EP1674370A1 - Vorrichtung zum Schutz von Gleisarbeitern - Google Patents

Vorrichtung zum Schutz von Gleisarbeitern Download PDF

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Publication number
EP1674370A1
EP1674370A1 EP05292630A EP05292630A EP1674370A1 EP 1674370 A1 EP1674370 A1 EP 1674370A1 EP 05292630 A EP05292630 A EP 05292630A EP 05292630 A EP05292630 A EP 05292630A EP 1674370 A1 EP1674370 A1 EP 1674370A1
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EP
European Patent Office
Prior art keywords
control terminal
zone
control
command
terminal
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
EP05292630A
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English (en)
French (fr)
Other versions
EP1674370B1 (de
Inventor
Matthieu Merlin
Dominique Burton
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.)
Alstom Belgium SA
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Alstom Belgium SA
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Publication date
Application filed by Alstom Belgium SA filed Critical Alstom Belgium SA
Publication of EP1674370A1 publication Critical patent/EP1674370A1/de
Application granted granted Critical
Publication of EP1674370B1 publication Critical patent/EP1674370B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route

Definitions

  • intervention zones must be secured, ie the signaling of the rail network and the means of train routing should prevent the trains from accessing the area of intervention.
  • a PLC manages the traffic control devices, such as lights and the position of the switches.
  • traffic control devices such as lights and the position of the switches.
  • one or more control terminals of the PLC are positioned along the intervention zone. These control terminals are commonly called “button boxes”. These are terminals comprising a set of lockable switches and lights that can be completed by a telephone device. These terminals control are arranged along the path and are connected to the controller by a wired network or an optical fiber network.
  • Each button box has at least one switch for controlling the setting of the associated zone.
  • the switch control member is immobilisable in position, for example with a padlock which only the person in charge of the area intervention has the key. Thus, no person can release the area and allow the passage of a train without having the key.
  • padlocks can be installed on the same controller of a switch, so that several people can guarantee security on the zone for their own account.
  • buttons boxes provide effective safety on the work areas. However, they require the presence of a wired or optical communication network along the railways, and in particular in the work zone. In addition, the button boxes must be physically located along the path, possibly with the establishment of a communication network if it is not already present, which considerably increases the cost of interventions on the railway.
  • the purpose of the invention is to propose a rail traffic management facility enabling certain areas of intervention to be made safe, in particular for work that may be of reduced installation and implementation cost, while to provide high security to the track workers in secure areas, avoiding train access.
  • the rail network illustrated in Figure 1 comprises a set of channels communicating with each other via track devices such as switches.
  • two main tracks 12, 14 are connected to each other by connecting sections 16A, 16B, 16C, 16D, each connected to the main tracks 12 and 14 respectively by switches 18A, 18B, 18C, 18D and 20A, 20B, 20C, 20D.
  • the network is associated with a traffic management installation 22 comprising a centralized controller 30 for managing traffic control devices.
  • this automaton is connected, by any appropriate means, in particular a data transmission flair network 30A, to various traffic control devices, such as traffic lights or information panels 31, or path modifiers such as turnouts 18A, 18B, 18C, 18D; 20A, 20B, 20C and 20D.
  • the centralized controller 30 is able to implement the traffic rules defined for traffic management, and in particular to ensure the routing of the trains, and the control of the traffic control organs to ensure this routing.
  • the installation 22 integrates a facility for the protection of workers on the way.
  • the latter comprises at least one control terminal 32 offset along the railway network.
  • This terminal is able to control the safety of an intervention zone by action on the centralized controller 30.
  • the zones are defined beforehand during the design of the railway network and consist of a reduced section of the network.
  • the protection system can be effective even in areas not yet equipped during brief traffic interruptions.
  • This installation 22 further comprises, according to the invention, a unit 34 for managing access to the controller 30 from the control terminal 32.
  • This unit is suitable for authorizing the control of the PLC from the or each control terminal 32.
  • the installation comprises a communication interface 36, composed of a wireless transceiver for example compatible with the GSM standard capable of communicating with each terminal 32 and an ETHERNET communication module through which the interface 36 is connected. to the access management unit 34.
  • Each terminal 32 comprises wireless communication means 38A for providing bidirectional communication between the control terminal 32 and the access management unit 34 through the interface 36.
  • the control terminal 32 consists of a portable device such as a personal digital assistant known by the acronym PDA equipped with a man-machine interface such as a screen 38B and an input keyboard 38C, and storage means and 38D information processing. It is particularly suitable for receiving, from the wireless network, information on the network, requests and reports of operations.
  • PDA personal digital assistant
  • man-machine interface such as a screen 38B and an input keyboard 38C
  • storage means and 38D information processing is particularly suitable for receiving, from the wireless network, information on the network, requests and reports of operations.
  • the installation 22 comprises a central management station 40 comprising man-machine interfaces for controlling the network and means for planning the routes of the trains.
  • This central management station 40 is connected to the controller 30 to directly address commands and receive information representative of the state of the network.
  • FIG. 2 schematically illustrates the speakers with their rights and responsibilities on the installation. Management. These rights are allocated to people as and when they are requested and are not predefined in the installation.
  • Each zone like the entire network, is under the responsibility of a central control operator 60.
