EP0375553B1 - Transportanlage mit automatischer Steuerung der Fahrzeugbewegung - Google Patents

Transportanlage mit automatischer Steuerung der Fahrzeugbewegung Download PDF

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Publication number
EP0375553B1
EP0375553B1 EP89403587A EP89403587A EP0375553B1 EP 0375553 B1 EP0375553 B1 EP 0375553B1 EP 89403587 A EP89403587 A EP 89403587A EP 89403587 A EP89403587 A EP 89403587A EP 0375553 B1 EP0375553 B1 EP 0375553B1
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EP
European Patent Office
Prior art keywords
vehicle
section
signalling
automation
sections
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP89403587A
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English (en)
French (fr)
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EP0375553A1 (de
Inventor
Pierre Joseph Beaurent
Jean-Claude Dubreucq
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Matra Transport
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Matra Transport
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Filing date
Publication date
Priority claimed from FR8816890A external-priority patent/FR2640569B1/fr
Priority claimed from FR8900272A external-priority patent/FR2641512B1/fr
Application filed by Matra Transport filed Critical Matra Transport
Publication of EP0375553A1 publication Critical patent/EP0375553A1/de
Application granted granted Critical
Publication of EP0375553B1 publication Critical patent/EP0375553B1/de
Anticipated expiration legal-status Critical
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    • 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
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • 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
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control

Definitions

  • the invention relates to transport installations with automatic control of the movement of vehicles along a track, of the type comprising separate control automations each assigned to the management of a specific section of the track, each section being provided with means communication between the fixed automation for managing this section and the vehicles in circulation on the section.
  • vehicle should be interpreted as meaning both a simple vehicle and a vehicle made up of several cars (such as a train).
  • the invention aims to provide a transport installation of the type defined above, the track equipment of which has a reduced material complexity and which however allows performance comparable to that of installations provided with complex automatisms, making it possible to adjust the spacing between each vehicle and that which precedes it as a function of speed, that is to say of installations using a technique which can be described as "adaptable mobile blocks”.
  • the invention provides an installation according to claim 1.
  • Other advantageous characteristics are defined in the sub-claims.
  • the spacing information provided to a vehicle may be limited to the indication that the vehicle may exceed the block it occupies or, on the contrary, must stop before the end of the block.
  • Each section may carry physical devices for detecting the presence of vehicles incapable, by construction or following breakdowns, of communicating with the control automations.
  • These automatic mechanisms then allow operation which can be described as degraded: they then simply acquire the information coming from the hardware devices and control signaling equipment of a conventional nature carried by the track, for the use of the driver of vehicles incapable of operating. automatically, either by construction or following breakdowns.
  • the invention is capable of very numerous applications, it is of particular interest in the case of urban or suburban transport installations, in which the stations are relatively close to one another. In this case, it will often be necessary to adopt for the sections a length of the order of a kilometer, corresponding to the interval between two successive stations. Intangible cantons may have a length of the order of 10 meters at a station, where the speed is slow, and a length of 100 m or more outside stations.
  • the over-cantons may also have a variable length depending on the location: at the station, the over-cantons may have a length equal to that of the station; between stations, the over-cantons may have a length of a few hundred meters.
  • the invention also aims to provide an installation of the above type having a device for transferring control of a vehicle from an automatic management of a section to the next automatic at the border between the two sections and to guarantee , with a high degree of security, that a vehicle is always controlled by at least one of the two fixed automations.
  • each section comprises an end portion constituting an airlock and provided with fixed means allowing the vehicle to be placed in communication not only with the automation of the section to which belongs the terminal portion, but also with the automation managing the adjacent section and comprises means controlled by the vehicle during its passage through a determined location of the terminal portion, causing the transfer of control from one automation to another.
  • Such a device not only makes it possible to achieve the desired results, but also makes it possible to increase the modular nature of the fixed automations by reducing the exchanges between them.
  • the nature of the mode of transmission between vehicles and fixed automations is immaterial insofar as this transmission is continuous and bidirectional.
  • the implementation of the device according to the invention also makes it possible to design the transport installation so that a disturbance during the transfer of control between two fixed automations does not cause a generalized alarm immobilizing all the vehicles present in an entire area containing the section.
  • FIG. 1 The transport installation of which an area is shown schematically in Figure 1 implements vehicles 10 traveling on a guide track 12.
  • the track 12 is divided into successive sections each provided with a management automation.
  • Figure 1 shows two successive automations 14 and 16 assigned to two successive sections 18 and 20 of the track which will be considered, for simplicity, as an upstream section and a downstream section in the direction of circulation f of the vehicles 10.
