EP1612118A2 - Méthode pour assurer une circulation ferroviaire sûre - Google Patents

Méthode pour assurer une circulation ferroviaire sûre Download PDF

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Publication number
EP1612118A2
EP1612118A2 EP05009401A EP05009401A EP1612118A2 EP 1612118 A2 EP1612118 A2 EP 1612118A2 EP 05009401 A EP05009401 A EP 05009401A EP 05009401 A EP05009401 A EP 05009401A EP 1612118 A2 EP1612118 A2 EP 1612118A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
information
punctiform
data
route
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.)
Granted
Application number
EP05009401A
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German (de)
English (en)
Other versions
EP1612118B1 (fr
EP1612118A3 (fr
Inventor
Jürgen Dr. Ulbrich
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deutsche Bahn AG
Original Assignee
Deutsche Bahn AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Deutsche Bahn AG filed Critical Deutsche Bahn AG
Publication of EP1612118A2 publication Critical patent/EP1612118A2/fr
Publication of EP1612118A3 publication Critical patent/EP1612118A3/fr
Application granted granted Critical
Publication of EP1612118B1 publication Critical patent/EP1612118B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • 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]
    • 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 method for securing the driving operation of a vehicle moving along a predetermined route.
  • Such driving typically occurs with rail-bound vehicles.
  • a vehicle may enter a predetermined section of its route only if he has been specifically allowed.
  • a braking operation must be initiated earlier accordingly.
  • the vehicle must remain safely in front of the (not yet) allowed section of the route.
  • Classical are optical systems in which a driver with a corresponding position of a Vorsignals initiates a braking operation to come to a standstill before a main signal. It may only continue when the main signal indicates by appropriate position that entry into the following section of the route is permitted.
  • the position and change in the position of a Vorsignal or a main signal is controlled by a remote location signal from in accordance with the information available in the signal box on the secured by the main signal section of the route.
  • generally driving permission data is transmitted to the vehicle as it passes by generally punctiform acting systems along the route.
  • route data is also transmitted, generally by means of transponder systems activated from the vehicle.
  • Each such punctiform acting system can take over the function of a main signal for a subsequent section and the function of a Vorsignals for a later following secured by another punctiform acting portion of the route. As a result, a high vehicle density can be achieved even at high vehicle speeds with high safety.
  • ETCS European Train Control System
  • the punctiform system in its Level 1 see eg ERMTS / ETCS "System Requirement Specification", Version 2.2.2, Subact 026, February 2002) is replaced by a so-called balise formed, several of which are arranged spaced apart along the route from each other stationary.
  • Each vehicle contains a transponder system that reads and evaluates when driving past on such a balise in this stored route data.
  • the transponder system also reads out driving license data which permit or prohibit entry into a later section of the route in accordance with a control from a remote interlocking, whereby in the latter case, even automatically, a controlled deceleration dependent on the following route profile can be triggered ,
  • ETCS proposes according to Level 1 now to provide classical optical signals that are controlled by the signal box and specify the driving license, or the additional provision of linear train control systems of finite length, in ETCS "Euro-loop", which also with distance in front of a balise the corresponding Driver permission information can be transmitted directly to the transponder or as a further option, a data radio system in which a bi-directional information transfer between the vehicle and the interlocking or a corresponding line center, such as the system GSM-R, as proposed in Level 2 of ETCS.
  • a train protection device in which an on demand switchable transmission device on a vehicle causes the dismissal of the vehicle from the brake monitoring when reaching the release speed and the recognition of the release speed as a permissible speed.
  • the transmitting device is included in the balise.
  • the disadvantage here however, that the transmitting device and thus the balise must be additionally supplied with power, so that additional cabling or additional self-sufficient power supply is required.
  • the transmitting device can also influence a train on adjacent tracks, so that this erroneously accepts a release and unnecessarily provided for safety reasons fallback levels must be activated.
  • the invention is further developed by the features of the dependent claims.
  • the invention is based on the knowledge that the vehicle in the stopped state only requires information that the driver's license for the following section of the route is present.
