EP1591335B1 - Processus pour déterminer la distance entre une balise et un signal de préannonce - Google Patents

Processus pour déterminer la distance entre une balise et un signal de préannonce Download PDF

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Publication number
EP1591335B1
EP1591335B1 EP04360045A EP04360045A EP1591335B1 EP 1591335 B1 EP1591335 B1 EP 1591335B1 EP 04360045 A EP04360045 A EP 04360045A EP 04360045 A EP04360045 A EP 04360045A EP 1591335 B1 EP1591335 B1 EP 1591335B1
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EP
European Patent Office
Prior art keywords
distance
signal
train
distant signal
determining
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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EP04360045A
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German (de)
English (en)
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EP1591335A1 (fr
Inventor
Georg Karner
Martin Pottendorfer
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Alcatel Lucent SAS
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Alcatel CIT SA
Alcatel SA
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Publication date
Application filed by Alcatel CIT SA, Alcatel SA filed Critical Alcatel CIT SA
Priority to EP04360045A priority Critical patent/EP1591335B1/fr
Priority to AT04360045T priority patent/ATE329810T1/de
Priority to DE502004000771T priority patent/DE502004000771D1/de
Priority to CNA2005100689975A priority patent/CN1693127A/zh
Publication of EP1591335A1 publication Critical patent/EP1591335A1/fr
Application granted granted Critical
Publication of EP1591335B1 publication Critical patent/EP1591335B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention relates to a method for determining the distance of a Vorsignalbalise or a group of Vorsignalbalisen in the direction of travel in front of a distant signal of a railway system, wherein the Vorsignalbalise or group of Vorsignalbalisen transmits to a passing train information concerning the Vorsignal.
  • ECS European Train Control System
  • a balise group can include one or more balises, all located at the same position.
  • a driving permission area is the area between two main signals.
  • Connected balises have information about the position of the next or other balises, with the position specified as the distance from another balise. The distance is given in meters. However, the balises are not always arranged exactly in an integer meter distance. In particular, errors of ⁇ 1 m can occur, since the balises are usually arranged on the sleepers of the tracks. In front of level crossings, several connected balises are arranged in order to obtain the most accurate information possible about the level crossing when approaching the level crossing. Connected balises allow you to recalibrate the inaccuracy of the train's position measurement according to the much more precise position of the balise.
  • the invention relates to routes or sections of track where the main signal information is independent of each other, such that upon each main signal enabling the train the information is transmitted that will be stopped at the next main signal. This information may only be corrected to the effect that braking is not necessary.
  • the goal is to position a Vorsignalbalise before the Vorsignal so that the driver is informed about the same time as in visual contact with the Vorsignal on the signal information of the Vorsignals. In good visibility In this way, the driver receives additional information about the pre-signal and in poor visibility conditions, the electronic information that is transmitted via the Vorsignalbalisen, replace the visual contact with the pre-signal.
  • the Vorsignalbalise must not be placed too far away from the Vorsignal, since the Vorsignal could change if the train has already passed by the Beautyse. In this case, the system would force an unnecessary braking from the driver's point of view. Therefore, the distance of the Vorsignalbalise to the Vorsignal must be as low as possible. In this way, the fluid of operation is increased without compromising safety.
  • ETCS it is also possible to suppress track curves SBI and SBD in the train monitoring by information given on the trackside (so-called national values), so that W, P and "indication” relate directly to the EBI and EBD curves , Also in this case, the W, P, and "indication" curves generally begin before the pre-signal, since the EBI curve starts at the presignal.
  • EP 1232926 describes a method for train backup, in which there are just a few balises before a signal.
  • Object of the present invention is therefore to provide a method for determining the distance of a balise, which must be arranged in front of a pre-signal.
  • a time constant is selected in a method of the type mentioned above and the distance is determined as a product of the time constant and a speed value.
  • the position where the P-curve starts is before the next signal. Dodges the train speed at this point from the P-curve and if the driver does not react, the train will reach the W-turn and, as a result, will automatically be decelerated according to the SBI curve or EBI curve without the driver having to do so.
  • the driver is surprised by such an automatic braking intervention.
  • there must be no contradiction for example, that the pre-signal the driver visually indicates that he may continue to drive at the line speed and yet braking has already begun.
  • the minimum distance of the Vorsignalbalise to the Vorsignal therefore a time constant multiplied by a speed value, the time constant determined by ergonomic considerations. It is designed so that a train driver has sufficient time to initiate braking even before the SBI braking or EBI braking is applied.
  • the time constant can be chosen to be 6 s, where the time constant may depend on the selected speed value. This time constant must also be taken into account by the part of the system (vehicle unit) installed on the locomotive.