  • the automatisms 14 and 16 are fixed and may have a known constitution.
  • Each automation is connected to transmission means allowing a bidirectional and continuous exchange of information with the vehicles traveling on the corresponding section. Examples of transmission means are described below. They are represented in FIG. 1 in the form of loops 22 and 24 and of transceivers 30 and 32.
  • These transmission means can use a free microwave beam (at a frequency of 10 to 20 GHz for example), transmission by induction with a track mat with regular localization wiring, transmission by waveguide, etc.
  • Inlet and outlet control means separate the adjacent sections. They are advantageously constituted by a light curtain 26 (this qualifier simply signifying that the barrier does not prevent the movement of the vehicle) which makes it possible to determine the moment when a vehicle 10 leaves a section, 18 for example, to enter the next section 20.
  • a light curtain 26 this qualifier simply signifying that the barrier does not prevent the movement of the vehicle
  • the communication means 24 allow the automation 16 to enter into communication with a vehicle only when it has entered the section 20; but the communication means 22 maintain communication between the automation 14 and the vehicle beyond the barrier 26, on an initial portion of the section 20 which can be considered as an airlock transition 28.
  • a description of a possible structure of such a transition airlock and its operation will be given below. It should only be noted here that the automation 16 provides the automation 14 with the state of occupation of the "airlock" 28 and the authorization, for the vehicles 10 traveling in the direction of the arrow f , to enter the airlock.
  • Such airlocks are provided downstream of each section. When the installation is intended for vehicle traffic in one direction or the other, airlocks are provided on both sides.
  • Each of the sections is divided into fixed immaterial detection cantons.
  • the section 18 for example is cut into six cantons 18 a , ..., 18 f . These cantons do not necessarily have the same length. In general, they are much shorter in the station than in the current part of the track. Each airlock will frequently correspond to one or more of the entry cantons of a section.
  • each of them contains, in memory, an ordered list of all the cantons 18a, ..., 18 f of the corresponding section.
  • each vehicle carries on-board equipment having a calculation unit and a memory which contains the complete list of all the cantons of the lane on which the vehicle is brought to run.
  • the information exchanged between the on-board equipment and the fixed automations must be refreshed with sufficient recurrence to guarantee that the information used reflects the instantaneous state of the installation.
  • vehicle equipment and fixed automation systems use dated information and check that the dates change sufficiently within a given period of time.
  • the equipment of the vehicles or the fixed automations are provided to order an emergency stop of the movement of the vehicles on the section in the contrary case.
  • Line A of Figure 3 shows a complete section 18 and the airlock 28 of the next section 20, each airlock having four cantons. It corresponds to the case where an automated vehicle 10 x tried to enter the section 18 while another automated vehicle 10 is already on the stretch and still in the porch.
  • the device (light curtain 26) controlling the entry of the vehicles initiates the communication between the vehicle 10 x and the fixed automation 14.
  • the vehicle can advance in the "airlock" 28 of entry of the section 18 only if it is still under the control of the automation fixed upstream or is in manual operation: with the spacing 10 is thus controlled by the automation fixed upstream or driver.
  • the upstream fixed automation uses for this the state of the entry cantons of the "airlock” 28 and of the section 18 and the authorization to drive in the "airlock", provided by the fixed automation of the approached section 18. It gives to the vehicle 10 x authorization to drive in automatic mode, except for any alarms.
  • the vehicle 10 x stops before the end of the "airlock", the state of the canton immediately followed by the "airlock” 28 cannot be supplied to the vehicle: in the case of passenger transport, it is advantageous to make this stop point correspond to the nominal stop point in the station.
  • the latter assigns to the canton i corresponding to the occupation declared by the vehicle 10 x the mention "occupied" Ox (line C). It possibly releases the previous cantons separating it from the entry control device 26 by assigning them the mention L, insofar as the entry device, capable of discriminating the penetration of two different vehicles, has detected no new penetration , posterior to that of the vehicle 10 x .
  • the automation considers as fictitiously occupied, as a reservation, the free blocks Vx in front of the vehicle 10 x : these blocks are declared free for the vehicle 10 x moving in the direction f , but are declared occupied for any vehicle moving in the opposite direction -f.
  • the fixed automation provides the vehicle with 10 x authorization to drive in automatic mode, except for any alarms.
  • the vehicle 10 x occupies the next block i + 1 and communicates this occupation to the fixed automation. The latter indicates then block i as free (L) and block i + 1 as occupied (Ox).
  • the fixed automatisms release behind them, by the indication L, the cantons which they leave, protect their rear by occupying, by O, the cantons where they are; protect their front by fictitiously occupying, by V, the following free cantons in direction f .
