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EP2170673A1 - Method and arrangement for the operation of a railroad line - Google Patents

Method and arrangement for the operation of a railroad line

Info

Publication number
EP2170673A1
EP2170673A1 EP08761103A EP08761103A EP2170673A1 EP 2170673 A1 EP2170673 A1 EP 2170673A1 EP 08761103 A EP08761103 A EP 08761103A EP 08761103 A EP08761103 A EP 08761103A EP 2170673 A1 EP2170673 A1 EP 2170673A1
Authority
EP
European Patent Office
Prior art keywords
radio
rail vehicle
block section
computer
light signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP08761103A
Other languages
German (de)
French (fr)
Other versions
EP2170673B1 (en
Inventor
Uwe Rosenkranz
Klaus Scharnweber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2170673A1 publication Critical patent/EP2170673A1/en
Application granted granted Critical
Publication of EP2170673B1 publication Critical patent/EP2170673B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]

Definitions

  • the invention relates to a method for operating a
  • railway track with at least one interlocking for the track block section specific specification of light signal information and a track-side system for punctiform train control at the track block section end and an arrangement for carrying out the method.
  • the point-shaped train control is provided for the transmission of information, in particular identifiers, of subsequent signaling devices.
  • the signaling devices comprise line conductor loops and signal devices which emit a signal concept predetermined by the interlocking. These arrangements require the presence of light signals at each link block section end.
  • the signal box is equipped with a designed for light signals interlocking logic.
  • the object is procedurally achieved in that the interlocking transmits the link block section specific light signal information via a radio system to a rail vehicle and that the punctiform train control system when passing through the rail vehicle ⁇ route specific data to the rail vehicle, the rail vehicle, the train block section zugeord ⁇ Neten light signal information Comparison of the route block section specifics determined.
  • An inventive arrangement for carrying out the method is stellwerk each other on the vehicle side provided with means for forming sparked ⁇ legrammen include the route block section-specific data and associated light signal information and rail with radio receivers for receiving radio telegrams, wherein the rail vehicle comparison ⁇ means for determining the current light signal information based a comparison of the stretch block section-specific data of the radio telegrams with stretch block section-specific data transmitted by the point-shaped train control system when crossing the rail vehicle.
  • track-side light signals are ultimately replaced by radio signal information.
  • interlocking logic can thereby be kept at ⁇ .
  • the point-shaped train control serves only for the transmission of the track block section specification. specific data, preferably a range block portion ⁇ number of a road ahead block section.
  • the telegram configuration data and the relevant interlocking components can also be taken over by the known control of the train control system.
  • Streckensei- TIG is given by the wireless system a considerable Reduzie ⁇ tion of copper wiring, since track-conductor loops along the path are no longer required.
  • the punctiform Switzerlandbeeinsselungssystem is equipped with hard-coded track-side coupling coils and / or balises, wherein the fixed coding comprises the track block section specific data.
  • ETCS European Train Control System
  • switchable balises are used to transmit changing information from the interlocking to the track.
  • the data points, namely in particular track double coils or balises only have to be designed to be secure in terms of signaling, with always the same information content, namely preferably the number of the next block section, being transmitted.
  • the interlocking is connected according to claim 4 via a radio link computer and a radio bus system with along the route arranged radio transmitters.
  • the radio transmitters are preferably equipped with directional antennas which transmit the light signal information counter to the direction of travel.
  • the rail vehicle-side comparison means comprise a signal technically non-secure radio computer, which is connected to a signal-technically safe vehicle computer of the punctiform train control system.
  • the comparison ie the elimination of the light signal information not provided for the segment block section, is carried out by the radio computer, which is not technically secure. Only the radiotelegram with the light signal information, whose route block section number coincides with the route block section number of the preceding route block section obtained by the vehicle computer, is transmitted to the vehicle computer and checked there for correctness by means of known security engineering methods. Correct light signal information is applied to the preceding journey, the journey being monitored by the vehicle computer in a manner that is technically safe.