  • This operator is based at central management station 40 and is in charge of authorizing or not allowing certain areas of intervention to be secured.
  • a zone owner 62 is in charge of managing one or more emergency zones. It is equipped with a control terminal 32 and can act from it for the areas for which it is responsible. The owner of an area is one of the track workers in the area.
  • the owner of a given area may be the same person who has responsibility for several areas including the area.
  • trackworkers may become responsible for the area and / or certain points in the area while the area has an owner.
  • the managers can then act on the installation, through a control terminal 32 which they are equipped to allow certain operations of movement of trains in the area where they are assigned, while ensuring their safety.
  • a master user or super-user noted 66 has the ability to act on all functions of the installation and thus replace an owner or a zone manager in case of failure thereof.
  • the traffic management facility provides four distinct logical states shown in Figure 3 for each possible area of intervention. These states are managed by the controller 30 and / or by the access management unit 34.
  • each zone is, at every moment, characterized by a state.
  • normal In a first state called normal ("normal"), the zone is not secured and therefore does not allow the access of railway workers.
  • This state corresponds to a normal operating state of the network in which the trains are likely to pass unhindered this zone according to the routing predefined by the controller 30.
  • the state immediately underlying the given state (“given") is the so-called possessed state. This state can be reached on the control of a track worker from his control terminal 32, if the zone was previously in the given state ("given"). The track worker then becomes the owner.
  • a last state underlying the possessed state is the blocked state. This state can be reached and released, under the control of a track worker from his control terminal 32. The track worker then becomes responsible for the area.
  • inhibited states can coexist for the same zone, each state being linked to a manager.
  • the manager can act on certain points, to change their position.
  • the normal (“normal”), given (“given”), and possessed (“possessed”) states are handled by the controller 30 while the "block” state is managed only by the management unit 34.
  • the inhibited state (“block”) can only exist if the possessed state is active for the automaton for the zone considered.
  • the zone can not move from the possessed state to the given state.
  • the state of a zone is defined by a token circulating between the different states, successively from one level to another, knowing that the states are ordered as illustrated in Figure 3 following the normal order ("normal"), given (“given"), possessed ("possessed”) and inhibited (“block”).
  • each switch constituting a traffic control member 18A, 18B, 18C, 18D, 20A, 20B, 20C, 20D is characterized by a clean state that can be "locked” or "unlocked".
  • the traffic control bodies are formed only by switches.
  • Any switching of the network in an "unlocked” state can be switched by direct action on it from a control terminal 32, under certain conditions, if the zone containing this switch is in the blocked inhibited state ("block").
  • a step 100 of opening a session is implemented.
  • an appropriate interface is available on the control terminal 32. From this interface, the user enters his identifier and an authentication means for example a password of its own. II then selects an access management unit 34. This information is transmitted to the selected access management unit.
  • the access management unit 34 In response, if the identifier and the authentication means are correct, the access management unit 34 returns to the control terminal 32 a description of the intervention zones and switches supervised by the access management unit. , and in particular their current states.
  • the track worker informs in step 102 on the control terminal 32 an identifier of the area on which he wishes to apply the command.
  • this identifier is chosen from a menu displayed on the terminal. Alternatively, it is entered by the keyboard or is read directly on a panel physically present on the area, for example using a barcode reader.
  • step 104 a command is chosen from the control terminal, in particular by selection in a menu.
  • the different commands available are detailed below. These commands notably allow a change of state of a zone of intervention, or the actuation of a switch.
  • this command as well as the zone identified in step 102, are transmitted by radio, and in particular by the GSM network, to the interface 36, which echoes this identification of the zone and control at the access control unit 34.
  • step 108 the access management unit 34 determines from the current state of the zone considered, and information provided by the controller 30, whether or not the command can be executed.
  • the order is rejected in step 110 by sending from a rejection message to the control terminal 32.
  • This message is displayed at the step 112 to warn the user of the control terminal 32.
  • step 108 if the command is accepted in step 108, a prior agreement message is sent, in step 114, to the control terminal 32. Likewise, a confirmation request 116 is sent from the unit management 34 to the control terminal 32.
  • This confirmation request corresponds to the request to the user of a new formulation of his order, new formulation which must be performed according to a semantics distinct from that of the first command, all having an identical meaning.
  • step 118 the lane operator enters in the control terminal 32 his confirmed command, which is sent to the management unit 34.
  • a concordance test between the initial command and the confirmed command is made in step 120.
  • steps 110 and 112 are implemented.
  • the command is executed at step 122.
  • step 124 a new description of the network taking into account the application of the command and containing the current state of the points and zones supervised by the access management unit 34 is returned to the control terminal 32.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Professional, Industrial, Or Sporting Protective Garments (AREA)
  • Details Of Aerials (AREA)
  • Socks And Pantyhose (AREA)
  • Protection Of Pipes Against Damage, Friction, And Corrosion (AREA)
  • Superconductors And Manufacturing Methods Therefor (AREA)
  • Details Of Garments (AREA)
  • Alarm Systems (AREA)
EP05292630A 2004-12-21 2005-12-09 Vorrichtung zum Schutz von Gleisarbeitern Active EP1674370B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0413675A FR2879550B1 (fr) 2004-12-21 2004-12-21 Installation de protection des travailleurs en voie

