Line section for mixed operation with and without a train protection system, and operating method

Abstract

A method performs a mixed operation of a track-bound line section. Trains that are equipped with a train protection system run there. In order to guide trains that are not equipped with the train protection system through the line section, provision is made for switches to be set as a protecting switch for the purpose of following-move protection. However, the switch is reset again before the passage of the unequipped train, wherein the respective block section of the line section must be free again at this time point. The method therefore allows mixed operation of equipped and unequipped trains while at the same time requiring limited component expense for lineside train protection apparatus.

Claims

1. A method for a mixed operation of a track-bound line section, which comprises the steps of: traversing the track-bound line section with trains equipped with a train protection system, and by trains not equipped with the train protection system; and fitting the track-bound line section with at least one switch, in an event that a train that is not equipped with the train protection system is to enter the track-bound line section, a block section of the track-bound line section which extends as far as the switch is authorized, wherein the switch is set for a purpose of following-move protection and the switch is reset again before a passage of the train that is not equipped with the train protection system.

2. The method according to claim 1, which further comprises providing a plurality of switches in the track-bound line section and a block section extending from one switch to a following switch is authorized, wherein the following switch is set for a purpose of following-move protection and the following switch is reset again before a passage of the train that is not equipped with the train protection system.

3. The method according to claim 1, wherein in an event that the train that is not equipped with the train protection system is to enter the track-bound line section, the switch is set for a purpose of following-move protection only if the train is situated in the block section which comes after the switch or a train enters the block section which comes after the switch during a time in which the train that is not equipped with the train protection system is expected to be situated in the block section extending as far as the switch.

4. The method according to claim 1, wherein the block section is authorized for operation of the train protection system again as soon as the train that is not equipped with the train protection system has left the track-bound line section again.

5. The method according to claim 4, wherein the block section is authorized for operation of the train protection system again only if a track clearing run has first been performed on a respective track section by a train that is suitable for operation with the train protection system.

6. The method according to claim 1, wherein for a purpose of operating the train that is not equipped with the train protection system, a communication interface between a train driver of the train that is not equipped with the train protection system and a lineside train protection configuration is used.

7. The method according to claim 1, wherein for a purpose of operating the train that is not equipped with the train protection system, line-based detection is performed.

8. The method according to claim 1, wherein a first lineside train protection configuration, which controls the track-bound line section, communicates with a second lineside train protection configuration, which controls a further line section coming after the switch.

9. The method according to claim 8, wherein the first lineside train protection configuration sets the switch only if an authorization of the further line section is granted by the second lineside train protection configuration.

10. The method according to claim 1, wherein for a purpose of operating the train that is not equipped with the train protection system, line-based detection is performed by means of axle counters.

11. The method according to claim 1, wherein the train protection system is a communication-based train controller (CBTC).

12. A track-bound line section to be traversed by trains, the track-bound line section comprising: at least one switch, in an event that a train about to traverse the track bound line section and is not equipped with a train protection system enters the track-bound line section, a block section of the track-bound line section which extends as far as said at least one switch is authorized, wherein said at least one switch can be set for a purpose of following-move protection and said at least one switch can be reset again before a passage of the train that is not equipped with the train protection system.

13. The track-bound line section according to claim 12, further comprising a lineside train protection configuration which controls the track-bound line section and allows said at least one switch to be set in accordance with conditions stated in claim 11.

14. The track-bound line section according to claim 12, wherein no light signals are provided at said at least one switch.

15. The track-bound line section according to claim 12, further comprising a light signal disposed only at a beginning of the track-bound line section, as viewed in a direction of travel.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

(1) FIGS. 1 to 4 are schematic block diagrams showing an exemplary embodiment of a track-bound line section according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

(2) Referring now to the figures of the drawings in detail and first, particularly to FIG. 1 thereof, there is shown a line section S which forms part of a track G. The track G provides a line for various trains T1, T2, T3. In addition, a plurality of sidetracks NG1, NG2, NG3 diverge from the track G. The sidetracks are set by switches W1, W2, W3. The switches W1, W2, W3 also serve to divide the line section S into a plurality of block sections B1, B2, B3, B4, the switch W1 lying between the block sections B1 and B2, the switch W2 between the block sections B2 and B3, and the switch W3 between the block sections B3 and B4.

(3) The line section S is configured such that it can be traversed both by trains T1 that are not fitted with a train protection system WCU-ATP (unequipped trains or unfitted trains) and by trains T2, T3 that are fitted with the train protection system WCU-ATP (equipped or fitted trains). The fitted trains have antennas A which are part of the train protection system WCU-ATP.