  • the automated vehicle 10 x can enter the "airlock" 28 of the next section 20 if the entry block of this section 20 is signaled as free by the downstream fixed automation 16.
  • the vehicle 10 x receives (from the upstream fixed automation 14) the authorization to drive in the "airlock" insofar as the downstream automation 16 authorizes it: the latter protects the vehicle 10 x from a possible setback d 'Another vehicle 10 y from the downstream section 20, not controlled by the automation 14 of the upstream section 18 (line E).
  • the upstream automation 14 no longer frees the cantons preceding the vehicle 10 x when the latter declares that it occupies the following cantons of the "lock”, but locks the occupied state Ox of these cantons, which prohibits access to the "airlock” 28, until the downstream automation 16 releases these following cantons. All the cantons of the "airlock” 28 therefore remain strictly under the control of the downstream fixed automation 16.
  • the vehicle 10 x when the communication is established between the vehicle 10 x and the downstream automation 16 upon interrogation of the latter, the vehicle 10 x indicates it to the upstream automation 14, which then suspends its interrogations for the vehicle 10 x .
  • the process is reversed. If the initial condition is that of line D, the fixed automations occupy all the free cherriess in front of the vehicle 10 x as a reservation for the new direction of traffic -f. During the turnaround, as long as the vehicle 10 x has not given, in response to a query, information which is subsequent to the sending of the reversal decision and which specifies the occupation of the block and the taking into account of the new direction of traffic, the fixed automations continue to take into account the previous fictitious occupations Vx protecting the direction f (line F).
  • the fixed automations After confirmation by the vehicle, the fixed automations remove the previous fictitious occupations Vx and free behind the vehicle 10 x the cantons affected with the mention V so that they can be occupied by a new following vehicle (line G).
  • An over-cantonment that is to say a division into over-cantons longer than the immaterial cantons and corresponding to an integer number of the latter, can be designed to facilitate manual driving without excessive degradation of transport efficiency.
  • the cantons are delimited by material means 34 and make it possible to follow the progress of vehicles not equipped with automatic mechanisms in working order and to ensure the safety of spacing between these vehicles and the automated vehicles.
  • fixed automations such as 14, 16, ... are provided to also use the vehicle presence detection information in order to control conventional signaling for the use of drivers of vehicles not equipped or whose equipment is broken down (panels 34 in Figure 1).
  • the fixed automation 14 actually occupies the canton i corresponding to the occupation declared by the vehicle 44 and fictitiously the cantons free in front of the vehicle, for the direction f .
  • the operation is that previously described.
  • the free "buffer" cantons in front of and behind the unequipped vehicle 44 make it possible to detect any dangerous maneuvering of the driver in the direction or against the direction of traffic f. These alarms can lead to an emergency stop of the vehicles in the section or to vigilance of the entry controls making it possible to detect without fail that an unequipped vehicle possibly pursues an automated vehicle.
  • the upstream automation 14 abandons the tracking of the unequipped vehicle 44 in manual driving when the two over-cantons of the next section 20 (over-canton corresponding to the "lock" 20 and over-canton next) are released.
  • the upstream automation 14 controls and controls the maneuvers of unequipped vehicles until they abandon them in favor of the downstream automation 16. It also takes into account the authorization to drive in the "airlock" provided by the 'downstream fixed automation 16. This arrangement makes it possible to pass on the upstream alarm following a dangerous maneuver on the downstream (reversing of an unequipped vehicle for example).
  • the installation may include means allowing the breakdown of the vehicle by the following vehicle, by implementing the principle illustrated. in Figure 5 and which can be described as a breakable sliding block.
  • a vehicle 10 x must dock a vehicle 10 y located on the block of order j (line A).
  • the stop point for the follower vehicle 10 x fixed by the fixed equipment spacing control, is located at a safety distance d from the entrance to block j, and this in block j-1.
  • a TC docking remote control (x, y) must be sent by an operator from a Centralized Control Station supervising the installation at the fixed automation concerned. This remote control is transmitted to the vehicle 10 there that its on-board equipment immobilizes until the end of the docking maneuver and until the resumption of automatic piloting, by the equipment of the vehicle 10 ⁇ of the train consisting of the vehicles 10 x and 10 y .
  • the vehicle 10 After immobilization, the vehicle 10 transmits there to the fixed automation 14 its position X acc on the block j.
  • the fixed automation then virtually and temporarily cuts the canton j into two sub-cantons j ′ and j ⁇ , the common limit of which corresponds to X acc and can therefore slide depending on the stop position of the vehicle 10 y (line B) .
