EP2114746A1

EP2114746A1 - Anticollision control system for a vehicle

Info

Publication number: EP2114746A1
Application number: EP07730934A
Authority: EP
Inventors: Regis Degouge; Laurent Pinori; Stephane Callet
Original assignee: Siemens Transportation Systems GmbH and Co KG; Siemens Transportation Systems SAS
Current assignee: Siemens AG Oesterreich; Siemens Transportation Systems SAS
Priority date: 2007-02-07
Filing date: 2007-02-07
Publication date: 2009-11-11
Anticipated expiration: 2027-02-07
Also published as: US20100090069A1; EP2114746B1; US8321079B2; ATE471859T1; ES2347713T3; CA2677348A1; BRPI0721194B1; WO2008096048A1; BRPI0721194A2; CN101626937A; KR101087407B1; DE602007007366D1; CN101626937B; DK2114746T3; KR20100004950A; PL2114746T3

Abstract

An anti-collision control system for one or more vehicles fitted with an onboard automatic pilot (self-guiding) allowing for bi-directional movements on a single track under the control of a ground-based automated traffic control unit of the CBTC (Communication Based Train Control) type. The system includes: a signaling control unit of the AWS (Auxiliary Wayside System) type for controlling ground signals on a section of a single-direction circulation lane; a first default control means based on which the signaling control unit imposes a single-direction movement to the vehicle running on the section of a single-direction circulation lane in order to avoid any collision with another vehicle controlled solely by the signaling control unit of the AWS type, i.e. independently from the ground-based automated traffic control unit.

Description

Anti-collision control system for a vehicle

The present invention relates to an anti-collision control system for a vehicle according to the preamble of claim 1.

The invention is particularly adapted to a vehicle, for which it is implied that various types of locomotion means are concerned, more particularly in the field of passenger transport and / or goods. Thus, rail transport such as a train and its rail cars or wagons, a tramway, but also a train on a tire, with or without rail, a trolleybus or a bus with at least one compartment are examples of the scope of the invention. In particular, some of these vehicles may comprise control or control means, commonly called controllers, which make it possible to generate or execute control applications, for example for an assisted guidance of the vehicle or even the autoguiding of the vehicle. if it does not have a driver or can get rid of it.

For the sake of clarity, the invention will be explained on an example of a vehicle, such as a first vehicle guided on a railway track. An anti-collision control system for at least this first vehicle is now known, if the vehicle is equipped with an on-board automatic pilot, allowing bidirectional movements on a single lane under the control of a traffic control unit. automated, said in the rest of the invention type ATC or CBTC ground. In this case, this guidance system is particularly well suited to a train or a shuttle without driver who can make trips back and forth on the same track or a half-turn by changing the way of monodirectional type. However, this first vehicle of an autopilot, circulates on portions of lane for which a control unit of signaling, hereafter called AWS type controls signals on the ground on a section of lane with one-way traffic, denominated later AWS TS or AWS TS. These signals can be signaling lights, controlled by electrical or mechanical relays, etc. , as a rule used for vehicles driven manually by a driver. On such AWS TS sections, there is a first default command mode in which the AWS signaling control unit imposes a one-way movement on each vehicle moving on the AWS TS one-way traffic channel section (the single direction is commanded by the AWS signaling control unit). In short, the AWS signaling control unit imposes a control priority on the CBTC automated traffic control unit, in particular so as to avoid a collision of the first vehicle with another vehicle without autopilot and yet traveling on the same track as the first train. This control priority can also be used to force the first vehicle equipped to respond to an order (braking, blocking, etc.) that moves on a portion of track in autopilot mode.

Thus, because of the control priority of the AWS signaling control unit on the self-guided vehicle, a first collision avoidance system is known, so as to limit trips in opposite directions of the self-guided vehicle which could jeopardize other vehicles coming closer. This safety effect control priority, however, restricts the bi-directional movement of the first self-guided vehicle. Two known examples illustrating the priority control are then given by the following figures:

Figure 1: an anti-collision system suitable for autopilot vehicles and manual steering vehicles,

Figure 2: an anti-collision system adapted for autopilot vehicles.

