EP1931550B1 - Method for operating a railway line - Google Patents

Method for operating a railway line Download PDF

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Publication number
EP1931550B1
EP1931550B1 EP06793667A EP06793667A EP1931550B1 EP 1931550 B1 EP1931550 B1 EP 1931550B1 EP 06793667 A EP06793667 A EP 06793667A EP 06793667 A EP06793667 A EP 06793667A EP 1931550 B1 EP1931550 B1 EP 1931550B1
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EP
European Patent Office
Prior art keywords
data
locomotive
trains
influencing
invkey1
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Not-in-force
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EP06793667A
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German (de)
French (fr)
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EP1931550A1 (en
Inventor
Olaf Richter
Gunther Wahl
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails
    • B61L23/24—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using token systems, e.g. train staffs, tablets
    • 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
    • B61L3/125—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

Definitions

  • the invention relates to a method for operating a railway line, wherein a Switzerlandleitstelle cooperates with at least one device for point-shaped train control and an arrangement for carrying out the method.
  • the punctiform train control is a widely used method for supporting the Buchleit joses.
  • the Buchleit stricture is used in particular on single-track routes with low traffic to secure the train sequence.
  • a train conductor regulates train and shunting on an assigned Buchleitrange with Wernermeldungen and other messages.
  • the train conductor carries a train logbook, in which the operating state of the Werleittier, ie the telephone license transmitted to the driver are entered for driving on at least a portion of the Buchleitrange.
  • additional facilities for punctiform train control in particular in front of station entrances, can be used.
  • Such a device consists essentially of a track-side electromagnet and a drive-vehicle-side resonant circuit.
  • the resonant circuit is the same when activated electromagnet and crossing, especially with respect to its frequency influenced.
  • the activation or deactivation of the track-side electromagnet takes place from the Switzerlandleitstelle.
  • the electromagnet is activated in the normal position, so that when unauthorized crossing of the drive vehicle-side resonant circuit generates an output signal that is used to control an emergency braking. If the crossing is permitted, the electromagnet is briefly deactivated by the train control station. This procedure sets the Knowledge of the current positions of all on the track locomotives in the Werleitstelle advance.
  • a link is assigned to each route section, which is carried along on the locomotive and handed over to the oncoming locomotive at intersection points, for example by means of a telescopic pole.
  • the punctiform train control can be disabled and thus overrun.
  • the ineffective circuit, d. H. Deactivation ends automatically after a predefined time.
  • the disadvantage of this key variant is in addition to the susceptibility especially the limitation to clocked driving.
  • the invention has for its object to provide a method and an arrangement of the generic type, which allow in a simpler way, a technical support of safe operation on railway lines, especially single-track railroad lines with low load.
  • a track junction box which receives the engine-specific data and forwards to the trackside data carrier and receives the comparison result or after receiving the driveline side data, this comparison result is forwarded both to the means for punctiform train control, as well as the train control center is transferred. In the train control center, this feedback is used to control the scheduled operation of the railway line and track tracking, in particular by visualization on a PC monitor used.
  • the track junction box serves to bundle various functions.
  • a reset of the punctiform train control set to travel into the basic position, namely the blocking function, can be carried out in a simple manner according to claim 3 or claim 7 by a timer.
  • the reset to the basic position of the punctual train control can also be effected via rail contacts, as characterized in claim 4 or claim 8.
  • the reset takes place when the arranged in the direction of travel behind the device for punctiform train control rail contact was run over by the traction unit.
  • the trackside data carrier as part of a surface acoustic wave identification system, such as SOFIS Siemens AG, is formed.
  • the trackside data carrier acts as a data reader, which interacts with a drive-side data storage, which acts as an ID tag.
