EP1498338A1 - Train control process and system, especially of the ERTMS type - Google Patents

Train control process and system, especially of the ERTMS type Download PDF

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Publication number
EP1498338A1
EP1498338A1 EP04291322A EP04291322A EP1498338A1 EP 1498338 A1 EP1498338 A1 EP 1498338A1 EP 04291322 A EP04291322 A EP 04291322A EP 04291322 A EP04291322 A EP 04291322A EP 1498338 A1 EP1498338 A1 EP 1498338A1
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EP
European Patent Office
Prior art keywords
train
location
speed
loa
acquired
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Granted
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EP04291322A
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German (de)
French (fr)
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EP1498338B1 (en
Inventor
François Lacote
Philippe Michaut
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Alstom SA
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Alstom SA
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Publication of EP1498338A1 publication Critical patent/EP1498338A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/34—Control, warnings or like safety means indicating the distance between vehicles or vehicle trains by the transmission of signals therebetween
    • 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
    • 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 vehicle train, e.g. braking curve calculation
    • 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 vehicle train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using European Train Control System [ETCS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways (GSM-R)

Definitions

  • the invention relates to a device and a method for controlling trains.
  • a field of application of the invention relates to control and assistance for the operation of trains, such as high-speed trains, regional trains, suburban trains, subways, streetcars or others. These trains can be driven by a human on board or automatically.
  • the invention typically but not exclusively seeks to the ERTMS / ETCS system (European Rail Traffic Management System / European Train Control System), hereinafter referred to as ERTMS.
  • ERTMS European Rail Traffic Management System / European Train Control System
  • This system is planned to establish an international standard for automatic control systems for trains and aims in particular to make interoperable traffic cross-border and train control systems from one country to another and from to increase the density of train traffic on the same route. train circulation with an optimal and homogeneous level of safety.
  • One way to increase the density of traffic on the same line consists in reducing the distance from which the trains follow each other.
  • the ERTMS system allocates to each train a prescription of location to which he can go on the line and in front of which he must be the tail of the previous train.
  • the invention aims to further increase the density of train traffic on a same line.
  • the spacing distance between the trains is reduced. following each other while respecting the safety distance between them. More train previous will have a significant speed, plus the distance of the next train to this train may be reduced in relation to the localization requirement.
  • means of acquisition and the computing unit are located in beacons distributed on the train running line and able to transmit the location requirement to a reader on board trains, when they are crossed by the said reader, and the computing device is located on the next train and is connected to said reader.
  • the acquisition means comprise location beacons distributed on the train running line and able to be read by a reader on board the next train, with means provided for retransmit by radio link to a radio center linked to the traffic line of trains, the location and speed acquired, the calculation unit being provided for in the radio station and being able to retransmit by radio the prescription of location removed from said braking distance value at the calculated on the next train.
  • wireless communication means are provided on the train previous and on the next train at least so that the previous train transmits to the train following its speed.
  • the location and speed acquisition is performed on board the next train, the location and speed of the train are transmitted following by a wireless radio telecommunication link to a radio center, in which calculates the location requirement, which is subtracted from said value of braking distance and which is then retransmitted by the link of telecommunication to the next train, in which said magnitude of movement control of the train, the speed of the preceding train being acquired at edge of it and being transmitted by another radio telecommunication link in the radio center, in which the braking distance value is calculated.
  • ERTMS ERTMS / ETCS-Class 1, System Requirements Specification, Subset-026-1, Subset 026-2, Subset 026-3" and following available on the Internet on vvww.unife.org/docs/ ertms. A glossary is also available at this address.
  • These documents, which are referred to, are the property of ADTRANZ, ALCATEL, ALSTOM, ANSALDO SIGNAL, INVENSYS RAIL and SIEMENS.
  • the documents referred to herein are those bearing the date of December 22, 1999 in version 2.0.0.
  • Chapter 2 of the aforementioned document (Subset-026-2) separates the system ERTMS in subsystems provided on each train and in subsystems provided in a fixed manner in relation to the track or line on which the trains.
  • the ERTMS system of application level n ° 2 as described in the above mentioned document in chapter 2.6.6. Does it contain beacons 2 distributed regularly along line 4 of train traffic and called Eurobalises.
  • a beacon reader 8 On board the train 6 are a beacon reader 8 and a detector 10 of speed and distance traveled by the train, which may include example a radar and a voice wheel, as is known.
  • a detector 10 On board the train 6 are a beacon reader 8 and a detector 10 of speed and distance traveled by the train, which may include example a radar and a voice wheel, as is known.
  • train 6 moves on channel 4, its reader 8 passes successively on or in front of each tag 2.
  • Each beacon 2 comprises a radio transmitter transmitting by a wireless radio link tag identification information to a radio receiver provided in the reader 8, during the passage of the train on or in front of it.
  • the information obtained by the reader 8 and the detector 10 are provided to a computer or central computer 12 located on train 6, called European Vital Computer (EVC).
  • EEC European Vital Computer
  • the reader 8 makes it possible to reference the position of the train 6 at each passing of beacon 2 and thus acquire a location of the train 6.
  • the location, the speed and other information of the train 6 are transmitted by the computer 12 via a transceiver 14 provided on board the train 6 at a radio center 16 fixed relative to channel 4 via a wireless radio telecommunication link 22.
  • the radio center 16 implements for example the GSM-R system for its links.
  • Radio Center 16 is referred to as the Radio Block Center (RBC) defined for one region, train 6 communicating with another RBC when in a other region.
  • RBC Radio Block Center
  • the radio center 16 In response to the information received from train 6, the radio center 16 returns a location requirement downstream of the last beacon 2 that the train has passed.
  • This localization requirement corresponds to a location on the track 4, up to which the train is allowed to move with a target speed determined by this location requirement.
  • the computer 12 calculates in a calculating member 46 a magnitude GC of control of movement of the train 6 according to a prescribed rule of calculation.
  • the localization requirement corresponds in the case of the system ERTMS for example to a movement authorization (Movement Authority) according to Chapter 3.8 of the aforementioned document.
  • This movement authorization is by example the End of Authority (EOA) Authority), defined as the location up to which the train is authorized to go with a target speed in this location, equal to zero.
  • EOA End of Authority
  • the target is defined by the location where the speed of the train must be less than the target speed given.
  • the localization requirement may also correspond to the limit Authorization (Limit Of Authority, LOA), defined as the place that the train is not allowed to cross and the target speed is nonzero.
  • LOA Limit Of Authority
  • the ERTMS system also defines a danger point (Danger Point), which is the location beyond the end of authorization (EOA), which can be reached from the front of the train without creating a dangerous situation, a distance of thus defined between the end of the movement authorization (EOA) and the first point of danger possible.
  • Movement authorization (EOA or LOA) must never pass the rear end of the preceding train on line 4.
  • the command magnitude GC generated by the module 12 is sent to a module 18 on board the train 6, which may be a device for presenting information to a human operator of the train 6, for example visual, sound or other or means 20 for executing an automatic control of the train 6, corresponding to this control size GC.
  • These execution means 20 are provided on a train controlled automatically without human operator on board, but are also provided on a train 6 controlled by a human operator.
  • These means of execution may be an emergency brake actuator and / or a service brake actuator.
  • the command magnitude GC may be in the form of a speed profile to be adopted by the train 6 until its location requirement, the command magnitude GC being calculated by the computer 12.
  • the tags 2 share the track in cantons 3 of 1500 meters.
  • the LOA locating prescription is approximately 7 cantons forward, as well as shown in Figure 1.
  • the cantons are 2100 meters each and the LOA localization prescription lies about 3 blocks away in front of the train.
  • the speed of the train 62 preceding the following train 61 on the track 4 in the direction of movement of the trains 62, 61 on it, is taken in account.
  • Train 62 is equipped with the same system described above as train 61 and also communicates bidirectionally through a link 24 of wireless radio telecommunication with radio center 16.
  • Means recorded speed of the previous train 62 on track 4 are train 62, for example in his computer 12, and in the center radio 16, the speed acquired by the detector 10 on board the train 62 being transmitted by the radio link 24 to the radio center 16.
  • the prescription LOA is given on the basis of the location given by the following train 61, including its speed, and on the basis of canton 2L release information preceding the previous train 62.
  • This township release information is given by another fixed ground computer, called the interlocking station, communicating with the RBC calculator.
  • the RBC calculator sends the extension of authorization of movement or pseudo prescription of localization PLOA described below with description information of the track corresponding to this extension (profile, speed restrictions ).
  • the radio center 16 comprises a memory 26 of the locating and speed acquired from the following train 61, transmitted to it by the radio link 22.
  • the radio center 16 includes a memory 28 of the acquired speed transmitted by the radio link 24 from the previous train 62.
  • a PLOA pseudo-prescription location calculating unit 30 is provided in the radio center 16 and is implemented by any technical means such as as for example an electronic calculator.
  • the computing unit 30 includes a first module 32 for calculating said LOA localization prescription based on at least the speed and location recorded in the memory 26, as well as that a second module 34 determination.
  • the determination module 34 has a first input 36 for the acquired speed of the preceding gear, recorded in the memory 28, as well as a second input 38 of value or deceleration rate.
  • the determination module 34 determines, at least in according to the data present on its first and second entries 36 and 38, a DF value of braking distance of the preceding gear 62.
  • the rate or value the deceleration present on the second input 38 is greater than or equal to absolute to the absolute value of a service deceleration rate of the preceding train 62.
  • This service deceleration rate or value corresponds to a service braking distance of the preceding train 62, defined according to the ERTMS system as the distance with which a train is able to stop, from a given speed, at a deceleration such that train passengers do not suffer from discomfort or alarm, or at an equivalent deceleration in the case of trains carrying no passengers.
  • Deceleration data is defined as braking demand data at the rate at which a train will decelerate. This rate or this service deceleration value is for example equal to -0.6 m / s 2 .
  • the value at the deceleration rate prescribed on the second input 38 is, for example, greater than or equal in absolute value to the absolute value of the rate or deceleration value in the event of emergency braking, which itself is greater than the absolute value of the deceleration rate. deceleration of service and equal to 2 m / s 2 .
  • the emergency stopping distance is defined as the distance a train is able to stop in an emergency and depends on the speed of the train, the type of train, the braking characteristics, the weight of the train and the slope of line 4.
  • the maximum real deceleration rate on rolling stock of the high-speed train type is -1.1 m / s 2 under specific conditions (slope, wind, etc.).
  • the prescribed deceleration rate is, for example, greater than this maximum real deceleration rate.
  • the prescribed deceleration rate is, for example, greater in absolute value than 1.25 m / s 2 .
  • the prescribed deceleration rate is for example -1.5 m / s 2 .
  • the LOA localization prescription output 33 of the calculation module 32 is connected to an adding input 421 of an adder module 42, while the output 40 of the DF value of the braking distance is connected to another additional input 422 of the module 42. adder.
  • the pseudo-PLOA localization prescription on exit 44 of the module 42 subtractor is connected to the radio transmitter of the radio center 16 to be transmitted by the wireless radio link 22 to the transceiver 14 of the next train 61 then to the computer 12 board of it.
  • the module 46 for calculating the next train 62 then applies the rule of calculation of the control size GC of displacement of the following train to the pseudo-PLOA localization prescription received of the radio center 16 and present on the output 44 of the subtractor module 42.
  • the pseudo-PLOA localization prescription advanced by relative to the LOA locating prescription and may even exceed the train previous 62. It follows that the next train 61 may be closer to the train previous 62, which makes it possible to pass a larger number of trains on the line 4 per unit time, or longer trains, or to pass them faster. It is thus possible to increase the intensity of traffic on channel 4 and therefore to decrease operating costs.
  • the location of the previous train is being used by the RBC center to determine the township released by the previous train, unlike the ERTMS Level 2 system, where the release of the canton is given by an interlocking station.
  • the invention is not limited to the ERTMS / ETCS system and can be applied to any other system.
  • the next train received RBC calculator the channel description information (profile, restrictions of speed, beacons to meet) is able to determine the location of the train previous thanks to the identity of the contained tag delivered with the location, which is a unique identity in the world. Knowing the beacon and the speed of the train previous, the next train calculates the distance DF to add to the beacon in order to obtain the pseudo-prescription PLOA localization, the beacon materializing the prescription LOA.
  • Sending RBC calculator channel description information to the train following is asynchronous with respect to the actual location of the preceding train and shall simply be done beforehand.
  • this characteristic may be combined with that adding the braking distance to the LOA localization prescription for further shorten the localization prescription and thus be able to reduce the distance between two trains following each other.

