DE102004057459A1 - Railway crossing safety system - Google Patents

Abstract

The invention relates to a railway transfer security system with a level crossing protection controller for controlling safety devices, in particular traffic signal systems, as well as a method for monitoring and controlling a level crossing safety system. In order to be able to largely dispense with cable connections, it is provided that the level crossing controller can be activated by a frequency-controlled track circuit for long-range-operated track circuit (LFTC) and deactivated by a frequency-controlled track circuit for short-range (SFTC - short frequency-operated track circuit) ,

Description

The The invention relates to a level crossing system according to the generic term of claim 1

More As 60% of all unrestricted level crossings worldwide are simple Applications. These are predominantly single-track rail lines with bidirectional traffic guidance. Along there is no cable network on the route and there are no electrical or sheds the switch-on points.

Of the Invention is based on the object, a level crossing protection system of generic type specify whose level crossing controller is largely wirelessly controlled.

The The object is achieved with the characterizing features of claim 1.

The claimed system for securing and controlling level crossings is a computer aided System specifically for simple applications is provided. The system is compared to other computer aided and conventional relay-based Level crossing systems, highly competitive in terms of safety and price.

The System, hereafter called LX7, has the functionality of a automated level crossing system for one single-track railway with bidirectional traffic management.

The vehicle-controlled track circuits, hereinafter FTC - Frequency-operated Track Circuit - called, serve to detect trains or other rolling stock on supervised sections. An FTC is an electronic track circuit without insulated rail joints. The functionality The FTC relies on the variable transmission range of the signals with different frequencies due to the deviations of the inductive component attributable to the track impedance. Thus, the transmitter connected to the track determines the transition region dependent on from his working frequency. The receiver, in the immediate Near the Transmitter can be connected to the track, recognizes the change the track impedance. If a train or another rail vehicle the track section checked, d. H. travels and As the FTC approaches the connection point, the track impedance decreases. This change the track impedance is from the receiver registered by the FTC, which is set to the transmission range and tuned to the operating frequency of the transmitter.

following The invention is based figurlicher Representations closer explained. Show it

1 the functional principle of a level crossing system,

2 the main components of a controller, 3 an arrangement of frequency controlled track circuits and

4 a level crossing system.

The schematic arrangement of the components for a typical application example is in 1 shown. The LX7 is an automatic level crossing controller that is controlled by the train. The LX7 is activated by a frequency-controlled track circuit for long-range LFTC (LFTC - long-frequency-operated track circuit) and by a frequency-controlled track circuit for short-range SFTC disabled (SFTC - short frequency-operated track circuit). FTCs (Frequency-Driven Track Circuits) are insulation-less and wireless detectors, enabling the LX7 to provide flexible, insulation-less and wireless railroad crossing applications. FTCs are immune to the interference caused by overhead lines and can therefore be used equally on electrified and non-electrified lines. The functionality of SFTCs is based on audio frequencies, so these SFTCs can also be used as overlay track circuits in the existing infrastructure. If precise turn-on points are required, conventionally isolated rail joints or passive electrical rail connectors can be used.

In A basic version are flashing red / white as safety devices of the LX7 Road Signals Road Signals RS1 and RS2 as well as Warning Bells Ringtone WB1 and WB2 provided. Due to the modular and expandable structure The LX7 allows the system to control additional optional external Safety devices are upgraded, for example, boom barrier barriers BB1 and BB2 or continuous yellow glowing and white flashing Signal Lamp Train Control Signals-TCS1 and TCS2.

2 shows an LX7 architecture. The LX7 is based on a PLC, a programmable logic controller. This controller is characterized by a high modularity (claim 2). Most of the modules used are commercially available hältlich. These modules are self-contained functional units and have been tested and approved for their intended use. Together, these modules provide a simple and cost-effective hardware structure that ensures the greatest possible application flexibility, ease of maintenance, reliability, and security. The LX7 has a battery-powered power supply system with a backup battery backup power supply that ensures operation of the system for a fixed period of time - typically eight hours. The inputs are isolated and controlled by independent contacts of miniature safety relays. Current test functions are performed by miniature solid-state devices for various currents. This supports almost all lamp types and LED modules available worldwide. The outputs are also isolated and activated via miniature safety relays.

• • Modul für Steuerungs- und Überwachungsfunktion,
• • Modul für Anwendungsdaten,
• • Modul für Service, Diagnose und Ereignisprotokollierung,
• • Modul für Service-, Diagnose- und Ereignisprotokollierungsdaten,
• • Modul für SMS-Unterstützung.