  • the emulator-side radio coupling computer, the radio bus system and the rail vehicle-side radio receiver and the radio computer are designed to be redundant. In this way, there is an increased availability of the light signal information.
  • the radio transmitter equipped with two directional antennas that transmit forward and backward data telegrams, both directions of a double section can be supplied with light signal Informa ⁇ functions.
  • the redundancy concept can also be limited to a part of the components in accordance with the safety requirements and / or comprise other components.
  • the rail vehicle-side radio computer with an automatic driving device ATO - Automation Train Operation - connected For the purpose of the comparison, both the route section-specific data and the light signal information are concentrated in the radio computer, so that By means of corresponding inputs and outputs, cooperation with an ATO function is simplified.
  • Another advantage is the limitation to minimalistic route technology, namely only point-shaped train control with hard-coded data points.
  • Figure 1 shows an inventive arrangement in a first embodiment
  • Figure 2 shows an inventive arrangement in a second embodiment.
  • FIG. 1 illustrates a section of a railway line 1 with virtual, ie physically non-existent, light signals 2.
  • the radio system consists of a radio coupling computer 5, which is connected via an interlocking bus 6, which connects all interlockings 3, to the interlocking 3, and a radio bus system 7, are connected to the radio transmitter 8 sen.
  • the radio transmitters 8 transmit radio telegrams containing directional block section numbers and associated light signal information by means of directional antennas 9 oriented counter to the direction of travel.
  • the radio transmitter 8 are connected via bus interfaces 10.
  • the radiotelegrams emitted by the directional antennas 9 are received by nearby rail vehicles 11 by means of front-end radio receiver 12.
  • the radio receiver 12 is connected to a signal-technically non-secure radio computer 13, which is connected to a signal-technically safe vehicle computer 14 cooperates.
  • the vehicle computer 14 is part of a vehicle-side device 15 for point-shaped train control, which also Glaskoppelspulen 16 has.
  • Each track block section 4 is provided with a fixedly positioned and permanently coded coupling coil 17. In addition to possibly further data, the coupling coil 17 transmits the number of the next block section to the traveling rail vehicle 11.
  • the signal information representing a signal concept are worked out in the interlocking 3 according to the respective traffic situation and output to a signal-technically safe operating and display interface 18 for the control of the control ⁇ plant operating surface.
  • the operating and display interface the generation of the data message ⁇ programs with the trackside block portion-specific light signal information is eighteenth
  • these data telegrams contain an updating flag, for example time or ring counter reading, and a security appendage for protection against corruption during the transmission.
  • the data telegrams are transmitted via the radio coupling computer 5, the radio bus system 7 and the radio transmitter 8 to the radio receiver 12 and thus the radio computer 13 of the rail vehicles 11.
  • the vehicle computer 14 transmits the valid route block section number to the radio computer 13.
  • the radio computer 13 is able to evaluate the received data telegrams to the number of the preceding route block section received from the vehicle computer 14 by comparison with the number contained in the data telegram.
  • the filtered in this way the data telegram is forwarded to the driving ⁇ generating computer 14, the signal-technically safe signaling information from the interlocking system 3 contained therein to authenticity, integrity, timeliness and sure checks.
  • the light signal Informa ⁇ tions are used to continue the journey.
  • the embodiment shown in figure 2 differs from the embodiment of Figure 1 with additional redundant design of the radio coupling computer 5.1, of the radio bus system ⁇ 7a and 7b of the rail-vehicle radio receiver 12a and 12b and the radio computer 13.1.
  • two data telegrams with the filtered-out light signal information are transmitted to the fail-safe vehicle computer 14, so that ultimately an increased availability of the entire system results.
  • the radio transmitter 8 is equipped with two directional antennas 9a and 9b, which emit 19 data telegrams in the direction 19 and opposite to the driving direction ⁇ .
  • both directions of travel of a double track can be operated with a single radio system.
  • the rail vehicle-side radio computer 13 according to FIG. 1 or 13.1 according to FIG. 2 can also receive in a further function ATO - Automatic Train Operation - in cooperation with the data telegrams received from the radio system and by the train-side train control Provide location information.