FIG. 1 represents a (railroad) track on which two first self-guided vehicles ATl, AT2 and two other manually guided MT1, MT2 vehicles move, via at least one AWS-type signaling control unit comprising "manual" type signals. Sl, S2, S22, S3, S4, S5 (eg green / red blocking lights). The first two ATl, MTl vehicles of different types - automatic and manual - are on an AWS TSl channel section (AWS-TS type) which itself may be controllable by an automated CBTC traffic control unit (no. represented) on the same portion of CBTC TSl (of type CBTC TS) in one direction or another. Due to the presence of the two vehicles AT1, MT1 on this shared portion AWS TS1, CBTC TS1, the control priority of the AWS signaling control unit (not shown) predominates over the automated traffic control unit CBTC, so as to maintain a strictly monodirectional circulation for the two vehicles MT1, AT1 even if the self-driving AT1 vehicle has the ability to drive in opposite directions on the track. Thus, the initially self-guiding AT1 vehicle is fully controlled by the AWS signaling control unit.

A second AWS TS2 channel section controlled by an AWS-type signaling control unit is juxtaposed to the previous AWS TSl portion of the same AWS type, however through a TR12 transit zone only under the control of the AWS TS2 AWS signaling control unit or a other similar network. The transit zone TR12 comprises, according to FIG. 1, a self-traveling type vehicle AT2 moving towards the second section of AWS channel TS2, on which a manually controlled vehicle MT2 is controlled by an AWS-type signaling control unit. The AWS TS12 road zone has no link to any CBTC automated traffic control unit, so the same autoguidable AT2 vehicle remains under control of the AWS-type signaling control unit on which it is moving. . In FIG. 1 and analogously to the first channel section, a portion of CBTC channel TS2 is also provided for a self-guiding train at the second section of AWS channel TS2 controlled by an AWS-type signaling control unit. In particular, the self-driving vehicle AT2 is approaching the second section of AWS channel TS2 which also comprises a second MT2 vehicles of manual type and flowing in a defined direction. If this direction is the reverse of that of the first AT2 autoguibile vehicle then entering the second AWS TS2 channel section, the priority control of the AWS-type signaling control unit predominates over an autoguiding of the first autotravable vehicle AT2. If this is not the case, the signaling is permissive and allows entry and movement on the AWS AWS second AWS portion. However, on this last portion, an automated traffic control unit

CBTC will in no way change the direction of movement of the AT2 self-propelled vehicle, because it is imposed by the defined direction of the MT2 manual vehicle, which ensures that the self-driving vehicle AT2 can not collide with the MT2 manual vehicle.

Figure 2 now shows an example whose distribution of the channels is similar to that of Figure 1. In contrast, four self-propelled vehicles ATl, AT2, AT3, AT4 are present and circulate on each on the first portion CBTC TS1, the transit area TR12 and the second portion CBTC TS2. Due to the absence of manual-type vehicles and in addition to the presence of ground signaling, the first and second portions of CBTC TS1, CBTC TS2 channel are no longer under the priority control of a control unit. AWS-type signaling. In other words, on these same sections of CBTC TSl, CBTC TS2, all self-guided vehicles can be self-guided in opposite directions without risk of collision under the control of the CBTC automatic traffic control unit which guarantees all vehicles against a risk of collision. All the signals (for example of visual type) Sl, S2, S22, S3 are then inhibited / extinguished on these sections, so as not to induce a vehicle in error, contrary to the instructions of the automated traffic control unit CBTC. The signals S4, S5 are here out of CBTC type section: they are therefore still activatable by the AWS signaling control unit. If, however, a one-way manual-steering vehicle were to approach or enter a self-steering section, the AWS ground signage should be re-enabled to re-establish a one-way stop or one-way trip in the direction of the vehicle to the self-steering vehicles. manual steering. This anti-collision safety measure therefore imposes a restriction on the flexibility of movements to self-steering vehicles.