The PLC platform provides easy access to the software, widespread design tools, and easy customization of the software to different application needs. The software of the system is created from independent functional modules. Each module contains a special function or function group. The software is developed according to the Ladder-Logic principle. Thus, engineers familiar with the design of relay contacts can easily track the functionality of the system. The most important software modules are:

• • module for control and monitoring function,
• • module for application data,
• • module for service, diagnostics and event logging,
• • module for service, diagnostic and event logging data,
• • Module for SMS support.

The LX7 is preferably for Universal applicability designed. Country-specific differences, which are prescribed by the respective railway authority Mostly within the module for Application data defined. For most applications refer to the corresponding changes each on different settings of timers. amendments The hardware and the country specific software are only in great be required to a small extent and mainly on the circuits restrict the relay interfaces.

The LX7 is for simple applications and intended for all applications on single-track routes suitable for oncoming traffic. In this case, only a small number of entrances and outputs required. Therefore, a cost-effective, adequate for the purpose of architecture used. With this system, however, there is the possibility of an extension by installing additional Input / Output and further functional modules are not excluded, so too more complex applications, eg. B. two-track configurations with implementation the down holding function, possible are. In such cases have to however, software and hardware enhancements have been made for each country become.

Of the Security of the system LX7 is based on PLC components that are in one Basic version and a failsafe F-version failsafe available. The F versions are certified up to SIL3 according to the CENELEC standards. The Security of the system is scalable, so the different ones SIL requirements met can be. The basic version of the LX7 is based on meeting the requirements according to SIL1 / SIL2 designed. With the F version of the PLCs, the LX7 can run on SIL3 and Upgraded SIL4 become.

The outputs are designed fail-safe, d. H. These are usually in activated state. The state of the output relay is determined by the PLC retrieved at the appropriate processing level. Therefore, will a faulty state of each individual relay is detected and displayed so that safety arrangements over the functionality of the LX7 can be.

The Software can be modeled on the relay circuits that have been around many years in security applications have proven to be developed. When defining a common functionality and the Development as possible flexible software can different country-specific Considered practices become. checking circuits serve for lamp checking and to control the flashing functions to minimize the corresponding failures detect in time and thus increase the SIL level of the system.

By using the optional train control signals TCS (claim 3), the SIL level of the system can also be increased if necessary.The TCS can only continue the route signal if the appropriate release conditions are met, namely, railroad crossing turned on, beacon lights functional, and LX7 The FDR performs the monitoring functions for the PLC The FDR functionality is checked immediately after each activation of the LX7 Thus, a potential failure of the PLC could go undetected, thus severely limited.The FDR must be activated and ready for operation so that the train control signals TCS on Release can be switched.

The described scalable security concept of the LX7 in connection with its relatively simple architecture, the number of components and the number of rings its high reliability Fulfills a wide range of requirements imposed by railway authorities in terms of system resilience.

The LX7 monitors constantly a rapprochement section, to detect a possibly approaching train. The LX7 is in capable of the required number of approach track sections, the Release track section and an additional overlay enable detector monitor with appropriate interface design without the software changed the controller must become. The approaching track section - pre-signal spacing - becomes, for example in an interval of 25 to 90 seconds - up to max. 2 km defined, depending on which maximum speed in the approach track section can be achieved.

The LX7 features preferably over an integrated directional self-holding function, so that one Reactivation of the LX7 is prevented by a departing train.

The Sequence of the assignment and the release of the switch-on and switch-off components are checked and registered by the controller. If an error is detected, the LX7 switches the track signal lamps out - dark Signals. If the controller fails, the flashing output will turn on disabled and the power supply for the track signal lamps is interrupted - dark Signals.

If the first axis of the incoming train reaches the approach track section has activated the LX7 and turns off the white lights of the road signals out. At the same time, the red lights of the road signals are switched on. After this the last axis of the departing train the release track section has left, the LX7 deactivates and turns off the red road signal lamps and the white ones Road signal lamps again. In a normal train release message the LX7 must red flashing light of the road signals no later than 5 seconds after leaving the release track section on the white Switch flashing light. The flashing of the signal is through the software generated and monitored, so that the different flashing frequencies and switch-on cycles are supported. For the Interfaces are used semiconductor relay.

Usually recognizes the LX7 with the LFTC and the SFTC a train on the access track. The condition is that the rail tracks in the approach section continuously welded or in any other suitable manner, the approaching section at least one Ballast resistance of 1.5 ohms / km must have. The bilateral surveillance the approach sections is done with the LFTC bidirectional application. Optionally, a one-sided application is possible. In this case are Install insulated or electrical rail straps at the LX7 location. Furthermore Two units of the LFTC are required - one unit each Approach track section. The advantages in this case consist in the possibility of detecting the approaching train as well as in the longer approach track sections.