Abstract

The device has a reader (8) and a detector (10) to acquire a speed of a train (62). A calculation unit has a module to determine a stopping distance of the train according to the speed and a rate of deceleration of the train. A computer (12) provides a control variable of a movement of a following train (61) corresponding to a condition prescribed from localization instruction provided by the calculation unit. An independent claim is also included for a method for controlling a European rail traffic management system (ERTMS).

Description

L'invention concerne un dispositif et un procédé de commande de trains.The invention relates to a device and a method for controlling trains.

Un domaine d'application de l'invention concerne la commande et l'aide au pilotage de trains, tels que des trains à grande vitesse, des trains régionaux, des trains de banlieue, des métros, des tramways ou autres. Ces trains peuvent être conduits par un humain à bord ou automatiquement.A field of application of the invention relates to control and assistance for the operation of trains, such as high-speed trains, regional trains, suburban trains, subways, streetcars or others. These trains can be driven by a human on board or automatically.

L'invention cherche typiquement mais non exclusivement à mettre en oeuvre le système ERTMS/ETCS (European Rail Traffic Management System / European Train Control System), appelé ci-après ERTMS. Ce système est prévu pour établir une norme internationale des systèmes de commande automatique de trains et a pour but notamment de rendre interopérables les circulations transfrontalières et les systèmes de commande de trains d'un pays à l'autre et de permettre d'augmenter la densité du trafic de trains sur une même voie de circulation de trains avec un niveau de sécurité optimal et homogène.The invention typically but not exclusively seeks to the ERTMS / ETCS system (European Rail Traffic Management System / European Train Control System), hereinafter referred to as ERTMS. This system is planned to establish an international standard for automatic control systems for trains and aims in particular to make interoperable traffic cross-border and train control systems from one country to another and from to increase the density of train traffic on the same route. train circulation with an optimal and homogeneous level of safety.

Un des moyens d'augmenter la densité du trafic sur une même ligne consiste à réduire la distance de laquelle se suivent les trains.One way to increase the density of traffic on the same line consists in reducing the distance from which the trains follow each other.

Ainsi, le système ERTMS alloue-t-il à chaque train une prescription de localisation jusqu'à laquelle il peut aller sur la ligne et devant laquelle doit se trouver la queue du train précédent.Thus, the ERTMS system allocates to each train a prescription of location to which he can go on the line and in front of which he must be the tail of the previous train.

L'invention vise à augmenter encore la densité du trafic de trains sur une même ligne.The invention aims to further increase the density of train traffic on a same line.

A cet effet, un premier objet de l'invention est un dispositif de commande de trains, comportant :

  • des moyens d'acquisition de la localisation et de la vitesse d'au moins un train sur une ligne de circulation de trains, reliés à une unité de calcul comportant un premier module apte à calculer, en fonction au moins de la localisation et de la vitesse acquises, une prescription de localisation située en aval de la localisation acquise et jusqu'à laquelle le train est autorisé à se déplacer avec une vitesse cible en cette prescription de localisation,
  • un organe de calcul, selon une règle prescrite de calcul, d'une grandeur de commande de déplacement du train, en fonction au moins de la prescription de localisation fournie par le premier module de calcul,
   caractérisé en ce que le dispositif comporte en outre des moyens d'acquisition au moins de la vitesse du train précédent sur la voie de circulation de trains, qui sont reliés en outre à des moyens d'enregistrement de vitesse acquise, et l'unité de calcul comprend en outre un deuxième module pour déterminer, en fonction au moins de la vitesse enregistrée du train précédent et d'un taux de décélération prescrit pour le train précédent et supérieur ou égal en valeur absolue à la valeur absolue d'un taux de décélération de service de celui-ci, une valeur de distance de freinage du train précédent, l'organe de calcul étant agencé pour fournir une grandeur de commande de déplacement du train suivant conformément à la règle prescrite de calcul appliquée à ladite prescription de localisation fournie par l'unité de calcul et à laquelle a été ajoutée la valeur de distance de freinage fournie par le deuxième module de détermination.For this purpose, a first object of the invention is a train control device comprising:
  • means for acquiring the location and speed of at least one train on a train running line, connected to a calculation unit comprising a first module able to calculate, as a function of at least the location and the speed acquired, a location requirement located downstream from the acquired location and up to which the train is authorized to move with a target speed in this location requirement,
  • a calculation member, according to a prescribed calculation rule, of a train movement control variable, according to at least the location requirement provided by the first calculation module,
characterized in that the device further comprises means for acquiring at least the speed of the preceding train on the train running track, which are further connected to acquired speed recording means, and the unit of calculation further comprises a second module for determining, based at least on the recorded speed of the preceding gear and a deceleration rate prescribed for the preceding gear and greater than or equal in absolute value to the absolute value of a deceleration rate in service thereof, a braking distance value of the preceding gear, the calculating member being arranged to provide a next train displacement control amount in accordance with the prescribed calculation rule applied to said location requirement provided by the calculation unit and to which has been added the braking distance value provided by the second determination module.