  • the fixed automation then communicates to the vehicle 10 x follower the position X acc , limit of the sub-canton j ′ and the equipment of the vehicle 10 x causes the displacement of the latter at nominal speed up to a safety distance d of new breakpoint X acc .
  • the vehicle speed 10 x is securely limited to a low docking speed if the docking maneuver is automatic: the stationary automation 14 inhibits during this time the alarm corresponding to the detection of penetration of a vehicle onto an occupied township.
  • the vehicle 10 x stops immediately after having noted the end of the docking maneuver.
  • the train thus formed can then start again.
  • under the control of the vehicle 10 x and the fixed equipment eliminates the sub-cantonment at j ′ and j ⁇ (line C).
  • the vehicle speed 10 x is then securely limited to the docking speed throughout the whole period. approach of the vehicle 10 y , and not only during the final phase.
  • the means of communication of the equipment on board each vehicle and of the fixed automations can have the general constitution which will be described below with reference to FIGS. 6 to 10.
  • the fixed part of the transmission means can consist of lines 50 arranged in a flat sheath or "mat" placed between the rails or parallel to the track.
  • the information is transmitted from the fixed automations to the lines by transmission modules 52 which ensure the formatting of the information coming from the fixed automations 14 and are intended to generate interrogations intended for vehicles whose presence has been detected on the section considered or the "airlock" located downstream.
  • Each emission module 52 is, consequently, connected to the two light curtains delimiting the corresponding section, constituting devices for controlling the entry and exit of vehicles.
  • These barriers and their ancillary elements can have a known constitution (reference can for example be made to documents DE-A-2 902 238 and FR-A-2 566 349) or that described in patent application FR n ° EN 88 16891 .
  • the transmission means to the ground also comprise reception modules 54 comprising means for filtering, demodulating and deformatting the information received before transmission to the associated fixed automation 14.
  • the on-board part of the transmission means comprises a transmission chain and a reception chain having symmetrical constitutions.
  • the transmission chain that is to say the transmission chain from the fixed automations to the on-board equipment, comprises a sensor 56, such as an antenna, and a receiver module 58 containing means of filtering, demodulation and deformatting before transfer to the on-board equipment 60.
  • the reception chain that is to say the transmission chain to the automation systems, comprises a module 62 for formatting, modulation and amplification, attacking an antenna 64.
  • the transmission is carried out by a protocol for interrogation from the ground automation systems and for response by the on-board equipment 60.
  • This on-board equipment comprises an input-output coupler 66 making it possible to acquire the information coming from the reception module 58, to transmit it to a computing unit 68 with microprocessor ensuring the management of the information.
  • This unit provides, on an output 70, the vehicle control orders and, in particular, information for authorization to continue the movement.
  • the coupler 66 also sends the information coming from the unit 68 to the transmission module 62.
  • the barrier 26 shown schematically in Figure 6 consists for example of an ultrasonic transmitter located on one side of the track and a receiver placed on the other side, so that the passage of a vehicle is detected by the beam interruption. Safety is thus guaranteed since the presence of a vehicle results in an absence of signal.
  • any signal indicating the crossing of the barrier by a vehicle is sent to the transmission module 52. It is also sent to the fixed automation 14 of the section concerned. This automation then generates a specific interrogation, intended for the vehicle placed at the location of the barrier. If, in fact, a vehicle is located at the right of the barrier, it responds, via the channel consisting of the transmission module 62, the antenna 64 of the line 50 and the reception module 54, by sending a message containing a number vehicle-specific identification.
  • the calculation unit 68 of the on-board equipment comprises a code controller 72.
  • the fixed automation comprises, according to a layout symmetrical to that of the on-board equipment, a coupler 74, a microprocessor-based calculation unit 76 and a code controller 78.
  • the computing unit 76 is connected, by an interface 80 and a safety receiver 82, to the light curtain 26 so as to send a request for identification of any vehicle passing through the barrier.
  • the means of locating the vehicles can use point specific active locating beacons formed by a sequence of crossings of a transmission line from the ground to the vehicle, providing, during the movement of the vehicle, alternating binary digits 0 and 1.
  • a transmission module 84 which can be confused with the module 52, supplies the beacons.
  • the crosses are detected, by the equipment on board each vehicle, from an antenna 86.
  • This antenna 86 possibly merged with the antenna 56, can be constituted by two coils placed one behind the other in the direction of travel of the vehicle and driving a crossing detection circuit 88 having filtering means and a phase comparator.
  • a pulse generator 90 can be interposed between the detector circuit 88 and the calculation unit 68 to supply calibrated pulses, representing the presence of a crossing, directly usable by the calculation unit.