  • the ID tag the drive-vehicle-side data are permanently stored, the trackside data-reading device takes over this hard-stored data when driving over and compared with the data stored by the Werleitstelle in the data-reading device.
  • the comparison can also be made externally, in particular by a comparison device in the track junction box or in the Switzerlandleitstelle.
  • the data that are transmitted from the Switzerlandleitstelle to the trackside data carrier for security reasons in an inverse data format against the data stored in the drive-vehicle data memory can be generated.
  • FIG. 1 shows a Buchleitstelle 1, which is connected via an ISDN connection with a first transceiver 2.
  • This transmitting / receiving device 2 communicates via GPRS with a second, trackside transmitting / receiving device 3, which is connected to a track junction box 4.
  • the track junction box 4 contains a control device 5 ( FIG. 2 ), which acts on a first connection cable means for punctiform train control 6.
  • the track box 4 also includes a GPRS modem 7 ( FIG. 2 ), which is connected via a second connecting cable with a data reader 8 positioned between the tracks.
  • Each traction unit Tfz is equipped with a data storage 9 designed as an ID tag.
  • the track-side data reading device 8 and the drive-vehicle-side data memory 9 together form a surface wave identification system.
  • FIG. 2 moreover shows a rail contact 10, which is connected via a third connecting cable to the track box 4.
  • the Buchleitstelle 1 generates for each traction vehicle Tfz drive-specific data, invKEY1, invKEY2, which are transmitted via ISDN, Internet and GPRS to the GPRS modem 7 of the siding box 4.
  • These data invKEY1, invKEY2 are compared in a processing unit in the track box 4 with the data KEY1 of the drive-side data memory 9 during the crossing.
  • the device for punctiform train control 6 from the basic position, blocked by the route is switched to the driving position.
  • the punctiform train control 6 is reset after a predetermined time in the normal position. This reset can alternatively or additionally also be effected by the rail contact 10 during its passage through the traction vehicle Tfz.
  • the traction vehicles Tfz can be equipped to increase safety with several similar data storage.
  • the comparison result or the record KEY1 is transmitted via the radio / fixed network connection to the Buchleitstelle 1, whereby a train tracking is supported.
  • FIGS. 3a to 3e illustrate the functional principle of train control.
  • FIG. 3a shows the basic position in which a traction vehicle, which is characterized by the data KEY1, waiting at a breakpoint H for his driving license.
  • this inverse train key invKEY1 is transmitted to the rail terminal box 4, such as FIG. 3b shows.
  • the punctiform train control 6 is returned to the ground state, such as FIG. 3e illustrated.
  • FIGS. 4a to 4f show an example route, run on the two traction vehicles Tfz1 and Tfz2 with the identifiers KEY1 and KEY2.
  • the route is single-track, with four stations Bhf A to Bhf D are provided, of which the station C Bhf C is a crossing station and in station D Bhf D a departure point Awanst is established.
  • the route sections released for a specific locomotive Tfz1 or Tfz2 are shown as widespread lines.
  • the first locomotive Tfz1 is located in the station A Bhf A and the second locomotive Tfz2 in the station D Bhf D.
  • FIG. 4b shows the setting of the driveway for the first traction unit Tfz1.
  • the train conductor sets the track for the traction unit 1 Tfz1 from the station A station A to the station C station C.
  • the key numbers or traction vehicle-specific data for the first traction unit Tfz1, namely invKEY1 are transmitted to the track terminal boxes 4.1 and 4.2 lying in the direction of travel.
  • the locomotive Tfz1 enters the section between station A Bhf A and station B Bhf B. If the data reading device 8.1 passes, the data record KEY1 is read in, sent to the train control center 1 and compared with the stored inverse data record invKEY1. If there is a match, the point-shaped train control 6.1 is deactivated for a defined time. The inverse data invKEY1 is deleted.
  • FIG. 4d shows the entrance of the traction vehicle Tfz1 in the station B Bhf B.
  • the section between station A station A and station B station B is blocked for counter drive.
  • the setting of the travel path for the second traction unit Tfz2 is in Figure 4e shown.
  • the train conductor stops the journey from station D Bhf D to station C Bhf C.
  • the data set KEY2 for the traction vehicle Tfz2 is transmitted to the track junction box 4.3 at the station D Bhf D in the direction of travel.
  • the section between station A Bhf A and station B Bhf B is now free for follow-up trips.
  • FIG. 4f shows the entrance of the first traction vehicle Tfz1 in the station C Bhf C.

