EP1674371A1 - Méthode et dispositif par la signalisation ferroviaire - Google Patents

Méthode et dispositif par la signalisation ferroviaire Download PDF

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Publication number
EP1674371A1
EP1674371A1 EP05025608A EP05025608A EP1674371A1 EP 1674371 A1 EP1674371 A1 EP 1674371A1 EP 05025608 A EP05025608 A EP 05025608A EP 05025608 A EP05025608 A EP 05025608A EP 1674371 A1 EP1674371 A1 EP 1674371A1
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EP
European Patent Office
Prior art keywords
signaling
train
signaling data
unit
data
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
EP05025608A
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German (de)
English (en)
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EP1674371B1 (fr
Inventor
Thomas Prof. Dr. Strang
Michael Dr.-Ing. Meyer zu Hörste
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.)
Deutsches Zentrum fuer Luft und Raumfahrt eV
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Deutsches Zentrum fuer Luft und Raumfahrt eV
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Publication of EP1674371A1 publication Critical patent/EP1674371A1/fr
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Publication of EP1674371B1 publication Critical patent/EP1674371B1/fr
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Classifications

    • 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 trains
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the present invention relates to a method for train signaling, in which a train position determined by a position determination system is sent to a signaling unit in which route points and associated signaling data are stored, and if the train position matches a stored route point from the signaling unit signaling data associated with the route point to the Glas horraku be sent, which evaluates the signaling data. Furthermore, the present invention relates to a system for carrying out the method.
  • the ETCS specification includes three central technical equipment levels, numbered 1 to 3.
  • level 0 the journey in non-equipped regions or sections.
  • These levels do not represent evolution or migration order but the range of possible adaptation to national, regional or operational requirements.
  • the ETCS specification specifies different infrastructure-side and / or track-side components, which include so-called balises in levels 1 to 3 on the infrastructure side.
  • a balise is a passive transponder that is excited when crossing a train and then sends messages to the train.
  • An antenna arranged on the train activates the balise during the passage by emitting an energy signal.
  • the balise uses this energy to send information that is received on the train and forwarded via an internal data bus to a train control unit for evaluation.
  • balises There are two different types of balises. First, fixed data balises that transmit a fixed data set, such as a location code. The data is stored permanently in the balise, but can be programmed without contact using a programming device. And second, transparent or switchable balises, which are coupled to a signal source and can transmit different data sets depending on the applied signal. These may be, for example, speed control instructions resulting from the signal position.
  • Balise Transmission Module - BTM The receiving device in the train is referred to as a balise transmission unit (Balise Transmission Module - BTM), which itself is again connected to the ETCS vehicle unit or the train control unit, which, inter alia, processes the received signal information.
  • the ETCS vehicle unit can thus evaluate the signal information, such as a stop signal, as well as the position information.
  • the ETCS vehicle unit is also temporarily connected to the responsible ETCS Radio Block Center via a railway-specific modified mobile radio connection through a so-called Radio Infill Unit (RIU).
  • ROU Radio Infill Unit
  • the ETCS Radio Block Center is a control center for rail-bound traffic.
  • balises in the infrastructure leads to relatively high costs. This leads, for example, to the fact that, although the degree of equipment of the main European routes with balises is quite high and thus the block size is reasonably small. Block size is the distance between two installed balises. On secondary lines, however, the density of the construction is much lower due to the cost pressure. This leads to a less accurate and inherently discrete train location and consequently to a poorer utilization of the line's capacity.
  • balises if present in the right place, are also used to indicate that trains approach construction workers or warn construction workers of approaching trains. A conversion of the balises is very expensive. This is why construction workers usually have to lay track contacts and connect them with a horn system via cables that are sometimes several kilometers long. When crossing the contacts by the train this horn system is triggered and the construction workers acoustically indicated that they have little time, usually only a few seconds to leave the danger zone of the track construction site safely and safely.
  • the route points and / or associated signaling data stored in the signaling unit can be modified in a generic method.
  • the inventive method generates a timely adaptation of the virtual balise, ie the train control unit receives the required information that takes into account the current and special situation. For this purpose, location coordinates of the fixed route points are stored in the signaling unit, are deposited for the respective signaling data. The train positions transmitted by the positioning system to the signaling unit are monitored by the latter and when passing through a position associated with a particular waypoint, the corresponding signaling data is sent to the train control unit. The train control unit will now evaluate the received signaling data in exactly the same way as in the prior art the physical beacons installed in the route network when transmitting to the traction vehicle sent messages. Due to the timely adaptation, changes in traffic planning or routing can be taken into account.