Grâce à l'invention, on réduit la distance d'espacement entre les trains se suivant, tout en respectant la distance de sécurité entre ceux-ci. Plus le train précédent aura une vitesse importante, plus la distance du train suivant à ce train précédent pourra être réduite par rapport à la prescription de localisation.Thanks to the invention, the spacing distance between the trains is reduced. following each other while respecting the safety distance between them. More train previous will have a significant speed, plus the distance of the next train to this train may be reduced in relation to the localization requirement.

On parvient ainsi à augmenter à vitesse égale la densité de trafic sur une même ligne, de l'ordre de 10 à 20%.It is thus possible to increase at equal speed the density of traffic on the same line, of the order of 10 to 20%.

Suivant d'autres caractéristiques de l'invention,

  • le dispositif comporte en outre des moyens de signalisation d'informations au train suivant, en réponse à la grandeur de commande de déplacement du train, fournie par l'organe de calcul ;
  • le dispositif comporte en outre des moyens d'exécution de commandes du train suivant, correspondant à la grandeur de commande de déplacement du train, fournie par l'organe de calcul ;
  • l'unité de calcul comprend un module additionneur recevant sur une première entrée la prescription de localisation fournie par le premier module de calcul et sur une deuxième entrée la valeur de distance de freinage fournie par le deuxième module de détermination, et fournissant sur sa sortie une valeur égale à la somme de la valeur présente sur la première entrée et de celle présente sur la deuxième entrée, la sortie du module soustracteur étant reliée à l'entrée de l'organe de calcul fournissant en sortie ladite grandeur de commande selon ladite règle prescrite de calcul appliquée à la valeur présente sur son entrée;
  • les moyens d'acquisition, le premier module de calcul de prescription de localisation et l'organe de calcul de grandeur de commande sont du type ERTMS/ETCS.
According to other features of the invention,
  • the device further comprises means for signaling information to the next train, in response to the train displacement control amount provided by the calculating member;
  • the device further comprises means for executing orders of the next train, corresponding to the amount of movement control of the train, provided by the calculating member;
  • the calculation unit comprises an adder module receiving on a first input the localization prescription provided by the first calculation module and on a second input the braking distance value provided by the second determination module, and providing on its output a value equal to the sum of the value present on the first input and that present on the second input, the output of the subtractor module being connected to the input of the computing device outputting said control variable according to said prescribed rule calculation applied to the value present on its input;
  • the acquisition means, the first location prescription calculation module and the control quantity calculator are of the ERTMS / ETCS type.

Afin de mettre en oeuvre un système ERTMS de niveau 1, les moyens d'acquisition et l'unité de calcul, suivant une caractéristique de l'invention, sont situés en des balises réparties sur la ligne de circulation de train et aptes à transmettre la prescription de localisation à un lecteur prévu à bord des trains, lors de leur franchissement par ledit lecteur, et l'organe de calcul est situé à bord du train suivant et est relié audit lecteur.In order to implement a level 1 ERTMS system, means of acquisition and the computing unit, according to a characteristic of the invention, are located in beacons distributed on the train running line and able to transmit the location requirement to a reader on board trains, when they are crossed by the said reader, and the computing device is located on the next train and is connected to said reader.

Afin de mettre en oeuvre un système ERTMS de niveau 2, les moyens d'acquisition, suivant une caractéristique de l'invention, comprennent des balises de localisation réparties sur la ligne de circulation de train et aptes à être lues par un lecteur prévu à bord du train suivant, des moyens étant prévus pour retransmettre par liaison radio à un centre radio lié à la ligne de circulation de trains, la localisation et la vitesse acquises, l'unité de calcul étant prévue dans le centre radio et étant apte à retransmettre par liaison radio la prescription de localisation retranchée de ladite valeur de distance de freinage à l'organe de calcul situé à bord du train suivant.In order to implement a level 2 ERTMS system, the acquisition means, according to a characteristic of the invention, comprise location beacons distributed on the train running line and able to be read by a reader on board the next train, with means provided for retransmit by radio link to a radio center linked to the traffic line of trains, the location and speed acquired, the calculation unit being provided for in the radio station and being able to retransmit by radio the prescription of location removed from said braking distance value at the calculated on the next train.

Suivant une autre caractéristique de l'invention, indépendante des caractéristiques décrites ci-dessus et pouvant être protégée indépendamment de celles-ci, des moyens de télécommunication sans fil sont prévus sur le train précédent et sur le train suivant au moins pour que le train précédent transmette au train suivant sa vitesse acquise.According to another characteristic of the invention, independent of characteristics described above and which can be protected independently of these, wireless communication means are provided on the train previous and on the next train at least so that the previous train transmits to the train following its speed.

Suivant d'autres caractéristiques de l'invention,

  • le taux de décélération de service pour le train précédent est égal à -0.6 m/s2;
  • le taux de décélération prescrit pour le train précédent est supérieur ou égal en valeur absolue à la valeur absolue d'un taux de décélération d'urgence du train précédent, plus grande que la valeur absolue du taux de décélération de service pour le train précédent ;
  • le taux de décélération d'urgence pour le train précédent est égal à -2 m/s2.
According to other features of the invention,
  • the deceleration rate of service for the preceding train is equal to -0.6 m / s 2 ;
  • the deceleration rate prescribed for the preceding train is greater than or equal in absolute value to the absolute value of an emergency deceleration rate of the preceding train, greater than the absolute value of the deceleration rate of service for the preceding train;
  • the emergency deceleration rate for the preceding train is equal to -2 m / s 2 .

Un deuxième objet de l'invention est un procédé de commande de trains, dans lequel :

  • on acquiert la localisation et la vitesse d'au moins un train sur une ligne de circulation de trains,
  • on calcule, en fonction au moins de la localisation et de la vitesse acquises, une prescription de localisation située en aval de la localisation acquise et jusqu'à laquelle le train est autorisé à se déplacer avec une vitesse cible en cette prescription de localisation,
  • on calcule, selon une règle prescrite de calcul, une grandeur de commande de déplacement du train, en fonction au moins de la prescription de localisation calculée,
   caractérisé en ce que
  • l'on acquiert et l'on enregistre en outre la vitesse du train précédent sur la voie de circulation de trains,
  • on détermine, en fonction au moins de la vitesse enregistrée du train précédent et d'un taux de décélération prescrit pour le train précédent et supérieur ou égal en valeur absolue à la valeur absolue d'un taux de décélération de service de celui-ci, une valeur de distance de freinage du train précédent,
  • ladite règle de calcul étant appliquée à ladite prescription de localisation calculée à laquelle est ajoutée la valeur de distance de freinage déterminée, pour calculer ladite grandeur de commande de déplacement du train.
A second object of the invention is a train control method, in which:
  • we acquire the location and speed of at least one train on a train line,
  • a location requirement located downstream of the acquired location and up to which the train is authorized to move with a target speed in this location prescription is calculated, based on at least the location and speed acquired,
  • a train displacement control variable is calculated according to a prescribed calculation rule, based at least on the computed location requirement,
characterized in that
  • the speed of the preceding train is acquired and recorded in the train lane,
  • determining, as a function of at least the recorded speed of the preceding train and a deceleration rate prescribed for the preceding train and greater than or equal in absolute value to the absolute value of a service deceleration rate thereof, a braking distance value of the preceding gear,
  • said calculation rule being applied to said computed localization requirement to which the determined braking distance value is added, for calculating said train displacement control amount.

Suivant d'autres caractéristiques de l'invention,

  • l'on signale des informations au train suivant en réponse à la grandeur de commande de déplacement du train calculée ; et/ou
  • l'on exécute une commande du train suivant correspondant à la grandeur de commande de déplacement du train calculée.
According to other features of the invention,
  • information is signaled to the next train in response to the command amount of movement of the calculated train; and or
  • a control of the following train is executed corresponding to the displacement control variable of the calculated train.

Suivant une autre caractéristique de l'invention, indépendante des caractéristiques décrites ci-dessus et pouvant être protégée indépendamment de celles-ci, l'on transmet par une liaison de télécommunication sans fil directement du train précédent au train suivant la vitesse acquise du train précédent.According to another characteristic of the invention, independent of characteristics described above and which can be protected independently of these, it is transmitted by a wireless telecommunications link directly from the previous train to the train following the speed of the previous train.

Afin de mettre en oeuvre un système ERTMS de niveau 1, l'acquisition de vitesse et de localisation, le calcul de la prescription de localisation, de la grandeur de commande et de la valeur de distance de freinage du train précédent sont, suivant une caractéristique de l'invention, effectuées à bord du train suivant.In order to implement a level 1 ERTMS system, the acquisition of speed and location, the calculation of the prescription of location, control variable and braking distance value of the preceding train are, according to a characteristic of the invention, made to next train.

