AU2013205669B2 - Method for securing the movement of a rail vehicle, and rail vehicle - Google Patents
Method for securing the movement of a rail vehicle, and rail vehicle Download PDFInfo
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- AU2013205669B2 AU2013205669B2 AU2013205669A AU2013205669A AU2013205669B2 AU 2013205669 B2 AU2013205669 B2 AU 2013205669B2 AU 2013205669 A AU2013205669 A AU 2013205669A AU 2013205669 A AU2013205669 A AU 2013205669A AU 2013205669 B2 AU2013205669 B2 AU 2013205669B2
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- 238000000034 method Methods 0.000 title claims abstract description 48
- 230000001133 acceleration Effects 0.000 claims description 42
- 230000006870 function Effects 0.000 description 96
- 238000005259 measurement Methods 0.000 description 7
- 239000004020 conductor Substances 0.000 description 4
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000003466 anti-cipated effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000005070 sampling Methods 0.000 description 1
- 230000011664 signaling Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0062—On-board target speed calculation or supervision
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Regulating Braking Force (AREA)
Abstract
METHOD FOR SECURING THE MOVEMENT OF A RAIL VEHICLE, AND RAIL The invention relates to a method for securing a movement of a rail vehicle on a track, the method comprising the following steps: - reception by the vehicle of a maximum segment that the vehicle is authorized travel; - determining (1001) a maximum authorized speed curve as a function of time from the maximum received segment that the vehicle is authorized to travel; and - during movement of the vehicle on the maximum segment that the vehicle is authorized travel: - determining (1010) an instantaneous speed of the rail vehicle; comparing (1020) the instantaneous speed with the maximum authorized speed at the present moment from the determined maximum authorized speed curve as a function of the time; and - braking the rail vehicle (10) as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment. The invention also relates to a rail vehicle. Figure 3 -I
Description
INTRODUCTION OF THE NEW TRAIN CONTROL SYSTEM ERTMS/ETCS FROM A MANUFACTURER'S POINT OF VIEW, ELEKTROTECHNIK UND INFORMATIONSTECHNIK
2013205669 03 May 2013
ABSTRACT
METHOD FOR SECURING THE MOVEMENT OF A RAIL VEHICLE, AND RAIL VEHICLE
The invention relates to a method for securing a movement of a rail vehicle on a track, the method comprising the following steps: - reception by the vehicle of a maximum segment that the vehicle is authorized travel; - determining (1001) a maximum authorized speed curve as a function of time from the maximum received segment that the vehicle is authorized to travel; and - during movement of the vehicle on the maximum segment that the vehicle is authorized travel: - determining (1010) an instantaneous speed of the rail vehicle; comparing (1020) the instantaneous speed with the maximum authorized speed at the present moment from the determined maximum authorized speed curve as a function of the time; and - braking the rail vehicle (10) as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment. The invention also relates to a rail vehicle.
Figure 3
2013205669 03 May 2013
FIG.7
2013205669 24 Apr 2018
Method for securing the movement of a rail vehicle, and rail vehicle
This application claims priority from French Patent Application No. 12 54081 filed on 3 May 2012, the contents of which are to be taken as incorporated herein by this reference.
The present invention relates to a method for securing the movement of a rail vehicle. In Europe, many standards exist to secure the travel of a rail vehicle used in the form of automatic train protection systems. For instance, ETCS (European Train Control System) and PZB 90 (Punktformige Zugbeeinflussung) are examples of such systems.
In these systems, speed or braking curves as a function of the position of the train define the maximum authorized speed for the train at all points on the track. If that speed is exceeded, after one or more warnings, the system automatically brakes the train to stop it.
In the ETCS system, the train is provided with a movement authority in the form of a maximum segment the train is authorized to travel from a position of a balise that it has previously crossed and maximum authorized speeds on that track segment as a function of the position of the train. To allow the implementation thereof, a speed curve or profile as a function of the position of the train is calculated onboard the train. Said curve is specific to that train and the line profile on which it is moving. It is determined as a function of the braking performance of the train, to guarantee stopping thereof before the end of its movement authority.
Such systems need a sophisticated odometric function onboard the train to determine the instantaneous position of the train as precisely as possible so as to control the maximum authorized speed thereof in that position.
The production of an odometric system is complex, and in order to guarantee an acceptable security level for such systems, it is necessary to add safety margins onto the values of the determined positions, which decreases the performance of the system. The odometric function must simultaneously guarantee safety and an acceptable performance level.
2013205669 24 Apr 2018
Other automatic train protection systems are based on speed plateaus. In those systems, the majority of the design work of the curve system is done on the ground. In that case, sampling of a braking curve is done as a function of the position of the train to divide it into segments and a maximum authorized speed is assigned to each segment. During operation, the system provides an anticipated braking setpoint with respect to the optimal point, and the performance levels are then reduced. This deterioration of the performance depends on the size of the segments, and a compromise between performance and segment size must be found, as the cost of the ground equipment to define the segments depends on the number of segments. It is also necessary to make compromises, when designing solutions based on speed plateaus, as a function of the characteristics of the different trains that may use the line.
The aim of the present invention is to overcome the drawbacks of the state of the art, in particular to provide a method and a system guaranteeing safety at moderate costs.