  • the route points and / or signaling data stored in the signaling unit can be modified via a radio link from a control center, for example via a train-specifically modified radio link such as GSM-R from the responsible ETCS Radio Block Center.
  • a control center for example via a train-specifically modified radio link such as GSM-R from the responsible ETCS Radio Block Center.
  • the route points are determined dynamically as a function of current boundary conditions.
  • boundary conditions are advantageously detected by sensors provided on the train.
  • Parameters can be, for example, current train speed, maximum speed, maximum acceleration and braking capacity, but also train length and weather-dependent influences.
  • GNSS satellite navigation system
  • Galileo Galileo
  • a further preferred embodiment of the method according to the invention provides that the transmission control unit triggers the transmission of a radio signal for traffic control and / or warning as a function of the signaling data.
  • the data transmitted by the balise are checked on the basis of the signaling data stored in the signaling unit and assigned to the route point. This provides the ability to use the virtual balise to monitor and control physical balises.
  • the system for carrying out the method according to the invention has a position determination system for determining the train position, a signaling unit in which route points and associated signaling data are stored modifiable, and a train control unit for evaluating the signaling data.
  • a traction vehicle or zugurgies system is created, which provides by vehicle-side determination of the current train position and adjustment of the train position with vehicle-stored route points signaling data for Glassignalmaschine a train control unit, taking into account special situations.
  • the system created here is independent of possible built in the route network balises.
  • the positioning system comprises a satellite navigation system.
  • the system according to the invention is equipped with a train control unit that is compatible with the European Train Control System (ETCS) in the European Rail Transport Management System (ERTMS).
  • ECS European Train Control System
  • ERTMS European Rail Transport Management System
  • the system according to the invention preferably has a transceiver for receiving radio messages for modifying the stored path points and / or signaling data and / or for sending control data to a control center or a warning message to a warning device. This makes it possible to control rail traffic in a timely and situation-dependent manner.
  • FIG. 1 schematically illustrates a train signaling system according to the invention.
  • a rail-bound traction vehicle 1 is shown.
  • the traction unit 1 has in its front area a control station 2, on which the traction unit 1 is controlled and operated by a traction vehicle or train driver 3.
  • the traction vehicle 1 shown here is an electric locomotive with current collectors 5 traveling on rails 4.
  • a track circuit is integrated in the rails 4.
  • balises 6 and 7 are shown.
  • the balises 6 and 7 are passive transponders, which are excited when crossing the traction unit 1 and then send messages to the train.
  • a receiving device 8 On the underside of the traction vehicle 1, a receiving device 8 is arranged, which is also referred to as a balise transmission unit (Balise Transmission Module - BTM).
  • the receiving device 8 is connected via an intra-train data bus to a train control unit 9, which in the present example is an ETCS vehicle device.
  • the train control unit 9 evaluates the signaling data transmitted by the balise 6 and forwards evaluated signal information to the vehicle state 2.
  • FIG. 1 also shows a signal source 10, which is connected via a line 11 to a signal box 12 and is controlled by the signal box 12. Furthermore, the signal source 10 is connected to a trackside electronic unit 13 (Lineside Electronic Unit - LEU), which via a line 14 with the switchable Beautyse 7 is connected. When the balise 7 is driven over by the traction vehicle 1, these data sets are transmitted as a function of the signal present at the signal source 10.
  • a trackside electronic unit 13 Lineside Electronic Unit - LEU
  • the traction vehicle 1 also has a position determining system 15, which receives satellite signals for position determination via an antenna 16.
  • a position determining system 15 receives satellite signals for position determination via an antenna 16.
  • FIG. 1 is for example part of the satellite navigation system Galileo.
  • the components of the system described above are already known in the art. In the following, the additional components according to the invention and their function will be described.
  • the determined position data are forwarded by the position determination system 15 to a signaling unit 18.
  • the signaling unit 18 maps the transmitted position information to the topological route map present at the zug side according to the ETCS specification.
  • the signaling unit 18 can then deposit the assigned signaling data to the train control unit 9 at the freely selectable waypoints deposited in the signaling unit 18, which are evaluated and forwarded by the train control unit 9 in the usual way.
  • the route points and / or the signaling data can be modified taking into account current events and boundary conditions. Since in this way the train control unit 9 receives location-specific signaling data without necessarily one of the two balises 6, 7 installed in the rail network 4 transmitting a corresponding signal message, the signaling unit 18 can also be referred to as virtual balise.