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

Abstract

The invention relates to a method and system for operating a railway line, wherein a station control room (1) interacts with at least one device for intermittent automatic train-running control (6). In order to fulfil the safety requirements with lowest possible costs, the vehicle specific data (invKEY1, invKEY2) are transmitted by the station control room (1) to a data carrier which is located on the side of the railway, wherein said data is compared with data (KEY1, KEY2) of a traction vehicle (Tfz, Tfz1, Tzf2) when said traction vehicle (Tfz, Tfz1, Tzf2) overruns the data carrier and the device for intermittent automatic train-running control (6) is adjusted in such a way that the run is authorised when the data are in conformity and, otherwise, generates a danger signal and/or the train automatic stop.

Description

Die Erfindung betrifft ein Verfahren zum Betreiben einer Eisenbahnstrecke, wobei eine Zugleitstelle mit mindestens einer Einrichtung zur punktförmigen Zugbeeinflussung zusammenwirkt sowie eine Anordnung zur Durchführung des Verfahrens.The invention relates to a method for operating a railway line, wherein a Zugleitstelle cooperates with at least one device for point-shaped train control and an arrangement for carrying out the method.

Die punktförmige Zugbeeinflussung ist ein weit verbreitetes Verfahren zur Unterstützung des Zugleitbetriebes. Der Zugleitbetrieb wird insbesondere auf eingleisigen Strecken mit geringem Verkehr zur Sicherung der Zugfolge eingesetzt. Dabei regelt ein Zugleiter Zug- und Rangierfahrten auf einer zugeordneten Zugleitstrecke mit Zuglaufmeldungen und anderen Meldungen. Der Zugleiter führt ein Zugmeldebuch, in das der Betriebszustand der Zugleitstrecke, d. h. die an den Triebfahrzeugführer fernmündlich übermittelten Fahrerlaubnisse zum Befahren mindestens eines Teils der Zugleitstrecke eingetragen werden. Zur Erhöhung der Sicherheit können zusätzlich Einrichtungen zur punktförmigen Zugbeeinflussung, insbesondere vor Bahnhofseinfahrten, eingesetzt werden. Eine derartige Einrichtung besteht im Wesentlichen aus einem gleisseitigen Elektromagneten und einem triebfahrzeugseitigen Schwingkreis. Der Schwingkreis wird bei aktiviertem Elektromagneten und Überfahrt desselben, insbesondere bezüglich seiner Frequenz, beeinflusst. Die Aktivierung oder Deaktivierung des gleisseitigen Elektromagneten erfolgt von der Zugleitstelle aus. Üblicherweise ist der Elektromagnet in der Grundstellung aktiviert, so dass bei nicht autorisierter Überfahrt der triebfahrzeugseitige Schwingkreis ein Ausgangssignal erzeugt, das zur Ansteuerung einer Zwangsbremsung verwendet wird. Bei erlaubter Überfahrt wird der Elektromagnet durch die Zugleitstelle kurzzeitig deaktiviert. Dieses Verfahren setzt die Kenntnis der aktuellen Positionen aller auf der Strecke befindlichen Triebfahrzeuge in der Zugleitstelle voraus.The punctiform train control is a widely used method for supporting the Zugleitbetriebes. The Zugleitbetrieb is used in particular on single-track routes with low traffic to secure the train sequence. Here, a train conductor regulates train and shunting on an assigned Zugleitstrecke with Zuglaufmeldungen and other messages. The train conductor carries a train logbook, in which the operating state of the Zugleitstrecke, ie the telephone license transmitted to the driver are entered for driving on at least a portion of the Zugleitstrecke. To increase safety, additional facilities for punctiform train control, in particular in front of station entrances, can be used. Such a device consists essentially of a track-side electromagnet and a drive-vehicle-side resonant circuit. The resonant circuit is the same when activated electromagnet and crossing, especially with respect to its frequency influenced. The activation or deactivation of the track-side electromagnet takes place from the Zugleitstelle. Usually, the electromagnet is activated in the normal position, so that when unauthorized crossing of the drive vehicle-side resonant circuit generates an output signal that is used to control an emergency braking. If the crossing is permitted, the electromagnet is briefly deactivated by the train control station. This procedure sets the Knowledge of the current positions of all on the track locomotives in the Zugleitstelle advance.

Bei einem anderen Verfahren, dem so genannten Tokenverfahren, wird jedem Streckenabschnitt ein Schlüssel zugeordnet, der auf dem Triebfahrzeug mitgeführt und an Kreuzungsstellen, beispielsweise mittels Teleskopstab, an das entgegenkommende Triebfahrzeug übergeben wird. Nur mit diesem Schlüssel kann die punktförmige Zugbeeinflussung unwirksam geschaltet und damit überfahren werden. Die Unwirksamschaltung, d. h. Deaktivierung, endet nach einer vordefinierten Zeit selbstständig. Nachteilig bei dieser Schlüsselvariante ist neben der Störanfälligkeit vor allem die Beschränkung auf getakteten Fahrbetrieb.In another method, the so-called token method, a link is assigned to each route section, which is carried along on the locomotive and handed over to the oncoming locomotive at intersection points, for example by means of a telescopic pole. Only with this key, the punctiform train control can be disabled and thus overrun. The ineffective circuit, d. H. Deactivation ends automatically after a predefined time. The disadvantage of this key variant is in addition to the susceptibility especially the limitation to clocked driving.

Dokument EP0836978 A1 beschreibt ein Verfahren zur Gleisüberwachung, wobei die Daten eines streckenseitigen Achsenzähler mit der von Fahrzeug gesendeten Kennungsdaten in der Zugleitstelle verglichen werden.document EP0836978 A1 describes a method for track monitoring, wherein the data of a track-side axle counter are compared with the identification data sent by the vehicle in the train control center.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren und eine Anordnung der gattungsgemäßen Art anzugeben, welche auf einfachere Weise eine technische Unterstützung des sicheren Betriebes auf Eisenbahnstrecken, insbesondere eingleisigen Eisenbahnstrecken mit schwacher Belastung, gestatten.The invention has for its object to provide a method and an arrangement of the generic type, which allow in a simpler way, a technical support of safe operation on railway lines, especially single-track railroad lines with low load.