Landscapes

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

Abstract

A method and a configuration for the operation of a railroad line include at least one signal box for providing line-block-section-specific light signal data and a line side system for an intermittent automatic or inductive train control system at line block section ends. In order to dispense with line side light signals and still be able to continue to use a signal box logic concept for light signals, the signal box transfers the line-block-section-specific light signal data over a radio system to a rail vehicle and the intermittent automatic or inductive train control system transfers line-block-section-specific data to the rail vehicle during passage by the rail vehicle. The rail vehicle determines the light signal data assigned to the line block section by comparison of line block section specifics.

Description

Beschreibungdescription
Verfahren und Anordnung zum Betreiben einer EisenbahnstreckeMethod and arrangement for operating a railway line
Die Erfindung betrifft ein Verfahren zum Betreiben einerThe invention relates to a method for operating a
Eisenbahnstrecke mit mindestens einem Stellwerk zur strecken- blockabschnittsspezifischen Vorgabe von Lichtsignalinformationen und einem streckenseitigen System zur punktförmigen Zugbeeinflussung an den Streckenblockabschnittsenden sowie eine Anordnung zur Durchführung des Verfahrens.Railway track with at least one interlocking for the track block section specific specification of light signal information and a track-side system for punctiform train control at the track block section end and an arrangement for carrying out the method.
Gattungsgemäße Anordnung sind beispielsweise aus der DEGeneric arrangement are for example from DE
44 20 215 Al und der DE 198 43 230 Al bekannt. Dabei ist die punktförmige Zugbeeinflussung für die Übermittlung von Infor- mationen, insbesondere Kennungen, nachfolgender Signalisie- rungseinrichtungen vorgesehen. Die Signalisierungseinrichtun- gen umfassen Linienleiterschleifen und Signaleinrichtungen, welche einen durch das Stellwerk vorgegebenen Signalbegriff aussenden. Diese Anordnungen erfordern das Vorhandensein von Lichtsignalen an jedem Streckenblockabschnittsende. Zur An¬ steuerung der Lichtsignale ist das Stellwerk mit einer für Lichtsignale konzipierten Stellwerkslogik ausgestattet.44 20 215 Al and DE 198 43 230 Al known. The point-shaped train control is provided for the transmission of information, in particular identifiers, of subsequent signaling devices. The signaling devices comprise line conductor loops and signal devices which emit a signal concept predetermined by the interlocking. These arrangements require the presence of light signals at each link block section end. At ¬ to control the light signals the signal box is equipped with a designed for light signals interlocking logic.
Bekannt sind auch Anordnungen ohne Lichtsignale, wobei die Signalbegriffsinformationen entweder durch Linienzugbeeinflussung mit Speed Code Systemen, bei denen die Informationen über die Schienen an die Schienenfahrzeuge übertragen werden, oder durch Linienleiterschleifensysteme realisiert sind. Bei diesen Anordnungen sind für die Überwachung der Fahrzeugbewe- gungen auf dem Streckennetz in den Stellwerken spezielle Ii- nienzugbeeinflussungsgeeignete Signalisierungslogiken erfor¬ derlich . Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zum Betreiben einer Eisenbahnstrecke und eine entsprechende An¬ ordnung der gattungsgemäßen Art anzugeben, die ohne strecken- seitige Lichtsignale die Weiterverwendung der für Lichtsig- nale konzipierten Stellwerkslogik ermöglichen.Arrangements are also known without light signals, wherein the signal concept information is realized either by Linienzugbeeinflussung with speed code systems in which the information is transmitted via the rails to the rail vehicles, or by line conductor loop systems. These arrangements are for the monitoring of vehicle movements on the railway network in the interlocking special Ii logics nienzugbeeinflussungsgeeignete signaling erfor ¬ sary. The invention has for its object to provide a method for operating a railway line and a corresponding An ¬ order of the generic type that enable the further use of designed for Lichtsig- signals interlocking logic without trackside light signals.