  • the vehicle can then be moved with a given maximum speed (release speed) to the balise, which secures the following section of the route, and there by means of the Transponders take both route data and the actual driving license data. Since this information about the existence of the driving permission data in the next balise itself is no signal information that would be highly relevant to safety, no high demands on the quality of the transmission path of this information are required.
  • it may be a voice signal, which is transmitted via train radio or a conventional telecommunications network, for example a mobile phone, from a signal box to the vehicle. If the transmission of this information takes place between persons in the interlocking and the vehicle, a language control will be appropriate prescribed.
  • the information When transmitting between automatically transmitting or automatically receiving devices, the information will be characterized by a unique signal pattern.
  • balises spaced punctiform acting systems, such as balises.
  • Line-shaped train control devices such as Euro-Loop or conventional optical signals are no longer required.
  • balises require a connection with the signal box.
  • the present invention is applicable not only to rail-bound vehicles, but everywhere where a predetermined route is divided into route sections and the entry into one of the sections is prevented, if a driving permit for this section at a position before this section not or not yet available.
  • Figure 2 shows schematically a route 1 along the punctiform acting systems 2, short balises, are arranged, which divide the route 1 in sections. These sections 1.1, 1.2, 1.3 of the route 1 need not necessarily be the same length.
  • the associated punctiform acting systems 2.1 and 2.2 are powered by a signal box 3 with information about generally solid lines. This information is route and driving permit data.
  • An interlocking 3 supplies several of the punctiform systems 2.1, 2.2 along the route 1, wherein generally along a route 1 more interlockings are provided, each serving several point-acting systems and being ensured for safety reasons that in case of failure of a signal box adjacent interlockings supervise the failed interlocking point-acting systems, as is known per se.
  • track-free signaling systems are provided along the route 1 to transmit information about the actual location of a traveling along the route 1 train 4 to the interlocking 3, which is determined in the interlocking 3 from this information, if a train. 4 in a section 1.1, 1.2. 1.3 of the route 1 is located, so a subsequent train may not enter this section, or if no such train is in the section and therefore a subsequent train may enter this section.
  • the case considered essential for the present invention is considered that in the case of a first point-acting system 2.1, no driving license for the train 4 is allowed to enter the section 1.3 of the route 1 following the point-effecting system 2.2.
  • a driving license is present only to a limited extent, namely to the effect that at least at the end of this section 1.2 the train 4 braked, in accordance with a predetermined speed profile 6, are must, in such a way that it stops before the punctiform-acting system 2.2 at the end of this section 1.2, and at a point 5 before this punctiform acting system 2.2. Only then, if there is a driver's license for the following section 1.3 of the route 1, the train may move on 4 and thereby run over the punctiform acting system 2.2.
  • the punctiform acting system 2.2 receives its information from the interlocking 3 via a fixed line 7.2 and the punctiform-acting system 2.2 associated, distance-side electronics unit 8 (LEU, Lineside Electronic Unit). This information is present in the punctiform acting system 2.2 as readable information.
  • a train 4 must therefore be equipped with a corresponding device 11, by means of which the information can be read out, processed, optionally a driver 10 can be displayed and transmitted to zug practitionere actuators.
  • the device typically has a read-out device 9 and a computer 12, wherein the computer 12 is programmed to evaluate the information received by the read-out device 9 from the punctiform-acting system 2.2 to determine whether a driver's license is already available at the next punctiform system 2 (not shown) is present, so a so-called unrestricted driving license, or a limited driving license, which has the consequence that in the next section of the route of the train 4 may only drive with a predetermined driving profile or braking profile 6, as explained with reference to FIG 2 has been.
  • a corresponding information is the computer 12, for example, actuators 13 for wheel brakes and displays a corresponding information to a console 14 for the driver 10 at.
  • the driving or braking profile 6 ensures that the train 4 stops at the point 5, wherein the point 5 must be in front of the punctiform-acting system 2.2, for safety reasons.
  • a minimum distance is required in order for the read-out device 9 to be able to detect the information in a punctiform acting system 2, a minimum distance is required.
  • the actual distance 15 between the transponder 11 of the standing train 4 and the punctiform system 2.2 is greater than this minimum distance.
  • the device 9 can not detect whether in the punctiform system 2.2 meanwhile, caused by the interlocking 3, an information suggesting that for the next following section 1.3 an unrestricted or restricted driving license is present.
  • the distance 15 must be bridged, ie the train 4 has to be punctiform Acting system 2.2 ancestor.