Die Aufgabe wird mit den kennzeichnenden Merkmalen des Anspruchs 1 bzw. des Anspruchs 5 gelöst. Durch die Zwischenschaltung eines streckenseitigen Datenträgers, der durch die Zugleitstelle mit triebfahrzeugspezifischen Daten geladen wird, entfällt das unflexible Schlüsselübergabe- oder Tokenverfahren. Stattdessen werden entsprechend der Projektierung in der Zugleitstelle die Daten, beispielsweise in Form einer Triebfahrzeugnummer, des nach der Projektierung geplanten Triebfahrzeuges an den auf dem entsprechenden Streckenabschnitt befindlichen Datenträger übermittelt. Bei der Überfahrt des Datenträgers werden die tatsächlichen Daten des Triebfahrzeugs mit den in dem streckenseitigen Datenträger gespeicherten Daten verglichen, wobei nur bei Gleichheit der Daten eine zugeordnete punktförmige Zugbeeinflussung auf Fahrtfreigabe gestellt, d. h. deaktiviert wird. Bei Nichtübereinstimmung der Daten wird das Vergleichsergebnis dazu genutzt, die punktförmige Zugbeeinflussung in ihrer Grundstellung zu belassen, wodurch eine Gefahrensignalisierung, insbesondere an den Triebfahrzeugführer und/oder an die Zugleitstelle, und/oder eine Zwangsbremsung ausgelöst wird.The object is achieved with the characterizing features of claim 1 and of claim 5. Through the interposition of a track-side data carrier, which is loaded by the Zugleitstelle with traction vehicle-specific data, eliminates the inflexible Schlüsselübergabe- or token method. Instead, according to the project planning in the Zugleitstelle the data, for example in the form of a train vehicle number, the projected after the planned traction vehicle to the data carrier located on the corresponding section transmitted. During the crossing of the data carrier, the actual data of the traction vehicle are compared with the data stored in the track-side data carrier, wherein only in case of equality of Data an associated punctiform train control is set to ride release, ie disabled. If the data does not match, the result of the comparison is used to leave the punctual train control in its basic position, whereby a danger signal, in particular to the driver and / or the Zugleitstelle, and / or an emergency braking is triggered.

Gemäß Anspruch 2 bzw. 6 ist ein Gleisanschlusskasten vorgesehen, der die triebfahrzeugspezifischen Daten empfängt und an den streckenseitigen Datenträger weiterleitet und das Vergleichsergebnis empfängt oder nach Empfang der triebfahrzeugseitigen Daten ermittelt, wobei dieses Vergleichsergebnis sowohl an die Einrichtung zur punktförmigen Zugbeeinflussung weitergeleitet wird, als auch an die Zugleitzentrale übertragen wird. In der Zugleitzentrale wird diese Rückmeldung zur Kontrolle des planmäßigen Betriebes der Eisenbahnstrecke und zur Zuglaufverfolgung, insbesondere durch Visualisierung auf einem PC-Monitor, verwendet. Der Gleisanschlusskasten dient quasi zur Bündelung verschiedener Funktionen.According to claim 2 or 6, a track junction box is provided which receives the engine-specific data and forwards to the trackside data carrier and receives the comparison result or after receiving the driveline side data, this comparison result is forwarded both to the means for punctiform train control, as well as the train control center is transferred. In the train control center, this feedback is used to control the scheduled operation of the railway line and track tracking, in particular by visualization on a PC monitor used. The track junction box serves to bundle various functions.

Es ist aber auch möglich, die triebfahrzeugseitigen Daten über den Gleisanschlusskasten an die Zugleitstelle zu übertragen, welche den Vergleich der triebfahrzeugspezifischen mit den tatsächlichen Daten des Triebfahrzeugs durchführt. Das Vergleichsergebnis wird bei dieser Variante anschließend an den Gleisanschlusskasten übertragen, der die punktförmige Zugbeeinflussung entsprechend ansteuert.However, it is also possible to transmit the traction vehicle-side data via the track junction box to the train control center, which performs the comparison of the traction vehicle-specific with the actual data of the traction vehicle. In this variant, the result of the comparison is subsequently transmitted to the track junction box, which controls the point-shaped train control accordingly.

Eine Rücksetzung der auf Fahrt gestellten punktförmigen Zugbeeinflussung in die Grundstellung, nämlich die Sperrfunktion, kann auf einfache Weise gemäß Anspruch 3 bzw. Anspruch 7 durch eine Zeitschaltuhr erfolgen.A reset of the punctiform train control set to travel into the basic position, namely the blocking function, can be carried out in a simple manner according to claim 3 or claim 7 by a timer.

Zusätzlich oder alternativ kann die Rücksetzung in die Grundstellung der punktförmigen Zugbeeinflussung auch über Schienenkontakte bewirkt werden, wie in Anspruch 4 bzw. Anspruch 8 gekennzeichnet. Bei dieser Variante erfolgt die Rücksetzung, wenn der in Fahrtrichtung hinter der Einrichtung zur punktförmigen Zugbeeinflussung angeordnete Schienenkontakt von dem Triebfahrzeug überfahren wurde.Additionally or alternatively, the reset to the basic position of the punctual train control can also be effected via rail contacts, as characterized in claim 4 or claim 8. In this variant, the reset takes place when the arranged in the direction of travel behind the device for punctiform train control rail contact was run over by the traction unit.

