EP0719224B1 - Traffic control system to control operations and traffic flow in rail transport - Google Patents

Abstract

The invention relates to a traffic control system to ensure the safety of trains and sections in rail transport using traffic logistics data. In the traffic control system of the invention, a hierarchical computer system acquires all data relating to safety and other factors. There is a vehicle computer aboard every vehicle which is connected to the other vehicle computers, section installations and the overriding control computer and the master computer, preferably via a radio-supported computer network. The necessary actions for securing the section and safe running are derived from the data provided for the locomotive drive at his/her post. This traffic control system is especially suitable for the complex and economical running of rail traffic on single-track sections and for regional traffic.

Description

The invention relates to a traffic control system for controlling driving operation and the traffic flow including the transport logistics for the rail-bound Traffic.

In order to ensure safe, smooth and fast rail-bound traffic, the routes to be traveled in conventional traffic systems are basically divided into route blocks, each of which is secured by interlockings and which control the operation.
The most common route protection for rail-bound traffic is by dividing the route into individual blocks, each of which is monitored separately. Safety is ensured by the fact that only one vehicle (vehicle group / train) is in a block at a time. The information about free and occupied blocks is reported, usually wired to the signal boxes, where the railroad personnel actuate and display the corresponding safety devices, such as signals, switches, barriers, and influence or lock each other.

There are various solutions to the traditional operational control technology of the rail-bound Traffic, especially the devices, facilities and systems with To make security responsibility more effective with the help of computer support. The basic principles of an electronic signal box are in "Die Operations control technology of the Deutsche Bundesbahn "(ZEV + DET Glasers Annalen 1992 No. 5).

This safety technology has proven itself in rail-bound traffic but very expensive in terms of personnel and technology and has the further disadvantage that the routes cannot be used optimally because the route allocation of the length of the individual blocks is determined (driving at block intervals). This can because of the required technical effort and guaranteeing security can not be chosen arbitrarily short.

Further possibilities for using computers for vehicle control and guideway protection are shown in detail in DE 31 07 102 A1. Here is a Operations control system with a hierarchical structure described in three levels, the Train routing through a higher level (disposition), over a second level (Operation) affects the process in the lower level. The route is in Sections divided, for each of which the signaling safety is guaranteed becomes. Communication between the track facilities and the structural levels of the operations control system is carried out using secure or non-secure data channels with continuous or punctiform data transmission. The train protection and train control required information about location, route and vehicle are processed in the operation level and sent to the Process level, such as vehicles and track facilities, transmitted.

An "Automatic control and safety system for driverless operation" is in SIGNAL + DRAHT, 84 (1992) 7/8. The route is here also divided into individual sections and the control and securing of the Vehicles also take place in three levels, the security level and the Control level are designed so that each control computer Security computer is assigned and security-relevant control commands Approval by the security level is required. All computers and Data transfers are carried out securely.

A modular and hierarchically structured system for controlling a needs-based and driverless driving is described in US 4,015,804 described. This system consists of three hierarchy levels, MRP and Operation and operating facilities (especially vehicles). The The dispatch center gives instructions based on the requirements to the operation level, which consists of one or more operations centers, in which the security criteria are checked and appropriate commands sent to the Vehicles are output in the lowest hierarchy level.

A very similar system for managing and controlling train traffic is in the EP 0 108 363 described, the operation of the trains (in the lower level) via an information transmission line from control processor units (middle Level), which controls its instructions from an administrative processor unit (top level) received. This system is also for driverless operation suitable.

For locating vehicles, there is a satellite location system in WO 89/05255 described.

The object of the invention is to provide a traffic control system for the rail-bound To propose traffic with low staffing and the optimal use of technical means a safe driving operation, mainly single-track routes, in particular regional traffic, is guaranteed at which mainly supports the route protection and driving operations with computer technology and almost exclusively by the driver and / or vehicle computer realized directly from the locomotive and also comprehensive Transport logistics measures are taken into account and comprehensive Passenger information is provided.

The object of the invention is achieved by the first claim specified features solved. Thereafter it is provided that in a hierarchical built traffic control system with "safe" vehicle computers on each locomotive, a "safe" control computer and a master computer required real-time information regarding the vehicles, such as B. Location, direction of travel, speed and vehicle data are recorded and the host computer all incoming information from the vehicles, from the route, from fixed railway systems, as well Transport logistic data and external information recorded, processed and as recommendations the drivers as well as information for the train staff or passengers Provides.

The required information about the vehicles is obtained using the Satellite navigation obtained and / or at defined points via fixed Railway systems (e.g. identification beacons) recorded. The exact Location determination can also be done, for example, via an exact path measurement respectively. The data obtained is shared by all vehicle computers Vehicle computers that are within a defined range transfer. So everyone gets Vehicle calculator all the necessary information of all vehicles that are are within the defined range.

