EP3612429B1 - Method for operating a railway and interlocking for such a railway - Google Patents

Method for operating a railway and interlocking for such a railway Download PDF

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Publication number
EP3612429B1
EP3612429B1 EP18716947.9A EP18716947A EP3612429B1 EP 3612429 B1 EP3612429 B1 EP 3612429B1 EP 18716947 A EP18716947 A EP 18716947A EP 3612429 B1 EP3612429 B1 EP 3612429B1
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EP
European Patent Office
Prior art keywords
fefs
alternative route
track
notional
route
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EP18716947.9A
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German (de)
French (fr)
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EP3612429A1 (en
Inventor
Norbert Geduhn
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3612429A1 publication Critical patent/EP3612429A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits

Definitions

  • the invention relates to a method for operating a track system, in which case real routes of the track system are released or blocked for travel individually depending on status reports that are transmitted from trackside devices to an interlocking. Such methods are generally known in the field of railway technology.
  • the document EP 0739802 A2 discloses a system for monitoring the track occupancy, which uses a redundant processing system, which uses a series of axle counting points along the monitored route section for counting the number of incoming and outgoing train axles and for issuing a track occupancy signal for signaling and / or switch switching. If one of the axle counting points fails, the neighboring intact axle counting points are used as the entry and exit point of a virtual route section. A change in the occupancy status of the virtual route section is displayed as a change in the occupancy status of the latter route section.
  • the document DE 10 2011 081477 A1 relates, inter alia, to a method for monitoring the functionality of an interlocking computer that executes a control program for controlling railroad components of a real railroad system, the control program evaluating signal signals from the railroad components of the real railroad system and generating control signals for the railroad components to be controlled in the real railroad system.
  • the control program controls an extended railway system, which comprises the railway components of the real railway system and additionally at least one virtual railway component, with message signals from the at least one virtual railway component in the signal box computer are entered, the control program processes the message signals as part of the control of the extended railway system, the output signals generated on the output side by the interlocking computer are checked for correctness on the basis of the message signals, and an error signal is generated if the control program delivers incorrect output signals and / or output signals late.
  • a method is provided with which track sections that have been reported as occupied due to an incorrect count can be automatically brought into their starting position without directly comparing the number of axles of the vehicles entering and exiting.
  • a virtual track section is assigned to each metering point to be masked. This virtual track section spans this metering point and at least both connected track sections.
  • the starting position of a track section, which was reported as occupied due to an incorrect count, depends solely on the indication that at least one of the virtual track sections spans it. This display takes place via counting axes.
  • document JP 2016 097936 A discloses a method for taking into account virtual track sections which flexibly processes anomalies in a station so that a combined treatment can be carried out over several stations in a track section of a route network. This is done in response to an abnormality and to detect the state of the train on the virtual track section.
  • the invention is based on the object of specifying a method for operating a track system which enables the track system to continue to be operated even in the event of malfunctions.
  • At least one fictitious substitute route is defined, which is composed of two or more real routes, and when there is an actuating command to activate the substitute route, the fictitious substitute route is released for travel, even if one or more of the fictitious substitute route forms real routes is blocked due to a failure of one or more of the trackside facilities and / or due to the non-availability of status messages that allow the release.
  • a significant advantage of the method according to the invention is that it enables the continued use of real routes of the track system, even if the status reports actually required for this are not available or other status reports have been received.
  • the inventive provision of a fictitious substitute route which can be activated when the control command is present, allows the track system to continue to be operated using real routes that are classified as not passable during normal operation of the interlocking.
  • the method according to the invention enables the track system to be operational, even if one or more trackside devices have failed or are working incorrectly.
  • the fictitious substitute route is released in that a vehicle intended to drive over the fictitious substitute route before, during or after entering the first real route of the fictitious substitute route is notified as the next line-side signaling device to be observed that is the one that is sent after the end of the fictitious Replacement route follows.
  • the vehicle provided for driving the fictitious substitute route is informed before, during or after entering the first real route of the fictitious substitute route that other signal devices located in front of the next line-side signal device to be observed are to be ignored.
  • the control command for activating the substitute route can be generated externally if an external check of the track system shows that despite the absence of status reports or despite different status reports from one or some of the trackside facilities, all real routes that form the fictitious substitute route are actually passable.
  • control command for activating the substitute route is generated if a plausibility check of the status reports from the trackside facilities shows that, despite the absence of status reports or despite different status reports from one or some of the trackside facilities, all real routes that the fictitious Form substitute route, are passable.
  • the plausibility check is preferably carried out internally or by the signal box.
  • a reduced speed is specified for the fictitious replacement route permanently or at least for the first vehicle entering the replacement route after it has been activated.
  • the fictitious replacement route is preferably only activated after the switch end position has been manually fixed by means of a clamp or clamp.
  • Signaling devices that belong to the fictitious replacement route indicate travel clearances and entry bans, preferably each stating the respective real route or the respective fictitious replacement route to which the respective travel clearance or entry ban relates. This procedure makes it possible in an advantageous manner to block real routes and to release fictitious substitute routes.
  • the signaling devices can be formed, for example, by balises arranged in the track, which transmit information such as travel clearances or entry bans by electromagnetic means.
  • the invention also relates to a signal box according to claim 11.
  • the interlocking has a plausibility check module that evaluates status reports from the trackside facilities and outputs a passability signal for the fictitious substitute route, when the status reports of some of the trackside facilities for the fictitious substitute route indicate that all real routes that make up the fictitious substitute route are in fact form, are passable and any different status reports from other trackside facilities are to be regarded as incorrect.
  • the interlocking has a control signal input for inputting an external control command for activating the substitute route.
  • the Figure 1 shows a track system 10 which is managed or controlled by an interlocking 20.
  • the track system 10 comprises a large number of real routes RFS1 to RFS7, which in the exemplary embodiment according to FIG Figure 1 S1 to S7 are separated from one another by signal devices, hereinafter referred to as signals for short.
  • the signals can be formed, for example, by balises arranged in the track, which transmit information such as travel clearances or entry bans by electromagnetic means.
  • the information is preferably transmitted with the specification of the respectively assigned route to which the information relates, be it a real existing and / or a fictitious route.
  • the track system 10 also has a large number of trackside devices that each transmit status reports to the signal box 20. Of the trackside facilities of the track system 10 are in Figure 1 only a few are shown for reasons of clarity. Two of the trackside devices are formed by axle counting devices AZ1 and AZ2, which can each transmit an axle count to the interlocking 20 as status reports. The axle counting devices AZ1 and AZ2 can jointly form a track vacancy reporting device GFM1, which in turn generates a status report indicating that the assigned track section RFS1 is occupied or that the assigned track section RFS1 is vacant.
  • GFM1 track vacancy reporting device
  • Another track-side device of the track system 10 is formed by an axle counting device AZn, which in the illustration according to FIG Figure 1 is arranged at the right end of the track system 10 immediately in front of the signal S7 and as a status message can transmit an axle count to the signal box 20.
  • an axle counting device AZn which in the illustration according to FIG Figure 1 is arranged at the right end of the track system 10 immediately in front of the signal S7 and as a status message can transmit an axle count to the signal box 20.
  • Two more of the trackside facilities of the track system 10 are formed by two switches W1 and W2, which each display their switch end position as a status message and thus enable the interlocking 20 to verify the correct operation of the respective switch and to switch the switches to the desired end position.
  • the real routes RFS1 to RFS7, the signals S1 to S7 and all trackside devices are stored in a memory of the interlocking 20, so that the received status reports can be evaluated and the track system 10 can be controlled by the interlocking 20.
  • a fictitious substitute route FEFS is stored or stored in the interlocking 20, which does not actually exist, but is merely implemented fictitiously in the interlocking 20. Since the fictitious replacement route FEFS does not exist, driving on the replacement route FEFS can only take place by driving on the routes that actually actually exist in the track system 10.
  • the fictitious replacement route FEFS is formed in the event of activation or release by the four real routes RFS1, RFS2, RFS4 and RFS6.
  • the interlocking 20 will only access the real routes RFS1 to RFS7 and handle the driving operation on the basis of the real routes.
  • the interlocking 20 will take into account the status reports of the trackside devices, for example the counter readings of the axle counting devices AZ1, AZ2 and AZn as well as the switch end positions reported by the two switches W1 and W2, as is already known from the prior art.
  • the interlocking 20 When presented in accordance with Figure 1 For example, for a vehicle 30 traveling from left to right that would enter track system 10 at signal S1 and leave track system 10 at signal S7, the interlocking 20 would set or release the real routes RFS1, RFS2, RFS4 and RFS6.
  • the signal box 20 can fictitiously bypass the route RFS1 by using the fictitious substitute route FEFS for the in the illustration according to Figure 1 vehicle 30 entering from the left releases.
  • the fictitious replacement route FEFS thus enables the vehicle 30 to fictitiously drive past the route RFS1; In fact, the vehicle 30 will pass the signal S1 and enter the route RFS1, although this has not been recognized as free by the associated route-side devices.
  • Driving on the fictitious substitute route FEFS by the vehicle 30 can be made possible, for example, in such a way that the interlocking 20 informs the vehicle 30 approaching the signal S1 that after the signal S1 has passed, the next signal to be observed is the signal S7 at the end of the fictitious substitute route FEFS is.
  • the vehicle 30 is thus at least implicitly informed that all signals S2, S3 and S6 lying in between can be driven over, regardless of their display. Only the signal S1 and the signal S7 are relevant for the vehicle 30, since only these two signals belong to the fictitious substitute route FEFS.
  • the signals S2, S3 and S6 lying in between do not belong to the fictitious substitute route FEFS according to the definition, so that their display can be rejected as irrelevant.
  • the length of the fictitious replacement route FEFS can also be communicated to the vehicle 10, so that the relevance of signal displays can be checked on the vehicle side solely on the basis of or at least also on the basis of the route traveled after the signal S1 has
  • the signals transmit their information such as travel clearances or entry bans, in each case specifying the respectively assigned route to which the information relates, be it a real existing and / or a fictitious route.
  • Such a refinement advantageously makes it possible for the signal S1, for example, to transmit an entry ban for the real route RFS1 and a travel release for the fictitious substitute route FEFS when the fictitious substitute route FEFS is activated.
  • the other signals S2, S3, S6 also transmit a travel clearance for the fictitious substitute route FEFS and an entry ban for the real routes RF2, RFS4 and RFS6.
  • the signals for driving the fictitious substitute route FEFS prescribe a lower speed than is otherwise usual for the real routes RFS1, RFS2, RFS4 and RFS6.
  • Switching to the fictitious substitute route FEFS can take place, for example, if an external actuating command ST for activating the substitute route is entered at a control signal input 20s of the interlocking 20.
  • a control command ST is preferably only generated when an external test of the track system 10 shows that, despite the absence of status reports from the trackside facilities or despite different status reports from one or some of the trackside facilities, all real routes RFS1, RFS2, RFS4 and RFS6 are actually used form the fictitious substitute route FEFS, are passable.
  • the interlocking 20 itself generates the command to activate the fictitious substitute route FEFS if a plausibility check of the incoming or received status reports from the trackside facilities shows that, despite the absence of status reports or despite different status reports, one or some of the trackside facilities actually do all real routes RFS1, RFS2, RFS4 and RFS6, which form the fictitious substitute route FEFS, can be driven.
  • the Figure 2 shows an exemplary embodiment for a signal box, which is used as signal box 20 in the track system 10 according to FIG Figure 1 can be used.
  • the interlocking 20 comprises a computing device 21 and a memory 22.
  • a control program module SPM is stored in the memory 22 which, when executed by the computing device 21, causes the latter to: to operate the track system 10 as described above in connection with the Figure 1 was explained.
  • the computing device 21 is, for example, a Figure 1 Informing vehicle 30 entering from the left that after signal S1 has been passed, the next signal to be observed is signal S7 and all signals in between are to be disregarded, as described above in connection with FIG Figure 1 has been explained.
  • a dispatcher in the signal box can manually enter the external control command ST to activate the replacement route.
  • FIG. 11 shows another exemplary embodiment for a signal box 20, which is used in the track system 10 according to FIG Figure 1 can be used.
  • a changeover module USM in addition to the control program module SPM, a changeover module USM and a plausibility check module PPM.
  • the plausibility check module PPM evaluates the status reports of the trackside facilities and outputs a passability signal BS for the fictitious substitute route if status reports of at least some of the trackside facilities for the fictitious substitute route FEFS indicate that all real routes RFS1, RFS2, RFS4 and RFS6 are actually passable and possibly contrary status reports from other trackside devices, such as the axle counting device AZ2 according to Figure 1 are to be regarded as wrong.
  • the plausibility check module PPM can, for example - in the event of a failure of the axle counting device AZ2 with correct operation or secured switch end position of the switches W1 and W2 - output the passability signal BS and thus trigger the generation of the positioning command ST when the two axle counting devices AZ1 and AZn indicate that all axles that have entered the track system 10, have also left it again, so that the track system 10 is actually free of vehicles or vehicle axles and can therefore be driven on without danger.