To that end, the invention relates to a method for securing a rail vehicle, the method comprising the following steps:
- receiving by the vehicle a maximum segment that the vehicle is authorized to travel;
- determining a maximum authorized speed curve as a function of the time from the maximum received segment that the vehicle is authorized to travel; and during movement of the vehicle on the maximum segment that the vehicle is authorized travel:
- determining an instantaneous speed of the rail vehicle;
- comparing the instantaneous speed with the maximum authorized speed at the present moment from the determined maximum authorized speed curve as a function of the time; and
- braking the rail vehicle as a function of the result of the comparison of the maximum 25 authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
According to specific embodiments, the method includes one or more of the following features:
- the method further comprises the following step of receiving by the rail vehicle at 30 least one maximum authorized speed value on the track at a predefined position and taking into account the or each maximum speed value in determining the maximum authorized speed curve as a function of time;
- the maximum authorized speed curve as a function of time comprises using a model of the dynamics of the rail vehicle that is representative of the braking capacities of the rail vehicle and/or the acceleration capacities of the rail vehicle;
2013205669 24 Apr 2018
- the method further comprises: - determining a position of the vehicle during movement on the maximum segment that the vehicle is authorized to travel; and determining, using the determined position of the vehicle, a new maximum authorized speed curve as a function of time for the rest of the maximum segment that the vehicle is authorized to travel, and during circulation of the vehicle on the rest of the maximum segment that the vehicle is authorized to travel: - determining the instantaneous speed of the rail vehicle; comparing the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and - braking the rail vehicle as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment;
- the determination of a position of the vehicle during movement on the maximum segment comprises receiving by the vehicle from a balise arranged on the track information allowing the rail vehicle to determine its position; and/or
- the method further comprises: - determining at least one reliable instantaneous speed value of the rail vehicle during movement on the maximum segment the vehicle is authorized to travel; and - determining, using the determined reliable instantaneous speed of the vehicle, a new maximum authorized speed curve as a function of time for the rest of the maximum segment that the vehicle is authorized to travel and, during circulation of the vehicle on the rest of the maximum segment that the vehicle is authorized to travel: determining an instantaneous speed of the rail vehicle; comparing the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and - braking the rail vehicle as a function of the results of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
The invention also relates to a rail vehicle comprising: - at least one device for determining the instantaneous speed of the rail vehicle, - a information receiving device adapted to receive a maximum segment the vehicle is authorized to travel, - a controller adapted to control the speed of the rail vehicle by using information received by the receiving device and a braking system connected to the controller, wherein the controller is adapted to: - determine a maximum authorized speed curve as a function of the time from the received maximum segment that the vehicle is authorized to travel; and, during movement of the vehicle on the maximum segment that the vehicle is authorized to travel, - determining an instantaneous speed of the rail vehicle, - compare the instantaneous speed with the maximum authorized speed at the present moment from the determined maximum
2013205669 03 May 2013 authorized speed curve as a function of the time; and - command braking of the rail vehicle as a function of the results of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
According to advantageous features:
- the information receiving device adapted to receive at least one maximum authorized speed value on the track at a predefined position and the controller includes means for taking into account the or each maximum speed value during determination of the maximum authorized speed curve;
- the information receiving device is adapted to receive information on the actual current position of the rail vehicle; in that the controller is adapted to determine a new maximum authorized speed curve as a function of time from the actual current position for the remaining portion of the maximum segment that the vehicle is authorized to travel, and in that the controller is adapted to, during movement of the vehicle on the remaining portion of the maximum segment that the vehicle is authorized to travel: determine an instantaneous speed of the rail vehicle, - compare the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and - command braking of the rail vehicle as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment; and/or
- the vehicle is adapted to determine information on an actual current speed of the rail vehicle; in that the controller is adapted to determine a new maximum authorized speed curve as a function of time from the actual current speed for the remaining portion of the maximum segment that the vehicle is authorized to travel, and in that the controller is adpated to, during movement of the vehicle on the remaining portion of the maximum segment that the vehicle is authorized to travel: - determine an instantaneous speed of the rail vehicle, - compare the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and - command braking of the rail vehicle as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
The invention and the advantages thereof will be better understood upon reading the following description, provided solely as an example and done in reference to the appended drawings, in which:
- Figure 1 is a schematic view of a rail vehicle on the track;
2013205669 03 May 2013
- Figure 2 is a schematic view of the onboard equipment of a system for securing a rail vehicle according to the invention;
- Figure 3 is a flowchart of a method for securing a rail vehicle;
- Figure 4 is a curve of the maximum authorized speed as a function of the instantaneous position;
- Figure 5 is a curve of the maximum authorized speed as a function of time;
- Figure 6 is a flowchart of part of a method according to one embodiment of the invention;
- Figure 7 is a schematic view of a rail vehicle on a slope;
- Figure 8 is a curve of the maximum authorized speed as a function of time; and
- Figure 9 is a flowchart of part of a method according to one embodiment of the invention.
Figure 1 schematically shows a train or rail vehicle 10 traveling on a track 11. The rail vehicle 10 comprises one or more cars, at least one of which comprises a pulling system, for example an engine.
The track 11 and the vehicle 10 are secured using a system according to the invention.
The aim of a system for securing a movement of a rail vehicle is to ensure that the rail vehicle 10 stops before a dangerous point and does not exceed a threshold point. Another aim of such a system is to ensure that the rail vehicle complies with the speed limits to avoid an excess speed at dangerous points of the track 11, for example turns, locations where people are working on the track, level changes, etc.
The system on the one hand comprises ground equipment, and on the other hand comprises equipment onboard the rail vehicle 10.
The ground equipment is adapted to provide or to send information to the onboard equipment.
The rail vehicle 10 comprises a controller 12 for securing the rail vehicle 10 that is connected to at least one wheel sensor 14 to determine an instantaneous speed of the rail vehicle 10. It is further connected to a braking system 16, a track information receiver 18, an optional acceleration sensor 20, for example in the form of an accelerometer, and a display 22 to provide the conductor with the necessary information. In another embodiment, the instantaneous speed is determined using speed information provided by a pulling system and/or a receiver of a geolocation system, for example a GPS (Global Positioning System) receiver. In another alternative, the instantaneous speed of the rail vehicle is measured by an optical sensor.
2013205669 03 May 2013
The braking system 16 is adapted to command the brakes of the rail vehicle 10 from instructions received from the controller 12.
The track information receiver 18 is arranged to receive the signals emitted by balises 32 positioned along the track.
The accelerometer 20 has a sensitive axis in the direction of the track 11. In other words, the accelerometer measures the acceleration parallel to the rails of the track 11.
The ground equipment comprises one or more balises 32 arranged along the track 11, which are adapted to send information to the rail vehicle 10. It further comprises a stop signal 34, such as a light, up to which the rail vehicle is authorized to travel. The balises 32 are balises for the ETCS system, for example.