  • the maximum line speed is used as the speed value.
  • the maximum line speed is the highest allowed speed that a train may travel on the line segment in question. If this speed multiplied by the time constant, there is a minimum distance, the Vorsignalbalise must have to the pre-signal.
  • the determination of the distance between the pre-signal and the Vorsignalbalise can still be improved and made more realistic, if the odometric inaccuracy of the position determination of the train is taken into account.
  • After passing a connected balise becomes the Remaining distance calculated until the end of the driving license and thus also to the point where the braking must be according to an SBI curve or EBI curve, if the main signal requires a stop of the train. Again, the uncertainty factor of about 5% occurs again with this distance determination.
  • determining the distance of the Vorsignalbalise from the Vorsignal therefore a value is taken into account that makes up 5% of the distance between the last connected Balise before the Vorsignalbalise and the Vorsignalbalise.
  • an upper limit is defined for the number of connected balise groups permitted in the driver's license area and an inaccuracy dependent on the upper limit is taken into account when determining the distance.
  • the number of connected beacons multiplied by the error i. one meter, are taken into account in the distance determination.
  • a constant buffer value is added in the determination of the distance.
  • a braking distance could be calculated with the so-called Minden formulas.
  • a buffer value can be added to the minimum distance.
  • ETCS distinguishes according to a configuration parameter ("National Value") whether SBI and SBD curves should be calculated or not.
  • a value is added which corresponds to the difference between the braking distances of a service braking s SBI and an emergency braking s EBI .
  • s EBI is the distance between the
  • d 6 s * Line speed [ m / s ] + 5 % * 1000 m + 10 * 1 m + 50 m .
  • d time constant * Line speed + uncertainty * ( Distance between the last connected balise before the Vorsignalbalise and the Vorsignalbalise ) + ( Number of connected balises ) * error + ( 1 / factor - 1 ) * Vorsignalabstand + buffer value .
  • d 6 s * Line speed [ m / s ] + 5 % * 1000 m + 10 * 1 m + ( 1 / 0 . 7 - 1 ) * 1000 m + 50 m . if the corresponding ETCS configuration parameter allows the calculation of the SBI and SBD curves.
  • the first term corresponds to the minimum distance that should be selected. If the following terms are taken into account for the determination of the distance d, a good balance between the smallest possible distance and the greatest possible safety results. The distance of the Vorsignalbalise to the Vorsignal should therefore be selected in the range of the distance d.
  • the 6s correspond to the time constant mentioned previously.
  • the term 5% * 1000m takes into account the odometric inaccuracy factor, assuming that the last connected balise is located no more than 1000 m from the pilot beacon. Since the position of the Vorsignalbalise is determined only by the method according to the invention, this assumption must be checked in retrospect. A value higher than 1000 m should not be selected for performance reasons. If the calculation gives a higher value, the value can be reduced by installing an additional connected balise.
  • dSIG is the distance of the last connected balise to the advance signal (assumed to be known)
  • DLINK is the distance of the last connected balise to the pilot signal balise.
  • d is calculated as a weighted average of DSIG and dREST.
  • the term 10 * 1 m expresses the inaccuracy concerning the balise group, in particular that the connected balises are arranged with an error of ⁇ 1 m and that a maximum of 10 connected balises are provided.
  • the buffer value chosen was 50 m.
  • this formula gives a distance of the balise from the fore signal of 310 m.
  • a maximum line speed of 60km / h there is a distance of the Balise from the forward signal of 210 m.
  • the position of a level crossing protection activation device is selected so that its distance to the pre-signal is at least equal to the sum of the distance of the Vorsignalbaliseneniety to the pre-signal and the product of the maximum line speed and a detection time ,
  • an externally predetermined value is added to this sum.
  • the externally specified value is preferably the distance selected in the prior art without the use of ETCS between the level crossing protection activating device and the presignal. This distance is chosen so that in case of unsuccessful activation of the level crossing protection device, the pre-signal can be changed in time before the train passes the pre-signal.
  • the Vorsignalbalisenè is that Balisenocc that provides the train information about the Vorsignal.
  • a route is determined due to special operations without immediately closing a level crossing on this route.
  • a level crossing protection device is activated by the approaching train.
  • the route is canceled by the interlocking system and the signals are adjusted accordingly, ie they become more restrictive.
  • the pre-signal changes after the train has passed the corresponding balise group.
  • the train would be controlled as if the line speed were to be maintained and the train would not have to stop at the main signal, whereas the pre-signal will output the signal that a stop signal is expected at the main signal when the train passes the pre-signal.
  • the level crossing protection activating device is arranged at a distance before the Vorsignalbalisenunit corresponding to the original distance of the level crossing protection activating device (according to the prior art) to the Vorsignal and a safety margin. It also takes into account the time taken by the LEU to recognize the new restrictive aspect. This gives the additional safety margin of Line speed [ m / s ] * detection time [ s ] ,