The LFTC can be in the LX7 case to be built in. An installation in a housing along the track is but also possible for example, as a remote power-on module with a long range. Also the SFTC can be in the LX7 case to be built in.

If the existing track section is too long for the release, that can SFTC additionally verwen be used as an overlay circuit to the required length of the Reach clearance section. If the existing track too long for the proximity signaling is, the LFTC can also used as an overlay circuit to the required length of the Approach track section to reach - wireless Application from the end of the existing track. The FTC, the remote power on serves, needs only two wires of the signal cable per receiver for transmitting the information "busy / free" to the LX7. at double receiver four conductors are needed by two pulse relays at the LX7 site head for.

If the approach track section for a fixed maximum time was used and the release area was not triggered, becomes an error of the proximity detector be detected and reported, and the signal lights will be off. Also other errors and disturbances of the proximity detector and the release detector be detected and reported.

If no external power supply - 230 V / 50 Hz - available is, but the battery is ready, is an interruption detected and reported. The normal functioning of it is however not impaired. If the battery voltage is too low, the battery may fail be detected and reported. The signal lights then become switched off.

In the event of failure of a light bulb of a track signal, the replacement bulb is automatically turned on, and the interruption of the lamps Function is recognized or reported. This also applies to the failure of a road signal.

If the flashing frequency or the duty cycle outside the preset one Range are located, an error of the flashing module is detected and reported.

After this the system is the first regular faultless train passage has registered and no further reasons for one System error state, the system switches to the normal state back and turns off the white ones Flashing lights of the route signals on.

The LX7 can also be used in station areas where signals within the approach track sections - safety signals for the Railroad crossing - available are. Activation of the LX7 by occupying the approach track section is deactivated here, as long as the hold signal is set. Dependent on the position of the signal and the train speed may require the release position of the backup signal by blocking in To delay station, to ensure a sufficient warning period for the LX7.

The power supply system of the LX7 ( 2 ) preferably has a modular structure. The basic version requires a power source of 230 V / 50 Hz. However, the power supply can also easily to other external power sources, for example at 230 V / 16 _^2/3 Hz, solar collectors, or retrofitted to exclusive battery power are. All different variants of the power supply can be realized cost-effectively by exchanging the corresponding modules. The basic version of the LX7 is characterized by low energy consumption. The LX7 and the train detectors each contain a spare power battery that will maintain normal operation for the minimum required time, typically eight hours. On electrified routes on which no external power is available, the system can the overhead lines, for example 17 kV / 16 _^2/3 Hz are supplied, wherein by means of transformers, the voltage at 230 V / 16 _^2/3 Hz is reduced. In this case, the inverter must / charger module 230 V / 50 Hz out blank by a corresponding, to 230 V / 16 _^2/3 Hz inverter load module to be replaced /. If no conventional power supply is available, solar panels with appropriate battery charging modules can be used. In this case, an inverter / charger module is dispensed with. For all systems or only for systems with direct energy production on site, a function for saving energy during the night can be integrated if required. Locations without an external power supply, where on-site power generation is unrealistic, can be directly powered by rechargeable batteries. Overvoltage protection modules are installed at all connection points at the insertion of the outer cables into the housing as well as at the input of the external power supply of the LX7.

at Systems with direct on-site generation of energy via a Alarm system with sirens, can be an input of the controller specifically for sending SMS messages be reserved to a zuentraler Dispatcher (claim 5). The voltage the battery is being monitored. If this voltage falls below the allowed minimum value, can sent a corresponding SMS message to the responsible maintenance personnel become. The LX7 is preferably capable of sending SMS messages and to receive. As an optional equipment variant, the LX7 be restarted via SMS message if the system is error free works. If the LX7 has an error, an error or another reportable Event identifies an SMS message to the maintenance or security personnel or the train dispatcher. This GSM message contains the ID number the railroad crossing, the code or description of the incident and the time of the event Incident. The LX7 is preferably capable of receiving SMS messages as acknowledgment from the Dispatcher, security or maintenance personnel to receive.

The LX7 has one integrated diagnostics database, through the set regular events as well as errors and faults be recorded in real time. The database works best cyclically, d. H. in an exhausted storage capacity each become the oldest Events overwritten by new events. To retrieve the Database serves special software that runs on Windows or PCs Laptop computers running can be. There is a local or remote access to the database thus easily possible.

