. Otherwise takes over the leading train protection device 4b the train protection of the section 3 alone.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

Country Status (5)

Cited By (1)

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Citations (2)

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• 2016
  • 2016-03-07 DE DE102016203694.7A patent/DE102016203694A1/de not_active Ceased
• 2017
  • 2017-02-14 ES ES17705372T patent/ES2908575T3/es active Active
  • 2017-02-14 EP EP17705372.5A patent/EP3400161B1/de active Active
  • 2017-02-14 WO PCT/EP2017/053268 patent/WO2017153132A1/de active Application Filing
  • 2017-02-14 CN CN201780015092.2A patent/CN108778890B/zh active Active

Patent Citations (2)

Non-Patent Citations (1)

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