Afin de mettre en oeuvre un système ERTMS de niveau 2, suivant une caractéristique de l'invention, l'acquisition de localisation et de vitesse est effectuée à bord du train suivant, on transmet la localisation et la vitesse acquises du train suivant par une liaison de télécommunication radio sans fil à un centre radio, dans lequel on calcule la prescription de localisation, qui est retranchée de ladite valeur de distance de freinage et qui est ensuite retransmise par la liaison de télécommunication au train suivant, dans lequel on calcule ladite grandeur de commande de déplacement du train, la vitesse du train précédent étant acquise à bord de celui-ci et étant transmise par une autre liaison de télécommunication radio au centre radio, dans lequel la valeur de distance de freinage est calculée.In order to implement a level 2 ERTMS system, following a characteristic of the invention, the location and speed acquisition is performed on board the next train, the location and speed of the train are transmitted following by a wireless radio telecommunication link to a radio center, in which calculates the location requirement, which is subtracted from said value of braking distance and which is then retransmitted by the link of telecommunication to the next train, in which said magnitude of movement control of the train, the speed of the preceding train being acquired at edge of it and being transmitted by another radio telecommunication link in the radio center, in which the braking distance value is calculated.

L'invention sera mieux comprise en référence aux dessins annexés, donnés uniquement à titre d'exemples non limitatifs, sur lesquels :

  • la figure 1 est une vue schématique d'ensemble d'un système du type ERTMS ; et
  • la figure 2 est un synoptique modulaire du dispositif suivant l'invention.
The invention will be better understood with reference to the accompanying drawings, given solely by way of non-limiting examples, in which:
  • Figure 1 is a schematic overview of an ERTMS type system; and
  • Figure 2 is a block diagram of the device according to the invention.

Le système ERTMS est défini dans le document « ERTMS/ETCS-Class 1, System Requirements Specification, Subset-026-1, Subset 026-2, Subset 026-3 » et suivants disponible sur Internet sur vvww.unife.org/docs/ertms. Un glossaire est également disponible à cette adresse. Ces documents, auxquels il est fait référence, sont la propriété des sociétés ADTRANZ, ALCATEL, ALSTOM, ANSALDO SIGNAL, INVENSYS RAIL et SIEMENS. Les documents auxquels il est fait référence ici concernent ceux portant la date du 22 décembre 1999 dans leur version 2.0.0.The ERTMS system is defined in the document "ERTMS / ETCS-Class 1, System Requirements Specification, Subset-026-1, Subset 026-2, Subset 026-3" and following available on the Internet on vvww.unife.org/docs/ ertms. A glossary is also available at this address. These documents, which are referred to, are the property of ADTRANZ, ALCATEL, ALSTOM, ANSALDO SIGNAL, INVENSYS RAIL and SIEMENS. The documents referred to herein are those bearing the date of December 22, 1999 in version 2.0.0.

Le chapitre 2 du document précité (Subset-026-2) sépare le système ERTMS en sous-systèmes prévus à bord de chaque train et en sous-systèmes prévus de manière fixe par rapport à la voie ou à la ligne sur laquelle circule les trains.Chapter 2 of the aforementioned document (Subset-026-2) separates the system ERTMS in subsystems provided on each train and in subsystems provided in a fixed manner in relation to the track or line on which the trains.

Ainsi, à titre d'exemple représenté à la figure 1, le système ERTMS de niveau d'application n° 2 tel que décrit dans le document précité au chapitre 2.6.6. comporte-t-il des balises 2 réparties régulièrement le long de la ligne 4 de circulation de train et dénommées Eurobalises.Thus, by way of example represented in FIG. 1, the ERTMS system of application level n ° 2 as described in the above mentioned document in chapter 2.6.6. Does it contain beacons 2 distributed regularly along line 4 of train traffic and called Eurobalises.

A bord du train 6 se trouvent un lecteur 8 de balise et un détecteur 10 de vitesse et de distance parcourue par le train, ce dernier pouvant comporter par exemple un radar et une roue phonique, ainsi que cela est connu. Lorsque le train 6 se déplace sur la voie 4, son lecteur 8 passe successivement sur ou devant chaque balise 2. On board the train 6 are a beacon reader 8 and a detector 10 of speed and distance traveled by the train, which may include example a radar and a voice wheel, as is known. When train 6 moves on channel 4, its reader 8 passes successively on or in front of each tag 2.

Chaque balise 2 comporte un émetteur radio transmettant par une liaison radio sans fil une information d'identification de balise à un récepteur radio prévu dans le lecteur 8, lors du passage du train sur ou devant celle-ci. Les informations obtenues par le lecteur 8 et le détecteur 10 sont fournies à un ordinateur ou calculateur central 12 situé à bord du train 6, dénommé European Vital Computer (EVC). Les balises 2 permettent d'obtenir une localisation du train, lorsque celui-ci passe ou libère un canton compris entre deux balises.Each beacon 2 comprises a radio transmitter transmitting by a wireless radio link tag identification information to a radio receiver provided in the reader 8, during the passage of the train on or in front of it. The information obtained by the reader 8 and the detector 10 are provided to a computer or central computer 12 located on train 6, called European Vital Computer (EVC). Beacons 2 make it possible to obtain a location of the train, when it passes or releases a block between two tags.

Le lecteur 8 permet de référencer la position du train 6 à chaque passage de balise 2 et d'acquérir ainsi une localisation du train 6. La localisation, la vitesse et d'autres informations du train 6 sont transmises par l'ordinateur 12 via un émetteur-récepteur 14 prévu à bord du train 6 à un centre radio 16 fixe par rapport à la voie 4 par une liaison 22 de télécommunication radio sans fil. Le centre radio 16 met par exemple en oeuvre le système GSM-R pour ses liaisons.The reader 8 makes it possible to reference the position of the train 6 at each passing of beacon 2 and thus acquire a location of the train 6. The location, the speed and other information of the train 6 are transmitted by the computer 12 via a transceiver 14 provided on board the train 6 at a radio center 16 fixed relative to channel 4 via a wireless radio telecommunication link 22. The radio center 16 implements for example the GSM-R system for its links.

Le centre radio 16 est dénommé Radio Block Centre (RBC) défini pour une région, le train 6 communiquant avec un autre RBC lorsqu'il se trouve dans une autre région.Radio Center 16 is referred to as the Radio Block Center (RBC) defined for one region, train 6 communicating with another RBC when in a other region.

En réponse aux informations reçues du train 6, le centre radio 16 lui renvoie une prescription de localisation en aval de la dernière balise 2 que le train a passée. Cette prescription de localisation. correspond à une localisation sur la voie 4, jusqu'à laquelle le train est autorisé à se déplacer avec une vitesse cible déterminée en cette prescription de localisation.In response to the information received from train 6, the radio center 16 returns a location requirement downstream of the last beacon 2 that the train has passed. This localization requirement. corresponds to a location on the track 4, up to which the train is allowed to move with a target speed determined by this location requirement.

Lorsque l'ordinateur 12 a reçu une prescription de localisation, l'ordinateur 12 calcule dans un organe 46 de calcul une grandeur GC de commande de déplacement du train 6 selon une règle prescrite de calcul.When the computer 12 has received a location requirement, the computer 12 calculates in a calculating member 46 a magnitude GC of control of movement of the train 6 according to a prescribed rule of calculation.

La prescription de localisation correspond dans le cas du système ERTMS par exemple à une autorisation de mouvement (Mouvement Authority) selon le chapitre 3.8 du document précité. Cette autorisation de mouvement est par exemple la fin d'autorisation (EOA : End Of Authority ou End Of Movement Authority), définie comme étant la localisation jusqu'à laquelle le train est autorisé à aller avec une vitesse cible en cette localisation, égale à zéro.The localization requirement corresponds in the case of the system ERTMS for example to a movement authorization (Movement Authority) according to Chapter 3.8 of the aforementioned document. This movement authorization is by example the End of Authority (EOA) Authority), defined as the location up to which the train is authorized to go with a target speed in this location, equal to zero.

La cible est définie par la localisation où il faut que la vitesse du train soit inférieure à la vitesse cible donnée. The target is defined by the location where the speed of the train must be less than the target speed given.

La prescription de localisation peut correspondre également à la limite d'autorisation (Limit Of Authority, LOA), définie comme étant l'endroit que le train n'est pas autorisé à franchir et où la vitesse cible est différente de zéro.The localization requirement may also correspond to the limit Authorization (Limit Of Authority, LOA), defined as the place that the train is not allowed to cross and the target speed is nonzero.

Le système ERTMS définit également un point de danger (Danger Point), qui est la localisation au-delà de la fin d'autorisation (EOA), qui peut être atteinte par l'avant du train sans créer de situation dangereuse, une distance de sécurité étant ainsi définie entre la fin d'autorisation de mouvement (EOA) et le premier point de danger possible. L'autorisation de mouvement (EOA ou LOA) ne doit jamais dépasser l'extrémité arrière du train précédent sur la ligne 4.The ERTMS system also defines a danger point (Danger Point), which is the location beyond the end of authorization (EOA), which can be reached from the front of the train without creating a dangerous situation, a distance of thus defined between the end of the movement authorization (EOA) and the first point of danger possible. Movement authorization (EOA or LOA) must never pass the rear end of the preceding train on line 4.