Die Aufgabe wird verfahrensgemäß dadurch gelöst, dass das Stellwerk die streckenblockabschnittsspezifischen Lichtsignalinformationen über ein Funksystem an ein Schienenfahrzeug überträgt und dass das punktförmige Zugbeeinflussungssystem bei Überfahrt durch das Schienenfahrzeug streckenabschnitts¬ spezifische Daten an das Schienenfahrzeug überträgt, wobei das Schienenfahrzeug die dem Streckenblockabschnitt zugeord¬ neten Lichtsignalinformationen durch Vergleich der Streckenblockabschnittsspezifika ermittelt.The object is procedurally achieved in that the interlocking transmits the link block section specific light signal information via a radio system to a rail vehicle and that the punctiform train control system when passing through the rail vehicle ¬ route specific data to the rail vehicle, the rail vehicle, the train block section zugeord ¬ Neten light signal information Comparison of the route block section specifics determined.
Eine erfindungsgemäße Anordnung zur Durchführung des Verfahrens ist stellwerksseitig mit Mitteln zur Bildung von Funkte¬ legrammen, die streckenblockabschnittsspezifische Daten und zugeordnete Lichtsignalinformationen umfassen, und schienen- fahrzeugseitig mit Funkempfängern zum Empfang der Funktelegramme ausgestattet, wobei das Schienenfahrzeug Vergleichs¬ mittel zur Ermittlung der aktuellen Lichtsignalinformationen anhand eines Vergleichs der streckenblockabschnittsspezifi- sehen Daten der Funktelegramme mit von dem punktförmigen Zugbeeinflussungssystem bei Überfahrt an das Schienenfahrzeug übertragenen streckenblockabschnittsspezifischen Daten aufweist .An inventive arrangement for carrying out the method is stellwerk each other on the vehicle side provided with means for forming sparked ¬ legrammen include the route block section-specific data and associated light signal information and rail with radio receivers for receiving radio telegrams, wherein the rail vehicle comparison ¬ means for determining the current light signal information based a comparison of the stretch block section-specific data of the radio telegrams with stretch block section-specific data transmitted by the point-shaped train control system when crossing the rail vehicle.
Auf diese Weise werden letztlich streckenseitige Lichtsignale durch Funksignalinformationen ersetzt. Die für streckenseitige Lichtsignale konzipierte Stellwerkslogik kann dabei bei¬ behalten werden. Die punktförmige Zugbeeinflussung dient dabei nur noch zur Übermittlung der streckenblockabschnittsspe- zifischen Daten, vorzugsweise einer Streckenblockabschnitts¬ nummer eines vorausliegenden Streckenblockabschnitts. Auch die Telegrammprojektierungsdaten und die diesbezüglichen Stellwerkskomponenten können von der bekannten Ansteuerung des Zugbeeinflussungssystems übernommen werden. Streckensei- tig ergibt sich durch das Funksystem eine erhebliche Reduzie¬ rung von Kupferverkabelung, da Linienleiterschleifen längs der Strecke nicht mehr erforderlich sind.In this way, track-side light signals are ultimately replaced by radio signal information. Designed for trackside light signals interlocking logic can thereby be kept at ¬. The point-shaped train control serves only for the transmission of the track block section specification. specific data, preferably a range block portion ¬ number of a road ahead block section. The telegram configuration data and the relevant interlocking components can also be taken over by the known control of the train control system. Streckensei- TIG is given by the wireless system a considerable Reduzie ¬ tion of copper wiring, since track-conductor loops along the path are no longer required.
Gemäß Anspruch 3 ist das punktförmige Zugbeeinflussungssystem mit festcodierten streckenseitigen Koppelspulen und/oder Balisen ausgestattet, wobei die Festcodierung die strecken- blockabschnittsspezifischen Daten umfasst. Bei bekannten Systemen moderner Bauart mit ETCS (European Train Control System) -Spezifikation werden überwiegend schaltbare Balisen zur Übertragung wechselnder Informationen vom Stellwerk an die Strecke verwendet. Auf die Balisenansteuerung oder eine Ansteuerung der Gleiskoppelspulen kann erfindungsgemäß vollständig verzichtet werden. Die Datenpunkte, nämlich insbeson- dere Gleiskoppelspulen oder Balisen, müssen nur signaltechnisch sicher ausgebildet sein, wobei immer der gleiche Informationsinhalt, nämlich vorzugsweise die Nummer des nächsten Streckenblockabschnitts, übertragen wird.According to claim 3, the punctiform Zugbeeinflussungssystem is equipped with hard-coded track-side coupling coils and / or balises, wherein the fixed coding comprises the track block section specific data. In known systems of modern design with ETCS (European Train Control System) specification predominantly switchable balises are used to transmit changing information from the interlocking to the track. On the Balisenansteuerung or a control of the track coupling coils can be completely dispensed with according to the invention. The data points, namely in particular track double coils or balises, only have to be designed to be secure in terms of signaling, with always the same information content, namely preferably the number of the next block section, being transmitted.