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

Description

Die Erfindung bezieht sich auf ein Verfahren zum Betreiben einer Gleisanlage, wobei bei dem Verfahren reale Fahrstrecken der Gleisanlage jeweils individuell in Abhängigkeit von Zustandsmeldungen, die von streckenseitigen Einrichtungen zu einem Stellwerk übermittelt werden, zur Fahrt freigegeben oder gesperrt werden. Derartige Verfahren sind im Bereich der Eisenbahntechnik allgemein bekannt.The invention relates to a method for operating a track system, in which case real routes of the track system are released or blocked for travel individually depending on status reports that are transmitted from trackside devices to an interlocking. Such methods are generally known in the field of railway technology.

Das Dokument EP 0739802 A2 offenbart ein System zur Überwachung der Gleisbelegung, welches ein redundantes Verarbeitungssystem verwendet, das mit einer Reihe von Achszählpunkten entlang des überwachten Streckenabschnitts zur Zählung der Anzahl der ein- und ausfahrenden Zugachsen und zur Abgabe eines Gleisbelegungssignals zur Signalisierung und/oder Weichenumschaltung verwendet. Wenn einer der Achszählpunkte ausfällt, werden die benachbarten intakten Achszählpunkte als Eingangs- und Ausgangspunkt eines virtuellen Streckenabschnitts verwendet. Eine Änderung des Belegungszustands des virtuellen Streckenabschnitts wird als Änderung des Belegungszustands der letzteren Streckenabschnitte angezeigt.The document EP 0739802 A2 discloses a system for monitoring the track occupancy, which uses a redundant processing system, which uses a series of axle counting points along the monitored route section for counting the number of incoming and outgoing train axles and for issuing a track occupancy signal for signaling and / or switch switching. If one of the axle counting points fails, the neighboring intact axle counting points are used as the entry and exit point of a virtual route section. A change in the occupancy status of the virtual route section is displayed as a change in the occupancy status of the latter route section.