La grandeur GC de commande générée par le module 12 est envoyée à un module 18 à bord du train 6, qui peut être un dispositif de présentation d'informations à un opérateur humain du train 6 par exemple visuel, sonore ou autre
ou à des moyens 20 d'exécution d'une commande automatique du train 6, correspondant à cette grandeur GC de commande. Ces moyens d'exécution 20 sont prévus sur un train piloté automatiquement sans opérateur humain à bord, mais sont également prévus sur un train 6 piloté par un opérateur humain. Ces moyens d'exécution peuvent être un actionneur de frein d'urgence et/ou un actionneur de frein de service. La grandeur GC de commande peut être sous la forme d'un profil de vitesse que doit adopter le train 6 jusqu'à sa prescription de localisation, la grandeur GC de commande étant calculée par l'ordinateur 12.The command magnitude GC generated by the module 12 is sent to a module 18 on board the train 6, which may be a device for presenting information to a human operator of the train 6, for example visual, sound or other
or means 20 for executing an automatic control of the train 6, corresponding to this control size GC. These execution means 20 are provided on a train controlled automatically without human operator on board, but are also provided on a train 6 controlled by a human operator. These means of execution may be an emergency brake actuator and / or a service brake actuator. The command magnitude GC may be in the form of a speed profile to be adopted by the train 6 until its location requirement, the command magnitude GC being calculated by the computer 12.

Par exemple dans le cas d'une ligne à grande vitesse (LGV), les balises 2 partagent la voie en des cantons 3 de 1500 mètres. Pour un train roulant à 300 km/h, la prescription LOA de localisation est d'environ 7 cantons en avant, ainsi que représenté à la figure 1. Pour une ligne à 160 km/h, les cantons sont de 2100 mètres chacun et la prescription de localisation LOA se trouve environ à 3 cantons devant le train.For example in the case of a high-speed line (LGV), the tags 2 share the track in cantons 3 of 1500 meters. For a train running at 300 km / h, the LOA locating prescription is approximately 7 cantons forward, as well as shown in Figure 1. For a line at 160 km / h, the cantons are 2100 meters each and the LOA localization prescription lies about 3 blocks away in front of the train.

Suivant l'invention, la vitesse du train 62 précédent le train suivant 61 sur la voie 4 dans le sens 5 de déplacement des trains 62, 61 sur celle-ci, est prise en compte. Le train 62 est équipé du même système décrit ci-dessus que le train 61 et communique également de manière bidirectionnelle par une liaison 24 de télécommunication radio sans fil avec le centre radio 16. Des moyens d'enregistrement de la vitesse acquise du train précédent 62 sur la voie 4 sont prévus à bord du train 62, par exemple dans son ordinateur 12, et dans le centre radio 16, la vitesse acquise par le détecteur 10 à bord du train 62 étant transmise par la liaison radio 24 au centre radio 16.According to the invention, the speed of the train 62 preceding the following train 61 on the track 4 in the direction of movement of the trains 62, 61 on it, is taken in account. Train 62 is equipped with the same system described above as train 61 and also communicates bidirectionally through a link 24 of wireless radio telecommunication with radio center 16. Means recorded speed of the previous train 62 on track 4 are train 62, for example in his computer 12, and in the center radio 16, the speed acquired by the detector 10 on board the train 62 being transmitted by the radio link 24 to the radio center 16.

Pour le calculateur RBC du système ERTMS de niveau 2, la prescription LOA est donnée sur la base de la localisation donnée par le train suivant 61, incluant sa vitesse, et sur la base d'une information de libération du canton 2L précédant le train précédent 62. Cette information de libération de canton est donnée par un autre calculateur fixe au sol, appelé poste d'enclenchement, communiquant avec le calculateur RBC. Le calculateur RBC envoie l'extension d'autorisation de mouvement ou pseudo-prescription de localisation PLOA décrite ci-dessous avec des informations de description de la voie correspondant à cette extension (profil, restrictions de vitesse...).For the ERTMS Level 2 RBC Calculator, the prescription LOA is given on the basis of the location given by the following train 61, including its speed, and on the basis of canton 2L release information preceding the previous train 62. This township release information is given by another fixed ground computer, called the interlocking station, communicating with the RBC calculator. The RBC calculator sends the extension of authorization of movement or pseudo prescription of localization PLOA described below with description information of the track corresponding to this extension (profile, speed restrictions ...).

A la figure 2, le centre radio 16 comporte une mémoire 26 de la localisation et de la vitesse acquises du train suivant 61, qui lui ont été transmises par la liaison radio 22. En outre, le centre radio 16 comporte une mémoire 28 de la vitesse acquise transmise par la liaison radio 24 depuis le train précédent 62.In FIG. 2, the radio center 16 comprises a memory 26 of the locating and speed acquired from the following train 61, transmitted to it by the radio link 22. In addition, the radio center 16 includes a memory 28 of the acquired speed transmitted by the radio link 24 from the previous train 62.

Une unité 30 de calcul de pseudo-prescription de localisation PLOA est prévue dans le centre radio 16 et est mise en oeuvre par tout moyen technique tel que par exemple un calculateur électronique. L'unité 30 de calcul comprend un premier module 32 de calcul de ladite prescription de localisation LOA en fonction au moins de la vitesse et de la localisation enregistrées dans la mémoire 26, ainsi qu'un deuxième module 34 de détermination. Le module 34 de détermination comporte une première entrée 36 pour la vitesse acquise du train précédent, enregistrée dans la mémoire 28, ainsi qu'une deuxième entrée 38 de valeur ou de taux de décélération. Le module 34 de détermination détermine, au moins en fonction des données présentes sur ses première et deuxième entrées 36 et 38, une valeur DF de distance de freinage du train précédent 62. Le taux ou la valeur de décélération présent sur la deuxième entrée 38 est supérieur ou égal en valeur absolue à la valeur absolue d'un taux de décélération de service du train précédent 62.A PLOA pseudo-prescription location calculating unit 30 is provided in the radio center 16 and is implemented by any technical means such as as for example an electronic calculator. The computing unit 30 includes a first module 32 for calculating said LOA localization prescription based on at least the speed and location recorded in the memory 26, as well as that a second module 34 determination. The determination module 34 has a first input 36 for the acquired speed of the preceding gear, recorded in the memory 28, as well as a second input 38 of value or deceleration rate. The determination module 34 determines, at least in according to the data present on its first and second entries 36 and 38, a DF value of braking distance of the preceding gear 62. The rate or value the deceleration present on the second input 38 is greater than or equal to absolute to the absolute value of a service deceleration rate of the preceding train 62.

Ce taux ou cette valeur de décélération de service correspond à une distance de freinage de service du train précédent 62, défini suivant le système ERTMS comme étant la distance avec laquelle un train est capable de s'arrêter, à partir d'une vitesse donnée, à une décélération telle que les passagers du train ne souffrent pas d'un inconfort ou d'une alarme, ou à une décélération équivalente dans le cas de trains ne transportant pas de passagers. Les données de décélération sont définies comme étant des données relatives à une demande en freinage au taux auquel un train ralentira. Ce taux ou cette valeur de décélération de service est par exemple égal à -0.6 m/s2.This service deceleration rate or value corresponds to a service braking distance of the preceding train 62, defined according to the ERTMS system as the distance with which a train is able to stop, from a given speed, at a deceleration such that train passengers do not suffer from discomfort or alarm, or at an equivalent deceleration in the case of trains carrying no passengers. Deceleration data is defined as braking demand data at the rate at which a train will decelerate. This rate or this service deceleration value is for example equal to -0.6 m / s 2 .

La valeur au taux de décélération prescrit sur la deuxième entrée 38 est par exemple supérieure ou égale en valeur absolue à la valeur absolue du taux ou valeur de décélération en cas de freinage d'urgence, elle-même supérieure à la valeur absolue du taux de décélération de service et égale à 2 m/s2. La distance de freinage d'urgence est définie comme étant la distance avec laquelle un train est capable de s'arrêter en cas d'urgence et dépend de la vitesse du train, du type du train, des caractéristiques du freinage, du poids du train et de la pente de la ligne 4.The value at the deceleration rate prescribed on the second input 38 is, for example, greater than or equal in absolute value to the absolute value of the rate or deceleration value in the event of emergency braking, which itself is greater than the absolute value of the deceleration rate. deceleration of service and equal to 2 m / s 2 . The emergency stopping distance is defined as the distance a train is able to stop in an emergency and depends on the speed of the train, the type of train, the braking characteristics, the weight of the train and the slope of line 4.