One of the main aims of the present invention is to provide a highly flexible anti-collision control system for at least a first vehicle equipped with an on-board automatic pilot.

The invention thus describes an anti-collision control system for at least a first vehicle equipped with an onboard autopilot (= self-steering), allowing bidirectional movements on a single lane under the control of an automated ground traffic control unit. , called type CBTC. The automated ground traffic control unit is generally a network (or / and subnets) having access points (for example of the WLAN type) distributed along the portable channel ( radio frequency) with the vehicle by means of an on-board router which receives the motion instructions which are physically executed by means of an on-board controller.

In particular, said system comprises: an AWS-type signaling control unit controlling ground signals on a section of one-way traffic lane,

a first default control mode in which the signaling control unit imposes a one-way movement on the vehicle traveling on the one-way traffic section of the track, so as to avoid any collision with another vehicle controlled solely by the AWS-type signaling control unit, ie independently of the ground-based automated traffic control unit.

A first advantage of the invention is that a second control mode is activatable, according to which a movement of the steered vehicle in opposite directions on at least a portion of the initially monodirectional flow-through track section can be initiated at the by means of a command priority request request from the automated traffic control unit CBTC and addressed to the AWS signaling control unit which returns a permission signal RESP (or refusal) to the request. In other words, the default control mode is punctually and temporarily variable and gives its control priority to the CBTC automated traffic control unit, if no risk of an accident with a manually controllable element will sub- sists. In this way, a self-driving vehicle can be ex- however, it is on an AWS-type section, resulting in a significant improvement in the flexibility of its bidirectional movements on an initially one-way track while ensuring a reliable collision avoidance system. After sending an allowed response to the request, the AWS signaling control unit provides a command to prohibit an entry of MT type vehicles (not CBTC-controllable) on the CBTC TS type channel.

It should be noted that the request from the automated traffic control unit CBTC addressed to the AWS signaling control unit is transmitted only under a secure guarantee of the absence of any non-controllable vehicle by the control unit. CBTC automated traffic control on or near AWS TS unidirectional traffic lane section. As a type of vehicle not controllable by the automated traffic control unit CBTC, it is a so-called MT type vehicle, which is incompatible with a control of the automated traffic control unit CBTC or is free of autopilot, because completely manually controlled such as one of MTl vehicles, MT2 of Figure 1. Thus, the mode change request according to the invention is preceded by a specific authorization to the automated traffic control unit CBTC or an ancillary control station, other than the AWS signaling control unit that is primarily "blind" in front of self-propelled vehicles. In practice, the security guarantee mentioned above is carried out (before sending the request) by an operator who controls a presence or a forecast of the "manual" type of traffic under the track section dedicated to the next changeover to the mode. automatic control (because the automated traffic is already self-controlled by the CBTC automated traffic control unit). In particular, the operator knows detection of the condition of channel sensors or other presence detectors (commonly referred to as "Channel or VDC circuits") indicating the presence of a "manual" MT-type vehicle on the intended track section.

A set of subclaims also has advantages of the invention.

Examples of implementation and application are provided using the figures described:

Figure 3: a first architecture of the anti-collision system,

Figure 4: a second architecture of the anti-collision system.

FIG. 3 describes a first architecture of the anti-collision system according to the invention for two situations respectively represented upstream and downstream of a channel Vl. Upstream of the channel Vl, a first self-driving ATl vehicle can move on an AWS channel portion. TS1 initially commanded by an AWS signaling control unit (managing the light signals S1, S2, S3, S4 represented on the ground at the channel Vl). On this portion of AWS channel TS1, the vehicle AT1 therefore flows monodirectionally from left to right under the default command mode from the AWS signaling control unit.