Das Dokument DE 10 2011 081477 A1 bezieht sich u. a. auf ein Verfahren zum Überwachen der Funktionsweise eines Stellwerksrechners, der ein Steuerprogramm zum Steuern von Eisenbahnkomponenten einer realen Eisenbahnanlage ausführt, wobei das Steuerprogramm Meldesignale der Eisenbahnkomponenten der realen Eisenbahnanlage auswertet und Steuersignale für die zu steuernden Eisenbahnkomponenten der realen Eisenbahnanlage erzeugt. Das Steuerprogramm steuert eine erweiterte Eisenbahnanlage, die die Eisenbahnkomponenten der realen Eisenbahnanlage und zusätzlich mindestens eine virtuelle Eisenbahnkomponente umfasst, wobei in den Stellwerksrechner Meldesignale der mindestens einen virtuellen Eisenbahnkomponente eingegeben werden, das Steuerprogramm die Meldesignale im Rahmen der Steuerung der erweiterten Eisenbahnanlage verarbeitet, die aufgrund der Meldesignale ausgangsseitig von dem Stellwerksrechner erzeugten Ausgangssignale auf Richtigkeit überprüft werden, und ein Fehlersignal erzeugt wird, wenn das Steuerprogramm fehlerhafte Ausgangssignale und/oder Ausgangssignale verspätet liefert.The document DE 10 2011 081477 A1 relates, inter alia, to a method for monitoring the functionality of an interlocking computer that executes a control program for controlling railroad components of a real railroad system, the control program evaluating signal signals from the railroad components of the real railroad system and generating control signals for the railroad components to be controlled in the real railroad system. The control program controls an extended railway system, which comprises the railway components of the real railway system and additionally at least one virtual railway component, with message signals from the at least one virtual railway component in the signal box computer are entered, the control program processes the message signals as part of the control of the extended railway system, the output signals generated on the output side by the interlocking computer are checked for correctness on the basis of the message signals, and an error signal is generated if the control program delivers incorrect output signals and / or output signals late.

In Dokument WO 0196164 A1 wird ein Verfahren bereitgestellt, mit dem Gleisabschnitte, die aufgrund einer fehlerhaften Zählung als belegt gemeldet wurden, automatisch in ihre Ausgangsposition gebracht werden können, ohne die Anzahl der Achsen der ein- und ausfahrenden Fahrzeuge direkt zu vergleichen. Zu diesem Zweck wird jedem zu maskierenden Zählpunkt ein virtueller Gleisabschnitt zugeordnet. Dieser virtuelle Gleisabschnitt überspannt diesen Zählpunkt und zumindest beide zusammenhängenden Gleisabschnitte. Die Ausgangsposition eines Gleisabschnitts, der aufgrund einer falschen Zählung als belegt gemeldet wurde, ist ausschließlich von der Anzeige abhängig, dass mindestens einer der virtuellen Gleisabschnitte diesen überspannt. Diese Anzeige erfolgt über Zählachsen.In document WO 0196164 A1 a method is provided with which track sections that have been reported as occupied due to an incorrect count can be automatically brought into their starting position without directly comparing the number of axles of the vehicles entering and exiting. For this purpose, a virtual track section is assigned to each metering point to be masked. This virtual track section spans this metering point and at least both connected track sections. The starting position of a track section, which was reported as occupied due to an incorrect count, depends solely on the indication that at least one of the virtual track sections spans it. This display takes place via counting axes.

Ein " VERFAHREN ZUR KORREKTUR VON ACHSZAEHLKREISEN AUF BASIS DES MEHRABSCHNITTSACHZAEHLERS" wird beschrieben in WUELFRATH J ET AL., SIGNAL + DRAHT, DVV,Bd. 87, Nr. 5, 1. Mai 1995 (1995-05-01), Seiten 156-162, XP002049708,ISSN: 0037-4997 .A " PROCEDURE FOR CORRECTING AXLE COUNTERS ON THE BASIS OF THE MULTI-SECTIONAL COUNTER "is described in WUELFRATH J ET AL., SIGNAL + DRAHT, DVV, Vol. 87, No. 5, May 1, 1995 (1995-05-01), pages 156-162, XP002049708, ISSN: 0037-4997 .

Dokument JP 2016 097936 A offenbart ein Verfahren zum Berücksichtigen virtueller Gleisabschnitte, das flexibel Anomalitäten in einer Station verarbeitet, so dass eine zusammengefasste Behandlung über mehrere Stationen in einem Gleisabschnitt eines Streckennetzes ausgeführt werden kann. Dies erfolgt als Reaktion auf eine Anomalität und zum Erfassen des Zugzustands auf dem virtuellen Gleisabschnitt.document JP 2016 097936 A discloses a method for taking into account virtual track sections which flexibly processes anomalies in a station so that a combined treatment can be carried out over several stations in a track section of a route network. This is done in response to an abnormality and to detect the state of the train on the virtual track section.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zum Betreiben einer Gleisanlage anzugeben, das einen Weiterbetrieb der Gleisanlage auch im Falle von Störungen ermöglicht.The invention is based on the object of specifying a method for operating a track system which enables the track system to continue to be operated even in the event of malfunctions.

Diese Aufgabe wird erfindungsgemäß durch ein Verfahren mit den Merkmalen gemäß Patentanspruch 1 gelöst. Vorteilhafte Ausgestaltungen des erfindungsgemäßen Verfahrens sind in Unteransprüchen angegeben.According to the invention, this object is achieved by a method having the features according to patent claim 1. Advantageous refinements of the method according to the invention are specified in the subclaims.

Danach ist erfindungsgemäß vorgesehen, dass zumindest eine fiktive Ersatzfahrstrecke definiert ist, die aus zwei oder mehr realen Fahrstrecken zusammengesetzt ist, und bei Vorliegen eines Stellbefehls zum Aktivieren der Ersatzfahrstrecke die fiktive Ersatzfahrstrecke zur Fahrt freigegeben wird, auch wenn eine oder mehrere der die fiktive Ersatzfahrstrecke bildenden realen Fahrstrecken wegen eines Ausfalls einer oder mehrerer der streckenseitigen Einrichtungen und/oder wegen Nichtvorliegens von die Freigabe erlaubenden Zustandsmeldungen gesperrt ist.According to the invention, it is provided that at least one fictitious substitute route is defined, which is composed of two or more real routes, and when there is an actuating command to activate the substitute route, the fictitious substitute route is released for travel, even if one or more of the fictitious substitute route forms real routes is blocked due to a failure of one or more of the trackside facilities and / or due to the non-availability of status messages that allow the release.

Ein wesentlicher Vorteil des erfindungsgemäßen Verfahrens ist darin zu sehen, dass dieses eine Weiterbenutzung realer Fahrstrecken der Gleisanlage ermöglicht, auch wenn dafür eigentlich nötige Zustandsmeldungen nicht vorliegen oder anderslautende Zustandsmeldungen eingegangen sind. Durch das erfindungsgemäß vorgesehene Bereithalten einer fiktiven Ersatzfahrstrecke, die bei Vorliegen des Stellbefehls aktiviert werden kann, ist ein Weiterbetrieb der Gleisanlage unter Einbezug realer Fahrstrecken möglich, die als solche im Normalbetrieb des Stellwerks als nicht befahrbar eingestuft werden. Mit anderen Worten ermöglicht das erfindungsgemäße Verfahren eine Betriebsbereitschaft der Gleisanlage, auch wenn eine oder mehrere streckenseitige Einrichtungen ausgefallen sind oder fehlerhaft arbeiten.A significant advantage of the method according to the invention is that it enables the continued use of real routes of the track system, even if the status reports actually required for this are not available or other status reports have been received. The inventive provision of a fictitious substitute route, which can be activated when the control command is present, allows the track system to continue to be operated using real routes that are classified as not passable during normal operation of the interlocking. In other words, the method according to the invention enables the track system to be operational, even if one or more trackside devices have failed or are working incorrectly.

Erfindungsgemäß erfolgt die Freigabe der fiktiven Ersatzfahrstrecke, indem einem zur Fahrt über die fiktive Ersatzfahrstrecke vorgesehenen Fahrzeug vor, während oder nach dem Einfahren in die erste reale Fahrstrecke der fiktiven Ersatzfahrstrecke als die nächste zu beachtende streckenseitige Signaleinrichtung diejenige mitgeteilt wird, die nach dem Ende der fiktiven Ersatzfahrstrecke folgt.According to the invention, the fictitious substitute route is released in that a vehicle intended to drive over the fictitious substitute route before, during or after entering the first real route of the fictitious substitute route is notified as the next line-side signaling device to be observed that is the one that is sent after the end of the fictitious Replacement route follows.