  • the train control unit 9 evaluates the signaling information and the position information.
  • the train control unit 9 can temporarily communicate via a rail-specific modified mobile radio connection (GSM-R) by a radio infill unit (RIU) 19 arranged on the traction vehicle 1 with a responsible external center 20, for example an ETCS radio block center.
  • GSM-R rail-specific modified mobile radio connection
  • ROU radio infill unit
  • the train position and other driving parameters of the center 20 be transmitted, which can be used in the control center 20, the information about several trains to control the overall traffic.
  • the utilization of the route capacities is thus optimized and waiting times of individual trains can be reduced to the absolutely necessary level.
  • the center 20 also controls other railway infrastructure, such as switches and railroad crossings, they can be controlled at an optimal time. This time is usually dependent on the train position and the driving parameters. Unnecessary long waiting of road vehicles in front of a railroad crossing can thus be avoided.
  • the storage of the route points associated signaling data in the train-side signaling unit 18 can be static or dynamic, for example, by input from the driver 3 at the vehicle level 2 or via the modified mobile connection from the appropriate external ETCS Radio Block Center 20. It is also possible for parameters determined by the sensors on the train side to be taken into account in the system.
  • the virtual balise or the signaling unit 18 forms a substitute for physical, built-in balises.
  • the respective signaling data are transferred to the train control unit 9 at certain route points which are previously determined.
  • these waypoints which require certain signaling data, are determined dynamically.
  • the requirements according to which the dynamic determination takes place depend, among other things, on the driving parameters of the train, for example the current speed, the maximum speed, maximum braking and acceleration capacity.
  • the waypoints for triggering particular signaling data are also determined depending on the behavior of the vehicle or train.
  • the dynamic case also allows the timely adaptation of the signaling data to special traffic situations. This can for example be a steady updated marking of a railway track construction site.
  • the use of the virtual balise or the signaling unit 18 in the case of a steadily changing spatial position of a route point can not be compared in any way with the conversion of physical balises 6, 7.
  • the use of virtual dynamic balises allows a certain degree of interoperability to be achieved on ETCS level 0 routes, so that two ETCS level 1 to 3 routes can be interconnected by a suitable ETCS level 0 route by suitable operational measures.
  • a satellite-based solution also offers the opportunity to create a new unified solution without probing existing systems.
  • the virtual balise or the signaling unit 18 presented here can additionally serve for the verification and monitoring of built-up, physical balises 6, 7.
  • check routines are stored in the train control unit 9, which check the correct functioning of physical balises 6, 7 in a normal-operative operation.
  • the signaling data received by the beacons 6, 7 are compared with the signaling data stored in the signaling unit 18 for the defined route points or for the geographical position information. This monitoring leads to a higher safety for the rail-bound traffic.
  • FIG. 2 With reference to Figure 2, the invention will be described using the example of a to be secured hiking site 21. It can be seen a greatly simplified plan view of a stretch of track 4, on which a train with a traction unit 1 in the direction of arrow 22 moves.
  • a satellite navigation system which is represented here by the satellite 17.
  • a physical Balise 6 which in a Driving over a signal triggers and additionally triggers an acoustic warning signal by means of a horn system 25 at the construction site 21.
  • a track contact connected to the horn system is additionally provided at the position of the balise 6.
  • the position of the virtual balise can be defined together with the usual parameters before the departure of a turn.
  • this static approach does not take into account that the walker 21 can change its position while the train is traveling. It is therefore better to dynamically adapt the defined position or the route points to trigger a signaling during the train journey. This can be done for example by cell broadcast in the GSM-R (in correspondingly radio-covered areas) or by geocasting (for example DVB-T / S, DAB).
  • the two-way messaging approach introduced with Galileo could be used profitably here, as this system will inherently have global coverage and the available bandwidth would be absolutely sufficient for this type of application.
  • the builder would be able to drag the virtual warning beacon sufficiently far behind itself according to needs. This means that after a shift or migration of the track construction site 21 in the direction of travel 22 of the train signaling is triggered only at a later waypoint, which is represented by the reference numeral 24 as a virtual balise in Figure 2.
  • the triggering of the horn system 25 can in turn also be done on different communication channels.
  • the virtual balise 23 or 24, the horn system 25, for example respond directly by radio, if it is within range of a corresponding additional transmitting and receiving device in the train.
  • the GSM-R transmitting and receiving device (RIU) provided with ETCS at the corresponding network coverage in the region can be used to call the telephone number of the horn system 25 to be alarmed stored in the profile of the virtual balises 23, 24.