Das Stellwerk ist gemäß Anspruch 4 über einen Funkkoppelrechner und ein Funkbussystem mit längs der Strecke angeordneten Funksendern verbunden. Die Funksender sind vorzugsweise mit Richtantennen ausgestattet, welche die Lichtsignalinformatio¬ nen entgegen der Fahrtrichtung übertragen.The interlocking is connected according to claim 4 via a radio link computer and a radio bus system with along the route arranged radio transmitters. The radio transmitters are preferably equipped with directional antennas which transmit the light signal information counter to the direction of travel.
Gemäß Anspruch 5 umfassen die schienenfahrzeugseitigen Vergleichsmittel einen signaltechnisch nicht sicheren Funkrechner, der mit einem signaltechnisch sicheren Fahrzeugrechner des punktförmigen Zugbeeinflussungssystems verbunden ist. Auf diese Weise wird der üblicherweise vorhandene signaltechnisch sichere Fahrzeugrechner von zusätzlichen Aufgaben weitgehend entlastet. Der Vergleich, d. h. die Eliminierung der nicht für den Streckenblockabschnitt vorgesehenen Lichtsignalinfor- mationen, erfolgt durch den signaltechnisch nicht sicheren Funkrechner. Nur das Funktelegramm mit den Lichtsignalinformationen, dessen Streckenblockabschnittsnummer mit der von dem Fahrzeugrechner erhaltenen Streckenblockabschnittsnummer des voraus liegenden Streckenblockabschnitts übereinstimmt, wird an den Fahrzeugrechner übertragen und dort mittels bekannter sicherungstechnischer Verfahren auf Korrektheit geprüft. Korrekte Lichtsignalinformationen werden auf die voraus liegende Fahrt angewendet, wobei die Fahrt signaltech¬ nisch sicher vom Fahrzeugrechner überwacht wird.According to claim 5, the rail vehicle-side comparison means comprise a signal technically non-secure radio computer, which is connected to a signal-technically safe vehicle computer of the punctiform train control system. On In this way, the usually existing fail-safe vehicle computer is largely relieved of additional tasks. The comparison, ie the elimination of the light signal information not provided for the segment block section, is carried out by the radio computer, which is not technically secure. Only the radiotelegram with the light signal information, whose route block section number coincides with the route block section number of the preceding route block section obtained by the vehicle computer, is transmitted to the vehicle computer and checked there for correctness by means of known security engineering methods. Correct light signal information is applied to the preceding journey, the journey being monitored by the vehicle computer in a manner that is technically safe.
Gemäß Anspruch 6 ist vorgesehen, dass der stellwerkseitige Funkkoppelrechner, das Funkbussystem und der schienenfahr- zeugseitige Funkempfänger sowie der Funkrechner redundant ausgebildet sind. Auf diese Weise ergibt sich eine erhöhte Verfügbarkeit der Lichtsignalinformationen. Sind zusätzlich die Funksender mit zwei Richtantennen ausgestattet, die nach vorn und nach hinten Datentelegramme aussenden, können beide Fahrtrichtungen einer Doppelstrecke mit Lichtsignalinforma¬ tionen versorgt werden. Das Redundanzkonzept kann aber auch entsprechend den Sicherheitsanforderungen auf einen Teil der Komponenten beschränkt sein und/oder andere Komponenten umfassen .According to claim 6 it is provided that the emulator-side radio coupling computer, the radio bus system and the rail vehicle-side radio receiver and the radio computer are designed to be redundant. In this way, there is an increased availability of the light signal information. In addition, the radio transmitter equipped with two directional antennas that transmit forward and backward data telegrams, both directions of a double section can be supplied with light signal Informa ¬ functions. However, the redundancy concept can also be limited to a part of the components in accordance with the safety requirements and / or comprise other components.
In einer bevorzugten Ausführungsform gemäß Anspruch 7 ist der schienenfahrzeugseitige Funkrechner mit einer Einrichtung für automatisches Fahren ATO - Automation Train Operation - verbunden. In den Funkrechner sind für den bestimmungsgemäßen Vergleich sowohl die streckenabschnittsspezifischen Daten als auch die Lichtsignalinformationen konzentriert, so dass mit- tels entsprechender Ein- und Ausgaben ein Zusammenwirken mit einer ATO-Funktion vereinfacht ist. Vorteilhaft dabei ist darüber hinaus die Beschränkung auf minimalistische Streckentechnik, nämlich lediglich punktförmige Zugbeeinflussung mit fest codierten Datenpunkten.In a preferred embodiment according to claim 7, the rail vehicle-side radio computer with an automatic driving device ATO - Automation Train Operation - connected. For the purpose of the comparison, both the route section-specific data and the light signal information are concentrated in the radio computer, so that By means of corresponding inputs and outputs, cooperation with an ATO function is simplified. Another advantage is the limitation to minimalistic route technology, namely only point-shaped train control with hard-coded data points.