Vorzugsweise ist der streckenseitige Datenträger gemäß Anspruch 9 als Bestandteil eines Oberflächenwellen-Identifikationssystems, beispielsweise SOFIS der Siemens AG, ausgebildet. Dabei fungiert der streckenseitige Datenträger als Daten-Lesegerät, das mit einem triebfahrzeugseitigen Datenspeicher, der als ID-Tag fungiert, zusammenwirkt. In den ID-Tag sind die triebfahrzeugseitigen Daten fest eingespeichert, wobei das streckenseitige Daten-Lesegerät diese fest eingespeicherten Daten beim Überfahren übernimmt und mit den durch die Zugleitstelle in das Daten-Lesegerät eingespeicherten Daten vergleicht. Der Vergleich kann aber auch extern, insbesondere durch eine Vergleichseinrichtung im Gleisanschlusskasten oder in der Zugleitstelle erfolgen. Außerdem können die Daten, die von der Zugleitstelle an den streckenseitigen Datenträger übertragen werden, aus Sicherheitsgründen in ein inverses Datenformat gegenüber den im triebfahrzeugseitigen Datenspeicher gespeicherten Daten erzeugt werden.Preferably, the trackside data carrier according to claim 9 as part of a surface acoustic wave identification system, such as SOFIS Siemens AG, is formed. In this case, the trackside data carrier acts as a data reader, which interacts with a drive-side data storage, which acts as an ID tag. In the ID tag, the drive-vehicle-side data are permanently stored, the trackside data-reading device takes over this hard-stored data when driving over and compared with the data stored by the Zugleitstelle in the data-reading device. The comparison can also be made externally, in particular by a comparison device in the track junction box or in the Zugleitstelle. In addition, the data that are transmitted from the Zugleitstelle to the trackside data carrier, for security reasons in an inverse data format against the data stored in the drive-vehicle data memory can be generated.

Die Erfindung wird nachfolgend anhand figürlicher Darstellungen näher beschrieben. Es zeigen:

Die Figuren 1 und 2
die wesentlichen Komponenten einer Anordnung zum Betreiben einer eingleisigen Eisenbahnstrecke,
die Figuren 3a bis 3e
den Ablauf der Zugbeeinflussung und
die Figuren 4a bis 4f
ein Beispiel anhand einer vorgegebenen Streckentopologie.
The invention will be described in more detail below with reference to figurative representations. Show it:
Figures 1 and 2
the essential components of an arrangement for operating a single-track railway line,
FIGS. 3a to 3e
the course of train control and
FIGS. 4a to 4f
an example based on a given route topology.

Figur 1 zeigt eine Zugleitstelle 1, die über eine ISDN-Verbindung mit einer ersten Sende/Empfangs-Einrichtung 2 verbunden ist. Diese Sende/Empfangs-Einrichtung 2 kommuniziert via GPRS mit einer zweiten, streckenseitigen Sende/EmpfangsEinrichtung 3, welche mit einem Gleisanschlusskasten 4 verbunden ist. Der Gleisanschlusskasten 4 enthält eine Steuereinrichtung 5 (Figur 2), die über ein erstes Verbindungskabel eine Einrichtung zur punktförmigen Zugbeeinflussung 6 beaufschlagt. Der Gleisanschlusskasten 4 beinhaltet außerdem ein GPRS-Modem 7 (Figur 2), das über ein zweites Verbindungskabel mit einem zwischen den Gleisen positionierten Daten-Lesegerät 8 verbunden ist. Jedes Triebfahrzeug Tfz ist mit einem als ID-Tag ausgebildeten Datenspeicher 9 ausgestattet. Das streckenseitige Daten-Lesegerät 8 und der triebfahrzeugseitige Datenspeicher 9 bilden zusammen ein Oberflächenwellen-Identifikationssystem. FIG. 1 shows a Zugleitstelle 1, which is connected via an ISDN connection with a first transceiver 2. This transmitting / receiving device 2 communicates via GPRS with a second, trackside transmitting / receiving device 3, which is connected to a track junction box 4. The track junction box 4 contains a control device 5 ( FIG. 2 ), which acts on a first connection cable means for punctiform train control 6. The track box 4 also includes a GPRS modem 7 ( FIG. 2 ), which is connected via a second connecting cable with a data reader 8 positioned between the tracks. Each traction unit Tfz is equipped with a data storage 9 designed as an ID tag. The track-side data reading device 8 and the drive-vehicle-side data memory 9 together form a surface wave identification system.