Le taux de décélération réel maximum sur du matériel roulant de type train à grande vitesse est de -1,1 m/s2 dans des conditions précises (pente, vent...). Le taux de décélération prescrit est par exemple supérieur à ce taux de décélération réel maximum. Le taux de décélération prescrit est par exemple supérieur en valeur absolue à 1,25 m/s2. Le taux de décélération prescrit est par exemple de -1,5 m/s2.The maximum real deceleration rate on rolling stock of the high-speed train type is -1.1 m / s 2 under specific conditions (slope, wind, etc.). The prescribed deceleration rate is, for example, greater than this maximum real deceleration rate. The prescribed deceleration rate is, for example, greater in absolute value than 1.25 m / s 2 . The prescribed deceleration rate is for example -1.5 m / s 2 .

La sortie 33 de prescription LOA de localisation du module 32 de calcul est reliée à une entrée additionneuse 421 d'un module 42 additionneur, tandis que la sortie 40 de valeur DF de distance de freinage est reliée à une autre entrée additionneuse 422 du module 42 additionneur. Le module 42 additionneur forme à sa sortie 44 la pseudo-prescription PLOA de localisation égale à la prescription LOA de localisation présente sur l'entrée 421 additionneuse, à laquelle a été ajoutée la valeur DF de distance de freinage présente sur l'autre entrée additionneuse 422. On a donc : PLOA = LOA + DF The LOA localization prescription output 33 of the calculation module 32 is connected to an adding input 421 of an adder module 42, while the output 40 of the DF value of the braking distance is connected to another additional input 422 of the module 42. adder. The adder module 42 forms, at its output 44, the PLOA pseudo-prescription for localization equal to the LOA localization prescription present on the adding input 421, to which has been added the value DF of braking distance present on the other adding input 422. So we have: PLOA = LOA + DF

La pseudo-prescription de localisation PLOA présente sur la sortie 44 du module 42 soustracteur est reliée à l'émetteur radio du centre radio 16 pour être transmise par la liaison radio sans fil 22 à l'émetteur-récepteur 14 du train suivant 61 puis à l'ordinateur 12 de bord de celui-ci. Le module 46 de calcul du train suivant 62 applique alors la règle de calcul de la grandeur GC de commande de déplacement du train suivant à la pseudo-prescription PLOA de localisation reçue du centre 16 radio et présente sur la sortie 44 du module soustracteur 42. The pseudo-PLOA localization prescription on exit 44 of the module 42 subtractor is connected to the radio transmitter of the radio center 16 to be transmitted by the wireless radio link 22 to the transceiver 14 of the next train 61 then to the computer 12 board of it. The module 46 for calculating the next train 62 then applies the rule of calculation of the control size GC of displacement of the following train to the pseudo-PLOA localization prescription received of the radio center 16 and present on the output 44 of the subtractor module 42.

Ainsi, la pseudo-prescription de localisation PLOA est-elle avancée par rapport à la prescription de localisation LOA et peut même dépasser le train précédent 62. Il s'ensuit que le train suivant 61 peut être plus proche du train précédent 62, ce qui permet de faire passer un plus grand nombre de trains sur la ligne 4 par unité de temps, ou des trains plus longs, ou de les faire passer plus vite. Il est ainsi permis d'augmenter l'intensité de trafic sur la voie 4 et donc de diminuer les coûts d'exploitation.So, is the pseudo-PLOA localization prescription advanced by relative to the LOA locating prescription and may even exceed the train previous 62. It follows that the next train 61 may be closer to the train previous 62, which makes it possible to pass a larger number of trains on the line 4 per unit time, or longer trains, or to pass them faster. It is thus possible to increase the intensity of traffic on channel 4 and therefore to decrease operating costs.

Bien entendu, l'invention est également applicable à toute autre architecture, et par exemple également à un système ERTMS de niveau d'application 1, ainsi que défini au chapitre 2.6.5 du document précité, ou à un système ERTMS de niveau d'application 3, ainsi que défini au chapitre 2.6.7. du document précité.Of course, the invention is equally applicable to any other architecture, and for example also to a level ERTMS system 1, as defined in Chapter 2.6.5 of the aforementioned document, or ERTMS application level 3 system, as defined in chapter 2.6.7. of aforementioned document.

Dans un système ERTMS de niveau d'application 1, aucun centre radio 16 n'est prévu et ce sont les balises 2 qui transmettent directement les prescriptions de localisation au train 6, 61 passant sur celles-ci par l'intermédiaire du lecteur 8. Dans ce cas, les éléments décrits en référence à la figure 2 sont tous prévus dans l'ordinateur 12 de bord du train suivant 61.In an application level 1 ERTMS system, no radio center It's not intended, and it's the beacons that transmit the locating on the train 6, 61 passing on these via the reader 8. In this case, the elements described with reference to FIG. 2 are all provided for in the computer 12 on board the next train 61.

Dans le système ERTMS de niveau d'application 3, la localisation du train précédent est utilisée par le centre RBC pour déterminer le canton libéré par le train précédent, contrairement au système ERTMS de niveau 2, où la libération du canton est donnée par un poste d'enclenchement.In the ERTMS application level 3 system, the location of the previous train is being used by the RBC center to determine the township released by the previous train, unlike the ERTMS Level 2 system, where the release of the canton is given by an interlocking station.

Bien entendu, l'invention n'est pas limitée au système ERTMS/ETCS et peut être appliquée à tout autre système.Of course, the invention is not limited to the ERTMS / ETCS system and can be applied to any other system.

Ainsi, il peut être prévu, dans les systèmes ERTMS décrits ci-dessus ou dans tout autre système, des moyens de télécommunication sans fil sur le train précédent et sur le train suivant, au moins pour que le train précédent transmette au train suivant sa localisation et sa vitesse acquise par des moyens d'acquisition prévus pour celui-ci. On s'affranchit ainsi des temps d'établissement de plusieurs communications passant par le centre radio et décrites en référence aux figures 1 et 2, ce qui permet de raccourcir la prescription de localisation du train suivant 61. Dans ce cas, le train précédent transmet au train suivant sa localisation par rapport à une balise située en fin de canton, et sa vitesse. Le train suivant ayant reçu du calculateur RBC les informations de description de la voie (profil, restrictions de vitesse, balises à rencontrer) est capable de déterminer la localisation du train précédent grâce à l'identité de la balise contenue délivrée avec la localisation, qui est une identité unique au monde. Connaissant la balise et la vitesse du train précédent, le train suivant calcule la distance DF à ajouter à la balise afin d'obtenir la pseudo-prescription de localisation PLOA, la balise matérialisant la prescription LOA. L'envoi des informations de description de voie du calculateur RBC au train suivant est asynchrone par rapport à la localisation réelle du train précédent et doit simplement être effectué préalablement.Thus, it can be provided in the ERTMS systems described above or in any other system, means of wireless telecommunication on the train preceding and on the next train, at least for the preceding train to transmit to the train according to its location and speed acquired by means of acquisition provided for this one. This eliminates the establishment times of several communications passing through the radio center and described with reference to FIGS. and 2, which shortens the location requirement of the next train 61. In this case, the preceding train transmits to the train according to its location relative to to a beacon at the end of the block, and its speed. The next train received RBC calculator the channel description information (profile, restrictions of speed, beacons to meet) is able to determine the location of the train previous thanks to the identity of the contained tag delivered with the location, which is a unique identity in the world. Knowing the beacon and the speed of the train previous, the next train calculates the distance DF to add to the beacon in order to obtain the pseudo-prescription PLOA localization, the beacon materializing the prescription LOA. Sending RBC calculator channel description information to the train following is asynchronous with respect to the actual location of the preceding train and shall simply be done beforehand.

Le cas échéant, cette caractéristique peut être combinée avec celle d'ajout de la distance de freinage à la prescription de localisation LOA, pour encore écourter la prescription de localisation et ainsi pouvoir diminuer la distance entre les deux trains se suivant.Where appropriate, this characteristic may be combined with that adding the braking distance to the LOA localization prescription for further shorten the localization prescription and thus be able to reduce the distance between two trains following each other.