(4) The cited train protection system can be, for example, a system which is also referred to commercially as CBTC or Train Guard MT. This system is based on the so-called tracking of all fitted trains, i.e. the momentary position of these trains is known at all times. Furthermore, a required braking distance for these trains is taken into account, and defines a safety clearance in relation to other fitted trains. The line length required by the train, based on its dimensions and the braking distance that must be taken into account, is also referred to as a moving block. The application of moving blocks ensures that no lineside track clear indications are required if only equipped trains are moving in the line section S. The standard according to which the train protection system WCU-ATP works is referred to as CBTC.

(5) It can be seen in FIG. 1 that the unequipped train T1 is situated on the track G shortly before the beginning of the line section S. A light signal SG is currently set to “red”, i.e. indicating that the unequipped train T1 is prohibited from entering the line section S. This is because a passage through the line section S must be possible in a manner which takes the operation of the equipped trains T2 and T3 into account. This is currently not the case, as explained in greater detail below.

(6) Conventional interlocking technology is required in order to safely assist the unequipped train T1, which is not visible to the train protection system WCU-ATP. This should nonetheless be effected as far as possible without additional light signals on the line section S. However, since the position of the equipped trains T2 and T3 is known at all times, the unequipped train T1 can be guided blind, so to speak, through the line section S, wherein this movement is guaranteed by lineside train protection arrangements in the form of interlocking cabins IXL1 and IXL2. These interlocking cabins utilize the possibilities provided by the infrastructure of the line section S and are therefore connected to the line network as indicated by the dashed connection lines 11, 12, 13 14. In the example according to FIG. 1, the track G and the sidetrack NG1 are controlled by the interlocking cabin IXL1 and the two sidetracks NG2 and NG3 are controlled by the interlocking cabin IXL2. The cited interlocking cabins are additionally interconnected via a communication connection K, such that all sidetracks NG1, NG2, NG3 can be used as buffer zones for the unequipped train T1 even though they are subordinate to different interlocking cabins.

(7) The reason that the unequipped train T1 cannot enter the line section S is that following-move protection must be ensured in relation to the equipped train T3. According to the invention, the first block section B1 is actually free, but the following-move protection must be ensured via the switch W1 by setting this to the sidetrack NG1 in order to prevent a collision with the equipped train T3 under any circumstances. However, this is not currently possible because the sidetrack NG1 is traversed by the equipped train T2. Therefore the unequipped train T1 must wait until the light signal SG permits entry into the line section S.

(8) In order to allow the interlocking cabins IXL1, IXL2 to evaluate the train positions of the equipped trains T2, T3, these are equipped with antennas A and therefore communication with the train protection system WCU-ATP is possible. In order to avoid any misunderstanding, it should be noted that unequipped trains (e.g. T1) are obviously also equipped with various antennas. However, only those antennas A required for the communication in the context of the train protection using the train protection system WCU-ATP are illustrated in FIG. 1. The equipped trains can therefore also be identified in FIG. 1 by the antennas A.

(9) Also shown in FIG. 1 is the switch setting of the switches W1, W2, W3. Since none of these switches is set in FIG. 1, the rail route currently runs along the track G, and an arrowhead is therefore indicated at the end of the line section S. As described in the following figures, the predefined route changes as a result of setting the switches W1, W2, W, such that the arrowhead is extended in each case at the sidetrack which currently predefines the rail route for the unequipped train T1. The aim is naturally for the unequipped train T1 to pass through to the end of the line section S completely, and not diverge onto a sidetrack.

(10) FIG. 2 shows the scenario as per FIG. 1 at a later time point. The trains T2 and T3 (both equipped) have moved on. Specifically, the train T2 is still on the sidetrack NG1 and therefore the switch W1 could not be set as a protecting switch. However, the equipped train T3 has moved from the block section B2 into the block section B3 and therefore the block section B2 is free. Furthermore, the equipped train T3 is now situated beyond the switch W2, and therefore this can be set as a protecting switch and reroute the unequipped train T1 onto the sidetrack NG2 (indicated by the arrowhead). Consequently, the unequipped train can traverse both the block section B1 and the block section B2. The light signal SG therefore signals the possible entry of the train T1, which is already situated in the block section B2. Finally, the light signal must prevent the entry of further trains into the line section S, since the position of the train T1 is not precisely known. This also applies to an equipped train T4, which awaits entry into the line section S.