Die Erfindung wird nachfolgend anhand figürlicher Darstellungen näher erläutert. Es zeigen:The invention will be explained in more detail with reference to figurative representations. Show it:
Figur 1 eine erfindungsgemäße Anordnung in einer ersten Ausführungsform undFigure 1 shows an inventive arrangement in a first embodiment and
Figur 2 eine erfindungsgemäße Anordnung in einer zweiten Ausführungsform.Figure 2 shows an inventive arrangement in a second embodiment.
Figur 1 veranschaulicht einen Ausschnitt einer Eisenbahnstrecke 1 mit virtuellen, d. h. physisch nicht vorhandenen, Lichtsignalen 2. Anstelle der Lichtsignale 2 ist die Instal¬ lation eines Funksystems längs der Eisenbahnstrecke 1 ausge- hend von einem elektronischen Stellwerk 3 zu Streckenblockabschnitten 4 vorgesehen. Das Funksystem besteht aus einem Funkkoppelrechner 5, der über einen Stellwerksbus 6, der alle Stellwerke 3 verbindet, an das Stellwerk 3 angeschlossen ist, sowie einem Funkbussystem 7, an das Funksender 8 angeschlos- sen sind. Die Funksender 8 übertragen mittels entgegen der Fahrtrichtung orientierter Richtantennen 9 Funktelegramme, die Streckenblockabschnittsnummern und zugeordnete Lichtsignalinformationen enthalten. An das Funkbussystem 7 sind die Funksender 8 über Businterfaces 10 angeschlossen. Die von den Richtantennen 9 ausgesendeten Funktelegramme werden von in der Nähe befindlichen Schienenfahrzeugen 11 mittels stirnseitiger Funkempfänger 12 empfangen. Der Funkempfänger 12 ist mit einem signaltechnisch nicht sicheren Funkrechner 13 verbunden, welcher mit einem signaltechnisch sicherem Fahrzeug- rechner 14 zusammenwirkt. Der Fahrzeugrechner 14 ist Teil einer fahrzeugseitigen Einrichtung 15 zur punktförmigen Zugbeeinflussung, welche außerdem Zugkoppelspulen 16 aufweist. Jeder Streckenblockabschnitt 4 ist mit einer fest positio- nierten und fest codierten Koppelspule 17 versehen. Neben ggf. weiteren Daten überträgt die Koppelspule 17 die Nummer des nächsten Streckenblockabschnitts an das überfahrende Schienenfahrzeug 11.Figure 1 illustrates a section of a railway line 1 with virtual, ie physically non-existent, light signals 2. Instead of the light signals 2, the instal ¬ lation of a radio system along the railway line 1 starting from an electronic interlocking 3 to block sections 4 is provided. The radio system consists of a radio coupling computer 5, which is connected via an interlocking bus 6, which connects all interlockings 3, to the interlocking 3, and a radio bus system 7, are connected to the radio transmitter 8 sen. The radio transmitters 8 transmit radio telegrams containing directional block section numbers and associated light signal information by means of directional antennas 9 oriented counter to the direction of travel. To the radio bus system 7, the radio transmitter 8 are connected via bus interfaces 10. The radiotelegrams emitted by the directional antennas 9 are received by nearby rail vehicles 11 by means of front-end radio receiver 12. The radio receiver 12 is connected to a signal-technically non-secure radio computer 13, which is connected to a signal-technically safe vehicle computer 14 cooperates. The vehicle computer 14 is part of a vehicle-side device 15 for point-shaped train control, which also Zugkoppelspulen 16 has. Each track block section 4 is provided with a fixedly positioned and permanently coded coupling coil 17. In addition to possibly further data, the coupling coil 17 transmits the number of the next block section to the traveling rail vehicle 11.