For the first vehicle AT1, a second control mode is then activatable, according to which its displacement in opposite directions on at least one part (for example here the portion CBTC TSO and / or the portion CBTC TSl) of section AWS TSl of initially unidirectional traffic channel AWS TSl is initiated by a request CBTC OnIy command priority request from a traffic control unit over- tomatised CBTC, ATC, and addressed to the AWS signaling control unit that returns a RESP authorization or denial signal to the request. In case of authorization accepted (response RESP positive, because no risk of collision with a vehicle with manual steering on parts CBTC TSO,

CBTC TSl), the automated traffic control unit CBTC, ATC transmits at least one instruction relating to the authorized movement to the ATl vehicle via a RAD radio link. The signals S1, S2, S22, S3, S4, S5 controlled by the AWS signaling control unit can then also be extinguished / inhibited so as not to mislead a driver of the vehicle AT1. The control mode has then completely switched according to the invention on at least one of CBTC TSO, CBTC TSl bidirectional flow.

Between the two parts upstream and downstream of the channel Vl is a transit zone TRANS which allows a connection between the channel Vl and an additional channel V2, of the same type as the channel Vl. Around this transit zone TRANS on the first channel V1, two maneuvering signals S3, S4 (that is, controllable by the AWS signaling control unit ensure the beginning or the end of a two-way flow portion so as to avoid a collision between vehicles traversing from one path to another or exiting each AWS TSl section, AWS TS2 to the TRANS transit section.

Downstream from the Vl track, a self-guided AT2 vehicle and a MT3 manual-driven vehicle travel on an AWS TS2 one-way (left-to-right) channel portion and under the default control mode of the AWS signaling control. Advantageously, the invention then makes it possible, under the sending of a request as described above, to request the introduction of CBTC sections TS2, CBTC TS3 of the initial portion AWS TS2, so as to isolate over safety distances against any collision. In the first section CBTC TS2, the first vehicle AT2 is therefore allowed to flow bidirectionally and the second section CBTC TS3, the second vehicle MT3 will circulate only one-way, if it has no autopilot onboard that can be activated in the mode of control of the automated traffic control unit CBTC.

It should be noted that the AWS Signal Control Unit centrally controls ground signals distributed along the tracks, and manages the maneuvers of all flying vehicles in "manual" mode. It is actually this control unit that receives, interprets the CBTC OnIy request and generates the RESP authorization or refusal response to an ATC control / management platform of the CBTC automated traffic control unit that allows the communication interface with potentially bi-directional vehicles. For the rest of the invention and for the sake of clarity, only the AWS and CBTC types will however be used. Likewise, the references of the portions of lanes allowing a circulation of the mono- or bidirectional vehicles will be implicitly designated by sections of the AWS TS and CBTC TS type. A list of abbreviations at the end of the description may also be consulted to guide the reader.

The CBTC request OnIy and the authorization signal RESP may advantageously be very simple, such as in the form of binary type signals adapted for at least one predefined portion CBTC TS of the unidirectional flow section AWS TS. Thus, it is possible to define ground-based electrical relays that predefine AWS TS-type channel sub-portions and switch the AWS TS type from one mode to another (= to the other type CBTC TS) thanks to the changeover. of control mode according to the invention, particularly if it is certain or foreseeable that a "manual" driving vehicle will not circulate or circulate on a sub-portion of type CBTC TS.

Of course, a logic calculator can be included in the signaling control unit and thus ensure a simple processing of the Oniy CBTC request as well as deliver a positive or negative response on the activation of a new control mode of a vehicle on a sub-portion of track (via an electrical relay).

Request of a secure nature by an operator or: The CBTC OnIy request may also include instantaneous and predictable information on the movement (location, destination, etc.) of the autopilot vehicle or not (AT, MT type). This implies that the AWS signaling control unit can establish a more complex analysis of the query. For temporary situations, the request and the response can be reformulated periodically, so as to prevent an approach or even an unexpected entry of a manual type vehicle on a CBTC TS track portion, in which case the control unit of AWS signaling resumes the command mode. The authorization signal RESP can therefore have a validity of predetermined duration by the signaling control unit AWS and remains permanently deactivatable by inhibition. Thus, the invention provides high flexibility while ensuring absolute safety in case of malfunction of any element of the collision avoidance system.