  • the location means shown in FIG. 6 are supplemented by a wheel 92 driven by a vehicle wheel and making it possible to provide a safe measurement of displacement, that is to say a relative measurement, to the on-board equipment 60.
  • This wheel can be of a known type, for example that described in document FR-A-2 577 666: it provides an indication of the distance traveled by the vehicle, via a safety interface 94.
  • the installation according to the invention makes it possible to use a heterogeneous fleet of vehicles, without catastrophic reduction in the flow as far as an over-cantonment is provided. It is not necessary for the vehicle location means on the track to have extreme precision: a location relative to a simple regular wiring is sufficient. Due in particular to the permanent exchange of information in the form of dialogue between the ground automation systems and the on-board equipment, great operational safety can be achieved.
  • FIG. 7 shows a zone of transport installation using vehicles 10 traveling on a guide track 12. This track is separated into successive sections each provided with a management automation. Two automations 14 and 16 are shown. They are assigned to two successive sections 18 and 20 of the track, which will be considered first of all, for simplicity, as an upstream section and a downstream section in the direction of travel f of the vehicles 10.
  • the automated systems 14 and 16 are fixed and may have the constitution already described. Each of them is connected to means carried by the track and making it possible to communicate with a vehicle traveling on the corresponding section of track. These transmission means, which must allow a continuous bidirectional exchange of information, have been represented in FIG.
  • a light curtain 26 (the qualifier "non-material” simply signifying that the barrier does not not oppose the circulation of the vehicle) makes it possible to determine the instant when a vehicle 10 leaves the section 18 to enter the section 20.
  • the communication means 24 only allow the automatic systems 16 to enter into communication with a vehicle that when it has entered the section 20, the communication means 22 maintain communication between the automated systems 14 and the vehicle beyond the barrier 26, on an end portion of the section 20 which can be considered as an airlock 28 of transition.
  • a vehicle 10 located in the section 18 and moving towards the section 20 remains in permanent communication with the automation 14 which manages the section 18 and which authorizes the vehicle to travel to the end 130 of the airlock 28, insofar as the the road is clear of vehicle to this end.
  • the fixed automation 16 interrogates the vehicle present in the airlock 28 (without however interrupting the dialogue between the vehicle 10 and the fixed automation 14).
  • the automated system 14 is designed so as to stop the vehicle 10 upstream of the point 130 (insofar as this vehicle operates automatically) or to give a stop order to the driver (in the case of manual driving) if the communication is not 'is not established between the fixed automation 16 and the vehicle 10.
  • a first embodiment uses an airlock which can be described as "hardware”: the transmission loops 22 and 24 are superimposed at the level of the airlock 28, the transmission channels used not being the same for the two lines 22 and 24. It corresponds to the case shown schematically in Figure 7.
  • the loops can in particular be constituted by transmission lines transposed into low frequency.
  • the vehicle 10 As long as the vehicle 10 is controlled by the automation 14, it communicates with the latter via the channel corresponding to the transmission loop 22. When it crosses the light curtain 26, the fixed automation 16 enters into communication with him by the channel corresponding to the transmission loop 24 and the vehicle responds on this new channel.
  • FIG. 8 An airlock which can be described as "virtual".
  • the arrangement illustrated in Figure 8 is intended for an installation in which the vehicles 10 travel in one direction, for example that of arrow f.
  • the transmission loops 22 and 24 corresponding to two successive adjacent sectors are separated and respectively connected to transmission equipment with transceiver 30 and 32.
  • the fixed automation 14 is connected to the transceivers 30 and 32 while the automation 16 is connected to the transceiver 32 and to the transceiver (not shown) located downstream of the section 20.
  • the transceivers may or may not use the same transmission channel.
  • the fixed automation 14 dialogues with the vehicle 10 either through the transceiver 30 or through the transceiver 32.
  • Figure 9 shows the general structure of the fixed parts of the device.
  • the transmission loop comprises two lines 140 and 142 arranged on the same support, in the middle of the track.
  • One of the lines, 140 is intended for the transmission of the equipment on the ground to the vehicle, the other, 142, for the reception of messages from the vehicles by the equipment on the ground.
  • Each line is closed at its ends on an adaptation impedance 144, 146 on the one hand, 148 and 150 on the other hand. These latter impedances are only attacked by the lines through transformers whose role will appear later.
  • Each line consists of two conductors regularly transposed to compensate for the effects of crosstalk, the crossing points can also be used as benchmarks allowing the vehicle to approximately determine its position on the traffic lane.
  • the device comprises fixed equipment, carried by the track, and equipment carried by each vehicle.
  • This barrier can have various constitutions, for example that described in French patent application No.EN 88 16890.