A movement authority is defined upstream from the signal 34 due to the existence of a dangerous point 36 on the track 11 downstream from the signal 34, for example a level change where the gate has not yet been closed. This movement authority is characterized by a maximum distance dA that the rail vehicle is authorized to travel from the determined point, here defined by the position of a balise 32. Thus, the movement authority defines the maximum segment of the track that the vehicle is authorized to travel without exceeding the downstream end thereof.
For example, the balises 32 can send the rail vehicle 10 information on the maximum distance dA that the rail vehicle is authorized to travel from the balise 32, the gradient of the track 11 and the maximum authorized speeds as a function of the position on the track, for example relative to a predefined distance from the balise 32 or another fixed reference point. The gradient of the track designates the slope of the track.
In one embodiment, the distance to be traveled and the maximum authorized speed values on the track 11 at a predefined distance are sent jointly, for example in the form of a maximum authorized speed curve as a function of distance. In other words, the balise 32 gives the rail vehicle 10 a movement authority in terms of distance and maximum authorized speeds.
In another embodiment, at least two types of balise 32 exist, a first type of which provides the movement authority to the vehicle, and the other, second type of which only provides a reference point to allow the rail vehicle to determine the distance already traveled from the last movement authority received by the rail vehicle.
In other embodiments, the information on the distance the rail vehicle 10 is authorized to travel and/or the maximum authorized speeds as a function of the distance on the track 11 are sent by another system, for example by a radio connection, such as GSM-R.
In one alternative, the balises 32 are virtual balises that are defined by their position on the track or their coordinates. The rail vehicle in that case comprises a receiver of a
2013205669 03 May 2013 geolocation system connected to the controller 12. If the rail vehicle passes over a virtual balise, which is determined by comparing the instantaneous position of the rail vehicle and the position of the virtual balise, the information on the distance that the rail vehicle 10 is authorized to travel and/or the maximum authorized speeds as a function of the distance on the track 11 are sent via radio connection.
Figure 2 schematically shows the onboard equipment of the system for securing the travel of the rail vehicle. The method is implemented by software controlling the controller 12 onboard the rail vehicle 10.
The controller 12 comprises a computation unit 120, for example an onboard computer, adapted to compute the maximum authorized speed curve as a function of time as described below and comparing the instantaneous speed of the rail vehicle 10 with the maximum authorized speed at the considered moment.
The wheel sensor 14 is connected to the computation unit 120 to provide information on the rotation of the wheel associated with the wheel sensor. For example, the wheel sensor 14 is adapted to continuously provide the computation unit 120 with pulses at a frequency proportional to the speed of rotation of the wheel and/or a measured instantaneous speed. The sensor 14 is for example an angular position sensor of the wheel. In the method for securing the travel of the rail vehicle according to one embodiment of the invention, the wheel sensor 14 is used for a tachymetry, for example to display the measured instantaneous speed for the conductor and/or to compare the measured instantaneous speed with the maximum authorized speed.
The acceleration sensor 20 is connected to the computation unit 120, which is adapted to determine, from information from the acceleration sensor 20, whether the information from the wheel sensor 14 is relevant and usable to compute the maximum 25 authorized speed curve as a function of time, as will be described below. Owing to the acceleration sensor 20, the controller 12 or its computation unit 120 is adapted to determine whether the wheel of the rail vehicle is definitely not in a wheel slipping or locking phase.
As illustrated in Figure 2, the track information receiver 18 is connected to the computation unit 120 and is adapted to provide it, each time it passes before a balise 32, 30 with a movement authority and/or the position.
A memory 128 of the controller contains a model of the rail vehicle comprising a dynamic model thereof enabling the controller 12 to compute a braking and/or speed curve as a function of the position or time to comply with the received movement authority as explained in detail below.
Furthermore, the computation unit 120 controls the braking system 16. For example, if the computation unit of the controller 12 detects that the rail vehicle is traveling at a speed
2013205669 03 May 2013 greater than the maximum speed defined by a speed curve as a function of time, it commands the braking system 16 to perform emergency braking to ensure that the rail vehicle does not exceed a dangerous point, for example after an optional warning.
Figure 3 shows a flowchart of the method according to the invention. It will be explained in conjunction with the maximum authorized speed curves illustrated in Figures 4 and 5.
From a balise 32, a movement authority is provided to the controller 12 in the form of a maximum authorized speed curve 200 as a function of the position on the track 11, i.e., as a position of the distance with respect to a reference point, in particular consisting of the balise 32. The movement authority further includes the maximum distance dA that the rail vehicle is authorized to travel from that balise 32.
The maximum authorized speed curve 200 as a function of distance illustrated in figure 4 provided by the balise 32 comprises three sections 202, 204, 206 with different maximum authorized speeds V1, V2, V3 depending on the track sections. The distance 0 corresponds to the position of the balise 32. In the section preceding the section 202, therefore before the distance 0, the maximum authorized speed is V0.
On the first section 202, the rail vehicle 10 is authorized to move at a first authorized maximum speed V1 over a first distance d202. On the second section 204, the rail vehicle is authorized to move at a second maximum authorized speed V2 over a second distance d204, and on the third section 206, the rail vehicle 10 is authorized to move at a third maximum authorized speed V3 over a third distance d206, before reaching the end of the movement authority, where the rail vehicle must be stopped at the point 208. The three sections 202, 204, 206 together correspond to the maximum distance dA that the rail vehicle is authorized travel.
From the sections 202, 204, 206 with their respective maximum authorized speeds
V1, V2, V3, the computation unit 120 computes, during the step 1000 illustrated in figure 3, a specific maximum authorized speed curve 210 as a function of the position of the vehicle on the track specifically for the rail vehicle in question 10, using the information on the dynamic model of the rail vehicle stored in the memory 128 and, if applicable, the track topology information. For example, information on the braking and/or acceleration capacities coming from the dynamic model of the rail vehicle stored in the memory 128 is used.
This specific maximum authorized speed curve as a function of distance 210 is different from the maximum authorized speed on the track 11 before or after a section change. It is therefore shown in dotted lines.