Claims (17)

Dispositif de commande de trains, comportant : des moyens (8, 10) d'acquisition de la localisation et de la vitesse d'au moins un train sur une ligne (4) de circulation de trains, reliés à une unité (30) de calcul comportant un premier module (32) apte à calculer, en fonction au moins de la localisation et de la vitesse acquises, une prescription (LOA) de localisation située en aval de la localisation acquise et jusqu'à laquelle le train (6, 61 ) est autorisé à se déplacer avec une vitesse cible (TS) en cette prescription de localisation (LOA), un organe (46, 12) de calcul, selon une règle prescrite de calcul, d'une grandeur (GC) de commande de déplacement du train (6, 61), en fonction au moins de la prescription (LOA) de localisation fournie par le premier module (30) de calcul,    caractérisé en ce que le dispositif comporte en outre des moyens (8, 10) d'acquisition au moins de la vitesse du train précédent (6, 62) sur la voie (4) de circulation de trains, qui sont reliés en outre à des moyens d'enregistrement de vitesse acquise, et l'unité (30) de calcul comprend en outre un deuxième module (34) pour déterminer, en fonction au moins de la vitesse enregistrée du train précédent (6,61) et d'un taux de décélération prescrit pour le train précédent et supérieur ou égal en valeur absolue à la valeur absolue d'un taux de décélération de service de celui-ci, une valeur (DF) de distance de freinage du train précédent (6, 62), l'organe (12) de calcul étant agencé pour fournir une grandeur (GC) de commande de déplacement du train suivant (61) conformément à la règle prescrite de calcul appliquée à ladite prescription (LOA) de localisation fournie par l'unité (30) de calcul et à laquelle est ajoutée la valeur (DF) de distance de freinage fournie par le deuxième module (34) de détermination.Train control device, comprising: means (8, 10) for acquiring the location and speed of at least one train on a train running line (4) connected to a computing unit (30) comprising a first module (32) capable of calculating, according to at least the location and velocity acquired, a location prescription (LOA) located downstream from the acquired location and up to which the train (6, 61) is authorized to move with a target speed (TS) in this LOA, a calculating member (46, 12), according to a prescribed calculation rule, of a train movement control variable (GC) (6, 61), in accordance with at least the localization prescription (LOA) provided by the first module (30) of calculation, characterized in that the device further comprises means (8, 10) for acquiring at least the speed of the preceding train (6, 62) on the train running track (4), which are furthermore connected to acquired speed recording means, and the computing unit (30) further comprises a second module (34) for determining, based at least on the recorded speed of the preceding gear (6,61) and a rate the deceleration rate prescribed for the preceding gear and greater than or equal in absolute value to the absolute value of a service deceleration rate thereof, a braking distance value (DF) of the preceding gear (6, 62), computing member (12) being arranged to provide a next train displacement control magnitude (GC) (61) in accordance with the prescribed calculation rule applied to said location requirement (LOA) provided by the unit (30) calculation and to which is added the value (DF) of braking distance e provided by the second determination module (34). Dispositif suivant la revendication 1, caractérisé en ce qu'il comporte en outre des moyens de signalisation d'informations au train (6, 61) suivant, en réponse à la grandeur de commande de déplacement du train, fournie par l'organe (12) de calcul.Device according to Claim 1, characterized in that it furthermore comprises means for signaling information to the train (6, 61) according to the train movement control variable provided by the member (12). ) Calculation. Dispositif suivant l'une quelconque des revendications précédentes, caractérisé en ce qu'il comporte en outre des moyens (20) d'exécution de commandes du train suivant (6, 61), correspondant à la grandeur (GC) de commande de déplacement du train, fournie par l'organe (12) de calcul.Device according to any one of the preceding claims, characterized in that it further comprises means (20) for executing commands of the following train (6, 61), corresponding to the displacement control variable (GC) of the train, provided by the calculating member (12). Dispositif suivant l'une quelconque des revendications précédentes, caractérisé en ce que l'unité (30) de calcul comprend un module additionneur (42) recevant sur une première entrée (421) la prescription (LOA) de localisation fournie par le premier module (32) de calcul et sur une deuxième entrée (422) la valeur (DF) de distance de freinage fournie par le deuxième module (34) de détermination, et fournissant sur sa sortie (44) une valeur égale à la somme de la valeur présente sur la première entrée et de celle présente sur la deuxième entrée, la sortie (44) du module soustracteur (42) étant reliée à l'entrée de l'organe (46) de calcul fournissant en sortie ladite grandeur (GC) de commande selon ladite règle prescrite de calcul appliquée à la valeur présente sur son entrée.Device according to any one of the preceding claims, characterized in that the computing unit (30) comprises an adder module (42) receiving on a first input (421) the localization prescription (LOA) provided by the first module ( 32) and on a second input (422) the braking distance value (DF) provided by the second determining module (34), and providing on its output (44) a value equal to the sum of the present value. on the first input and that present on the second input, the output (44) of the subtractor module (42) being connected to the input of the computing device (46) outputting said control quantity (GC) according to said prescribed rule of calculation applied to the value present on its input. Dispositif suivant l'une quelconque des revendications précédentes, caractérisé en ce que les moyens (8, 10) d'acquisition, le premier module (32) de calcul de prescription (LOA) de localisation et l'organe (46) de calcul de grandeur (GC) de commande sont du type ERTMS/ETCS.Device according to any one of the preceding claims, characterized in that the acquisition means (8, 10), the first location calculation module (LOA) (32) and the device (46) for calculating Command magnitude (GC) are of the ERTMS / ETCS type. Dispositif suivant la revendication 5, caractérisé en ce que les moyens (8, 10) d'acquisition et l'unité (30) de calcul sont situés en des balises (2) réparties sur la ligne (4) de circulation de train et aptes à transmettre la prescription (LOA) de localisation à un lecteur (8) prévu à bord des trains, lors de leur franchissement par ledit lecteur (8), et l'organe (46) de calcul est situé à bord du train suivant (6, 61 ) et est relié audit lecteur (8).Device according to Claim 5, characterized in that the acquisition means (8, 10) and the calculation unit (30) are located in beacons (2) distributed on the train circulation line (4) and capable of transmitting the location prescription (LOA) to a reader (8) provided on board the trains when they are crossed by said reader (8), and the calculating member (46) is located on board the next train (6) 61) and is connected to said reader (8). Dispositif suivant la revendication 5, caractérisé en ce que les moyens (8, 10) d'acquisition comprennent des balises (2) de localisation réparties sur la ligne (4) de circulation de train et aptes à être lues par un lecteur (8) prévu à bord du train suivant (6, 61), des moyens (14, 22) étant prévus pour retransmettre par liaison radio (22) à un centre radio (16) lié à la ligne (4) de circulation de trains, la localisation et la vitesse acquises, l'unité (30) de calcul étant prévue dans le centre radio (16) et étant apte à retransmettre par liaison radio (22) la prescription de localisation (LOA) retranchée de ladite valeur (DF) de distance de freinage à l'organe (46) de calcul situé à bord du train suivant (6, 61).Device according to Claim 5, characterized in that the acquisition means (8, 10) comprise locating beacons (2) distributed over the train running line (4) and readable by a reader (8). provided on board the next train (6, 61), means (14, 22) being provided for retransmitting by radio link (22) to a radio center (16) linked to the train running line (4), the location and the speed acquired, the computing unit (30) being provided in the radio center (16) and being able to retransmit by radio link (22) the localization prescription (LOA) removed from said value (DF) of distance of braking to the calculating member (46) on board the next train (6, 61). Dispositif suivant l'une quelconque des revendications précédentes, caractérisé en ce que des moyens de télécommunication sans fil sont prévus sur le train précédent (6, 62) et sur le train suivant (6, 61) au moins pour que le train précédent (6, 62) transmette au train suivant (6, 61 ) sa vitesse acquise.Device according to any one of the preceding claims, characterized in that wireless telecommunication means are provided on the preceding gear (6, 62) and on the next gear (6, 61) at least so that the preceding gear (6 , 62) transmits to the next train (6, 61) its acquired speed. Dispositif suivant l'une quelconque des revendications précédentes, caractérisé en ce que le taux de décélération de service pour le train précédent est égal à -0.6 m/s2.Device according to any one of the preceding claims, characterized in that the service deceleration rate for the preceding gear is equal to -0.6 m / s 2 . Dispositif suivant l'une quelconque des revendications précédentes, caractérisé en ce que le taux de décélération prescrit pour le train précédent est supérieur ou égal en valeur absolue à la valeur absolue d'un taux de décélération d'urgence du train précédent, plus grande que la valeur absolue du taux de décélération de service pour le train précédent.Device according to any one of the preceding claims, characterized in that the deceleration rate prescribed for the preceding gear is greater than or equal in absolute value to the absolute value of an emergency deceleration rate of the preceding gear, greater than the absolute value of the service deceleration rate for the preceding train. Dispositif suivant la revendication 10, caractérisé en ce que le taux de décélération d'urgence pour le train précédent est égal à -2 m/s2.Device according to Claim 10, characterized in that the emergency deceleration rate for the preceding gear is equal to -2 m / s 2 . Procédé de commande de trains, dans lequel on acquiert la localisation et la vitesse d'au moins un train sur une ligne (4) de circulation de trains, on calcule, en fonction au moins de la localisation et de la vitesse acquises, une prescription (LOA) de localisation située en aval de la localisation acquise et jusqu'à laquelle le train est autorisé à se déplacer avec une vitesse cible (TS) en cette prescription (LOA) de localisation, on calcule, selon une règle prescrite de calcul, une grandeur (GC) de commande de déplacement du train, en fonction au moins de la prescription (LOA) de localisation calculée,    caractérisé en ce que l'on acquiert et l'on enregistre en outre la vitesse du train précédent (6, 62) sur la voie (4) de circulation de trains, on détermine, en fonction au moins de la vitesse enregistrée du train précédent et d'un taux de décélération prescrit pour le train précédent et supérieur ou égal en valeur absolue à la valeur absolue d'un taux de décélération de service de celui-ci, une valeur (DF) de distance de freinage du train précédent (6,61). ladite règle de calcul étant appliquée à ladite prescription (LOA) de localisation calculée à laquelle est ajoutée la valeur (DF) de distance de freinage déterminée, pour calculer ladite grandeur (GC) de commande de déplacement du train. A train control method in which acquiring the location and speed of at least one train on a train running line (4), a location requirement (LOA) located downstream from the acquired location and up to which the train is allowed to move with a target speed (TS) in accordance with at least the acquired location and speed is calculated based on this requirement (LOA) for localization, calculating, according to a prescribed rule of calculation, a magnitude (GC) for controlling the movement of the train, according to at least the calculated location requirement (LOA), characterized in that the speed of the preceding train (6, 62) is acquired and recorded on the train running track (4), determining, as a function of at least the recorded speed of the preceding train and a deceleration rate prescribed for the preceding train and greater than or equal in absolute value to the absolute value of a service deceleration rate thereof, a braking distance value (DF) of the preceding gear (6.61). said calculation rule being applied to said computed location requirement (LOA) to which the determined braking distance value (DF) is added, for calculating said train displacement control magnitude (GC). Procédé suivant la revendication 12; caractérisé en ce que l'on signale des informations au train suivant (6, 61) en réponse à la grandeur (GC) de commande de déplacement du train calculée.Process according to claim 12; characterized in that information is reported to the next train (6, 61) in response to the magnitude (GC) of motion control of the calculated train. Procédé suivant l'une quelconque des revendications 12 et 13, caractérisé en ce que l'on exécute une commande du train suivant (6, 61) correspondant à la grandeur (GC) de commande de déplacement du train calculée.Method according to one of Claims 12 and 13, characterized in that a control of the next train (6, 61) corresponding to the displacement control amount (GC) of the calculated train is executed. Procédé suivant l'une quelconque des revendications 12 à 14, caractérisé en ce que l'on transmet par une liaison de télécommunication sans fil directement du train précédent au train suivant la vitesse acquise du train précédent (6, 62).Method according to one of Claims 12 to 14, characterized in that a wireless telecommunication connection is transmitted directly from the preceding train to the train according to the acquired speed of the preceding gear (6, 62). Procédé suivant l'une quelconque des revendications 12 à 15, caractérisé en ce que l'acquisition de vitesse et de localisation, le calcul de la prescription (LOA) de localisation, de la grandeur (GC) de commande et de la valeur (DF) de distance de freinage du train précédent sont effectuées à bord du train suivant (6, 61).Method according to one of Claims 12 to 15, characterized in that the acquisition of speed and location, the calculation of the localization prescription (LOA), the control quantity (GC) and the value (DF) ) of the braking distance of the preceding train are carried on board the next train (6, 61). Procédé suivant l'une quelconque des revendications 12 à 15, caractérisé en ce que l'acquisition de localisation et de vitesse est effectuée à bord du train suivant (6, 61), on transmet la localisation et la vitesse acquises du train suivant par une liaison (22) de télécommunication radio sans fil à un centre radio (16), dans lequel on calcule la prescription (LOA) de localisation, qui est retranchée de ladite valeur (DF) de distance de freinage et qui est ensuite retransmise par la liaison (22) de télécommunication au train suivant (6, 61), dans lequel on calcule ladite grandeur (GC) de commande de déplacement du train, la vitesse du train précédent (6, 62) étant acquise à bord de celui-ci et étant transmise par une autre liaison (24) de télécommunication radio au centre radio (16), dans lequel la valeur (DF) de distance de freinage est calculée.Method according to one of claims 12 to 15, characterized in that the location and speed acquisition is carried out on the next train (6, 61), the location and the speed acquired of the next train are transmitted by a wireless radio telecommunication link (22) at a radio center (16), in which the location requirement (LOA) is calculated, which is subtracted from said braking distance value (DF) and which is then retransmitted by the link Telecommunication (22) to the next train (6, 61), wherein said train displacement control magnitude (GC) is calculated, the speed of the preceding train (6, 62) being acquired on board the train and being transmitted by another radio telecommunication link (24) to the radio center (16), wherein the braking distance value (DF) is calculated.
EP04291322A 2003-06-27 2004-05-25 Zugsicherungsverfahren und -system, speziell des Typs ERTMS Not-in-force EP1498338B1 (en)