Alternativ kann erfindungsgemäß auch vorgesehen werden, dass dem zur Fahrt über die fiktive Ersatzfahrstrecke vorgesehenen Fahrzeug vor, während oder nach dem Einfahren in die erste reale Fahrstrecke der fiktiven Ersatzfahrstrecke mitgeteilt wird, dass vor der nächsten zu beachtenden streckenseitigen Signaleinrichtung liegende andere Signaleinrichtungen zu ignorieren sind.Alternatively, it can also be provided according to the invention that the vehicle provided for driving the fictitious substitute route is informed before, during or after entering the first real route of the fictitious substitute route that other signal devices located in front of the next line-side signal device to be observed are to be ignored.

Zumindest eine der streckenseitigen Einrichtungen ist vorzugsweise

  • eine Weiche, die als Zustandsmeldung eine Weichenendlage anzeigt,
  • eine Gleisfreimeldeeinrichtung, die als Zustandsmeldung eine das Besetztsein eines zugeordneten Gleisabschnitts anzeigende Besetztmeldung oder eine das Unbesetztsein des zugeordneten Gleisabschnitts anzeigende Freimeldung ausgibt, oder
  • eine Achszähleinrichtung, die als Zustandsmeldung einen Achszählerstand, der die Anzahl der Achsen, die die Achszähleinrichtung überfahren haben, ausgibt.
At least one of the trackside devices is preferred
  • a switch that indicates a switch end position as a status message,
  • a track vacancy reporting device which outputs, as a status report, an occupancy report indicating the occupancy of an assigned track section or a vacancy report indicating the vacancy of the assigned track section, or
  • an axle counting device which, as a status message, outputs an axle count indicating the number of axles that the axle counting device has passed.

Der Stellbefehl zum Aktivieren der Ersatzfahrstrecke kann extern erzeugt werden, wenn eine externe Prüfung der Gleisanlage ergibt, dass trotz Fehlens von Zustandsmeldungen oder trotz anderslautender Zustandsmeldungen einer oder einiger der streckenseitigen Einrichtungen tatsächlich alle realen Fahrstrecken, die die fiktive Ersatzfahrstrecke bilden, befahrbar sind.The control command for activating the substitute route can be generated externally if an external check of the track system shows that despite the absence of status reports or despite different status reports from one or some of the trackside facilities, all real routes that form the fictitious substitute route are actually passable.

Alternativ oder zusätzlich kann vorgesehen sein, dass der Stellbefehl zum Aktivieren der Ersatzfahrstrecke erzeugt wird, wenn eine Plausibilitätsprüfung der Zustandsmeldungen der streckenseitigen Einrichtungen ergibt, dass trotz Fehlens von Zustandsmeldungen oder trotz anderslautender Zustandsmeldungen einer oder einiger der streckenseitigen Einrichtungen tatsächlich alle realen Fahrstrecken, die die fiktive Ersatzfahrstrecke bilden, befahrbar sind. Die Plausibilitätsprüfung wird vorzugsweise intern bzw. stellwerksseitig durchgeführt.As an alternative or in addition, it can be provided that the control command for activating the substitute route is generated if a plausibility check of the status reports from the trackside facilities shows that, despite the absence of status reports or despite different status reports from one or some of the trackside facilities, all real routes that the fictitious Form substitute route, are passable. The plausibility check is preferably carried out internally or by the signal box.

Mit Blick auf ein etwaig erhöhtes Unfallrisiko wird es als vorteilhaft angesehen, wenn für die fiktive Ersatzfahrstrecke dauerhaft oder zumindest für das erste in die Ersatzfahrstrecke nach deren Aktivierung einfahrende Fahrzeug eine reduzierte Geschwindigkeit vorgegeben wird.With a view to a possibly increased risk of an accident, it is considered advantageous if a reduced speed is specified for the fictitious replacement route permanently or at least for the first vehicle entering the replacement route after it has been activated.

Im Falle eines Weichendefekts wird die fiktive Ersatzfahrstrecke vorzugsweise erst aktiviert, nachdem die Weichenendlage manuell mittels einer Klammer oder Klemme fixiert worden ist.In the event of a switch defect, the fictitious replacement route is preferably only activated after the switch end position has been manually fixed by means of a clamp or clamp.

Signaleinrichtungen, die zu der fiktiven Ersatzfahrstrecke gehören, geben Fahrtfreigaben und Einfahrverbote vorzugsweise jeweils unter Angabe der jeweiligen realen Fahrstrecke oder der jeweiligen fiktiven Ersatzfahrstrecke an, auf die sich die jeweilige Fahrtfreigabe oder das jeweilige Einfahrverbot bezieht. Diese Vorgehensweise ermöglicht es in vorteilhafter Weise, reale Fahrstrecke zu sperren und fiktive Ersatzfahrstrecken freizugeben.Signaling devices that belong to the fictitious replacement route indicate travel clearances and entry bans, preferably each stating the respective real route or the respective fictitious replacement route to which the respective travel clearance or entry ban relates. This procedure makes it possible in an advantageous manner to block real routes and to release fictitious substitute routes.

Die Signaleinrichtungen können beispielsweise durch im Gleis angeordnete Balisen gebildet sein, die Informationen wie Fahrtfreigaben oder Einfahrverbote auf elektromagnetischem Wege übermitteln.The signaling devices can be formed, for example, by balises arranged in the track, which transmit information such as travel clearances or entry bans by electromagnetic means.

Die Erfindung bezieht sich darüber hinaus auf ein Stellwerk gemäß Anspruch 11.The invention also relates to a signal box according to claim 11.

Bezüglich der Vorteile des erfindungsgemäßen Stellwerks sei auf die obigen Ausführungen im Zusammenhang mit den Vorteilen des erfindungsgemäßen Verfahrens verwiesen.With regard to the advantages of the interlocking according to the invention, reference is made to the above statements in connection with the advantages of the method according to the invention.

Besonders vorteilhaft ist es, wenn das Stellwerk ein Plausibilitätsprüfungsmodul aufweist, das Zustandsmeldungen der streckenseitigen Einrichtungen auswertet und ein Befahrbarkeitssignal für die fiktive Ersatzfahrstrecke ausgibt, wenn vorliegende Zustandsmeldungen einiger der streckenseitigen Einrichtungen für die fiktive Ersatzfahrstrecke anzeigen, dass tatsächlich alle realen Fahrstrecken, die die fiktive Ersatzfahrstrecke bilden, befahrbar sind und etwaig anderslautende Zustandsmeldungen anderer streckenseitiger Einrichtungen als falsch anzusehen sind.It is particularly advantageous if the interlocking has a plausibility check module that evaluates status reports from the trackside facilities and outputs a passability signal for the fictitious substitute route, when the status reports of some of the trackside facilities for the fictitious substitute route indicate that all real routes that make up the fictitious substitute route are in fact form, are passable and any different status reports from other trackside facilities are to be regarded as incorrect.

Darüber hinaus wird es als vorteilhaft angesehen, wenn das Stellwerk einen Steuersignaleingang zur Eingabe eines externen Stellbefehls zum Aktivieren der Ersatzfahrstrecke aufweist.In addition, it is considered advantageous if the interlocking has a control signal input for inputting an external control command for activating the substitute route.

Die Erfindung wird nachfolgend anhand von Ausführungsbeispielen näher erläutert; dabei zeigen beispielhaft

Figur 1
ein Ausführungsbeispiel für eine Gleisanlage, anhand derer ein Ausführungsbeispiel für das erfindungsgemäße Verfahren erläutert wird,
Figur 2
ein Ausführungsbeispiel für ein erfindungsgemäßes Stellwerk für die Gleisanlage gemäß Figur 1 und
Figur 3
ein weiteres Ausführungsbeispiel für ein erfindungsgemäßes Stellwerk für die Gleisanlage gemäß Figur 1.
The invention is explained in more detail below on the basis of exemplary embodiments; show by way of example
Figure 1
an exemplary embodiment for a track system, on the basis of which an exemplary embodiment for the method according to the invention is explained,
Figure 2
an embodiment of an inventive interlocking for the track system according to Figure 1 and
Figure 3
a further exemplary embodiment for an interlocking according to the invention for the track system according to FIG Figure 1 .