Figur 2 zeigt darüber hinaus einen Schienenkontakt 10, der über ein drittes Verbindungskabel mit dem Gleisanschlusskasten 4 verbunden ist. Die Zugleitstelle 1 erzeugt für jedes Triebfahrzeug Tfz triebfahrzeugspezifische Daten, invKEY1, invKEY2, die via ISDN, Internet und GPRS an das GPRS-Modem 7 des Gleisanschlusskastens 4 übertragen werden. Diese Daten invKEY1, invKEY2 werden in einer Verarbeitungseinheit im Gleisanschlusskasten 4 mit den Daten KEY1 des triebfahrzeugseitigen Datenspeichers 9 bei der Überfahrt verglichen. Wenn der fahrzeugseitige Datenspeicher 9 die inversen Daten KEY1 zu den durch die Zugleitstelle 1 übertragenen Daten invKEY1 beinhaltet, wird über die Steuereinrichtung 5 des Gleisanschlusskastens 4 die Einrichtung zur punktförmigen Zugbeeinflussung 6 von der Grundstellung, durch die die Strecke gesperrt wird, in die Fahrtstellung umgeschaltet. Über eine Zeitschaltuhr 11 im Gleisanschlusskasten 4 wird die punktförmige Zugbeeinflussung 6 nach Ablauf einer vorgegebenen Zeit in die Grundstellung zurückgesetzt. Dieses Zurücksetzen kann alternativ oder zusätzlich auch durch den Schienenkontakt 10 bei dessen Überfahrt durch das Triebfahrzeug Tfz erfolgen. FIG. 2 moreover shows a rail contact 10, which is connected via a third connecting cable to the track box 4. The Zugleitstelle 1 generates for each traction vehicle Tfz drive-specific data, invKEY1, invKEY2, which are transmitted via ISDN, Internet and GPRS to the GPRS modem 7 of the siding box 4. These data invKEY1, invKEY2 are compared in a processing unit in the track box 4 with the data KEY1 of the drive-side data memory 9 during the crossing. If the vehicle-side data memory 9 includes the inverse data KEY1 to the data transmitted by the Zugleitstelle 1 data invKEY1, via the control device 5 of the rail junction box 4, the device for punctiform train control 6 from the basic position, blocked by the route is switched to the driving position. About a timer 11 in the track box 4, the punctiform train control 6 is reset after a predetermined time in the normal position. This reset can alternatively or additionally also be effected by the rail contact 10 during its passage through the traction vehicle Tfz.

Die Triebfahrzeuge Tfz können zur Erhöhung der Sicherheit auch mit mehreren gleichartigen Datenspeichern ausgestattet sein.The traction vehicles Tfz can be equipped to increase safety with several similar data storage.

Das Vergleichsergebnis oder der Datensatz KEY1 wird über die Funk/Festnetz-Verbindung an die Zugleitstelle 1 übertragen, wodurch eine Zuglaufverfolgung unterstützt wird.The comparison result or the record KEY1 is transmitted via the radio / fixed network connection to the Zugleitstelle 1, whereby a train tracking is supported.

Die Figuren 3a bis 3e veranschaulichen das Funktionsprinzip der Zugbeeinflussung.The FIGS. 3a to 3e illustrate the functional principle of train control.

Figur 3a zeigt die Grundstellung, in der ein Triebfahrzeug, das durch die Daten KEY1 gekennzeichnet ist, an einem Haltepunkt H auf seine Fahrerlaubnis wartet. FIG. 3a shows the basic position in which a traction vehicle, which is characterized by the data KEY1, waiting at a breakpoint H for his driving license.

Durch Eingabe der zugspezifischen Daten invKEY1 in der Zugleitstelle 1 wird dieser inverse Zugschlüssel invKEY1 an den Gleisanschlusskasten 4 übermittelt, wie Figur 3b zeigt.By inputting the train-specific data invKEY1 in the train control center 1, this inverse train key invKEY1 is transmitted to the rail terminal box 4, such as FIG. 3b shows.

Nachdem das Triebfahrzeug die Fahrerlaubnis erhalten und den Haltepunkt H verlassen hat, erfolgt bei Überfahrt des streckenseitigen Daten-Lesegerätes 8 der Vergleich der Daten KEY1 und invKEY1 und die Übertragung des Vergleichsergebnisses an die Einrichtung zur punktförmigen Zugbeeinflussung (Figur 3c).After the traction vehicle has received the driving permission and has left the stopping point H, when crossing the track-side data reading device 8, the comparison of the data KEY1 and invKEY1 and the transmission of the comparison result to the device for point-shaped train control ( Figure 3c ).

Wie Figur 3d zeigt, wird bei Übereinstimmung der Daten invKEY1-KEY1=0 die punktförmige Zugbeeinflussung 6 mittels Zeitschaltuhr 11 für eine definierte Zeit deaktiviert und die Daten invKEY1 werden durch die Steuereinrichtung 5 gelöscht.As 3d figure shows, when coincidence of the data invKEY1-KEY1 = 0, the punctiform train control 6 is deactivated by means of timer 11 for a defined time and the data invKEY1 are deleted by the control device 5.

Nach Ablauf dieser definierten Zeit oder Überfahrt über den Schienenkontakt 10 wird die punktförmige Zugbeeinflussung 6 in den Grundzustand zurückgestellt, wie Figur 3e veranschaulicht.After expiration of this defined time or crossing the rail contact 10, the punctiform train control 6 is returned to the ground state, such as FIG. 3e illustrated.