  • the driver 10 is no information about whether such information is present.
  • Figure 3 also shows a train detection system by means of a location information to the interlocking 3 is transferable, in the present case that a train 4 waiting at the point 5 for an optical signal via the optical signal device 16.
  • the driver 10 once he has received appropriate information about the optical signal device 16, do not wait until the train 4 comes to a stop at the point 5, but can cause the corresponding perception itself that the train 4 with the predetermined Top speed continues.
  • ETCS European Train Control System
  • the first measure is the provision of a cable line conductor with intersection points, called Euro-Loop 19, which is laid along the route over a greater distance, which distance must be such that the stop 5 in any case and safely within the extension from Euro-Loop 19 is.
  • the Euro loop 19 contains a complete data set via the electronic device 8, as it is also available in the punctiform acting system 2.2 (Balise), that is to say a data record which contains all route data and driving license data. If the train 4 braked along the speed or brake profile 6 reaches the Euro loop 19 and if there is unrestricted or restricted driving data, the complete information is received by the Euro loop 19 by means of the read-out device 9, and the train 4 can continue the journey accordingly.
  • This approach has the advantage that over the radio link 22 of the record can be transmitted to the train 4 at any point of a section of the route.
  • the driving or braking profile 6 predetermined by the punctiform acting system 2.1 can be replaced by a completely new driving profile with the aid of the data transmitted via the radio link 22, so that braking down, if necessary, ends quickly and by re-acceleration a Driving speed can be replaced.
  • This approach is associated with considerable effort, especially if the usual control of the driving behavior of the train by means of along the route arranged pointwise acting systems 2.1, 2.2, ... should take place.
  • the radio infill according to ETCS Level 2 and Level 3 is intended to do without such punctiform acting systems. At most, location systems 18 are still required.
  • the invention takes advantage of the fact that a train driver 10 can move a train 4 by its own decision with a predetermined low maximum speed (release speed) forward, including the train 4 from the point 5 on the punctiform-acting system 2.2 (Balise) can move away and can read out there located driving distance and driving license data. However, this only makes sense if these route and driving permission data differ from those contained in the previous punctiform acting system 2.1 and have been read there.
  • the train driver 10 of the train 4 needed when he is in the section 1.2 and the train 4 is performed with the driving profile or braking profile 6, only information that since the entry into the section 1.2 in the punctiform acting System 2.2 present driving license data have been changed by the interlocking 3 (in the sense of a limited or unrestricted driving license for the next section 1.3).
  • the train driver 10 can drive the train 4 at the mentioned low predetermined maximum speed (release speed) via the punctiform acting system 2.2 and thereby take over the new route and driving license data directly.
  • the message to be transmitted via the voice channel 24 does not have to comply with high security standards since it does not transmit route and driving permit data, but merely the information that new train path and especially driver permission data is present in the train 4 in question available.
  • a voice protocol or voice message exchange protocol can be ensured that even in poor reception and transmission conditions and the like, such as in international traffic, the message issued by the interlocking 3 notice is clearly understood by the receiving platoon 10.
  • the voice signals transmitted via the voice channel 24 can of course also be automatically generated in the transmitter 25 of the interlocking 3 and these signals can also be automatically detected in the receiver 26 in the train 4.
  • the signal box 3 automatically sends a message to all trains in the reception area of the transmitter over a channel of a data radio of the transmitter 25 that there are new route and, in particular, driving license data in the punctiform system 2.2.
  • All trains operated by ETCS have information about their exact location so that the receiver 26 of the train 4 for which the message is intended recognizes the message as relevant to it and indicates to the driver.
  • the driver or an automatic train guide moves the train 4 then forward to point-acting system 2.2 forward to record the new route and driving license data.
  • the train 4 may only drive forward at the aforementioned low preset maximum speed (release speed) until it receives the new route and driving authorization data at the punctiform system 2.2.
  • release speed the aforementioned low preset maximum speed
  • the resulting delay in relation to a procedure such as that according to FIG. 4 seems negligible, especially since the procedure according to the invention, as well as the procedures according to FIG. 3 and FIG. 4, are likely to intervene only in exceptional cases, all the more so Modification of a driving profile can be made up for a delay of the train 4 achieved thereby in one or more subsequent sections.