In den Figuren werden der Übersicht halber für identische oder vergleichbare Komponenten stets dieselben Bezugszeichen verwendet.For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

Die Figur 1 zeigt eine Gleisanlage 10, die von einem Stellwerk 20 verwaltet bzw. gesteuert wird. Die Gleisanlage 10 umfasst eine Vielzahl realer Fahrstrecken RFS1 bis RFS7, die bei dem Ausführungsbeispiel gemäß Figur 1 durch Signaleinrichtungen, nachfolgend kurz Signale genannt, S1 bis S7 voneinander getrennt sind. Die Signale können beispielsweise durch im Gleis angeordnete Balisen gebildet sein, die Informationen wie Fahrtfreigaben oder Einfahrverbote auf elektromagnetischem Wege übermitteln. Die Informationen werden vorzugsweise jeweils unter Angabe der jeweils zugeordneten Fahrstrecke, auf die sich die Information bezieht, übermittelt, sei dies eine real existierende und/oder eine fiktive Fahrstrecke.the Figure 1 shows a track system 10 which is managed or controlled by an interlocking 20. The track system 10 comprises a large number of real routes RFS1 to RFS7, which in the exemplary embodiment according to FIG Figure 1 S1 to S7 are separated from one another by signal devices, hereinafter referred to as signals for short. The signals can be formed, for example, by balises arranged in the track, which transmit information such as travel clearances or entry bans by electromagnetic means. The information is preferably transmitted with the specification of the respectively assigned route to which the information relates, be it a real existing and / or a fictitious route.

Die Gleisanlage 10 weist darüber hinaus eine Vielzahl an streckenseitigen Einrichtungen auf, die jeweils Zustandsmeldungen zum Stellwerk 20 übermitteln. Von den streckenseitigen Einrichtungen der Gleisanlage 10 sind in Figur 1 aus Gründen der Übersicht nur einige wenige dargestellt. Zwei der streckenseitigen Einrichtungen werden durch Achszähleinrichtungen AZ1 und AZ2 gebildet, die als Zustandsmeldungen jeweils einen Achszählstand an das Stellwerk 20 übermitteln können. Die Achszähleinrichtungen AZ1 und AZ2 können gemeinsam eine Gleisfreimeldeeinrichtung GFM1 bilden, die wiederum als Zustandsmeldung eine das Besetztsein des zugeordneten Gleisabschnitts RFS1 anzeigende Besetzmeldung oder eine das Unbesetztsein des zugeordneten Gleisabschnitts RFS1 anzeigende Freimeldung erzeugt.The track system 10 also has a large number of trackside devices that each transmit status reports to the signal box 20. Of the trackside facilities of the track system 10 are in Figure 1 only a few are shown for reasons of clarity. Two of the trackside devices are formed by axle counting devices AZ1 and AZ2, which can each transmit an axle count to the interlocking 20 as status reports. The axle counting devices AZ1 and AZ2 can jointly form a track vacancy reporting device GFM1, which in turn generates a status report indicating that the assigned track section RFS1 is occupied or that the assigned track section RFS1 is vacant.

Eine andere streckenseitige Einrichtung der Gleisanlage 10 wird durch eine Achszähleinrichtung AZn gebildet, die bei der Darstellung gemäß Figur 1 am rechten Ende der Gleisanlage 10 unmittelbar vor dem Signal S7 angeordnet ist und als Zustandsmeldung einen Achszählstand an das Stellwerk 20 übertragen kann.Another track-side device of the track system 10 is formed by an axle counting device AZn, which in the illustration according to FIG Figure 1 is arranged at the right end of the track system 10 immediately in front of the signal S7 and as a status message can transmit an axle count to the signal box 20.

Zwei weitere der streckenseitigen Einrichtungen der Gleisanlage 10 werden durch zwei Weichen W1 und W2 gebildet, die als Zustandsmeldung jeweils ihre Weichenendlage anzeigen und somit dem Stellwerk 20 ermöglichen, die korrekte Arbeitsweise der jeweiligen Weiche zu verifizieren und die Weichen jeweils in die gewünschte Endlage zu schalten.Two more of the trackside facilities of the track system 10 are formed by two switches W1 and W2, which each display their switch end position as a status message and thus enable the interlocking 20 to verify the correct operation of the respective switch and to switch the switches to the desired end position.

In einem Speicher des Stellwerks 20 sind die realen Fahrstrecken RFS1 bis RFS7, die Signale S1 bis S7 sowie alle streckenseitigen Einrichtungen hinterlegt, so dass die empfangenen Zustandsmeldungen ausgewertet und eine Steuerung der Gleisanlage 10 durch das Stellwerk 20 erfolgen kann.The real routes RFS1 to RFS7, the signals S1 to S7 and all trackside devices are stored in a memory of the interlocking 20, so that the received status reports can be evaluated and the track system 10 can be controlled by the interlocking 20.

Zusätzlich zu den realen Fahrstrecken RFS1 bis RFS7 ist in dem Stellwerk 20 eine fiktive Ersatzfahrstrecke FEFS abgespeichert bzw. hinterlegt, die real nicht existiert, sondern lediglich fiktiv im Stellwerk 20 implementiert ist. Da die fiktive Ersatzfahrstrecke FEFS nicht vorhanden ist, kann ein Befahren der Ersatzfahrstrecke FEFS nur durch ein Befahren der in der Gleisanlage 10 tatsächlich real existierenden Fahrstrecken erfolgen. Bei dem Ausführungsbeispiel gemäß Figur 1 ist vorgesehen, dass die fiktive Ersatzfahrstrecke FEFS im Falle einer Aktivierung bzw. Freigabe durch die vier realen Fahrstrecken RFS1, RFS2, RFS4 und RFS6 gebildet wird.In addition to the real routes RFS1 to RFS7, a fictitious substitute route FEFS is stored or stored in the interlocking 20, which does not actually exist, but is merely implemented fictitiously in the interlocking 20. Since the fictitious replacement route FEFS does not exist, driving on the replacement route FEFS can only take place by driving on the routes that actually actually exist in the track system 10. In the exemplary embodiment according to FIG. 1, it is provided that the fictitious replacement route FEFS is formed in the event of activation or release by the four real routes RFS1, RFS2, RFS4 and RFS6.

Im Normalbetrieb der Gleisanlage 10 wird das Stellwerk 20 lediglich auf die realen Fahrstrecken RFS1 bis RFS7 zurückgreifen und den Fahrbetrieb anhand der realen Fahrstrecken abwickeln. Dabei wird das Stellwerk 20 die Zustandsmeldungen der streckenseitigen Einrichtungen, also beispielsweise die Zählerstände der Achszähleinrichtungen AZ1, AZ2 und AZn sowie die von den beiden Weichen W1 und W2 gemeldeten Weichenendlagen berücksichtigen, wie dies aus dem Stand der Technik bereits bekannt ist.In normal operation of the track system 10, the interlocking 20 will only access the real routes RFS1 to RFS7 and handle the driving operation on the basis of the real routes. The interlocking 20 will take into account the status reports of the trackside devices, for example the counter readings of the axle counting devices AZ1, AZ2 and AZn as well as the switch end positions reported by the two switches W1 and W2, as is already known from the prior art.

Bei der Darstellung gemäß Figur 1 würde das Stellwerk 20 beispielsweise für ein von links nach rechts fahrendes Fahrzeug 30, das beim Signal S1 in die Gleisanlage 10 einfahren und beim Signal S7 die Gleisanlage 10 verlassen will, die realen Fahrstrecken RFS1, RFS2, RFS4 und RFS6 stellen bzw. freigeben.When presented in accordance with Figure 1 For example, for a vehicle 30 traveling from left to right that would enter track system 10 at signal S1 and leave track system 10 at signal S7, the interlocking 20 would set or release the real routes RFS1, RFS2, RFS4 and RFS6.