Die Figuren 4a bis 4f zeigen eine Beispielstrecke, auf der zwei Triebfahrzeuge Tfz1 und Tfz2 mit den Kennungen KEY1 und KEY2 verkehren. Die Strecke ist eingleisig, wobei vier Bahnhöfe Bhf A bis Bhf D vorgesehen sind, von denen der Bahnhof C Bhf C ein Kreuzungsbahnhof ist und in Bahnhof D Bhf D eine Ausweichanschlussstelle Awanst eingerichtet ist. Die für ein bestimmtes Triebfahrzeug Tfz1 oder Tfz2 freigegebenen Streckenabschnitte sind dabei als verbreitete Striche dargestellt.The FIGS. 4a to 4f show an example route, run on the two traction vehicles Tfz1 and Tfz2 with the identifiers KEY1 and KEY2. The route is single-track, with four stations Bhf A to Bhf D are provided, of which the station C Bhf C is a crossing station and in station D Bhf D a departure point Awanst is established. The route sections released for a specific locomotive Tfz1 or Tfz2 are shown as widespread lines.

Gemäß Figur 4a befindet sich das erste Triebfahrzeug Tfz1 im Bahnhof A Bhf A und das zweite Triebfahrzeug Tfz2 im Bahnhof D Bhf D.According to FIG. 4a The first locomotive Tfz1 is located in the station A Bhf A and the second locomotive Tfz2 in the station D Bhf D.

Figur 4b zeigt das Einstellen des Fahrweges für das erste Triebfahrzeug Tfz1. Der Zugleiter stellt den Fahrweg für das Triebfahrzeug 1 Tfz1 vom Bahnhof A Bhf A zum Bahnhof C Bhf C ein. Die Schlüsselnummern bzw. triebfahrzeugspezifischen Daten für das erste Triebfahrzeug Tfz1, nämlich invKEY1, werden an die in Fahrtrichtung liegenden Gleisanschlusskästen 4.1 und 4.2 übertragen. FIG. 4b shows the setting of the driveway for the first traction unit Tfz1. The train conductor sets the track for the traction unit 1 Tfz1 from the station A station A to the station C station C. The key numbers or traction vehicle-specific data for the first traction unit Tfz1, namely invKEY1, are transmitted to the track terminal boxes 4.1 and 4.2 lying in the direction of travel.

Anschließend erfolgt der fernmündliche Fahrauftrag an das Triebfahrzeug Tzf1, wie Figur 4c veranschaulicht. Das Triebfahrzeug Tfz1 fährt in den Streckenabschnitt zwischen Bahnhof A Bhf A und Bahnhof B Bhf B ein. Bei Überfahrung des Daten-Lesegerätes 8.1 wird der Datensatz KEY1 eingelesen, zur Zugleitstelle 1 gesendet und mit dem hinterlegten inversen Datensatz invKEY1 verglichen. Bei Übereinstimmung wird die punktförmige Zugbeeinflussung 6.1 für eine definierte Zeit unwirksam geschaltet. Die inversen Daten invKEY1 werden gelöscht.Subsequently, the Fernmündliche driving order to the locomotive Tzf1, such as Figure 4c illustrated. The locomotive Tfz1 enters the section between station A Bhf A and station B Bhf B. If the data reading device 8.1 passes, the data record KEY1 is read in, sent to the train control center 1 and compared with the stored inverse data record invKEY1. If there is a match, the point-shaped train control 6.1 is deactivated for a defined time. The inverse data invKEY1 is deleted.

Figur 4d zeigt die Einfahrt des Triebfahrzeuges Tfz1 in den Bahnhof B Bhf B. Der Streckenabschnitt zwischen Bahnhof A Bhf A und Bahnhof B Bhf B ist für Gegenfahrt gesperrt. FIG. 4d shows the entrance of the traction vehicle Tfz1 in the station B Bhf B. The section between station A station A and station B station B is blocked for counter drive.

Die Einstellung des Fahrweges für das zweite Triebfahrzeug Tfz2 ist in Figur 4e dargestellt. Der Zugleiter stellt die Fahrtstrecke von Bahnhof D Bhf D nach Bahnhof C Bhf C ein. Der Datensatz KEY2 für das Triebfahrzeug Tfz2 wird an den Gleisanschlusskasten 4.3 am Bahnhof D Bhf D in Fahrtrichtung übertragen. Der Streckenabschnitt zwischen Bahnhof A Bhf A und Bahnhof B Bhf B ist inzwischen für Folgefahrten frei.The setting of the travel path for the second traction unit Tfz2 is in Figure 4e shown. The train conductor stops the journey from station D Bhf D to station C Bhf C. The data set KEY2 for the traction vehicle Tfz2 is transmitted to the track junction box 4.3 at the station D Bhf D in the direction of travel. The section between station A Bhf A and station B Bhf B is now free for follow-up trips.