In summary, it is important that in the case of an accepted RESP authorization signal, the automated traffic control unit CBTC controls at least one CBTC TS bidirectional traffic section, provided that the control unit of AWS continues to ensure that no other MT-type vehicle with manual steering is, does not enter, does not circulate or is authorized to operate on the authorized two-way CBTC TS section or, at worst, is not in the risk approach phase of the authorized CBTC TS section.

FIG. 4 describes a second architecture of the collision avoidance system according to the invention, which is particularly well suited for a lane change (also referred to as a temporary service, for example a front-of-station service) carried out by an MT type vehicle with "manual" steering from here from a first channel V1 to a second channel V2 via a transit section TRANS, such as a switch controlled by electrical signals (here via the signaling control unit of the AWS type, but if the type of control of vehicle was automatic, the CBTC automated traffic control unit could switch to priority control mode). According to FIG. 4, the two opposite directions of possible circulation are referenced as even direction PAI or odd direction IMP. In addition, a self-propelled vehicle is listed as an AT type and a vehicle that is not autopilot-controlled or whose autopilot is inactive or defective or with which the CBTC automated traffic control unit is temporarily disconnected is listed as type MT. For the sake of clarity, the MT type vehicle concerned is only represented on a portion of track T7 in position MT2. However, it should be understood that the same vehicle travels along the course shown by the dashed arrows comprising various main positions MTO, MT1, MT2, MT3 of said vehicle.

In this example, an MT-type vehicle (MTO position) moves on the first evenly-running Vl track from a T2 section to a T4 section, both of the AWS TS type, whose T2 section is connected to the transit TRANS to the second channel V2 on a section T5. Section T4 may include a Ql platform for passenger in front of which the MT vehicle stops (position MTl) before heading towards section T2 to enter the TRANS transit zone. A ground signal S21 authorizes or blocks the MT vehicle at the transit transit area, so that the MT type vehicle can engage without risk of collision on a new section T7 of the second track V2 (position MT2). If a second vehicle had to be irretrievably in the even direction of the second lane V2 from a section T8 of section T7, the signal S21 blocked the first vehicle MT in position MT1. In the opposite case, the vehicle initially at the wharf passes through the transit zone and rejoins the T7 section of the second V2 lane.

If the MT type vehicle is in transit zone TRANS, blocking signals S8, S32 and S1, S3 are arranged upstream and downstream of the final transit section T5, so as to ensure the stopping of other vehicles. MT type, sufficiently far from the MT type vehicle arriving on section T7. Thus, in the event of a collision risk between these MT type vehicles, the signaling control unit is in control mode.

If, however, while the MT type vehicle is in transit zone TRANS to arrive at the section T7, other AT type vehicles on the second channel V2 (and controlled according to the invention by the new control mode via an automated traffic control unit CBTC) must be properly blocked to avoid collisions. Of course, it is possible to cancel the CBTC type control mode in order to manage the situation with the unique signaling for AT and MT type vehicles, however the invention allows a more flexible traffic management by tuning. AT-type vehicles to freely circulate automatically (without signaling) in a delimited zone T8 following section T7 (signaling) in the even direction. On this zone delimited T8, an AT type vehicle will automatically be locked under control of the automated traffic control unit CBTC and therefore will not dock the arrival section T7 of the first vehicle MT from the transit area TRANS.

After arrival of the first MT vehicle on section T7, its direction of traffic on the second lane V2 can be defined as even, with the aim of reaching a new passenger quay Q2 located on a section T3, separated from section T7 by the transit end zone TRANS, T5 which should be secured as to a new vehicle arrival of the first route Vl.