Der Normalbetrieb des Stellwerks 20 erfordert, dass die streckenseitigen Einrichtungen korrekt arbeiten und ihre Zustandsmeldungen an das Stellwerk 20 übermitteln. Kommt es zu einem Ausfall einer oder mehrerer der streckenseitigen Einrichtungen, so wird in der Regel ein Weiterbetrieb der Gleisanlage 10 nicht mehr möglich sein. Fällt beispielsweise die Achszähleinrichtung AZ2 auf der realen Fahrstrecke RFS1 aus, so dass die Gleisfreimeldeeinrichtung GFM1 dauerhaft einen Besetztzustand der realen Fahrstrecke RFS1 an das Stellwerk 20 meldet, so kann das Stellwerk 20 ein in Richtung auf das Signal S1 zufahrendes Fahrzeug 30 nicht in die Fahrstrecke RFS1 einfahren lassen, da es womöglich zu einer Kollision kommen könnte. Mit anderen Worten würde ein Ausfall beispielsweise der Achszähleinrichtung AZ2 jeglichen normalen Betrieb der Gleisanlage 10 blockieren.Normal operation of the interlocking 20 requires that the trackside devices work correctly and transmit their status reports to the interlocking 20. If one or more of the trackside facilities fails, it will generally no longer be possible to continue operating the track system 10. If, for example, the axle counting device AZ2 fails on the real route RFS1, so that the track vacancy detection device GFM1 permanently reports an occupied state of the real route RFS1 to the interlocking 20, the interlocking 20 cannot move a vehicle 30 approaching in the direction of the signal S1 into the route RFS1 drive in, as there is a risk of a collision. In other words, a failure of the axle counting device AZ2, for example, would block all normal operation of the track system 10.

Ist jedoch sichergestellt, dass die Achszähleinrichtung AZ2 defekt ist und die Fahrstrecke RFS1 tatsächlich frei ist, so kann das Stellwerk 20 die Fahrstrecke RFS1 fiktiv umfahren lassen, indem sie die fiktive Ersatzfahrstrecke FEFS für das bei der Darstellung gemäß Figur 1 von links einfahrende Fahrzeug 30 freigibt. Die fiktive Ersatzfahrstrecke FEFS ermöglicht es dem Fahrzeug 30 also, fiktiv an der Fahrstrecke RFS1 vorbeizufahren; tatsächlich bzw. real wird das Fahrzeug 30 das Signal S1 passieren und in die Fahrstrecke RFS1 einfahren, obwohl diese seitens der zugeordneten streckenseitigen Einrichtungen nicht als frei erkannt worden ist.However, if it is ensured that the axle counting device AZ2 is defective and the route RFS1 is actually free, the signal box 20 can fictitiously bypass the route RFS1 by using the fictitious substitute route FEFS for the in the illustration according to Figure 1 vehicle 30 entering from the left releases. The fictitious replacement route FEFS thus enables the vehicle 30 to fictitiously drive past the route RFS1; In fact, the vehicle 30 will pass the signal S1 and enter the route RFS1, although this has not been recognized as free by the associated route-side devices.

Entsprechendes gilt bei einem Ausfall einer der Weichen W1 und W2. Kann anhand der Zustandsmeldungen nicht festgestellt werden, ob diese eine Endlage erreicht haben und falls ja welche, können die zugeordneten Streckenabschnitte nicht normal befahren werden. Ist jedoch sichergestellt, dass eine ausgefallene Weiche in der richtigen Endlage liegt und beispielsweise manuell mittels einer Klammer oder Klemme in der Endlage fixiert ist, kann die fiktive Ersatzfahrstrecke FEFS gestellt bzw. freigegeben werden.The same applies if one of the switches W1 and W2 fails. The status messages cannot be used to determine whether they have reached an end position and if so which, the assigned route sections cannot be driven normally. However, if it is ensured that a failed switch is in the correct end position and is manually fixed in the end position by means of a clamp or clamp, the fictitious substitute route FEFS can be set or released.

Ein Befahren der fiktiven Ersatzfahrstrecke FEFS durch das Fahrzeug 30 kann beispielsweise derart ermöglicht werden, dass das Stellwerk 20 dem auf das Signal S1 zufahrenden Fahrzeug 30 mitteilt, dass nach dem Passieren des Signals S1 das nächste zu beachtende Signal das Signal S7 am Ende der fiktiven Ersatzfahrstrecke FEFS ist. Dem Fahrzeug 30 wird also zumindest implizit mitgeteilt, dass alle dazwischen liegenden Signale S2, S3 und S6 überfahren werden können, unabhängig von deren Anzeige. Für das Fahrzeug 30 ist lediglich das Signal S1 und das Signal S7 relevant, da nur diese beiden Signale zur fiktiven Ersatzfahrstrecke FEFS gehören. Die dazwischen liegenden Signale S2, S3 und S6 gehören festlegungsgemäß nicht zur fiktiven Ersatzfahrstrecke FEFS, so dass deren Anzeige als irrelevant verworfen werden kann. Dem Fahrzeug 10 kann auch die Länge der fiktiven Ersatzfahrstrecke FEFS mitgeteilt werden, so dass fahrzeugseitig die Relevanz von Signalanzeigen allein anhand oder zumindest auch anhand der nach dem Passieren des Signals S1 gefahrenen Strecke überprüft werden kann.Driving on the fictitious substitute route FEFS by the vehicle 30 can be made possible, for example, in such a way that the interlocking 20 informs the vehicle 30 approaching the signal S1 that after the signal S1 has passed, the next signal to be observed is the signal S7 at the end of the fictitious substitute route FEFS is. The vehicle 30 is thus at least implicitly informed that all signals S2, S3 and S6 lying in between can be driven over, regardless of their display. Only the signal S1 and the signal S7 are relevant for the vehicle 30, since only these two signals belong to the fictitious substitute route FEFS. The signals S2, S3 and S6 lying in between do not belong to the fictitious substitute route FEFS according to the definition, so that their display can be rejected as irrelevant. The length of the fictitious replacement route FEFS can also be communicated to the vehicle 10, so that the relevance of signal displays can be checked on the vehicle side solely on the basis of or at least also on the basis of the route traveled after the signal S1 has been passed.

Wie bereits erwähnt, ist es vorteilhaft, wenn die Signale ihre Informationen wie Fahrtfreigaben oder Einfahrverbote jeweils unter Angabe der jeweils zugeordneten Fahrstrecke, auf die sich die Information bezieht, übermitteln, sei dies eine real existierende und/oder eine fiktive Fahrstrecke. Eine solche Ausgestaltung ermöglicht es in vorteilhafter Weise, dass beispielsweise das Signal S1 für die reale Fahrstrecke RFS1 ein Einfahrverbot übermittelt und für die fiktive Ersatzfahrstrecke FEFS eine Fahrtfreigabe, wenn die fiktive Ersatzfahrstrecke FEFS aktiviert ist. Auch können die übrigen auf der fiktiven Ersatzfahrstrecke FEFS liegenden Signale S2, S3, S6 ebenfalls jeweils für die fiktive Ersatzfahrstrecke FEFS eine Fahrtfreigabe und für die realen Fahrstrecken RF2, RFS4 und RFS6 ein Einfahrverbot übermitteln.As already mentioned, it is advantageous if the signals transmit their information such as travel clearances or entry bans, in each case specifying the respectively assigned route to which the information relates, be it a real existing and / or a fictitious route. Such a refinement advantageously makes it possible for the signal S1, for example, to transmit an entry ban for the real route RFS1 and a travel release for the fictitious substitute route FEFS when the fictitious substitute route FEFS is activated. The other signals S2, S3, S6 also transmit a travel clearance for the fictitious substitute route FEFS and an entry ban for the real routes RF2, RFS4 and RFS6.