Figur 4f zeigt die Einfahrt des ersten Triebfahrzeuges Tfz1 in den Bahnhof C Bhf C. Damit ist der Streckenabschnitt zwischen Bahnhof B Bhf B und Bahnhof C Bhf C für Gegenfahrt frei, so dass das zweite Triebfahrzeug Tfz2 nach Erhalt des mündlichen Fahrbefehls den Bahnhof C Bhf C in Richtung Bahnhof A Bhf A verlassen kann. FIG. 4f shows the entrance of the first traction vehicle Tfz1 in the station C Bhf C. Thus, the section between station B Bhf B and station C Bhf C for counter drive free, so that the second traction unit Tfz2 after receiving the verbal driving order the station C Bhf C in the direction Station A Bhf A can leave.

Claims (9)

  1. Method for operation of a railway track section, wherein a signal box (1) interacts with at least one device (6) for influencing trains at a point,
    characterized in that
    the signal box (1) transmits locomotive-specific data (invKEY1, invKEY2) to a trackside data storage medium, wherein, when a locomotive (Tfz, Tfz1, Tfz2) travels over the data storage medium, the data is compared with the data (KEY1, KEY2) of this locomotive (Tfz1, Tfz2) and the device (6) for influencing trains at a point is operated such that the movement is allowed if the data matches, and a danger signal and/or forced braking are/is otherwise initiated.
  2. Method according to Claim 1,
    characterized in that
    the signal box (1) transmits the locomotive-specific data (invKEY1, invKEY2) to a track connecting box (4, 4.1, 4.2, 4.3) via a landline network and/or radio network, which track connecting box (4, 4.1, 4.2, 4.3) relays the data (invKEY1, invKEY2) to the trackside data storage medium, receives the comparison result or determines it after reception of the locomotive-side data, operates the device (6) for influencing trains at a point, and transmits the comparison result to the signal box (1).
  3. Method according to one of the preceding claims,
    characterized in that
    the movement clearance is ended after a specific time period has elapsed.
  4. Method according to one of the preceding claims,
    characterized in that
    the movement clearance is ended when the locomotive (Tfz, Tfz1, Tfz2) has moved over a rail contact (10) which is arranged, in the direction of the movement, behind the device (6) for influencing trains at a point.
  5. Arrangement for carrying out the method according to one of the preceding claims,
    characterized in that
    the signal box (1) has a transmitting/receiving device (2) for transmission of locomotive-specific data (invKEY1, invKEY2) to a trackside data storage medium, in that means are provided for comparison of the transmitted data with the locomotive-side data (KEY1, KEY2), and in that the comparison result is supplied as an operating signal to the device (6) for influencing trains at a point.
  6. Arrangement according to Claim 5,
    characterized in that
    a track connecting box (4, 4.1, 4.2, 4.3) is provided, which has a transmitting/receiving device (3) for receiving the locomotive-specific data (invKEY1, invKEY2), and has a control device (5) for operating the device (6) for influencing trains at a point, and is connected to the trackside data storage medium for relaying of the locomotive-specific data (invKEY1, invKEY2) and for receiving the comparison result or the locomotive-side data (KEY1, KEY2), wherein the comparison result or the locomotive-side data (KEY1, KEY2) is/are transmitted to the signal box (1) by means of the transmitting/receiving device (3)
  7. Arrangement according to Claim 6,
    characterized in that
    the control device (5) is connected to a switching timer (11) in order to allow the device (6) for influencing trains at a point to end a movement clearance.
  8. Arrangement according to one of Claims 6 or 7,
    characterized in that
    the control device (5) is connected to a rail contact (10) in order to allow the device (6) for influencing trains at a point to end a movement clearance on moving over the rail contact (10).
  9. Arrangement according to one of Claims 5 to 8,
    characterized in that
    the trackside data storage medium is in the form of a data reading device (8), and a locomotive-side data memory (9) is in the form of an ID tag based on a surface acoustic wave identification system, wherein the locomotive-side data (KEY1, KEY2) is stored in the ID tag.
EP06793667A 2005-09-27 2006-09-20 Method for operating a railway line Not-in-force EP1931550B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005047700A DE102005047700B4 (en) 2005-09-27 2005-09-27 Method for operating a railway line
PCT/EP2006/066537 WO2007036468A1 (en) 2005-09-27 2006-09-20 Method for operating a railway line

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EP1931550A1 EP1931550A1 (en) 2008-06-18
EP1931550B1 true EP1931550B1 (en) 2009-12-30

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AT (1) ATE453554T1 (en)
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CN110626393B (en) * 2019-09-30 2021-11-30 中铁第四勘察设计院集团有限公司 Processing method for improving precautionary capability of CTCS-3 level train control system

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CN102756746A (en) * 2012-07-30 2012-10-31 合肥安迅铁道应用技术有限公司 Shunting turnout crushing prevention automatic control device and turnout crushing prevention locomotive automatic stop system
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ATE453554T1 (en) 2010-01-15
DE102005047700A1 (en) 2007-04-19
DE102005047700B4 (en) 2007-10-18
WO2007036468A1 (en) 2007-04-05
EP1931550A1 (en) 2008-06-18

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