  • the object is also achieved by a railway system with at least one pre-signal and with at least one associated main signal and with Beautysen phenomenon that communicate with a train, wherein a Vorsignalbalisenelle is arranged in the direction of travel of the train at a distance before the Vorsignal, and the distance is selected depending on the maximum permissible line speed and a time constant.
  • a level crossing protection activation device is arranged before the pre-signal at a distance which corresponds at least to the sum of the distance of the Vorsignalbalisentik to the pre-signal, the product of the line speed and the detection time of the LEU and an externally predetermined distance.
  • a driving permission section 1 extends between a first and a second main signal 2, 3.
  • Each main signal 2, 3 is assigned a balise group 4, 5.
  • An approaching train 6 is communicated via the balise group 4, the length of the driving license route 1.
  • different braking curves for example for emergency braking or for service braking, can be calculated. In particular, it can be determined according to which distance traveled these braking curves must be automatically activated in order to bring the train 6 safely to the main signal 3 or to bring to a predetermined speed, if indicated by the main signal 3.
  • a pre-signal 7 is provided in front of the main signal 3, the pre-signal 7 being arranged at a position where an emergency brake intervention curve (EBI) must be started in order to bring the train 6 to an emergency stop until the main signal 3 ,
  • EBI emergency brake intervention curve
  • the driver is shown which signal he has to expect the main signal 3.
  • the train driver may be indicated by the advance signal 7 that the train 6 must be brought to a stop until the main signal 3 or that the train 6 may continue at the line speed because the main signal 3 will allow the train to pass.
  • Other brake curves such as a service brake intervention curve (SBI) curve, have to be used already before the advance signal 7 in order to be able to bring the train 6 to a standstill according to a service brake until the main signal 3.
  • SBI service brake intervention curve
  • An SBI curve means that the train 6 is braked automatically according to a service braking because the train driver has ignored a warning signal that he has left the specified speed.
  • the driver is made aware by a so-called "indication” that he has left the permitted speed with his train. This "indication” must therefore be given to the driver clearly before the advance signal 7.
  • the statement of the advance signal 7 must already be known to him before reaching the pre-signal 7. Therefore, a balise group or balise 8 is arranged at a corresponding distance before the advance signal 7. The balise 8 communicates with the train and provides information about which signal is present at the advance signal 7.
  • a balise 9 can be arranged, which is arranged at a predetermined distance from the balise 8.
  • the position determination can be calibrated by the train 6.
  • the distance between the balises 8, 9 should be a maximum of 1000 m. This gives the term 5% * 1000m.
  • FIG. 2 shows how a level crossing protection activation device has to be positioned.
  • a main signal 21 is arranged, to which a balise 22 is assigned. If the railroad crossing 20 is blocked, then the main signal 21 allows passage of the Zuges 23. However, if the railroad crossing 20 is not closed, the main signal 21 indicates that the train 23 must stop. In order for the train 23 to come to a standstill in time, the pre-signal 24 must already draw the driver's attention to the fact that the train 23 must be stopped in accordance with the main signal 21. If the platoon leader would initiate braking only in the case of the pre-signal 24, the train 23 would have to perform emergency braking.
  • the driver sees the advance signal 24, for example, at the position 25, on which a Vorsignalbalisenement 26 is arranged.
  • the Vorsignalbalisenage 26 provides the train 23 and thus the train operator in an electronic manner, the information of the Vorsignals 24.
  • the platoon leader in the area between the Vorsignalbalisenenage 26 and the Vorsignal 24 initiate a braking or automatic braking can be initiated.
  • the prior art level crossing protection activating device 27 causes the level crossing 20 to close when the train 23 passes by at that point. If it were then recognized that the railroad crossing 20 was not closed, the train 23 must stop.
  • the train 23 may have already passed the pre-signal balancing group 26 before the pre-signal 24 switches. Thus, the train 23 does not receive this information. For this reason, the level crossing protection activating means must be arranged in front of the pre-signal balancing group 26 at a distance large enough.
  • the level crossing protection activating device 27 is positioned at a distance d 1 from the pilot signal 24 such that the pilot signal 24 reliably reproduces the main signal 21 depending on successful or unsuccessful activation.
  • the distance d 2 between the inventively positioned level crossing protection activating device 28 and the Vorsignalbalisenocc 26 equal to the distance d 1 between the original position 27 of the level crossing protection activating device and the Vorsignal 24 plus the safety distance line speed be * detection time.
  • the distance of the level crossing protection activating device 28 from the preliminary signal 24 is therefore composed of the distance of the Vorsignalbalisenement 26 to the distant signal 24, the distance d 1 between the Vorsignal 24 and the original position 27 and the product line speed * detection time together.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Crystals, And After-Treatments Of Crystals (AREA)
  • Dental Preparations (AREA)