A block diagram of the FTC with track connections is in 3 shown. Each FTC consists of a transmitter and the receiver, which are installed together in a metal container and connected by separate cables to the track. The detection area is bidirectionally symmetrical on both sides and extends to the left and right of the FTC's connection points. This range depends on track bed properties and is expressed by the track impedance.

For asymmetrical approaches electrical or mechanical rail joints are needed. Rail joints can be installed directly next to the connection point of the transmitter. In In this case, the detection area is directed to only one side of the track - unidirectional application. The unidirectional detection area is approximately 33% longer in unidirectional applications than in bidirectional applications.

There the track impedance depends on the weather conditions, arise with respect to the Detection range, especially in LFTCs, slight fluctuations. If for the appropriate application requires a very accurate detection area is to use rail joints.

The Operating frequencies of FTCs are selected so that the influence of the Traction power supply (25 kV / 50 Hz) and the corresponding harmonics preferably is minimized. Due to the working frequencies is also the maximum Detection range defined. A separation between the different ones Working frequencies are chosen to use two or more FTCs with different ones Operating frequencies on a controlled track section.

By the installation of both the receiver and Even the transmitter in a common device housing is achieved that the receiver receives a strong signal in the immediate vicinity of the transmitter and not just a weak signal at the end of the controlled Track section registered. This allows the performance of the Transmitter and receiver to reduce and leads as well Cost savings regarding the cable network between transmitters and receiver. The price for an additional Device housing can hereby also be saved. Overall, arise, in particular at the LFTCs, significant savings.

The Recognition range of the FTC can be set via a variable resistor become. Two FTCs with adjacent working frequencies can therefore about have the same recognition range. It follows that the train detection function within the monitored section can be duplicated - redundancy. This is for some signal applications of great importance, in particular for the controller of level crossings, at those by the railway authorities in many countries a duplicate train notification is required. Enable FTCs the implementation of the duplicated approach track sections for the level crossing controllers, without having to lay expensive cable networks next to the tracks. Two receiver R1 and R2 are connected to the FTCs and apply serial Contacts Cont.1 and Cont.2 of the assigned relays Re1 and Re2.

Which Savings can be made by not having a cable network next to it the route - cable, Trenching, laying and testing - needed, depends on the maximum train speed. Consequently, at higher train speeds because of the longer Approach track sections also higher Savings are achieved. These savings are also from the locally valid Price of cables and, above all, on labor costs. Mostly could costs for more than 2,600 m of cable can be saved.

A typical arrangement of a bumpless and wireless level crossing application is in FIG 4 shown. The level crossing controller is preferably equipped with a radio modem for receiving programming data, in particular with regard to applications, additional parameters, error correction and updates (claim 6). For this purpose, a remote transmission of the programming data is provided by a central office (claim 7).

The Restricted invention not on the above embodiment. Rather, it is a number of variants conceivable, which is also fundamentally different of the type make use of the features of the invention. In particular the remote programming according to claim 7 not limited to systems with LFTCs and SFTCs, but can be used at any Crossing protection systems provided they have a programmable grade crossing controller exhibit.

Claims (7)

Level crossing protection system with a level crossing controller for controlling safety devices, in particular traffic signal systems, characterized in that the level crossing controller of a frequency-controlled track circuit for long-range (LFTC - Long Frequency Operated Track Circuit) activatable and by a frequency-controlled track circuit for short-range (SFTC - Short Frequency-operated Track Circuit) can be deactivated. Railway crossing safety system according to claim 1, characterized in that the level crossing controller a programmable logic controller (PLC), which Software modules for Control and monitoring, for application data, for service, Diagnostics and event logging and for SMS support. Level crossing protection system according to one of the preceding claims, characterized in that as additional securing means a train control device (TCS - Train Control Sig nals) is provided, which has means which only make a route signal onward, when the safety devices are activated at the railroad crossing, the road signal lights are functional and the level crossing controller are faultless. Railway crossing safety system according to claim 3, characterized in that for error monitoring the railroad crossing controller a normally open fault detection relay (FDR) is provided is. Railway crossing safety system according to one of the preceding claims, characterized that the level crossing controller Means for sending messages, in particular SMS messages has a central dispatcher. Railway crossing safety system according to one of the preceding claims, characterized that the level crossing controller Receiving means, in particular a radio modem, for receiving programming data, especially regarding Applications, time parameters, error correction and updates, having. Procedure for monitoring and control of a level crossing system with a level crossing controller for controlling safety devices, in particular traffic signal systems, characterized in that programming data, in particular in terms of Applications, time parameters, error correction and updates, by means of Remote transmission, in particular radio or cable, transmitted from a control center to the level crossing controller become.