Safe driving and route protection are usually carried out the vehicle computers and the drivers realized by the data of the vehicles within the defined range and Track facilities can be used to derive the driving regime. The Information is transmitted wirelessly. The determined security-relevant Data for route protection and driving, as well as other recommending and informative data are provided to the respective driver provided via displays. Derives from this he carries out his actions for optimal, quick and safe driving.

The higher-level control computer, which is also "safe", serves the Securing driving operations in exceptional situations. The higher-level control computer transmits control commands and necessary information to the Vehicle computer and thus to the driver for driving in these exceptional situations. The function of the control computer can be in one other computers can be integrated.

The host computer records all vehicle data, including the route Route protection, transport logistics and other passenger information processed these and provides them to the drivers, the railway staff and specifically available to customers. The host computer does not intervene Track protection and driving operations, but serves an extended targeted information.

An advantageous development is specified in claim 2.

Fig. 1

Grundkonzept der Verkehrsleiteinrichtung

Fig. 2

Dezentrale Strecken- und Zugsicherung

An embodiment of the invention will be explained below with reference to the drawing. The associated figures show:

Fig. 1

Basic concept of the traffic control system

Fig. 2

Decentralized route and train protection

1 is the basic technical concept of the invention Traffic control device shown. The central management takes place over the Master computer that provides all information regarding the vehicle computers Vehicles F1, F2, the route and the route facilities as well Transport logistics and regional information Information system gets transmitted and processed. These processed Information is sent to the vehicle computers for further processing and Display in the cab to derive actions from the Driver and selected information to inform the Provided to passengers. The route is secured locally Communication of the vehicle computer with the route facilities.

Zugstandortinformationen

Zugausnahmeinformationen,

Informationen über den Funktionszustand der dezentralen,

Steuereinrichtungen,

Verkehrsinformationen (extern, z. B. von anderen Verkehrsmitteln),

Flugplatzinformationen,

Fahrplaninformationen, und

Informationen über den Zustand der technischen Einrichtungen (z. B. der Bahnstromversorgung),

die er verarbeitet und ausgibt als

Empfehlungen an die Triebfahrzeugführer,

Informationen und Steuerbefehle für die Bahnstromversorgung,

Informationen für das regionale Informationssystem, und

Informationen für die Transportlogistik

The host receives:

Train location information

Train exception information,

Information about the functional state of the decentralized,

Control devices,

Traffic information (external, e.g. from other means of transport),

Airport information,

Timetable information, and

Information about the state of the technical equipment (e.g. traction power supply),

which he processes and issues as

Recommendations to the drivers,

Information and control commands for the traction power supply,

Information for the regional information system, and

Information for transport logistics

This example also shows the coupling of the traffic control device to regional information system. The host computer receives all information from the Vehicles, from the route as well as transport logistic information and external information, e.g. B. Tourism and advertising. For this Information offer targeted information to passengers and customers via various information carriers at selected locations in the region made available.

Fahrgastinformation auf den Bahnhöfen,

Fahrgastinformation in den Zügen,

Fahrgastinformation an Informationssäulen, und

Gestaltung aktiver Werbeträger.

For example, the

Passenger information at the train stations,

Passenger information on the trains,

Passenger information on information pillars, and

Designing active advertising media.

Figure 2 shows the decentralized route and train protection. The guarantee the signal-technically safe driving operation is carried out by the vehicle computer the vehicles F1, F2 and through the track facilities, the necessary security-relevant information through wireless transmission between the vehicle computers with each other and between the Vehicle computers and the route facilities within a defined range he follows. To ensure optimal information processing on the vehicle computer guarantee, only shipments of the vehicle computer and Track facilities evaluated that are within such a range who are responsible for ensuring the necessary security of the Driving operations and route protection is required. This range will defined and defined according to the specific circumstances.

wertet die empfangenen Signale aus,

bildet sicherheitsrelevante Sendesignale,

gibt Signalbegriffe und Informationen an die Triebfahrzeugführer im Führer stand auf Display aus, und

löst Bremssignale in Gefahrensituationen direkt aus.

The safe vehicle computer

evaluates the received signals,

forms safety-relevant transmission signals,

gives signal terms and information to the drivers in the driver stand on display, and

triggers brake signals directly in dangerous situations.

The train location is determined, for example, with the aid of satellite navigation with a safe location correction at defined route points using identification beacons.
A diversified vehicle stop is triggered in the event of unauthorized onward travel on a section of the route either by the driver or by the secure vehicle computer.