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EP3684671A1 (en) 2017-09-18 2020-07-29 SEW-EURODRIVE GmbH & Co. KG Rail system and method for operating a rail system having a rail-guided mobile part and having a central control system
CN108260085A (en) * 2017-12-19 2018-07-06 北京交通大学 Location-based call limitation method
CN112172841B (en) * 2020-10-15 2022-08-09 天津津航计算技术研究所 Anti-collision system for high-speed train with vacuum metal pipeline
DE112022000607A5 (en) 2021-01-13 2023-11-09 Pintsch Gmbh METHOD AND ARRANGEMENT FOR MONITORING TRACK SECTIONS
CN116513279B (en) * 2023-06-30 2023-10-03 卡斯柯信号(北京)有限公司 Method and device for testing normal operation of train backup mode

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WO2006079326A3 (en) * 2005-01-26 2006-09-21 Josef Wiegand Gmbh & Co Kg Conveying system in the form of an overhead conveyor for persons, especially for amusement purposes, or for goods
WO2008034684A2 (en) * 2006-09-19 2008-03-27 Siemens Aktiengesellschaft System and method for determining the path and/or speed of a vehicle, especially for automatic train control
WO2008034684A3 (en) * 2006-09-19 2008-05-22 Siemens Ag System and method for determining the path and/or speed of a vehicle, especially for automatic train control
US8428797B2 (en) 2007-06-29 2013-04-23 Siemens Aktiengesellschaft Method and arrangement for the operation of a railroad line
WO2009003837A1 (en) * 2007-06-29 2009-01-08 Siemens Aktiengesellschaft Method and arrangement for the operation of a railroad line
WO2009092089A1 (en) * 2008-01-17 2009-07-23 Lockheed Martin Corporation Method for managing vital train movements
US8565945B2 (en) 2008-01-17 2013-10-22 Lockheed Martin Corporation Method for managing vital train movements
FR2958248A1 (en) * 2010-04-01 2011-10-07 Alstom Transport Sa METHOD FOR MANAGING THE MOVEMENT OF VEHICLES ON A RAILWAY NETWORK AND ASSOCIATED SYSTEM
CN102238233A (en) * 2010-04-01 2011-11-09 阿尔斯通运输股份有限公司 Method for managing operation of transporting tool in rail network and related system thereof
EP2371662A1 (en) * 2010-04-01 2011-10-05 ALSTOM Transport SA Verfahren zur Steuerung von Fahrzeugen auf einem Schienennetz, und entsprechendes System
US8820685B2 (en) 2010-04-01 2014-09-02 Alstom Transport Sa Method for managing the circulation of vehicles on a railway network and related system
CN102238233B (en) * 2010-04-01 2016-12-14 阿尔斯通运输科技公司 For managing method and the related system thereof that the vehicle in rail network runs
WO2014114485A3 (en) * 2013-01-25 2014-12-18 Siemens Aktiengesellschaft Method and apparatus for etcs l1 and/or l2 - train control
DE102013226718A1 (en) * 2013-12-19 2015-06-25 Siemens Aktiengesellschaft ETCS wayside equipment
EP3060451A1 (en) * 2013-12-19 2016-08-31 Siemens Aktiengesellschaft Etcs route equipment
FR3041311A1 (en) * 2015-09-22 2017-03-24 Sncf Mobilites METHOD AND SYSTEM FOR CONTROLLING RAILWAY VEHICLES CIRCULATING ON A RAILWAY.
WO2017055037A1 (en) * 2015-09-30 2017-04-06 Siemens Aktiengesellschaft Safety method for a railway network
US10882544B2 (en) 2015-09-30 2021-01-05 Siemens Mobility GmbH Safety method for a railway network

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DK1498338T3 (en) 2006-02-13
US7089093B2 (en) 2006-08-08
FR2856645A1 (en) 2004-12-31
DE602004000115T2 (en) 2006-07-20
US20040267415A1 (en) 2004-12-30
KR20050001325A (en) 2005-01-06
CN1576132B (en) 2010-05-26
KR101145699B1 (en) 2012-05-24
FR2856645B1 (en) 2005-08-26
DE602004000115D1 (en) 2006-02-16
TWI313235B (en) 2009-08-11
TW200508071A (en) 2005-03-01
EP1498338B1 (en) 2005-10-05
ATE305868T1 (en) 2005-10-15
CN1576132A (en) 2005-02-09
ES2250956T3 (en) 2006-04-16

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