Die einen Signalbegriff repräsentierenden Signalinformationen werden im Stellwerk 3 entsprechend der jeweiligen Verkehrssituation erarbeitet und an ein signaltechnisch sicheres Bedien- und Anzeige-Interface 18 für die Ansteuerung der Stell¬ werksbedienoberfläche ausgegeben. Zusätzlich dient das Be- dien- und Anzeige-Interface 18 der Generierung der Datentele¬ gramme mit den streckenblockabschnittsspezifischen Lichtsignalinformationen. Diese Datentelegramme enthalten außer der Streckenblockabschnittsnummer und dem zugeordneten Signalbegriff ein Aktualitätskennzeichen, beispielsweise Uhrzeit oder Ringzählerstand, und einen Sicherungsanhang zum Schutz gegen Verfälschung während der Übertragung. Die Datentelegramme werden über den Funkkoppelrechner 5, das Funkbussystem 7 und die Funksender 8 an die Funkempfänger 12 und damit die Funkrechner 13 der Schienenfahrzeuge 11 übertragen. Gleich- zeitig überträgt der Fahrzeugrechner 14 die gültige Streckenblockabschnittsnummer an den Funkrechner 13. Damit ist der Funkrechner 13 in der Lage, die empfangenen Datentelegramme auf die vom Fahrzeugrechner 14 erhaltene Nummer des voraus liegenden Streckenblockabschnittes durch Vergleich mit der in dem Datentelegramm enthaltenden Nummer auszuwerten. Das auf diese Weise ausgefilterte Datentelegramm wird an den Fahr¬ zeugrechner 14 weitergeleitet, der die darin enthaltenen signaltechnisch sicheren Informationen des Stellwerks 3 auf Authentizität, Aktualität und Integrität signaltechnisch sicher prüft. Bei Korrektheit werden die Lichtsignalinforma¬ tionen für die Fortsetzung der Fahrt verwendet.The signal information representing a signal concept are worked out in the interlocking 3 according to the respective traffic situation and output to a signal-technically safe operating and display interface 18 for the control of the control ¬ plant operating surface. In addition, the operating and display interface, the generation of the data message ¬ programs with the trackside block portion-specific light signal information is eighteenth In addition to the link block section number and the associated signal term, these data telegrams contain an updating flag, for example time or ring counter reading, and a security appendage for protection against corruption during the transmission. The data telegrams are transmitted via the radio coupling computer 5, the radio bus system 7 and the radio transmitter 8 to the radio receiver 12 and thus the radio computer 13 of the rail vehicles 11. At the same time, the vehicle computer 14 transmits the valid route block section number to the radio computer 13. Thus, the radio computer 13 is able to evaluate the received data telegrams to the number of the preceding route block section received from the vehicle computer 14 by comparison with the number contained in the data telegram. The filtered in this way the data telegram is forwarded to the driving ¬ generating computer 14, the signal-technically safe signaling information from the interlocking system 3 contained therein to authenticity, integrity, timeliness and sure checks. For accuracy, the light signal Informa ¬ tions are used to continue the journey.
Die in Figur 2 dargestellte Ausführungsform unterscheidet sich von der Ausführungsform nach Figur 1 durch zusätzliche redundante Ausführung des Funkkoppelrechners 5.1, des Funk¬ bussystems 7a und 7b, des schienenfahrzeugseitigen Funkempfängers 12a und 12b und des Funkrechners 13.1. Damit werden zwei Datentelegramme mit den ausgefilterten Lichtsignalinfor- mationen an den signaltechnisch sicheren Fahrzeugrechner 14 übertragen, so dass sich letztlich eine erhöhte Verfügbarkeit der Gesamtanlage ergibt.The embodiment shown in figure 2 differs from the embodiment of Figure 1 with additional redundant design of the radio coupling computer 5.1, of the radio bus system ¬ 7a and 7b of the rail-vehicle radio receiver 12a and 12b and the radio computer 13.1. Thus, two data telegrams with the filtered-out light signal information are transmitted to the fail-safe vehicle computer 14, so that ultimately an increased availability of the entire system results.
Der Funksender 8 ist mit zwei Richtantennen 9a und 9b aus- gestattet, welche in Fahrtrichtung 19 und entgegen der Fahrt¬ richtung 19 Datentelegramme aussenden. Somit können beide Fahrtrichtungen einer Doppelstrecke mit einem einzigen Funksystem bedient werden.The radio transmitter 8 is equipped with two directional antennas 9a and 9b, which emit 19 data telegrams in the direction 19 and opposite to the driving direction ¬. Thus, both directions of travel of a double track can be operated with a single radio system.
Der schienenfahrzeugseitige Funkrechner 13 gemäß Figur 1 oder 13.1 gemäß Figur 2 kann darüber hinaus in einer weiteren Funktion Ein- und Ausgaben für automatisches Fahren ATO - Automatic Train Operation - im Zusammenwirken mit den von dem Funksystem empfangenen Datentelegrammen und von der punktför- migen Zugbeeinflussung streckenseitig empfangenen Positions- Informationen bereitstellen. The rail vehicle-side radio computer 13 according to FIG. 1 or 13.1 according to FIG. 2 can also receive in a further function ATO - Automatic Train Operation - in cooperation with the data telegrams received from the radio system and by the train-side train control Provide location information.