(11) FIG. 2 also shows axle counters AC1, AC2, AC3, AC4, which are likewise part of the lineside train protection arrangement. These are used for registration of the unequipped train T1, one of the axle counters being placed in each of the block sections B1, B2, B3, B4. According to FIG. 2, the unequipped train T1 is currently passing over the axle counter AC2 at the beginning of the second block section B2, wherein the complete passage of the train is registered by the interlocking cabin IXL1. When the train has completely (i.e. including all cars) passed over the axle counter AC2, it is then already possible to authorize the block B1 for a track clearing run by the equipped train T4. In order to guarantee a minimum distance between the trains T1 and T4, the entry of the train T4 into the block sections B2, B3, B4 in each case can always be made dependent on whether the unequipped train T3 has arrived completely in the subsequent block section. It should be noted here that the method can also be performed without axle counters, in that verbal instructions and messages from the train T1 in relation to its position can be exchanged with the interlocking cabin IXL1.

(12) FIG. 3 illustrates a later time point in the passage of the unequipped train T1. It can be seen that the equipped train T3 is now in the fourth block section B4, followed by the unequipped train T1 in the third block section B3. Before the train T1 moved into the block section B3, the switch W2 was thrown back onto the track G, since the train T1 is intended ultimately to pass through the line section S. At the time point at which the switch W2 was set, the equipped train T3 was already in the block section B4, and therefore any danger of a collision in the block section B3 was no longer present. The switch W3 has been set instead of the switch W2, however, such that the unequipped train T1 would be guided onto the sidetrack NG3 in order to ensure following-move protection for the equipped train T3 (the arrowhead is therefore at NG3 in this case).

(13) At the same time, a track clearing run has started in the block section B1 with the equipped train T4. Although this train is equipped, it has a vehicle driver who maintains visual contact with the line section S ahead and would detect any obstacles situated on the track as a result of the passage of the unequipped train T1. For this purpose, the vehicle driver of the train T4 is in voice contact with the interlocking cabin IXL1 via a telephone connection. In addition to this, an equipped train T5 is situated shortly before the entry into the line section S. The light signal SG signals to this train that entry into the block B1 is possible (i.e. set to “green”). This is possible because that part of the line section S which lies behind the equipped train T4 is already cleared and is therefore authorized for automatic train operation. If braking of the train T4 is required due to obstacles, a collision between the trains T4 and T5 is ruled out by virtue of the train protection system WCU-ATP.

(14) FIG. 4 illustrates the situation after the passage of the unequipped train T1 is complete. The train T1 is now on the other side of the line section S, i.e. it has slipped in and along the line section S between the equipped trains T2, T3 and the equipped trains T4, T5. Limited rail traffic was possible for the cited equipped trains in this case, i.e. the line section S was never completely prohibited, but only on a block section by block section basis in each case. In other words, the blocks B3, B4 could initially still be traversed at the time of entry of the unequipped train T1 (cf. FIG. 1), and the blocks B1 and B2 could be traversed again already before the exit of the unequipped train T1 (cf. FIG. 3).

(15) It can also be seen in FIG. 4 that the unequipped train T1 has also passed the axle counter AC5, and therefore it is possible to calculate whether the unequipped train T1 when exiting the line section S had all its cars. In addition to this, the equipped train T5 has already arrived in the block section B2, and therefore the light signal SG for a new unequipped train T6 shows “green”. The train T6 can enter the block section B1, since both this block section and the sidetrack NG1 are free and therefore the switch W1 can be set as a protecting switch.

(16) FIGS. 1 to 4 show that it is possible to determine the completeness of the train T1 on a block section by block section basis in each case using the axle counters AC1, AC2, AC3, AC4, AC5. In addition to this, a track clearing run was performed by the equipped train T4. This method as described by the exemplary embodiment is particularly safe.

(17) However, it is also possible to perform a track clearing run by means of the equipped train T4 in the manner described above, without the use of axle counters. Corresponding precautionary measures must be taken in this case, e.g. by suitable selection of the train speed during the track clearing run. This method is common in the American model, for example.

(18) A further possibility is to dispense with the provision of a train for a track clearing run. Instead, an authorization indication is performed block section by block section after the axle counters AC2, AC3, AC4, AC5 are passed in each case. The result of the axle counter AC1 when the unequipped train T1 enters the block section B1 is used as a reference value.

(19) The two adapted methods cited above are less safe due to a lack of redundancy, and therefore the choice of authorization method for the line section S depends on the respective safety specifications.

(20) The following is a summary list of reference numerals and the corresponding structure used in the above description of the invention:

(21) TABLE-US-00001 A Antennas AC1, AC2, AC3, AC4, AC5 Axle counter B1, B2, B3, B4 Block section G Track IXL1 First interlocking cabin IXL2 Second interlocking cabin K Communication connection NG1, NG2, NG3 Sidetrack S Line section SG Light signal T1 Train not using CBTC T2, T3, T4 Train using CBTC W1, W2, W3 Switch 11, 12, 13, 14 Connection line