  • Galileo SAR return channel can be regarded as a geocast and, in plausible scenarios, it can always be assumed that the horn system 25 is located in the same geographical area as the triggering balise 24.
  • the maximum connection setup time must be taken into account, since any delay in fast-moving trains will minimize the advance warning time of the crew.
  • the method described here is based on the basis that certain reactions are determined according to defined time or space requirements, which also depend on fixed boundary conditions of the vehicle or train, for example maximum speed and maximum acceleration and braking capacity. This gives rise to the possibilities of determining switch-on and switch-off points - general reference points for the triggering of events - dynamically as a function of the behavior of the vehicle or train. Specifically, the warning of the construction crew of the construction site 21 is triggered precisely at the moment when the minimum time to arrive at the construction site 21 is reached for exactly this train.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Mobile Radio Communication Systems (AREA)
EP05025608A 2004-12-22 2005-11-24 Méthode et dispositif par la signalisation ferroviaire Active EP1674371B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102004063049A DE102004063049A1 (de) 2004-12-22 2004-12-22 Verfahren und Vorrichtung zur Zugsignalisierung

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EP1674371A1 true EP1674371A1 (fr) 2006-06-28
EP1674371B1 EP1674371B1 (fr) 2008-07-02

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AT (1) ATE399693T1 (fr)
DE (2) DE102004063049A1 (fr)
ES (1) ES2308365T3 (fr)

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WO2006136783A1 (fr) * 2005-06-22 2006-12-28 Coenraad Jacobus Groenewald Agencement de sécurité
EP1892171A1 (fr) * 2006-08-24 2008-02-27 Alcatel Lucent Procédé d'entrainement d'un poste d'aiguillage et procédé d'entrainement d'un centre de contrôle
WO2008034684A2 (fr) * 2006-09-19 2008-03-27 Siemens Aktiengesellschaft Système et procédé de détermination de la trajectoire de circulation et/ou de la vitesse de véhicules, en particulier de commande de la marche de trains
EP1942041A2 (fr) * 2007-01-04 2008-07-09 Westinghouse Brake and Signal Holdings Limited Système de signalisation
EP2000385A1 (fr) * 2007-06-05 2008-12-10 Siemens Schweiz AG Dispositif destiné à la transmission de données entre une unité de transmission des données fixe et un objet mobile
WO2010028417A1 (fr) * 2008-09-15 2010-03-18 Pj Messtechnik Gmbh Corps de boîte d'essieu comprenant un dispositif de détection de position pour véhicule ferroviaire et véhicule ferroviaire équipé de ce corps
FR2949412A1 (fr) * 2009-09-02 2011-03-04 Alstom Transport Sa Installation de securite ferroviaire et procede associe
WO2011125074A1 (fr) * 2010-04-07 2011-10-13 Pranamesh Das Système de signalisation en continu non subordonné à des facteurs d'obstruction à la visibilité
FR2967961A1 (fr) * 2010-11-29 2012-06-01 Etf Procede de securisation de la circulation d'un train ou engin sur une voie ferree.
WO2014035268A3 (fr) * 2012-09-03 2014-11-13 Wojciech SZPRYNGER Dispositif permettant de recevoir, de traiter et de produire des signaux pour commander automatiquement un véhicule ferroviaire
DE102018115373A1 (de) 2017-06-30 2019-01-03 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zur infrastrukturlosen Detektion einer Überfahrt eines Gleisabschnitts durch ein Schienenfahrzeug
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DE102021134141A1 (de) 2021-12-21 2023-06-22 Deutsches Zentrum für Luft- und Raumfahrt e.V. Funksystem für ein Schienenfahrzeug zur Eigenlokalisierung
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Cited By (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006136783A1 (fr) * 2005-06-22 2006-12-28 Coenraad Jacobus Groenewald Agencement de sécurité
EP1892171A1 (fr) * 2006-08-24 2008-02-27 Alcatel Lucent Procédé d'entrainement d'un poste d'aiguillage et procédé d'entrainement d'un centre de contrôle
WO2008034684A2 (fr) * 2006-09-19 2008-03-27 Siemens Aktiengesellschaft Système et procédé de détermination de la trajectoire de circulation et/ou de la vitesse de véhicules, en particulier de commande de la marche de trains
WO2008034684A3 (fr) * 2006-09-19 2008-05-22 Siemens Ag Système et procédé de détermination de la trajectoire de circulation et/ou de la vitesse de véhicules, en particulier de commande de la marche de trains
EP1942041A3 (fr) * 2007-01-04 2011-04-27 Westinghouse Brake and Signal Holdings Limited Système de signalisation
EP1942041A2 (fr) * 2007-01-04 2008-07-09 Westinghouse Brake and Signal Holdings Limited Système de signalisation
GB2445374A (en) * 2007-01-04 2008-07-09 Westinghouse Brake & Signal A method for regulating the movement of a train through an area of railway fitted with trackside radio signaling equipment.