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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)
  • Navigation (AREA)
  • Vending Machines For Individual Products (AREA)
  • Vehicle Body Suspensions (AREA)
  • Surgical Instruments (AREA)
EP05009401A 2004-06-29 2005-04-29 Méthode pour assurer une circulation ferroviaire sûre Not-in-force EP1612118B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102004031525A DE102004031525A1 (de) 2004-06-29 2004-06-29 Verfahren bei der Sicherung des Fahrbetriebes

Publications (3)

Publication Number Publication Date
EP1612118A2 true EP1612118A2 (fr) 2006-01-04
EP1612118A3 EP1612118A3 (fr) 2008-12-31
EP1612118B1 EP1612118B1 (fr) 2010-04-14

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EP05009401A Not-in-force EP1612118B1 (fr) 2004-06-29 2005-04-29 Méthode pour assurer une circulation ferroviaire sûre

Country Status (3)

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EP (1) EP1612118B1 (fr)
AT (1) ATE464218T1 (fr)
DE (2) DE102004031525A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1942041A2 (fr) * 2007-01-04 2008-07-09 Westinghouse Brake and Signal Holdings Limited Système de signalisation
WO2009062464A1 (fr) * 2007-11-12 2009-05-22 Rail.One Gmbh Superstructure pour voie ferrée et dispositif de lecture de supports d'informations disposés dans la superstructure
EP2168840A1 (fr) * 2008-09-30 2010-03-31 Thales Security Solutions & Services GmbH Procédé de fonctionnement d'un train sur un système ferroviaire, en particulier comportant un remplissage ATP national dans ETCS
JP2013093959A (ja) * 2011-10-25 2013-05-16 East Japan Railway Co 車上データベース装置、列車制御装置、及び、列車制御方法
WO2015028315A1 (fr) * 2013-08-27 2015-03-05 Siemens Aktiengesellschaft Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train
WO2018228758A1 (fr) * 2017-06-13 2018-12-20 Siemens Aktiengesellschaft Procédé pour faire fonctionner un système de circulation guidé
CN110730741A (zh) * 2017-06-13 2020-01-24 西门子交通有限公司 用于运行有轨交通系统的方法、车辆装置以及控制装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015217596A1 (de) * 2015-09-15 2017-03-16 Siemens Aktiengesellschaft Kommunikationseinrichtung und Verfahren zum automatisierten Austausch von Nachrichten in einer eisenbahntechnischen Anlage
EP3756931A1 (fr) * 2019-06-28 2020-12-30 Siemens Mobility GmbH Système d'alimentation électrique pour véhicules électriques guidés

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3047637A1 (de) 1980-12-17 1982-07-22 Siemens AG, 1000 Berlin und 8000 München Zugsicherungseinrichtung
WO2002047955A1 (fr) 2000-12-14 2002-06-20 Siemens Aktiengesellschaft Dispositif permettant d'influencer les trains

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1103379B (de) * 1956-04-25 1961-03-30 Siemens Ag Eisenbahnsicherungseinrichtung mit punktfoermiger Beeinflussung von durch Funk mit den Stellwerken verbundenen Zuegen
DE19630575A1 (de) * 1996-07-30 1998-02-05 Sel Alcatel Ag System zur semikontinuierlichen Steuerung von spurgeführten Fahrzeugen

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3047637A1 (de) 1980-12-17 1982-07-22 Siemens AG, 1000 Berlin und 8000 München Zugsicherungseinrichtung
WO2002047955A1 (fr) 2000-12-14 2002-06-20 Siemens Aktiengesellschaft Dispositif permettant d'influencer les trains

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
"System Requirement Specification", ERMTS/ETCS, February 2002 (2002-02-01)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1942041A2 (fr) * 2007-01-04 2008-07-09 Westinghouse Brake and Signal Holdings Limited Système de signalisation
EP1942041A3 (fr) * 2007-01-04 2011-04-27 Westinghouse Brake and Signal Holdings Limited Système de signalisation
WO2009062464A1 (fr) * 2007-11-12 2009-05-22 Rail.One Gmbh Superstructure pour voie ferrée et dispositif de lecture de supports d'informations disposés dans la superstructure
US9163362B2 (en) 2007-11-12 2015-10-20 Rail.One Permanent way for a railway and device for reading informations carriers provided in the permanent way
EP2168840A1 (fr) * 2008-09-30 2010-03-31 Thales Security Solutions & Services GmbH Procédé de fonctionnement d'un train sur un système ferroviaire, en particulier comportant un remplissage ATP national dans ETCS
JP2013093959A (ja) * 2011-10-25 2013-05-16 East Japan Railway Co 車上データベース装置、列車制御装置、及び、列車制御方法
WO2015028315A1 (fr) * 2013-08-27 2015-03-05 Siemens Aktiengesellschaft Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train
WO2018228758A1 (fr) * 2017-06-13 2018-12-20 Siemens Aktiengesellschaft Procédé pour faire fonctionner un système de circulation guidé
CN110730741A (zh) * 2017-06-13 2020-01-24 西门子交通有限公司 用于运行有轨交通系统的方法、车辆装置以及控制装置
CN110730741B (zh) * 2017-06-13 2022-01-28 西门子交通有限公司 用于运行有轨交通系统的方法、车辆装置以及控制装置
US11479282B2 (en) 2017-06-13 2022-10-25 Siemens Mobility GmbH Method, vehicle device and controller for operating a track-bound traffic system
US11479283B2 (en) 2017-06-13 2022-10-25 Siemens Mobility GmbH Method for operating a track-bound traffic system

Also Published As

Publication number Publication date
ATE464218T1 (de) 2010-04-15
DE502005009397D1 (de) 2010-05-27
EP1612118B1 (fr) 2010-04-14
EP1612118A3 (fr) 2008-12-31
DE102004031525A1 (de) 2006-02-09

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