Publications (2)

Publication Number Publication Date
EP1674370A1 true EP1674370A1 (de) 2006-06-28
EP1674370B1 EP1674370B1 (de) 2008-04-16

Family

ID=34953158

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05292630A Active EP1674370B1 (de) 2004-12-21 2005-12-09 Vorrichtung zum Schutz von Gleisarbeitern

Country Status (7)

Country Link
EP (1) EP1674370B1 (de)
AT (1) ATE392349T1 (de)
DE (1) DE602005006081T2 (de)
DK (1) DK1674370T3 (de)
ES (1) ES2304169T3 (de)
FR (1) FR2879550B1 (de)
NO (1) NO331728B1 (de)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101574976B (zh) * 2009-04-28 2011-06-08 济南三鼎电气有限责任公司 一种铁路安全自动防护***及方法
CN102320315A (zh) * 2011-07-05 2012-01-18 辽宁工业大学 基于ZigBee的铁路货车无线报警方法及报警***
WO2013079908A1 (en) * 2011-12-01 2013-06-06 Savory Leslie Railway maintenance management system
NL1040280C2 (nl) * 2013-07-02 2015-01-05 Dual Inventive Holding B V Signaleringssysteem voor het signaleren van een buitendienststelling van een sectie van een railbaan.
EP2990296A1 (de) * 2014-08-27 2016-03-02 Dual Inventive Holding B.V. System zur ausserbetriebnahme eines gleisabschnittes sowie anschlussmittel zum anschluss eines solchen systems an ein zugsicherungssystem des gleises
NL2013825B1 (nl) * 2014-11-18 2016-10-10 Dual Inventive Holding B V Een buitendienststellingssysteem voor het buitendienststellen van een sectie van railbaan, alsmede interfacemiddelen voor het aansluiten van een buitendienststellingssysteem op een treinbeveiligingssysteem van de railbaan.
FR3052732A1 (fr) * 2016-06-15 2017-12-22 Alstom Transp Tech Procede de gestion d'un systeme de securite ferroviaire et systeme de securite ferroviaire mettant en oeuvre un tel procede