  • This barrier comprises an ultrasonic transmitter 152 and a receiver 154 placed on either side of the track, so that the ultrasonic beam is interrupted by the presence of a vehicle.
  • the barrier also includes an associated electronic circuit 156 indicating the presence of a vehicle, revealed by the cutting of the ultrasonic beam. Circuit 156 is safe because it indicates the presence of a vehicle by cutting the beam and canceling an output signal.
  • Fixed equipment includes, for each section, the components shown in Figure 9. This equipment incorporates transmitter-receiver transmission means.
  • Transmission is systematically carried out by an "interrogation-response" sequence. It is the ground equipment that manages the transmission. The vehicles respond when they receive a query they recognize as being addressed to them.
  • Each fixed automation 14 receives the list of identification numbers of vehicles likely to be present in the sector. Each fixed automation system communicates these numbers to the corresponding transmission equipment, which addresses successive interrogations each assigned to a vehicle. The responses from each vehicle are forwarded to the fixed automation for the section concerned.
  • the fixed automation of the upstream section requests the transmission equipment of the section now concerned to address the vehicle located in the transmission lock 28.
  • the management of fixed automations 14 and 16 follows from the management of transmission equipment.
  • the fixed automatisms have a list of vehicles present in the respective sections they manage, this information must be provided in a secure manner. This list is made up of the identification codes specific to each particular vehicle.
  • Each piece of equipment periodically communicates the list of identification codes to the respective transmission equipment and, in return, receives the responses from the vehicles present in their section. If there is no response from a vehicle displayed as being present in the section, the automated system triggers a local alarm.
  • the vehicle can then be taken over by the fixed automation, which transmits to the vehicle concerned control transfer information.
  • the vehicle entering a new section 20 does so through an airlock zone 28 downstream of the section 18 which it leaves. This passage in the airlock is communicated by the transmission equipment 32 to the automation 14 of the sector left.
  • the mobile If the mobile is actually supported by the automation 16 of the downstream section, its on-board equipment indicates to the automation 16 and 14 that the transition has been successfully completed: its identification code is then deleted from the list managed by the upstream automation 14: from this moment, the downstream automation 16 becomes the only one to manage the vehicle.
  • the upstream automation 14 If the upstream automation 14 has not received, before the vehicle has left the airlock 28, the order transfer information, it sends the vehicle a stop order before the end of the airlock: thus, the vehicle remains permanently under the control of an automation.
  • the equipment on board a mobile can have the constitution shown in Figure 10.
  • This equipment includes a secure computer 182, that is to say all of whose processing is protected by detection and, possibly, error correction coding, this computer being able to be similar to the computer 158 of fixed automations.
  • the computer 182 receives, from means located on board the vehicle, information indicating the absolute position of the vehicle on the track. This information 184 can be produced by means which are known per se.
  • the computer 182 also receives the vehicle identification code, coming from a module 186. It is desirable that the vehicle identification code remains immutable, even in the event of the exchange of on-board equipment. For this reason, it is advantageous to provide a replaceable device 186, but developing the identification code from a reference number represented by a wiring 188 permanently fixed to the vehicle.
  • the computer 182 is provided for developing and supplying, on an output 190, vehicle control orders and, in particular, information for authorizing the continuation of the movement beyond the airlock 28.
  • the computer 182 is also provided for receiving, vehicle driving equipment (not shown), information 192 to be transmitted to fixed installations and alarm signals.
  • the computer 182 is connected to the on-board transmission equipment, allowing information to be exchanged with the fixed parts of the installation.
  • the on-board transmission equipment comprises a transmission chain and a reception chain, having similar constitutions.
  • the chain used for transmission that is to say for the transmission of fixed equipment to on-board equipment, comprises a sensor 194, constituted by a coil of vertical axis located above the transmission line 142 The current at frequency fe flowing in this line induces a voltage at the terminals of the sensor 194.
  • the chain then comprises a module 196 for shaping and bandpass filtering around the frequency fe, a demodulator 198 and a deformatting module 100.
  • the other chain comprises a formatting module 102, a modulator 104 of a wave with carrier frequency fr, different from fe, and a power stage 106 which drives a transmitting coil 108 with vertical axis, placed above reception line 40.