Auch kann vorgesehen werden, dass die Signale für das Befahren der fiktiven Ersatzfahrstrecke FEFS eine geringere Geschwindigkeit vorschreiben als sie sonst für die realen Fahrstrecken RFS1, RFS2, RFS4 und RFS6 üblich ist.It can also be provided that the signals for driving the fictitious substitute route FEFS prescribe a lower speed than is otherwise usual for the real routes RFS1, RFS2, RFS4 and RFS6.

Das Umschalten auf die fiktive Ersatzfahrstrecke FEFS kann beispielsweise erfolgen, wenn an einem Steuersignaleingang 20s des Stellwerks 20 ein externer Stellbefehl ST zum Aktivieren der Ersatzfahrstrecke eingegeben wird. Ein solcher Stellbefehl ST wird vorzugsweise ausschließlich dann erzeugt, wenn eine externe Prüfung der Gleisanlage 10 ergibt, dass trotz Fehlens von Zustandsmeldungen der streckenseitigen Einrichtungen oder trotz anderslautender Zustandsmeldungen einer oder einiger der streckenseitigen Einrichtungen tatsächlich alle realen Fahrstrecken RFS1, RFS2, RFS4 und RFS6, die die fiktive Ersatzfahrstrecke FEFS bilden, befahrbar sind.Switching to the fictitious substitute route FEFS can take place, for example, if an external actuating command ST for activating the substitute route is entered at a control signal input 20s of the interlocking 20. Such a control command ST is preferably only generated when an external test of the track system 10 shows that, despite the absence of status reports from the trackside facilities or despite different status reports from one or some of the trackside facilities, all real routes RFS1, RFS2, RFS4 and RFS6 are actually used form the fictitious substitute route FEFS, are passable.

Alternativ kann vorgesehen sein, dass das Stellwerk 20 den Stellbefehl zum Aktivieren der fiktiven Ersatzfahrstrecke FEFS selbst erzeugt, wenn eine Plausibilitätsprüfung der eingehenden bzw. eingegangenen Zustandsmeldungen der streckenseitigen Einrichtungen ergibt, dass trotz Fehlens von Zustandsmeldungen oder trotz anderslautender Zustandsmeldungen einer oder einiger der streckenseitigen Einrichtungen tatsächlich alle realen Fahrstrecken RFS1, RFS2, RFS4 und RFS6, die die fiktive Ersatzfahrstrecke FEFS bilden, befahrbar sind.Alternatively, it can be provided that the interlocking 20 itself generates the command to activate the fictitious substitute route FEFS if a plausibility check of the incoming or received status reports from the trackside facilities shows that, despite the absence of status reports or despite different status reports, one or some of the trackside facilities actually do all real routes RFS1, RFS2, RFS4 and RFS6, which form the fictitious substitute route FEFS, can be driven.

Die Figur 2 zeigt ein Ausführungsbeispiel für ein Stellwerk, das als Stellwerk 20 bei der Gleisanlage 10 gemäß Figur 1 eingesetzt werden kann. Das Stellwerk 20 umfasst eine Recheneinrichtung 21 sowie einen Speicher 22. In dem Speicher 22 ist ein Steuerprogrammmodul SPM gespeichert, das bei Ausführung durch die Recheneinrichtung 21 diese dazu veranlasst, die Gleisanlage 10 so zu betreiben, wie dies oben im Zusammenhang mit der Figur 1 erläutert wurde.the Figure 2 shows an exemplary embodiment for a signal box, which is used as signal box 20 in the track system 10 according to FIG Figure 1 can be used. The interlocking 20 comprises a computing device 21 and a memory 22. A control program module SPM is stored in the memory 22 which, when executed by the computing device 21, causes the latter to: to operate the track system 10 as described above in connection with the Figure 1 was explained.

Liegt ein externer Stellbefehl ST zum Aktivieren der Ersatzfahrstrecke FEFS gemäß Figur 1 vor, so wird die Recheneinrichtung 21 beispielsweise ein in der Figur 1 von links einfahrendes Fahrzeug 30 dahingehend informieren, dass nach einem Passieren des Signals S1 das nächste zu beachtende Signal das Signal S7 ist und alle dazwischen liegenden Signale zu missachten sind, wie dies oben im Zusammenhang mit der Figur 1 erläutert worden ist.If there is an external control command ST to activate the substitute route FEFS according to Figure 1 before, the computing device 21 is, for example, a Figure 1 Informing vehicle 30 entering from the left that after signal S1 has been passed, the next signal to be observed is signal S7 and all signals in between are to be disregarded, as described above in connection with FIG Figure 1 has been explained.

Ist beispielsweise eine der Weichen W1 und W2 ausgefallen, aber in der richtigen Endlage und durch Wartungspersonal manuell mittels einer Klammer oder Klemme in der richtigen Endlage fixiert, so kann ein Fahrdienstleiter im Stellwerk den externen Stellbefehl ST zum Aktivieren der Ersatzfahrstrecke manuell eingeben.If, for example, one of the switches W1 and W2 has failed, but is in the correct end position and manually fixed in the correct end position by maintenance personnel using a clamp or clamp, a dispatcher in the signal box can manually enter the external control command ST to activate the replacement route.

Die Figur 3 zeigt ein anderes Ausführungsbeispiel für ein Stellwerk 20, das bei der Gleisanlage 10 gemäß Figur 1 einsetzbar ist. Der Speicher 22 enthält bei dem Ausführungsbeispiel gemäß Figur 3 zusätzlich zu dem Steuerprogrammmodul SPM ein Umstellmodul USM und ein Plausibilitätsprüfungsmodul PPM.the Figure 3 FIG. 11 shows another exemplary embodiment for a signal box 20, which is used in the track system 10 according to FIG Figure 1 can be used. In the exemplary embodiment according to FIG Figure 3 in addition to the control program module SPM, a changeover module USM and a plausibility check module PPM.

Das Plausibilitätsprüfungsmodul PPM wertet die Zustandsmeldungen der streckenseitigen Einrichtungen aus und gibt ein Befahrbarkeitssignal BS für die fiktive Ersatzfahrstrecke aus, wenn Zustandsmeldungen zumindest einiger der streckenseitigen Einrichtungen für die fiktive Ersatzfahrstrecke FEFS anzeigen, dass tatsächlich alle realen Fahrstrecken RFS1, RFS2 RFS4 und RFS6 befahrbar sind und etwaig anderslautende Zustandsmeldungen anderer streckenseitiger Einrichtungen, wie beispielsweise der Achszähleinrichtung AZ2 gemäß Figur 1, als falsch anzusehen sind.The plausibility check module PPM evaluates the status reports of the trackside facilities and outputs a passability signal BS for the fictitious substitute route if status reports of at least some of the trackside facilities for the fictitious substitute route FEFS indicate that all real routes RFS1, RFS2, RFS4 and RFS6 are actually passable and possibly contrary status reports from other trackside devices, such as the axle counting device AZ2 according to Figure 1 are to be regarded as wrong.

Falls reale Fahrstrecken im Normalbetrieb nicht freigebbar sind, aber das Befahrbarkeitssignal BS vorliegt, so erzeugt das Umstellmodul USM den Stellbefehl ST zum Aktivieren der Ersatzfahrstrecke FEFS und das Steuerprogrammmodul SPM betreibt diese, wie dies oben im Zusammenhang mit der Figur 1 erläutert worden ist.If real routes cannot be released in normal operation, but the drivability signal BS is present, it is generated the changeover module USM the control command ST to activate the substitute route FEFS and the control program module SPM operates this, as described above in connection with the Figure 1 has been explained.