As shown in Figure 3, in step 1001, the controller 12 computes a maximum authorized speed curve 300 as a function of time and no longer as a function of position,
2013205669 03 May 2013 from the specific maximum authorized speed curve as a function of the distance 210 by using the dynamic model of the rail vehicle stored in the memory 128. The maximum authorized speed curve 300 as a function of time is schematically illustrated in Figure 5. For illustration purposes, a specific maximum authorized speed curve 301 as a function of distance that corresponds to the maximum authorized speed curve as a function of time 300 is illustrated in Figure 4. The specific maximum authorized speed curve 301 corresponds to the maximum authorized speed curve as a function of position with the exception of the section 204.
The rail vehicle uses the curve 300 of the maximum authorized speed as a function of time to compare, at any moment during its journey, its instantaneous speed with the maximum authorized speed at that precise moment and to perform braking, in the event said maximum authorized speed is exceeded, for example after an optional warning.
The system and the method guarantee that at no time does the vehicle exceed the maximum authorized speed on the various sections of the track 11.
A maximum remaining travel time tA begins when the rail vehicle 10 passes by the origin of the maximum segment that the rail vehicle is authorized travel corresponding to the distance dA. The time tAfor example begins when the rail vehicle passes over the balise 32 that sent the movement authority.
A simplified example of the construction of the maximum authorized speed curve 300 as a function of time is explained below. In a first time range 302, the maximum authorized speed increases by the maximum authorized speed V0 of the section preceding the section 200 to up to the speed V1 that will be authorized during the time range 304 using the maximum acceleration capacity amax of the rail vehicle stored in the memory 128. The rail vehicle reaches — theoretically for the computation of the curve 300 as a function of time — the maximum speed V1 after a time t0. The vehicle has then traveled a distance d0. In the case of a constant acceleration, the time is t0=(V1-V0)/amax and the corresponding distance traveled is d0=(V1+V0) *t0/2 .
The maximum speed V1 will be authorized during the time range 304. This maximum 30 speed 304 corresponds to the time the rail vehicle needs to travel the distance between d0 and d-ι, if it travels at speed V1. To compute the maximum authorized speed curve 300 as a function of time over the section 204, the computation unit does not use the increase in the maximum authorized speed on the track from section 202 to section 204 to go from V1 to V2, if it does not have reliable information on the fact that the rail vehicle 10 has already traveled the distance d202. This information for example comes from the balise placed between the
2013205669 03 May 2013 sections 202 and 204, and not directly from an internal position sensor of the vehicle like the wheel sensor 14 without additional information.
For example, if the rail vehicle had used the wheel sensor to estimate the distance d202, wheel slipping, for example during the acceleration from V0 to 71, would have led to an overestimation of the distance traveled. Therefore, the rail vehicle could also be in the section 202 and not in the section 204. Consequently, if the method had authorized acceleration from V1 to 72, the rail vehicle would have traveled at an excess speed not authorized on the section 202.
Hereafter, it is assumed that position information is not obtained between the sections 202 and 204.
The distance di depends on the distance d2, which corresponds to the end of the section 204 and is known, and optimal braking capacities af to reduce the speed from V1 to V3 at the end of the section 204.
The rail vehicle traveling at speed 71 needs the time t2-t-i=(V3-V1)/af corresponding to the time range 306 to reduce its speed to speed V3 and a distance between d-ι and d2 that corresponds to (73+71 )/2*(t2-t-i). d-ι is deduced from the preceding equations. From that information, the time t-ι until which the rail vehicle is authorized to travel at the maximum speed V! is calculated, for example by = (d^doj/VI+to.
The maximum authorized speed curve 300 as a function of time is now built until time ^2·
The time range 308 during which the maximum speed V3 is authorized, the time range 310 and the time t3 from which the vehicle is required to reduce its speed, if it is traveling at speed 73, are calculated similarly to the time ranges 304 and 306. Therefore, the maximum authorized speed curve 300 as a function of time is computed up to tA.
The maximum authorized speed curve 300 as a function of time computed by the computation unit 120 depends on the maximum authorized speed on the track 200 which is, for example, stipulated by the rail authorities and the braking and acceleration capacities of the rail vehicle 10. The speed curve 300 as a function of time then gives the maximum authorized speed for the rail vehicle for a given moment.
The computation is done assuming that the rail vehicle is still traveling at the maximum authorized speed of the speed curve as a function of time, and that it is still using its maximum acceleration and/or minimal deceleration capacities guaranteed by the dynamic model of the rail vehicle. In this way, the rail vehicle complying with these speed limits avoids exceeding the distance dA of its movement authority.
The vehicle then still travels during the implementation of the method at the maximum speed given by the maximum authorized speed curve as a function of time 300.
2013205669 03 May 2013
If vehicle were traveling at a speed below the maximum authorized speed curve as a function of time, the rail vehicle would risk not reaching the end of the distance dA of its movement authority, as the time tA would be reached before then.
In one embodiment, before generation of the maximum speed curve as a function of time, the speed at distance 0 is considered zero initially, for example when the rail vehicle begins traveling after being stopped at the station.
The controller 12, in a speed supervising step 1020, using the instantaneous measured speed and the speed curve 300 as a function of time, ensures that the rail vehicle 10 complies with the maximum authorized speed. If the maximum authorized speed is exceeded, the controller 12, in particular during the supervising step 1020, orders emergency braking of the braking system 16. It should be noted that the information from the wheel sensor 14 is used for such a tachymetry function.
Typically, the performance of the system and the method according to the invention are improved if the vehicle uses more sensors and/or if more balises are installed on the track 33.
The system has nearly no impact on performance for rapid rail vehicles and may be used in subway applications. The system and the method according to the invention do not lose any performance with respect to a system based on the distance traveled if the distance traveled before the brakes are applied is greater than the distance to a next encountered balise which, in one embodiment, activates a new computation of the maximum authorized speed curve as a function of time as described below.
In one embodiment, the system allows the conductor the possibility of anticipating braking and approaching a stopping point at a moderate speed without undergoing emergency braking. For example, when a conductor anticipates braking, he comes close to a moderate speed Vreiease well before risking emergency braking.