Claims (10)

  1. Procédé pour déterminer la distance (d) d'une balise de préannonce (8, 26) ou d'un groupe de balises de préannonce dans le sens de la marche d'une préannonce (7, 24) d'un système ferroviaire, la balise de préannonce (8, 26) ou le groupe de balises de préannonce transmettant les informations relatives à la préannonce à un train qui passe (6, 23), caractérisé en ce qu'une constante de temps est choisie et que la distance (d) est calculée comme produit de la constante de temps et d'une valeur de vitesse.
  2. Procédé selon la revendication 1. caractérisé en ce que la vitesse de tronçon maximale est choisie comme valeur de vitesse.
  3. Procédé selon la revendication 1, caractérisé en ce qu'une imprécision odométrique tient compte du calcul de la position du train (6, 23) dans le calcul de la distance (d).
  4. Procédé selon la revendication 3, caractérisé en ce qu'une limite supérieure de l'imprécision odométrique du calcul de la position du train (6, 23) est prise en compte dans le calcul de la distance (d) et que la conservation de cette limite supérieure est vérifiée ultérieurement.
  5. Procédé selon la revendication 1, caractérisé en ce qu'une limite supérieure est définie pour le nombre des groupes de balises reliées autorisés dans la plage d'autorisation de conducteur (1) et que dans le calcul de la distance (d) une imprécision en fonction de la limite supérieure est prise en compte.
  6. Procédé selon la revendication 1, caractérisé en ce que dans le calcul de la distance (d) une valeur tampon constante est ajoutée.
  7. Procédé selon la revendication 1, caractérisé en ce que dans le calcul de la distance (d) la différence de la distance de freinage d'un freinage de service et de la distance de freinage d'un freinage d'urgence SSBI-SEBI soit pris en compte.
  8. Procédé selon la revendication 1, caractérisé en ce que la position d'un dispositif d'activation de la protection de passage de voie (28) est choisie de manière à ce que sa distance jusqu'à la préannonce corresponde au moins à la somme de la distance de la balise de préannonce ou du groupe de balises de préannonce (26) jusqu'à la préannonce (24), du produit de la vitesse de tronçon maximale autorisée et d'un temps de reconnaissance et d'une distance prédéfinie externe (d1).
  9. Système ferroviaire avec au moins une préannonce (7, 24) et au moins une annonce principale (3, 21) attribuée et des groupes de balises (8, 9, 26), qui communiquent avec un train, caractérisé en ce qu'un groupe de balises de préannonce (8, 26) est positionné dans le sens de la marche du train (6, 23) à une distance (d) avant la préannonce (7, 24), la distance (d) étant choisie en fonction de la vitesse de tronçon maximale autorisée et d'une constante de temps.
  10. Système ferroviaire selon la revendication 9, caractérisé en ce qu'un dispositif d'activation de la protection de passage de voie (28) est positionné dans le sens de la marche avant le groupe de balises de préannonce (26) et que la distance entre le dispositif d'activation de la protection de passage de voie (28) et la préannonce (24) est au moins égale à la somme de la distance du groupe de balises de préannonce (26) jusqu'à la préannonce (24), du produit de la vitesse de tronçon maximale autorisée et d'un temps de reconnaissance et d'une distance prédéfinie externe (d1).
EP04360045A 2004-04-30 2004-04-30 Processus pour déterminer la distance entre une balise et un signal de préannonce Expired - Lifetime EP1591335B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP04360045A EP1591335B1 (fr) 2004-04-30 2004-04-30 Processus pour déterminer la distance entre une balise et un signal de préannonce
AT04360045T ATE329810T1 (de) 2004-04-30 2004-04-30 Verfahren zur abstandsbestimmung einer balise von einem vorsignal
DE502004000771T DE502004000771D1 (de) 2004-04-30 2004-04-30 Verfahren zur Abstandsbestimmung einer Balise von einem Vorsignal
CNA2005100689975A CN1693127A (zh) 2004-04-30 2005-04-30 利用预告信号发送机进行距离测定的方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04360045A EP1591335B1 (fr) 2004-04-30 2004-04-30 Processus pour déterminer la distance entre une balise et un signal de préannonce