  • the message taken over by the automation 16 of the new section results in the supply to the driving automations of a driving authorization in the new section 20. If this message is not received, the computer addresses the automation of driving, a stop order before the downstream end of the airlock 28, before loss of dialogue with the automation 14 of the previous section.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Conveyors (AREA)

Claims (12)

  1. Transportanlage mit automatischer Steuerung der Fahrzeugbewegung (10) längs einer Straße, bestehend aus festen Steuerautomatikeinheiten (14, 16), von denen jede für die Leitung eines bestimmten Straßenabschnitts (18, 20) zugeteilt ist, wobei jeder Abschnitt mit Kommunikationsmitteln (22-30, 24-32) zwischen der festen Steuerautomatikeinheit dieses Abschnitts und den Fahrzeugen im Verkehr auf diesem Abschnitt ausgerüstet ist, wobei jeder Abschnitt (18, 20) über immaterielle Mittel in mehrere Gebiete unterteilt ist, und wobei jedes Fahrzeug dazu vorgesehen ist, seine Durchfahrt von einem Gebiet in ein anderes zu detektieren und die Durchfahrtsinformation einer festen Steuerautomatikeinheit des Abschnitts zu senden, dadurch gekennzeichnet, daß Mittel für jedes Fahrzeug im Verkehr auf diesem Abschnitt vorgesehen sind, um den Abschnitt zu identifizieren, den es besetzt (10), und dies der entsprechenden Steuerautomatikeinheit (14, 16) anzuzeigen, daß die Steuerautomatikeinheiten dazu vorgesehen sind, jedem in diesem Abschnitt befindlichen Fahrzeug als Antwort auf die von den Fahrzeugen erhaltenen Angaben Informationen in Gestalt von Gebietsangaben über den freien Abstand vor ihm zu liefern, und daß jedes Fahrzeug eine Steuereinrichtung für seine eigene Bewegung hat, in der dem Besetzungszustand der Gebiete, auf die es zufährt, Rechnung getragen wird.
  2. Anlage nach Anspruch 1, dadurch gekennzeichnet, daß die einem Fahrzeug gelieferten Informationen sich auf die Anzeige beschränken, daß das Fahrzeug aus dem Gebiet, das es besetzt, herausfahren kann oder im Gegenteil vor dem Ende des Gebiets mit einem Sicherheitsabstand vor diesem Ende anhalten muß.
  3. Anlage nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß jeder Abschnitt überdies materielle Vorrichtungen (27) zum Nachweis des Vorhandenseins von Fahrzeugen hat, die aufgrund der Konstruktion oder als Folge von Pannen nicht in der Lage sind, mit den Steuer- und Signalübertragungsautomatikeinheiten in Verbindung zu treten.
  4. Anlage nach Anspruch 1, 2 oder 3, dadurch gekennzeichnet, daß jeder Abschnitt nicht nur in immaterielle Gebiete sondern auch in Übergebiete unterteilt ist, die durch Straßen und Signalisierungsvorrichtungen (34), die klassisch sein können, bestimmt werden, wobei mindestens bestimmte dieser Übergebiete mehreren Gebieten und nicht nur einem entsprechen, wobei das Fahren des Fahrzeugs unter manueller Leitung ermöglicht wird.
  5. Anlage nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Gebiete (18a, 18b,... 18f) in der Station kürzer als auf dem fließenden Straßenstück sind.
  6. Anlage nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß jede der Steuerautomatikeinheiten (14, 16) eine Recheneinheit (76) mit einem Speicher umfaßt, der eine Liste enthält, die allen Gebiete (18a,...18f) des entsprechenden Abschnitts und möglicherweise der Übergebiete des Abschnitts zugeordnet ist.
  7. Anlage nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß jedes Fahrzeug mit einer eingebauten Ausrüstung mit einer Recheneinheit (68) ausgerüstet ist, die mit einem Speicher versehen ist, der die vollständige Liste aller Gebiete der Straße enthält, auf der das Fahrzeug verkehren soll.
  8. Anlage nach Anspruch 7, dadurch gekennzeichnet, daß die festen Steuerautomatikeinheiten dazu vorgesehen sind, die eingebauten Ausrüstungen mit ausreichender Abfolge abzufragen, um den augenblicklichen Zustand der Anlage wiederzuspiegeln.
  9. Anlage nach Anspruch 8, dadurch gekennzeichnet, daß jeder Abschnitt durch eine immaterielle Schwelle (26) begrenzt wird, die es erlaubt, den Zeitpunkt zu bestimmen, an dem ein Fahrzeug (10) einen Abschnitt verläßt, um in den folgenden Abschnitt hineinzufahren, und die die besagte Information den festen Steuerautomatikeinheiten der Abschnitte, die sie trennt, sendet.