In embodiments of the invention, the method and system are enriched to further increase the performance, for example to account for speed increases authorized during the movement authority.
Figure 6 shows a flowchart of a method for increasing the performance of the method 30 of the system to secure a rail vehicle.
Each time the rail vehicle passes over a balise 32, the computation unit 120 receives the instantaneous position of the rail vehicle during step 1030.
During the step 1040, the computation unit 120 deduces, from that information, the distance remaining to be traveled between the instantaneous position and the end of its movement authority.
2013205669 03 May 2013
In an improvement step 1050, the maximum authorized speed curve 300 as a function of time, as well as the maximum time during which the rail vehicle is authorized to travel, are recalculated, accounting for the dynamic model of the rail vehicle stored in the memory 128. The new maximum speed curve thus recalculated is then used to compare the instantaneous speed of the vehicle.
Unlike a system based on speed plateaus, there is no safety impact due to missing the balise 32, because in that case, the maximum authorized speed curve 300 as a function of time will not be recalculated, which will only have an impact in terms of speed on the performance of the system and method for securing the rail vehicle 10.
In one embodiment, each time a new balise 32 is encountered, the maximum speed curve as a function of time previously used is used to recalculate the new maximum authorized speed curve as a function of time.
Furthermore, using this information, the computation unit 120 knows whether the rail vehicle is already completely in the following section. In the case where the vehicle has entered the section 204, the computation unit computes a speed curve as a function of time having a time range during which the rail vehicle is authorized to travel at speed V2.
Another embodiment will be described in conjunction with Figure 7, the speed curves of the maximum authorized speed as a function of time of Figure 8, and the flowchart of Figure 9.
In this embodiment, the computation unit receives, at moment t5, an instantaneous speed that is considered reliable, and therefore usable to recalculate the maximum authorized speed curve 300 as a function of time taking into an estimate of a minimum distance traveled and/or a maximum distance traveled implicitly (without calculating a value of the minimum/maximum distance traveled) or explicitly (with computation of a value of the minimum/maximum distance traveled).
In one embodiment, this instantaneous speed measurement may come from the speed used for the tachymetry, if the latter is considered reliable during the computation step. In another embodiment, this speed measurement may come from another sensor, for example such as a GPS sensor or radar.
In one embodiment, this instantaneous speed measurement may correspond to the speed of the rail vehicle at the present moment. In another embodiment, this instantaneous speed measurement may correspond to a time in the past, and nevertheless be used to refine the movement history of the rail vehicle and, as a result, modify the maximum authorized speed curve as a function of time.
The embodiment using a speed measurement used for the tachymetry is next explained. In this embodiment, the minimum distance traveled and/or the maximum distance
2013205669 03 May 2013 traveled are taken into account continuously to calculate the maximum speed curve as a function of the updated time.
The computation unit deduces whether the information on the instantaneous speed measured in the tachymetry step 1010 by the wheel sensor 14 is reliable and therefore usable for odometry to compute the maximum authorized speed curve 300 as a function of time. Typically, when the rail vehicle 10 travels at a constant speed, the values measured by the wheel sensor 14 are reliable, since there is no slipping or locking. In general, these results are reliable when the wheel does not slip or lock.
Theoretically, the use of acceleration values of the vehicle that are measured by the acceleration sensor 20 is possible for an accurate estimate of the speed of the rail vehicle, but this is made complex by the influence of the track gradient 11, since the accelerometer measures the sum of the forces in the sensitive axis of the acceleration sensor 20. It is then necessary to know the gradient of the track 11 precisely, as well as the mass of the vehicle. This also involves knowledge of the precise location of the rail vehicle 10.
It is first explained how it is possible to deduce reliable speed values from a wheel sensor. The method is then explained to improve the performance of the basic method.
Figure 7 shows the rail vehicle 10 on the track 11 with a slope with an angle a. In the case where the rail vehicle 10 is stopped on the track 11, the other forces acting on the rail vehicle 10 are the gravitational force 52, the braking force 50 (= M.g. sin a) and the reaction force 54 of the track (= M.g. cos a), with M the mass of the rail vehicle, g the acceleration of gravity, and a the angle between the track and the horizontal. The normal force 54 corresponds to the force exerted by the track on the rail vehicle 10. The three cumulative forces 50, 52, 54 yield a force equal to zero, since the rail vehicle is stopped. The acceleration sensor 20 only measures the braking force 50, which has a value equal to the 25 gravitational force component in the direction of the track 11.
In the case where the rail vehicle 10 travels effortlessly on the slope, the braking and pulling forces for the track are zero, and only the part of the gravitational force, which is not measurable by an accelerometer, in the direction of the track (M.g. sin a) accelerates the rail vehicle 10.
Therefore, the onboard acceleration sensor 20 does not measure the gravitational force 52 or its component in the direction of the track 11. Furthermore, the acceleration sensor does not, due to its sensitive axis, measure the normal force 54 that is orthogonal to the sensitive axis of the acceleration sensor 20. The only force measured by the acceleration sensor 20 is that exerted by the pulling or braking on the track 11 and the frictional forces. In fact, the acceleration sensor measures the acceleration only in the direction of the track. Therefore, the acceleration sensor 20 can be used to determine and measure the force of
2013205669 03 May 2013 the rail vehicle 10 on the track 11. This then makes it possible to detect periods during which no slipping is possible: when the rail vehicle does not exert any pulling force. Likewise, this method makes it possible to detect periods during which no locking possible: when the rail vehicle does not exert any braking force.
In this way, it is then possible to determine the periods during which the wheel sensor provides reliable information on the instantaneous speed of the rail vehicle. This reliable instantaneous speed can be used to calculate maximum authorized speed curves as a function of time, a maximum distance traveled and/or a minimum distance traveled.
From acceleration values, the computation unit 120 detects, according to an algorithm described below and in particular in light of figure 9, when the wheel sensor 14 yields reliable results that are usable to estimate a distance traveled or the instantaneous speed of the rail vehicle 10 to compute the maximum authorized speed curve as a function of time.