Das Plausibilitätsprüfungsmodul PPM kann beispielsweise - im Falle eines Ausfalls der Achszähleinrichtung AZ2 bei korrekter Arbeitsweise oder gesicherter Weichenendlage der Weichen W1 und W2 - das Befahrbarkeitssignal BS ausgeben und damit die Erzeugung des Stellbefehls ST auslösen, wenn die beiden Achszähleinrichtungen AZ1 und AZn anzeigen, dass alle Achsen, die in die Gleisanlage 10 eingefahren sind, diese auch wieder verlassen haben, so dass die Gleisanlage 10 tatsächlich frei von Fahrzeugen bzw. Fahrzeugachsen ist und insofern gefährdungsfrei befahren werden kann.The plausibility check module PPM can, for example - in the event of a failure of the axle counting device AZ2 with correct operation or secured switch end position of the switches W1 and W2 - output the passability signal BS and thus trigger the generation of the positioning command ST when the two axle counting devices AZ1 and AZn indicate that all axles that have entered the track system 10, have also left it again, so that the track system 10 is actually free of vehicles or vehicle axles and can therefore be driven on without danger.

Obwohl die Erfindung im Detail durch bevorzugte Ausführungsbeispiele näher illustriert und beschrieben wurde, so ist die Erfindung nicht durch die offenbarten Beispiele eingeschränkt und andere Variationen können vom Fachmann hieraus abgeleitet werden, ohne den Schutzumfang der Ansprüche zu verlassen.Although the invention has been illustrated and described in more detail by means of preferred exemplary embodiments, the invention is not restricted by the disclosed examples and other variations can be derived therefrom by the person skilled in the art without departing from the scope of protection of the claims.

Claims (13)

  1. Method for operating a railway (10), wherein with the method real routes (RFS1, RFS2, RFS3, RFS4, RFS5, RFS6, RFS7) of the railway (10) are each released or blocked individually for the journey as a function of status messages transmitted by track-side facilities to an interlocking (20), wherein
    - at least one notional alternative route (FEFS) is defined, which is composed of two or more real routes (RFS1, RFS2, RFS4, RFS6), and
    - in the presence of an adjusting command (ST) to activate the notional alternative route (FEFS), the notional alternative route (FEFS) is released for the journey, even if one or more of the real routes (RFS1, RFS2, RFS4, RFS6) forming the notional alternative route (FEFS) is blocked on account of failure of one or more of the track-side facilities and/or on account of the absence of status messages permitting the release,
    characterised in that
    the release of the notional alternative routes (FEFS) is carried out
    - by a vehicle (30) provided to travel via the notional alternative route (FEFS) being notified before, during or after moving into the first real route (RFS1) of the notional alternative route (FEFS) that the next track-side signalling facility (S7) to be considered is the one which follows after the end of the notional alternative route (FEFS), or
    by a vehicle (30) provided to travel via the notional alternative route (FEFS) being notified before, during or after moving into the first real route (RFS1) of the notional alternative route (FEFS) that other signalling facilities (S2, S3, S6) present before the next track-side signalling facility (S7) to be considered are to be ignored.
  2. Method according to claim 1,
    characterised in that
    at least one of the track-side devices is a switch (W1, W2), which indicates a switch end position as the status message.
  3. Method according to one of the preceding claims,
    characterised in that
    at least one of the track-side facilities is a track vacancy detection facility (GFM1), which, as a status message, outputs an occupied message indicating the occupancy of an assigned track section or a notification of availability indicating the vacancy of the assigned track section.
  4. Method according to one of the preceding claims,
    characterised in that
    at least one of the track-side facilities is an axle counter (AZ1, AZ2, AZn) which, as a status message, outputs an axle counter state, which the number of axles which have passed over the axle counter (AZ1, AZ2, AZn).
  5. Method according to one of the preceding claims,
    characterised in that
    the adjusting command (ST) is generated externally in order to activate the notional alternative route (FEFS) if an external check of the track system (10) shows that, despite the absence of status messages or despite other status messages of one or some of the track-side facilities, all real routes (RFS1, RFS2, RFS4, RFS6) which form the notional alternative route (FEFS) can actually be travelled.
  6. Method according to one of the preceding claims,
    characterised in that
    the adjusting command (ST) is generated in order to activate the notional alternative route (FEFS) if a plausibility check of the status messages of the track-side facilities shows that all real routes (RFS1, RFS2, RFS4, RFS6) which form the notional alternative route (FEFS) can actually be travelled despite the absence of status messages or despite other status messages of one or some of the track-side facilities.
  7. Method according to claim 6,
    characterised in that
    the plausibility check is carried out on the interlocking side.
  8. Method according to one of the preceding claims,
    characterised in that
    a reduced speed is predetermined for the notional alternative route (FEFS) permanently or at least for the first vehicle (30) driving into the notional alternative route (FEFS) after its activation.
  9. Method according to one of the preceding claims,
    characterised in that
    in the case of a switch fault, the notional alternative route (FEFS) is not activated until the switch end position has been manually fixed by means of a bracket or clamp.
  10. Method according to one of the preceding claims,
    characterised in that signalling facilities which belong to the notional alternative route (FEFS) specify clearance to travel and driving bans in each case by specifying the respective real route (RFS1, RFS2, RFS4, RFS6) or the respective notional alternative route (FEFS) to which the respective clearance to travel or the respective driving ban relates.
  11. Interlocking (20) for controlling a track system (10),
    wherein the interlocking (20) is embodied to release or block real routes (RFS1, RFS2, RFS3, RFS4, RFS5, RFS6, RFS7) of the track system (10) in each case individually as a function of status messages, which are transmitted from the track-side facilities to the interlocking (20), wherein
    - at least one notional alternative route (FEFS) which is composed of two or more real routes (RFS1, RFS2, RFS4, RFS6) is stored in the interlocking (20), and
    - the interlocking (20) is embodied such that in the presence of an adjusting command (ST) for activating the notional alternative route (FEFS) it releases the notional alternative route (FEFS) for the journey, even if one or more of the real routes (RFS1, RFS2, RFS4, RFS6) forming the notional alternative route (FEFS) is blocked on account of failure of one or more of the track-side facilities and/or on account of the absence of status messages allowing the release,
    characterised in that
    the interlocking is embodied to carry out the release of the notional alternative route (FEFS),
    - by a vehicle (30) provided to travel via the notional alternative route (FEFS) being notified before, during or after the movement into the first real route (RFS1) of the notional alternative route (FEFS) that the next track-side signalling facility (S7) to be considered is the one which follows after the end of the notional alternative route (FEFS), or
    - by a vehicle (30) provided to travel via the notional alternative route (FEFS) being notified before, during or after movement into the first real route (RFS1) of the notional alternative route (FEFS) that other signalling facilities (S2, S3, S6) present before the next track-side signalling facility (S7) to be considered are to be ignored.
  12. Interlocking (20) according to claim 11,
    characterised in that
    the interlocking (20) has a plausibility check module (PPM), which evaluates status messages of the track-side facilities and outputs a navigability signal (BS) for the notional alternative route (FEFS) if existing status messages of some of the track-side facilities for the notional alternative route (FEFS) indicate that all real routes (RFS1, RFS2, RFS4, RFS6) which form the notional alternative route (FEFS) can actually be travelled and any other status messages of other track-side facilities are to be considered as incorrect.
  13. Interlocking (20) according to claim 11 or 12,
    characterised in that
    the interlocking (20) has a control signal input (20s) for inputting an external adjusting command (ST) in order to activate the notional alternative route (FEFS).
EP18716947.9A 2017-05-19 2018-03-29 Method for operating a railway and interlocking for such a railway Active EP3612429B1 (en)

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DE102017208490.1A DE102017208490A1 (en) 2017-05-19 2017-05-19 Method for operating a track system and interlocking for a track system
PCT/EP2018/058049 WO2018210475A1 (en) 2017-05-19 2018-03-29 Method for operating a track system and signal box for a track system

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EP4169799A1 (en) * 2021-10-21 2023-04-26 Frauscher sensortechnik GmbH Monitoring unit for monitoring a railway track and method for monitoring a railway track
WO2023067067A1 (en) * 2021-10-21 2023-04-27 Frauscher Sensortechnik GmbH Monitoring unit for monitoring a railway track and method for monitoring a railway track

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