The decentralized route protection system, which is designed to be signal-safe, is described below.
At path crossings W1, W2 there is a precise location identification of the vehicle by means of identification beacons 5, 6, 11, 12 at the start of the transition as well as optionally at the end of the transition and S1.2 are sent and the input of the fuse feedback from S1.1 and S1.2 is monitored. Upon receipt of the two backup confirmations, the transition W1 is entered.
If one or both backup reports are missing, the onward journey can be permitted with an exception. Such an onward journey can be released as an exception by the vehicle computer or the higher-level control computer, depending on the specific conditions and the conditions of the following section of the route, if necessary under conditions (e.g. maximum speed).
When 6 is reached, the securing of the way crossing W1 is canceled by switching off the fixed railway systems S1.1 and S1.2.

The safety equipment for the crossing, Andreaskreuz with or without a red flashing light or barrier depending on the Traffic density and the risk of danger selected.

The transitional identifications and security requirements can according to local conditions also for two or more transitions be summarized.

The mode of operation of the mobile train protection system for single-track systems is described below Routes, which is signal-safe designed, described. Double-track routes are functionally divided into single-track routes, whereby in normal operation, each route is only traveled in one direction.

Each at the beginning and at the end of a section of the route, which is identified by identification beacons the limits are 1 - 2, 3 - 4, 2 - 5, 5 - 6, 6 - 7, 7 - 8, 9 - 10, 8 - 11, 11 - 12, the location is identified and the location corrected Vehicles F1, F2 through these identification beacons 1 to 12. The Vehicle computer of the vehicle F1 or F2 determined by evaluating the Locations of other vehicles F2 or F1, within the defined range, the busy or free state of the in Direction of travel of the following section 2 - 5 or 7 - 6. According to the respective direction of travel of vehicles F1, F2 is encountered Vehicles the entire following single-track section and the itself subsequent double-track section for the continuation of the journey too consider. In the present example, the Vehicle F1 the route section 2-7 and a route section 7-8 or 9 - 10 be free. For the vehicle F2, the route section 7-2 and a route section 2 - 1 or 4 - 3 can be free.

If controlled turnouts are used, the turnouts are controlled analogously to the control of the way crossings protection by a corresponding control request when the identification beacons 1, 2, 7, 8 are reached.
When using fallback switches at the alternative points on the route, the point control is omitted and the number of route sections to be taken into account can be reduced because a change of direction is not possible. So z. B. for the vehicle F2, the sections 1-2 and for the vehicle F1, the sections 9-10 may be disregarded.

When determining the free state of the following route section driving on the route section with sending the identification and the Direction of travel.

When determining the busy state of the following route section, the Vehicle computer issued a "stop" command to the driver.

Depending on the circumstances, a follow-up trip may be necessary with appropriate conditions, as approved. Such Follow-up travel can be carried out by the higher-level control computer the corresponding vehicle computer can be released or by a Dispatcher via radio direct to the relevant driver be allowed.

Claims (2)

1. Traffic control system to control operations and traffic flow, including transport logistics, in rail transport, and specially on single-tracked railway sections with small or moderate traffic, whereby computer aided and hierarchically structured traffic control is provided, whereas the lower process-related level consists of "safe" train computers, which are located on each train, the first and super-ordinate middle operating level is a "safe" control computer and the upper and superordinate level consists of a control mainframe, whereas a real time entry of train data, such as train position, driving direction and speed, and of train-specific data is provided via satellite teledetection and/or stationary information points (1-12) , whereby the control mainframe receives all detailed information transferred by trains (F1, F2), by stationary railway facilities (S1.1, S1.2), and by railway section as well as all logistic and external information, e.g. tourist and advertising information, to have this information converted and provided as recommendation for train attendants, as direct information for railroad service and train passengers and whereby a wireless information transfer takes place,
   the process comprising the steps for

   providing, via the train computers (F1, F2), a wireless transfer of all safety-relevant information received from other trains and railroad devices, which are located within a defined range, in order to guarantee a safe traffic, for controlling stationary railway facilities (S1.1, S1.2, S2.1, S2.2), for entering messages about status information of stationary railway facilities (S1.1, S1.2, S2.1, S2.2) under control, in order to use thus provided information for traffic regulation and for train and railway control, for displaying safety-relevant information and position data which are related with all other trains, in order to guarantee a safe traffic, and for transmitting data to the control mainframe,

   and the process comprising a step for having just in exceptional cases the "safe" and super-ordinate control computer involved in the traffic and safety regulation of the railroad section, and of a step for providing safety regulation of the railroad section on a decentralised mode, via direct communication between train computers and railroad devices, that means without any intervention of the control mainframe in safety and traffic regulation of the railroad section, and of a step for providing a wireless information transfer to the control mainframe, to the control computer, and to all trains (F1, F2) which are located within a defined range.
2. Railway traffic control system according to claim 1, comprising a step for providing train-specific data which consist of an identification code as well as of data related with transport capacity and service-oriented information.

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