In the case where the rail vehicle 10 has enough reliable information on its speed usable for odometry, the system recalculates the speed curve as a function of time taking into account the additional information on the instantaneous or historical speed of the rail vehicle 10.
Figure 9 shows a flowchart of part of a method for securing the rail vehicle. For example, such a method can be used in an automatic rail vehicle protection system based on time. Nevertheless, this part may also be used in other methods to secure a rail vehicle.
In step 1060, the controller 12 receives at least one output value from at least one of the wheel sensors 14. For example, the output value is a pulse that is representative of the speed of rotation of the wheel. In another embodiment, the wheel sensor 14 itself delivers an instantaneous speed value, either the instantaneous speed of rotation of the wheel or an estimate of the instantaneous speed of the rail vehicle 10 computed as a simple product of the angular speed of the wheel by the radius thereof. In one embodiment, the estimate comprises a maximum instantaneous speed value and a minimum instantaneous speed value when the computation unit 120 supplies a safety margin around the measured instantaneous speed value.
In the step 1065, the controller 12 receives an output value produced by the acceleration sensor 20. The output value is representative of the acceleration measured in the direction of the sensitive axis of the acceleration sensor 20. The acceleration value is positive if the rail vehicle 10 accelerates on a horizontal track 11 and negative if the rail vehicle 10 brakes on a horizontal track 11. For example, the acceleration sensor itself delivers an acceleration value. The steps 1060 and 1065 may also be done in parallel or in the opposite order. In one embodiment, the measurement moment of the acceleration sensor
2013205669 03 May 2013 and/or the wheel sensor is recorded to synchronize the output values of the acceleration sensor and the wheel sensor.
From the acceleration values, the computation unit 120 detects when the wheel sensor 14 yields reliable results that are usable to estimate a trip distance traveled and the instantaneous speed of the rail vehicle 10. In one embodiment, the computation unit 120 determines the periods during which the output values from the wheel sensor 14 to determine the instantaneous speed are usable to estimate the maximum distance traveled (when the exerted braking force does not risk causing locking). Likewise, the computation unit 120 determines periods during which the output values from the wheel sensor 14 to determine the instantaneous speed are usable to estimate the minimum distance traveled (when the pulling force exerted does not risk causing slipping).
These determinations are made in the step 1070, in which the acceleration values in the direction of the track are compared with predetermined acceleration values.
In the case of an estimate of the maximum distance traveled, the instantaneous speed values or, if applicable, the instantaneous maximum speed values, are usable if the force measured by the accelerometer is greater than a first predetermined value (for example -0.4 m/s2). In fact, in that case, it is certain that the rail vehicle does not brake enough for the wheel to lock. As a result, the method guarantees that the instantaneous speed value determined by the wheel sensor will not lead to an underestimation of distance traveled.
In the case of an estimation of the minimum distance traveled, the instantaneous speed values, or if applicable, the instantaneous minimum speed values are usable if the force measured by the accelerometer is below a second predetermined value (for example, 0.4 m/s2). In fact, in that case, it is certain that the rail vehicle does not pull enough for the wheel to slip. As a result, the method guarantees that the instantaneous speed value 25 determined by the wheel sensor will not lead to an overestimation of the distance traveled.
The step 1070 then ensures that the output values from the wheel sensor 14 are only used during reliable periods, therefore outside periods where there is a risk of slipping or locking of the wheel on which the wheel sensor is assembled, and in other words, when the rail vehicle 10 travels without producing force on the rails.
In one embodiment, the predetermined acceleration values depend on the axle on which the wheel sensor is located. For example, a motorized or braked wheel has a different predetermined acceleration value that is higher than a non-motorized and/or non-braked wheel. In one embodiment, the frictional forces existing in the vehicle and measured by the accelerometer are included in the margins taken around the measurement.
If the instantaneous speed information, or if applicable, the instantaneous minimum speed values, measured by the wheel sensor(s) 14 are reliable, they are then used in step
2013205669 03 May 2013
1080 to calculate a new maximum authorized speed curve as a function of time, implicitly or explicitly using an estimate of the minimum distance traveled and/or the maximum distance traveled. Otherwise, no recalculation is done and step 1080 is skipped.
The recalculation of the maximum authorized speed curve as a function of time taking the maximum distance traveled into account is explained using Figure 8, which shows a speed curve as a function of time 300 that corresponds to the speed curve as a function of time 300 of Figure 5. In step 1070, at moment t5, the controller 12 deduces a reliable instantaneous speed value 401 to compute the maximum distance traveled. This reliable instantaneous speed 401 is below the maximum authorized speed shown by the speed curve 300 as a function of time.
The controller 12 assumes, as a safety measure, so as to compute the maximum authorized speed curve 400 as a function of time, that the rail vehicle 10 then accelerates with its maximum acceleration capacity amax after the reliable instantaneous speed value 401 to achieve the maximum authorized speed V! at moment t6.
Before the reliable value of the instantaneous speed 401, the controller assumes, so as to recalculate the maximum authorized speed curve 400 as a function of time, that the vehicle brakes between t4 and t5 with its maximum braking capacities from the maximum authorized speed at moment to reach the speed 401 at moment t5. Then, the controller has implicitly taken into account the maximum distance traveled while assuming that the vehicle has always traveled at the maximum authorized speed and braked with its maximum braking capacities. In one embodiment, the value of the maximum distance traveled is explicitly calculated for use in the computation of the maximum authorized speed curve as a function of time.
The computation of the maximum authorized speed curve as a function of time 401 25 after the moment t5 is done as in the example described in light of Figure 5, taking into account the estimate of the maximum distance traveled as the starting point.
The crosshatched region shows a distance corresponding to the difference between dA and a point upstream from dA where the rail vehicle would stop if it did not recalculate the speed curve as a function of time.
With the use of the instantaneous speed value 401, it is possible to see that the maximum authorized movement time tA’ of the rail vehicle 12 is increased with respect to the maximum authorized the time tA of the speed curve as a function of time 300.