Claims

Patentansprüche claims
1. Verfahren zum Betreiben einer Eisenbahnstrecke (1) mit mindestens einem Stellwerk (3) zur streckenblockabschnitts- spezifischen Vorgabe von Lichtsignalinformationen und einem streckenseitigen System zur punktförmigen Zugbeeinflussung an den Streckenblockabschnittsenden, d a d u r c h g e k e n n z e i c h n e t , dass das Stellwerk (3) die streckenblockabschnittsspezifischen Lichtsignalinformationen über ein Funksystem an ein Schienenfahrzeug (11) überträgt und dass das punktförmige Zugbeein¬ flussungssystem bei Überfahrt durch das Schienenfahrzeug (11) streckenblockabschnittsspezifische Daten an das Schienenfahr¬ zeug (11) überträgt, wobei das Schienenfahrzeug (11) die dem Streckenblockabschnitt (4) zugeordneten Lichtsignalinforma¬ tionen durch Vergleich der Streckenblockabschnittsspezifika ermittelt .1. A method for operating a railway line (1) with at least one signal box (3) for Streckenblockabschnitts- specific specification of light signal information and a trackside system for punctiform train control at the Streckenblockabschnittsenden, characterized in that the interlocking (3) the track block section specific light signal information via a radio system a rail vehicle (11) transmits and that the punctiform Zugbeein ¬ flow system when crossing through the rail vehicle (11) distance block section specific data to the Schienenfahr ¬ convincing (11) transmits, the rail vehicle (11) the the block block section (4) associated Lichtsignalinforma ¬ tions Comparison of the route block section specifics determined.
2. Anordnung zur Durchführung des Verfahrens nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , dass stellwerkseitige Mittel zur Bildung von Funktelegrammen, die streckenblockabschnittsspezifische Daten und zugeordnete Lichtsignalinformationen umfassen, und schienenfahrzeugsei- tige Funkempfänger (12; 12a, 12b) zum Empfang der Funktele- gramme vorgesehen sind, wobei das Schienenfahrzeug (11) Ver¬ gleichsmittel zur Ermittlung der aktuellen Lichtsignalinformationen anhand eines Vergleichs der streckenblockabschnitts- spezifischen Daten der Funktelegramme mit von dem punktförmigen Zugbeeinflussungssystem bei Überfahrt an das Schienen- fahrzeug (11) übertragenen streckenblockabschnittsspezifi- schen Daten aufweist.2. Arrangement for carrying out the method according to claim 1, characterized in that means on the side of the emitter are provided for the formation of radio telegrams which comprise route block section-specific data and associated light signal information, and rail-side radio receivers (12; 12a, 12b) for receiving the radio telegrams; wherein said rail vehicle (11) has Ver ¬ same medium for determining the current light signal information based on a comparison of the streckenblockabschnitts- specific data of the radio telegrams with from the point-shaped train control system for crossing to the rail vehicle (11) transmitted streckenblockabschnittsspezifi- specific data.
3. Anordnung nach Anspruch 2, d a d u r c h g e k e n n z e i c h n e t , dass das punktförmige Zugbeeinflussungssystem fest codierte streckenseitige Koppelspulen (17) und/oder Balisen aufweist, wobei die Festcodierung die streckenblockabschnittsspezifi- schen Daten umfasst.3. Arrangement according to claim 2, characterized in that the punctiform train control system has hard-coded track-side coupling coils (17) and / or balises, the fixed coding comprising the track block section-specific data.
4. Anordnung nach Anspruch 2 oder 3, d a d u r c h g e k e n n z e i c h n e t , dass das Stellwerk (3) über einen Funkkoppelrechner (5; 5.1) mit einem Funkbussystem (7; 7a, 7b) mit längs der Eisenbahnstrecke (1) angeordneten Funksendern (8; 8a, 8b) verbunden ist.4. Arrangement according to claim 2 or 3, characterized in that the interlocking (3) via a radio coupling computer (5; 5.1) with a radio bus system (7; 7a, 7b) along the railway line (1) arranged radio transmitters (8; 8a, 8b ) connected is.
5. Anordnung nach einem der Ansprüche 2 bis 4, d a d u r c h g e k e n n z e i c h n e t , dass die schienenfahrzeugseitigen Vergleichsmittel einen signal- technisch nicht sicheren Funkrechner (13; 13.1) umfassen, der mit einem signaltechnisch sicheren Fahrzeugrechner (14) des punktförmigen Zugbeeinflussungssystems verbunden ist.5. Arrangement according to one of claims 2 to 4, in that a rail vehicle-side comparison means comprise a radio technically non-secure radio computer (13; 13.1) which is connected to a signal-technically safe vehicle computer (14) of the punctiform train control system.
6. Anordnung nach Anspruch 5, d a d u r c h g e k e n n z e i c h n e t , dass der stellwerkseitige Funkkoppelrechner (5,1), das Funkbussys¬ tem (7a, 7b) und der schienenfahrzeugseitige Funkempfänger (12a, 12b) sowie der Funkrechner (13.1) redundant ausgebildet sind.6. Arrangement according to claim 5, characterized in that the Stellwerkseitige radio coupling computer (5.1), the Funkbussys ¬ tem (7a, 7b) and the rail vehicle radio receiver (12a, 12b) and the radio computer (13.1) are redundant.
7. Anordnung nach Anspruch 5 oder 6, d a d u r c h g e k e n n z e i c h n e t , dass der schienenfahrzeugseitige Funkrechner (13,13.1) mit einer Einrichtung für automatisches Fahren ATO - Automatic Tran Operation - verbunden ist. 7. Arrangement according to claim 5 or 6, characterized in that the rail vehicle-side radio computer (13,13.1) is connected to an automatic driving device ATO - Automatic Tran Operation -.
EP08761103A 2007-06-29 2008-06-17 Method and arrangement for the operation of a railroad line Active EP2170673B1 (en)

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DE102007031138A DE102007031138A1 (en) 2007-06-29 2007-06-29 Method and arrangement for operating a railway line
PCT/EP2008/057611 WO2009003837A1 (en) 2007-06-29 2008-06-17 Method and arrangement for the operation of a railroad line

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EP2170673B1 (en) 2011-01-26
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