Publications (2)

Publication Number Publication Date
EP1591335A1 EP1591335A1 (fr) 2005-11-02
EP1591335B1 true EP1591335B1 (fr) 2006-06-14

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EP04360045A Expired - Lifetime EP1591335B1 (fr) 2004-04-30 2004-04-30 Processus pour déterminer la distance entre une balise et un signal de préannonce

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Country Link
EP (1) EP1591335B1 (fr)
CN (1) CN1693127A (fr)
AT (1) ATE329810T1 (fr)
DE (1) DE502004000771D1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1867546A1 (fr) * 2006-06-16 2007-12-19 Vialis NMA Railway Signalling B.V. Méthode et système pour protéger un train voyageant le long d'une voie ferroviaire
DE102007022837A1 (de) * 2007-05-10 2008-11-13 Siemens Ag Vorrichtung und Verfahren zur Zugbeeinflussung an einem Bahnübergang
DE102012217817A1 (de) * 2012-09-28 2014-04-03 Siemens Aktiengesellschaft Steuerung eines Schienenfahrzeugs
US9621391B2 (en) 2013-09-24 2017-04-11 Huawei Technologies Co., Ltd. Methods and apparatuses to improve reception of direct detection optical signals
DE102013226718A1 (de) * 2013-12-19 2015-06-25 Siemens Aktiengesellschaft ETCS-Streckenausrüstung
DE102013226728A1 (de) * 2013-12-19 2015-06-25 Siemens Aktiengesellschaft Steuerung eines Schienenfahrzeugs
CN106541963B (zh) * 2016-10-12 2019-04-16 同济大学 基于特征点触发的获取轨道曲线线路信息的系统及方法
CA3157088A1 (fr) 2019-12-09 2021-06-17 Alon Green Systeme de positionnement et d'odometrie

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4403981A1 (de) * 1994-02-09 1995-08-10 Sel Alcatel Ag System zur Übertragung von Steuerungsdaten auf spurgebundene Fahrzeuge
DE59608544D1 (de) * 1995-03-29 2002-02-14 Siemens Schweiz Ag Zuerich Verfahren und Kommunikationssystem zur Datenübertragung zwischen zwei Stationen
DE19529374A1 (de) * 1995-08-10 1997-02-13 Sel Alcatel Ag Verfahren zur Einbindung von Bahnübergängen in die automatische Steuerung und Sicherung von Schienenfahrzeugen
DE19927023A1 (de) * 1999-06-08 2000-12-14 Siemens Ag Verfahren zum Vorgeben von Anrufzeitpunkten im Funk-Fahr-Betrieb
EP1232926B1 (fr) * 2001-02-14 2005-11-23 Siemens Schweiz AG Système de sécurité pour trains

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Publication number Publication date
CN1693127A (zh) 2005-11-09
EP1591335A1 (fr) 2005-11-02
DE502004000771D1 (de) 2006-07-27
ATE329810T1 (de) 2006-07-15

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