Two cases can then arise:

- in order to block any other MT-type vehicle from traveling in the odd direction towards the first MT-type vehicle coming from its position MT2 in the even direction or at the stop in section T3 (at the level of the platform Q2), AWS-type signaling control unit restores a one-way traffic direction on the second channel V2 in the even direction. This implies in this example that a vehicle blocking signal Sl already launched in the odd direction (to be deactivated because the even direction is chosen) must be placed sufficiently far from the platform Q2, in order to take into account the distance of braking (sliding zone) of the vehicle to be stopped. This operation is completely feasible using the AWS signaling control unit.

however, in order to block any other vehicle now of type AT to move in the odd direction in direction of the first MT type vehicle resulting from its position. MT2 in the even direction or stopped in section T3 (at platform Q2), the invention makes it possible to stop the AT type vehicle automatically before the Q2 platform (control mode by the control unit signaling is then inoperative). Thus, there is no surprise effect for an AT-type vehicle driver, unlike that of an MT-type vehicle which, in its odd (undesired) direction, passes through the blocking signal. Sl and will have to brake hard to stop before Q2.

The invention can therefore be advantageously used for a secure locking end of the AT type vehicle, in this sense the automated traffic control unit CBTC prohibits the first vehicle AT traffic or access to a portion T3 of authorized section bidirectional CBTC TS if the first vehicle AT and the second vehicle MT (destined for the platform Q2) are in mutual approach, especially if the second vehicle MT reaches the portion T3 before the first vehicle AT.

In order to allow a mixture of these two cases, FIG. 4 presents a first advantage which consists in having a CBTC section TS at the level of the section T3 (platform Q2). Therefore, and according to the invention, since a switch of the control mode on the automated traffic control unit is provided on the T3 section, no AT type vehicle will be able to cause a collision with the first vehicle at or on the quay. On the other hand, a precaution comes from the provision of a section Tl, which may be of AWS TS type, between the TS CBTC type TS section and the T3 (Q2 quai) also CBTC TS type. This has the effect of allowing a stopping distance of any MT-type vehicle by the signaling at the section T1 as the approach area of the platform Q2 on which a vehicle enters or is parked. This also ensures that an AT type vehicle in odd direction can not reach the intermediate section T3 protected according to the invention. In summary, it is possible to juxtapose portions of the CBTC TS, AWS TS type when approaching a colliding zone with a vehicle, in order to be able to ensure collision avoidance of this vehicle with a mix of AT, MT types. other vehicles.

Thus, by introducing CBTC TS sections for an AWS / CBTC mixed network, a first increase in traffic flexibility is achieved, because AT-type vehicles can enjoy their bidirectionality without the need for ground signaling that would prevent them from being used. on portions that are secured in a conventional way. This aspect makes it possible to adapt an automated traffic control network.

CBTC more flexibly to an already existing AWS signaling control unit. MT vehicles are also not endangered by autopilot vehicles.

In the event of a failure of an onboard control in an AT type vehicle (ie the vehicle is suddenly comparable to an MT type vehicle), the AWS signaling control unit may activate braking, blocking or compulsory one-way traffic of this AT vehicle at the periphery (section Tl) of the T3 section authorized to bidirectional circulation of CBTC TS type. The AWS TS type T1 section thus provides control over vehicles that are exempt from autopilot or forced to be manually controlled.

It is also understood that the present collision avoidance system is not limited to a single CBTC automated traffic control unit. The AWS signaling control unit includes an interoperability adapter to evaluate the priority of several requests (under previous security guarantees) from a plurality of CBTC automated traffic control units, which may have in particular different control protocols. Similarly, the terminology "AWS signaling control unit" means a signaling network and / or signaling subnetworks (associated with ground signals) controlled by at least one AWS signaling control unit.

List of abbreviations

AT automatic steering vehicle ( "Automatic Train") ATC automated traffic controller ( "Automatic Train ^'Control")

AWS Signaling Control Unit ("Auxiliary Way-side System" also known as "Interlocking") AWS TS traffic section controlled by AWS or IXL ("Traffic

Section handled by AWS ") CBTC Automated Traffic Control Unit (" Communication Based Train Control ")

CBTC TS traffic section controlled by CBTC ("Traffic Section handled by CBTC")

MT manual-driven vehicle TS section of traffic or portion of track ("Traffic Section")

Indices added to the abovementioned basic abbreviations, such as for AT1, AT2 or MT1, MT2 or AWS TS1, AWS TS2 or CBTC TS1, CBTC TS2, etc., indicate that an element falls within the category designated by the basic abbreviation.