AU2007254679B2 (en) * 2007-01-04 2011-09-01 Siemens Mobility Limited Signalling system
EP2000385A1 (fr) * 2007-06-05 2008-12-10 Siemens Schweiz AG Dispositif destiné à la transmission de données entre une unité de transmission des données fixe et un objet mobile
WO2008148450A1 (fr) * 2007-06-05 2008-12-11 Siemens Schweiz Ag Dispositif de transmission de données entre une unité de transmission de données fixe et un objet mobile
WO2010028417A1 (fr) * 2008-09-15 2010-03-18 Pj Messtechnik Gmbh Corps de boîte d'essieu comprenant un dispositif de détection de position pour véhicule ferroviaire et véhicule ferroviaire équipé de ce corps
EA020349B1 (ru) * 2008-09-15 2014-10-30 Пй Месстехник Гмбх Корпус подшипника колесной пары с устройством определения положения для рельсового транспортного средства и снабженное им рельсовое транспортное средство
FR2949412A1 (fr) * 2009-09-02 2011-03-04 Alstom Transport Sa Installation de securite ferroviaire et procede associe
EP2295306A1 (fr) * 2009-09-02 2011-03-16 ALSTOM Transport SA Installation de sécurité ferroviaire et procédé associé
WO2011125074A1 (fr) * 2010-04-07 2011-10-13 Pranamesh Das Système de signalisation en continu non subordonné à des facteurs d'obstruction à la visibilité
FR2967961A1 (fr) * 2010-11-29 2012-06-01 Etf Procede de securisation de la circulation d'un train ou engin sur une voie ferree.
WO2012072902A1 (fr) * 2010-11-29 2012-06-07 Europeenne De Travaux Ferroviaires (Etf) Procede de securisation de la circulation d'un train ou engin sur une voie ferree.
WO2014035268A3 (fr) * 2012-09-03 2014-11-13 Wojciech SZPRYNGER Dispositif permettant de recevoir, de traiter et de produire des signaux pour commander automatiquement un véhicule ferroviaire
CN104602983A (zh) * 2012-09-03 2015-05-06 沃伊切赫·施普林格 用于接收、处理和生成用于自动控制轨道车辆的信号的装置
US9428203B2 (en) 2012-09-03 2016-08-30 Wojciech Szprynger Device for receiving, processing and generating signals for automatically controlling a rail vehicle
DE102018115373A1 (de) 2017-06-30 2019-01-03 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zur infrastrukturlosen Detektion einer Überfahrt eines Gleisabschnitts durch ein Schienenfahrzeug
EP3431362A2 (fr) 2017-06-30 2019-01-23 Deutsches Zentrum für Luft- und Raumfahrt e.V. Procédé de détection sans infrastructure d'un passage sur un tronçon de voie d'un véhicule ferroviaire
DE102019118767A1 (de) * 2019-07-11 2021-01-14 Deutsche Bahn Ag Verfahren zur Positionserkennung eines Schienenfahrzeugs auf einem Schienenverkehrsweg sowie Schienenverkehrsweg, eingerichtet zur Durchführung eines solchen Verfahrens
DE102021134141A1 (de) 2021-12-21 2023-06-22 Deutsches Zentrum für Luft- und Raumfahrt e.V. Funksystem für ein Schienenfahrzeug zur Eigenlokalisierung
DE102021134141B4 (de) 2021-12-21 2024-07-18 Deutsches Zentrum für Luft- und Raumfahrt e.V. Funksystem für ein Schienenfahrzeug zur Eigenlokalisierung
CN114954573A (zh) * 2022-03-28 2022-08-30 江苏杰泽罗通信科技有限公司 一种基于无线通信网络的列车调度系统及其工作方法
WO2023217458A1 (fr) * 2022-05-13 2023-11-16 Siemens Mobility Ag Procédé de transmission de télégramme de données à une unité embarquée de véhicule ferroviaire

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ES2308365T3 (es) 2008-12-01
DE102004063049A1 (de) 2006-07-13
DE502005004569D1 (de) 2008-08-14
EP1674371B1 (fr) 2008-07-02

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