In step 1090, which corresponds to step 1020 of Figure 3, the maximum authorized speed curves 300, 400 as a function of time are used to control the rail vehicle automatically, in particular to control the braking thereof if the rail vehicle exceeds the maximum authorized speed. The wheel sensor is used continuously for the tachymetry: in that case, we have two
2013205669 03 May 2013 advantages with respect to the odometric function. On the one hand, errors due to slipping and locking are not incorporated. On the other hand, only the underestimation of the speed can lead to a dangerous condition. It should be noted that, in the case where the speed is underestimated, this may only occur during braking leading to locking of the wheel. In that case, the system proposed here defers the emergency braking operation as long as the wheel is locking, which will not have any dangerous effect, given that the rail vehicle is braking.
The recalculation of the maximum authorized speed curve as a function of time taking into account the minimum distance traveled is explained below.
The controller estimates a minimum position of the rail vehicle, i.e., a minimum distance traveled. This minimum distance traveled is used to determine whether the rail vehicle has cleared a section or dangerous point so as, for example, to make it possible to regain speed after a limitation.
The computation unit 120 deduces the minimum distance traveled from the minimum instantaneous speed, or if applicable, the minimum instantaneous speed values of the rail vehicle, and maximum braking capacity. From there, in a case like that of the section 204 of figure 4, the entry into that section is guaranteed and allows the rail vehicle to accelerate up to the speed V2. If this computation is not done, the proposed system will impose the speed V1 on the entire journey until it passes a balise guaranteeing that it has left the section d202. If the system has deduced that the rail vehicle was in the section 204, it recalculates the maximum authorized speed curve as a function of time while allowing acceleration up to the speed V2.
In one embodiment, the rail vehicle is authorized to approach an end of movement authority (EOA) if it is traveling at or below a release speed (Vreiease). The release speed depends on the distance between a dangerous point 36 and the position of the end of movement authority EOA. For example, the distance between the EOA position and the dangerous point is chosen so as to be able to reach the EOA position near the maximum authorized speed on the track. The distance between the EOA position and the dangerous point is set by the infrastructure, and therefore the signaling system typically has no power over that distance.
The invention proposes a system and a method for securing the movement of a rail vehicle with a moderate cost and good performance. For example, it is possible to preserve compatibility with a ground infrastructure equipped for ETCS and to equip the rolling stock in an upgradable manner, and at the same time to have rail vehicles equipped with ETCS exist alongside those equipped with the system according to the invention.
2013205669 24 Apr 2018
The invention proposes a modular system and method that may be enriched by adding additional sensors and ground equipment, so as to enhance performance if the system requires it. The system may therefore be broken down into several configurations, from the most basic, which guarantees absolute security for the systems at a very low cost, up to more complex configurations for systems that are more demanding in terms of performance.
Where any or all of the terms comprise, comprises, comprised or comprising are used in this specification (including the claims) they are to be interpreted as specifying the presence of the stated features, integers, steps or components, but not precluding the presence of one or more other features, integers, steps or components.
A reference herein to a patent document or any other matter identified as prior art, is not to be taken as an admission that the document or other matter was known or that the information it contains was part of the common general knowledge as at the priority date of any of the claims.
2013205669 24 Apr 2018
Claims (10)
1. - A method for securing a movement of a rail vehicle on a track, the method comprising the following steps:
- receiving by the vehicle a maximum segment that the vehicle is authorized to travel;
- determining a maximum authorized speed curve as a function of time from the maximum received segment that the vehicle is authorized to travel; and
- during movement of the vehicle on the maximum segment that the vehicle is authorized to travel:
- determining an instantaneous speed of the rail vehicle;
- comparing the instantaneous speed with the maximum authorized speed at the present moment from the determined maximum authorized speed curve as a function of the time; and
- braking the rail vehicle as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
2. - The method according to claim 1, further comprising a following step of receiving by the rail vehicle at least one maximum authorized speed value on the track at a predefined position and taking into account the or each maximum speed value in determining the maximum authorized speed curve as a function of time.
3. - The method according to any one of the preceding claims, wherein the maximum authorized speed curve as a function of time comprises using a model of the dynamics of the rail vehicle that is representative of the braking capacities of the rail vehicle and/or the
25 acceleration capacities of the rail vehicle.
4. - The method according to any one of the preceding claims, further comprising
- determining a position of the vehicle during movement on the maximum segment that the vehicle is authorized to travel; and
- determining, using the determined position of the vehicle, a new maximum 30 authorized speed curve as a function of time for the rest of the maximum segment that the vehicle is authorized to travel, and during circulation of the vehicle on the rest of the maximum segment that the vehicle is authorized to travel:
- determining the instantaneous speed of the rail vehicle;
2013205669 24 Apr 2018
- comparing the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and
- braking the rail vehicle as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment;
5. - The method according to claim 4, wherein the determination of a position of the vehicle during movement on the maximum segment comprises receiving by the vehicle from a balise arranged on the track information allowing the rail vehicle to determine its position.
6. - The method according to any one of the preceding claims, further comprising
- determining at least one reliable instantaneous speed value of the rail vehicle during movement on the maximum segment the vehicle is authorized to travel; and
- determining, using the determined reliable instantaneous speed of the vehicle, a new maximum authorized speed curve as a function of time for the rest of the maximum segment that the vehicle is authorized to travel, and during circulation of the vehicle on the rest of the maximum segment that the vehicle is authorized to travel:
- determining an instantaneous speed of the rail vehicle;
- comparing the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and
- braking the rail vehicle as a function of the results of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
25
7.-A rail vehicle, comprising:
- at least one device for determining the instantaneous speed of the rail vehicle,
- an information receiving device adapted to receive a maximum segment the vehicle is authorized to travel,
- a controller adapted to control the speed of the rail vehicle by using information 30 received by the information receiving device and a braking system connected to the controller, wherein the controller is adapted to:
- determine a maximum authorized speed curve as a function of the time from the received maximum segment that the vehicle is authorized to travel; and,
2013205669 24 Apr 2018 during movement of the vehicle on the maximum segment that the vehicle is authorized to travel,
- to determine an instantaneous speed of the rail vehicle,
- to compare the instantaneous speed with the maximum authorized speed at the present moment from the determined maximum authorized speed curve as a function of the time; and
- to command braking of the rail vehicle as a function of the results of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
8. - The rail vehicle according to claim 7, wherein the information receiving device is adapted to receive at least one maximum authorized speed value on the track at a predefined position and the controller includes means for taking into account the or each maximum speed value during determination of the maximum authorized speed curve.