Claims

claims

1. Anti-collision control system for at least one first vehicle (AT) equipped with an automatic autopilot, allowing bidirectional movements on a single lane under the control of an automated traffic control unit (ATC, CBTC) on the ground, said system comprising:

- a signaling control unit (AWS) controlling ground signals (Sl, S12, ...) on a one-way traffic channel section (AWS TS),

a first default command mode in which the signaling control unit (AWS) imposes a one-way movement on the vehicle traveling on the one-way traffic section (AWS TS), characterized in that, a second command mode is operable, wherein a vehicle movement (AT) in opposite directions on at least a portion (CBTC TS) of the initially unidirectional traffic channel section (AWS TS) is initiated by a request for (CBTC OnIy) control priority from the automated traffic control unit (CBTC) and addressed to the signaling control unit (AWS) which returns an authorization signal (RESP) to the request.

2. System according to claim 1, wherein the request (CBTC OnIy) and the authorization signal (RESP) are binary type signals adapted for at least a predefined portion of the unidirectional circulation section (AWS TS).

3. System according to claim 1 or 2, for which the query (CBTC OnIy) is initiated under secure guarantee No Vehicle (MT) on or near the initially unidirectional traffic lane section (AWS TS) and if the said vehicle (MT) is incompatible with a control from the traffic control unit automated (CBTC).

4. System according to one of claims 1 to 3, for which the response (RESP) is delivered by a relay or a logic calculator of the signaling control unit (AWS).

5. System according to one of claims 1 to 4, for which in the case of an authorized authorization signal (RESP), the automated traffic control unit (CBTC) controls at least one authorized section with bidirectional circulation (CBTC). TS), provided the signaling control unit (AWS) guarantees that no other vehicle ^Λ (MT) with manual piloting travels or be authorized for use on the section authorized to bi-directional traffic (CBTC TS).

6. System according to claim 5, wherein the automated traffic control unit (CBTC) prohibits the first vehicle (AT) traffic or access to a portion (T3) section allowed two-way traffic (CBTC TS) if the first vehicle (AT) and the second vehicle (MT) are in mutual approach, in particular if the second vehicle (MT) reaches the portion (T3) before the first vehicle (AT).

7. System according to one of claims 5 or 6, wherein the second vehicle (MT) with manual control is either free of autopilot or is equipped with an autopilot onboard which can be deactivated or defective or with which the control unit automated traffic (CBTC) is temporarily disconnected.

8. System according to one of claims 4 to 7, wherein the signaling control unit (AWS) controls active elements or visual signals for the braking or blocking of the second vehicle (MT) on or in a periphery of ^Λ authorized section (T3) with bidirectional circulation (CBTC TS).

9. System according to one of claims 4 to 8, wherein the signaling control unit (AWS) activates elements or signals for braking, blocking or compulsory one-way traffic of the first vehicle (AT) at the periphery (Tl) of an authorized section (T3) with bidirectional circulation (CBTC TS).

The system of one of claims 4 to 9, wherein the signaling control unit (AWS) comprises an interoperability adapter for evaluating the priority of a plurality of requests from a plurality of automated traffic control units ( CBTC), which can have in particular different control protocols.

11. System according to one of the preceding claims, for which the authorization signal (RESP) has a validity of predetermined duration by the signaling control unit (AWS) and remains permanently deactivable by inhibition.

12. System according to one of the preceding claims, wherein the vehicles are public transport, such as guided buses, trams, trolleybuses, trains or other railway units.

System according to one of the preceding claims, for which pairs of juxtaposed sections (AWS TS, CBTC TS) are introduced at a collision risk zone initially controlled by the signaling control unit (AWS) or by Automated Traffic Control Unit (CBTC).