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015218965A1 (de) 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Sicherungsverfahren und Sicherungssystem für ein Gleisstreckennetz

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0286627A2 (de) * 1987-04-07 1988-10-12 Alcatel Austria Aktiengesellschaft Einrichtung zum Warnen von Rotten
EP0694463A1 (de) * 1994-07-22 1996-01-31 Stein GmbH Verfahren und Einrichtung zur Warnung von Personen im Gleisbereich
EP1308366A1 (de) * 2001-10-26 2003-05-07 Alcatel Vorrichtung zur Rottenwarnung
WO2005047074A1 (en) * 2003-11-17 2005-05-26 Holland Railconsult B.V. System, method and subsystems for securing a rail system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0286627A2 (de) * 1987-04-07 1988-10-12 Alcatel Austria Aktiengesellschaft Einrichtung zum Warnen von Rotten
EP0694463A1 (de) * 1994-07-22 1996-01-31 Stein GmbH Verfahren und Einrichtung zur Warnung von Personen im Gleisbereich
EP1308366A1 (de) * 2001-10-26 2003-05-07 Alcatel Vorrichtung zur Rottenwarnung
WO2005047074A1 (en) * 2003-11-17 2005-05-26 Holland Railconsult B.V. System, method and subsystems for securing a rail system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
DURINA E ET AL: "AUTOMATISCHES ROTTENWARNSYSTEM FUER DIE NEUBAUSTRECKEN DER DEUTSCHEN BUNDESBAHN", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 82, no. 1 / 2, January 1990 (1990-01-01), pages 20 - 26, XP000244316, ISSN: 0037-4997 *

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101574976B (zh) * 2009-04-28 2011-06-08 济南三鼎电气有限责任公司 一种铁路安全自动防护***及方法
CN102320315A (zh) * 2011-07-05 2012-01-18 辽宁工业大学 基于ZigBee的铁路货车无线报警方法及报警***
WO2013079908A1 (en) * 2011-12-01 2013-06-06 Savory Leslie Railway maintenance management system
NL1040280C2 (nl) * 2013-07-02 2015-01-05 Dual Inventive Holding B V Signaleringssysteem voor het signaleren van een buitendienststelling van een sectie van een railbaan.
EP2821312A1 (de) * 2013-07-02 2015-01-07 Dual Inventive Holding B.V. Signalisierungssystem zur Signalisierung der Außerbetriebnahme eines Abschnitts einer Gleisanlage
EP2990296A1 (de) * 2014-08-27 2016-03-02 Dual Inventive Holding B.V. System zur ausserbetriebnahme eines gleisabschnittes sowie anschlussmittel zum anschluss eines solchen systems an ein zugsicherungssystem des gleises
NL2013825B1 (nl) * 2014-11-18 2016-10-10 Dual Inventive Holding B V Een buitendienststellingssysteem voor het buitendienststellen van een sectie van railbaan, alsmede interfacemiddelen voor het aansluiten van een buitendienststellingssysteem op een treinbeveiligingssysteem van de railbaan.
FR3052732A1 (fr) * 2016-06-15 2017-12-22 Alstom Transp Tech Procede de gestion d'un systeme de securite ferroviaire et systeme de securite ferroviaire mettant en oeuvre un tel procede

Also Published As

Publication number Publication date
DE602005006081D1 (de) 2008-05-29
DK1674370T3 (da) 2008-08-11
FR2879550A1 (fr) 2006-06-23
ATE392349T1 (de) 2008-05-15
ES2304169T3 (es) 2008-09-16
DE602005006081T2 (de) 2009-07-09
EP1674370B1 (de) 2008-04-16
NO20056102L (no) 2006-06-22
FR2879550B1 (fr) 2014-04-11
NO331728B1 (no) 2012-03-12

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