9. - The rail vehicle according to claim 7 or claim 8, wherein the information receiving device is adapted to receive information on the actual current position of the rail vehicle; in that the controller is adapted to determine a new maximum authorized speed curve as a function of time from the actual current position for the remaining portion of the maximum segment that the vehicle is authorized to travel, and in that the controller is capable, during movement of the vehicle on the remaining portion of the maximum segment that the vehicle is authorized to travel:
- determining an instantaneous speed of the rail vehicle,
- comparing the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of
25 the time; and
- commanding braking of the rail vehicle as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
10. - The railway vehicle according to any one of claims 7 to 9, wherein
30 the vehicle is adapted to determine information on an actual current speed of the rail vehicle; wherein the controller is adapted to determine a new maximum authorized speed curve as a function of time from the actual current speed for the remaining portion of the maximum segment that the vehicle is authorized to travel, and in that the controller is adapted to,
2013205669 24 Apr 2018 during movement of the vehicle on the remaining portion of the maximum segment that the vehicle is authorized to travel:
- determine an instantaneous speed of the rail vehicle,
- compare the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and
- command braking of the rail vehicle as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
2013205669 03 May 2013
FIG.7
2013205669 03 May 2013
2/4
FIG.2
FIG.3
2013205669 03 May 2013
3/4
FIG.5
Speed (km/h)
FIG.8
2013205669 03 May 2013
4/4
FIG.9
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1254081A FR2990178B1 (en) | 2012-05-03 | 2012-05-03 | METHOD FOR SECURING THE MOVEMENT OF A RAILWAY VEHICLE AND RAILWAY VEHICLE |
| FR1254081 | 2012-05-03 |
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| AU2013205669A1 AU2013205669A1 (en) | 2013-11-21 |
| AU2013205669B2 true AU2013205669B2 (en) | 2018-05-24 |
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| AU2013205669A Active AU2013205669B2 (en) | 2012-05-03 | 2013-05-03 | Method for securing the movement of a rail vehicle, and rail vehicle |
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| EP (1) | EP2660121B1 (en) |
| AU (1) | AU2013205669B2 (en) |
| FR (1) | FR2990178B1 (en) |
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|---|---|---|---|---|
| DE102013226718A1 (en) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | ETCS wayside equipment |
| DE102013226728A1 (en) * | 2013-12-19 | 2015-06-25 | Siemens Aktiengesellschaft | Control of a rail vehicle |
| CN104015758B (en) * | 2014-06-20 | 2016-03-23 | 株洲南车时代电气股份有限公司 | A kind of method for control speed and system |
| JP6714710B2 (en) | 2016-10-03 | 2020-06-24 | 株式会社京三製作所 | On-board device and emergency brake control method |
| DE102017205312A1 (en) | 2017-03-29 | 2018-10-04 | Siemens Aktiengesellschaft | Measuring arrangement and method for generating an output measuring signal with at least one acceleration sensor |
| CN113247056B (en) * | 2021-06-09 | 2021-11-12 | 交控科技股份有限公司 | Mobile authorization calculation method and device, electronic equipment and storage medium |
| RU2768303C1 (en) * | 2021-09-10 | 2022-03-23 | Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ)), РУТ (МИИТ) | Method for interval control of train movement modes |
| RU2768305C1 (en) * | 2021-09-10 | 2022-03-23 | Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ), РУТ (МИИТ) | Method for interval control of train movement, which allows two trains to be located on one block-section consisting of several coordinate sections |
| DE102021213704A1 (en) | 2021-12-02 | 2023-06-07 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for operating a rail vehicle |
| CN114148376B (en) * | 2021-12-03 | 2023-07-21 | 中车唐山机车车辆有限公司 | Brake curve switching control method and railway vehicle |
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| FR2722894B1 (en) * | 1994-07-21 | 1996-08-23 | Gec Alsthom Transport Sa | AUTOMATIC STEERING SYSTEM AND METHOD FOR PROVIDING A SPEED SETPOINT IN SUCH A SYSTEM |
| DE102005001403B4 (en) * | 2005-01-12 | 2009-05-20 | Kes Keschwari Electronic Systems Gmbh & Co. Kg | Method and device for determining the actual travel speed of a rail vehicle |
| CN101939202B (en) * | 2007-12-10 | 2013-07-10 | 西门子有限公司 | Device for measuring the movement of a self-guided vehicle |
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2012
- 2012-05-03 FR FR1254081A patent/FR2990178B1/en not_active Expired - Fee Related
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2013
- 2013-05-03 PL PL13166525T patent/PL2660121T3/en unknown
- 2013-05-03 AU AU2013205669A patent/AU2013205669B2/en active Active
- 2013-05-03 EP EP13166525.9A patent/EP2660121B1/en active Active
- 2013-05-06 RU RU2013120513A patent/RU2627924C2/en active
Non-Patent Citations (1)
| Title |
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| DOPPELBAUER J ET AL, "EINFUEHRUNG DES NEUEN ZUGSICHERUNGSSYSTEMS ERTMS/ETCS AUS DER SICHTEINES HERSTELLERS INTRODUCTION OF THE NEW TRAIN CONTROL SYSTEM ERTMS/ETCS FROM A MANUFACTURER'S POINT OF VIEW", ELEKTROTECHNIK UND INFORMATIONSTECHNIK * |
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| EP2660121B1 (en) | 2017-07-05 |
| RU2627924C2 (en) | 2017-08-14 |
| EP2660121A1 (en) | 2013-11-06 |
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| FR2990178A1 (en) | 2013-11-08 |
| AU2013205669A1 (en) | 2013-11-21 |
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