  10. Anlage nach Anspruch 9, dadurch gekennzeichnet, daß die feste Steuerautomatikeinheit jedes Abschnitts dazu vorgesehen ist, jedem Fahrzeug, das in den Abschnitt hineinfährt, was durch die immaterielle Schwelle nachgewiesen wird, eine Identifizierungsaufforderung zu schicken, und daß die Ausrüstungen jedes Fahrzeugs dazu vorgesehen sind, als Antwort eine Identifizierung und möglicherweise eine Lageangabe zu schicken.
  11. Anlage nach Anspruch 1, dadurch gekennzeichnet, daß jeder Abschnitt ein eine Schleuse bildendes Endstück hat, das mit Mitteln versehen ist, die die In-Verbindung-Setzung des Fahrzeugs nicht nur mit der Steuerautomatikeinheit (16) des Abschnitts (20), zu dem das Endstück gehört, erlauben, sondern auch mit der Steuerautomatikeinheit (14), die den angrenzenden Abschnitt (18) leitet, sobald das Fahrzeug in die Schleuse einfährt, und Mittel (26) hat, die von dem Fahrzeug bei seiner Durchfahrt an einer bestimmten Stelle des Endstücks gesteuert werden, wodurch die Übertragung der Steuerung von einer Steuerautomatikeinheit auf die andere hervorgerufen wird, und Mitteln hat, um zu überprüfen, daß der Übergang vollzogen ist, und um im Fall eines fehlenden Übergangs in der Schleuse einen Alarm auszulösen.
  12. Anlage nach Anspruch 11, dadurch gekennzeichnet, daß die Mittel zur Herstellung der Verbindung eine Sendeschleife pro Abschnitt umfassen, wobei die Schleifen von zwei angrenzenden Abschnitten eine Überdeckung aufweisen, die eine materielle Schleuse definieren.
EP89403587A 1988-12-21 1989-12-20 Transportanlage mit automatischer Steuerung der Fahrzeugbewegung Expired - Lifetime EP0375553B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR8816890A FR2640569B1 (fr) 1988-12-21 1988-12-21 Dispositif de transfert de commande pour installation de transport a commande automatique
FR8816890 1988-12-21
FR8900272 1989-01-11
FR8900272A FR2641512B1 (fr) 1989-01-11 1989-01-11 Installation de transport a commande automatique de deplacement de vehicules

Publications (2)

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EP0375553A1 EP0375553A1 (de) 1990-06-27
EP0375553B1 true EP0375553B1 (de) 1995-02-15

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Publication number Priority date Publication date Assignee Title
US5398894B1 (en) * 1993-08-10 1998-09-29 Union Switch & Signal Inc Virtual block control system for railway vehicle
FR2905105B1 (fr) * 2006-08-25 2008-11-21 Alstom Transport Sa Dispositif de commande regulee de vehicule a precision recentree.
US8386111B2 (en) 2007-07-10 2013-02-26 Advanced Transport Systems Ltd. Automatic vehicle guidance protection system
CN114919626B (zh) * 2022-05-31 2023-05-26 中铁二院工程集团有限责任公司 一种齿轨列车运行控制方法、装置及系统

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DE1455416B2 (de) * 1964-08-13 1970-12-17 Siemens AG, 1000 Berlin u. 8000 München Zugsicherungssystem mit linienförraiger Informationsübertragung zwischen den Zügen und Streckenzentralen
DE1530335A1 (de) * 1965-01-26 1970-04-23 Siemens Ag System zur Sicherung und Steuerung spurgebundener Fahrzeuge,insbesondere Schienenfahrzeuge
US3774025A (en) * 1971-06-30 1973-11-20 Gen Signal Corp Vehicle control system
AT330844B (de) * 1972-03-30 1976-07-26 Siemens Ag Zugsicherungssystem mit linienformiger signalubertragung zwischen den zugen und einer streckenzentrale
US3808426A (en) * 1972-05-02 1974-04-30 British Railways Board Electromagnetic signalling system
DE2402932C2 (de) * 1974-01-22 1982-06-16 Standard Elektrik Lorenz Ag, 7000 Stuttgart Einrichtung zur linienförmigen Fahrzeugbeeinflussung
US4014503A (en) * 1974-05-17 1977-03-29 Siemens Aktiengesellschaft Method and apparatus for control of central spacing of track-operated vehicles
DE2913398A1 (de) * 1979-03-31 1980-10-09 Licentia Gmbh Einrichtung zur ununterbrochenen aufrechterhaltung des telegrammverkehrs bei der linienzugbeeinflussung
NL191474C (nl) * 1986-03-07 1995-07-18 Nederland Ptt Radioverbindingsstelsel voorzien van bakenzenders.

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EP0375553A1 (de) 1990-06-27
ES2068258T3 (es) 1995-04-16
DE68921177T2 (de) 1995-06-14

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