EP2114746B1 - Anticollision control system for a vehicle - Google Patents

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

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 cars or railcars, a tramway, but also a train on tire, with or without rail, a trolleybus or a bus to 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 known as controllers, which make it possible to generate or execute control applications, for example for 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 onboard automatic control, allowing bidirectional movements on a single lane under the control of an automated traffic control unit, 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 signaling control unit, hereafter called AWS type controls signals on the ground on a section of lane with one-way traffic, denominated by the AWS TS or AWS TS. These signals may be signal 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, particularly so as to avoid a collision of the first vehicle with another vehicle without autopilot and yet moving 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 that could endanger other vehicles. getting closer. This safety effect control priority, however, restricts the bi-directional movement of the first self-guided vehicle.

Figure 1 :

un système anticollision adapté pour des véhicules à pilotage automatique et des véhicules à pilotage manuels,

Figure 2 :

un système anticollision adapté pour des véhicules à pilotage automatique.

Two known examples illustrating the priority control are then given by the following figures:

Figure 1 :

an anti-collision system suitable for self-propelled vehicles and manual steering vehicles,

Figure 2:

an anti-collision system adapted for autopilot vehicles.

The figure 1 represents a track (railway) on which move two first self-guided vehicles AT1, AT2 and two other vehicles MT1, MT2 guided manually, via at least one AWS-type signaling control unit comprising "manual" type signals S1, S2 , S22, S3, S4, S5 (eg green / red blocking lights). The first two AT1, MT1 vehicles of different types - automatic and manual - are on an AWS TS1 channel section (AWS TS type) which itself may be controllable by an automated CBTC traffic control unit (no shown) on the same portion of CBTC TS1 (CBTC TS type) 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 autoguidable 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 with the previous AWS TS1 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 the figure 1 a self-driving AT2 vehicle traveling to the second AWS TS2 channel section, on which a manually controlled MT2 vehicle is controlled by an AWS-type signaling control unit. AWS TS12 does not have any link to any CBTC automated traffic control unit, so the same autoguidable AT2 vehicle remains under control of the AWS-type signaling control unit it is traveling on. In the figure 1 and analogously to the first channel section, a CBTC channel portion TS2 is also provided for a self-driving train at the second AWS TS2 channel section controlled by an AWS type of 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 latter portion, an automated traffic control unit CBTC can in no way change the direction of movement of the AT2 self-steering vehicle, because it is imposed by the defined direction of the MT2 manual vehicle, which ensures that the vehicle autoguidable AT2 can not collide with the MT2 manual vehicle.

Figure 2 now represents an example whose channel distribution is similar to that of the figure 1 . However, four self-propelled vehicles AT1, 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 signaling control unit of AWS type. In other words, on these same sections of CBTC TS1, CBTC TS2, all self-guided vehicles can be self-guided in opposite directions without risk of collision under the control of the automated traffic control unit CBTC which guarantees all vehicles against a risk of collision. All the signals (for example of the visual type) S1, 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.

• une unité de contrôle de signalisation de type AWS commandant des signaux au sol sur une section de voie à circulation monodirectionnelle,
• un premier mode de commande par défaut selon lequel l'unité de contrôle de signalisation impose un mouvement monodirectionnel au véhicule se déplaçant sur la section de voie à circulation monodirectionnelle, de façon à éviter toute collision avec un autre véhicule commandé uniquement par l'unité de contrôle de signalisation de type AWS, c'est-à-dire indépendamment de l'unité de contrôle de trafic automatisé au sol.

In particular, said system comprises:

• an AWS-type signaling control unit controlling ground signals on a section of a one-way traffic lane,
• a first default control mode in which the signaling control unit imposes 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 traffic control unit. AWS-type signaling control, ie independent of the automated ground traffic control unit.

A first advantage of the invention is that a second control mode is activatable, according to which a displacement of the steering vehicle in opposite directions on at least a portion of the initially monodirectional flow-through track section can be initiated by means of a control 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 switchable and gives its control priority to the automated traffic control unit CBTC, if no risk of accident with a manually controllable element remains. In this way, a self-driving vehicle can be exceptionally self-guided, while 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 CBTC automated traffic control unit and sent to the AWS signaling control unit is transmitted only under a secure guarantee of the absence of any non-controllable vehicle by the 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, incompatible with a control of the automated traffic control unit CBTC or without automatic piloting. because it is completely manually driven, such as one of the MT1, MT2 vehicles of the figure 1 . Thus, the mode switching request according to the invention is preceded by an authorization specific to the automated traffic control unit CBTC or an ancillary control station, other than the AWS signaling control unit which is mainly "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 from the condition of sensors to the channels or other presence detectors (commonly referred to as "Track or VCT") indicating the presence of a "manual" MT-type vehicle on the intended track section.

A set of subclaims also has advantages of the invention.

Figure 3 :

une première architecture du système anticollision,

Figure 4 :

une deuxième architecture du système anticollision.

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.

Figure 3 describes a first architecture of the collision avoidance system according to the invention for two situations respectively represented upstream and downstream of a channel V1. Upstream of the V1 channel, a first self-driving AT1 vehicle can move on an AWS TS1 channel portion initially controlled by an AWS signaling control unit (managing the light signals S1, S2, S3, S4 represented on the ground at track V1). On this portion of AWS TS1 channel, the AT1 vehicle therefore circulates 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 a part (for example here the CBTC portion TS0 and / or the CBTC portion TS1) of the AWS section TS1 of initially unidirectional traffic channel AWS TS1 is initiated by a CBTC Only command priority request request from an automated traffic control unit CBTC, ATC, and addressed to the AWS signaling control unit that returns a RESP authorization or denial signal to the request. If an authorization is accepted (positive RESP response, because no risk of collision with a manually operated vehicle on CBTC parts TS0, CBTC TS1), the automated traffic control unit CBTC, ATC transmits at least one instruction relating to the authorized movement to the vehicle AT1 via a RAD radio link. The signals S1, S2, S22, S3, S4, S5 controlled by the AWS signaling control unit can then also be turned off / 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 portions TS0, CBTC TS1 bidirectional circulation.

Between the two parts upstream and downstream of the channel V1 is a transit zone TRANS which allows a connection between the channel V1 and an additional channel V2, of the same type as the channel V1. Around this transit zone TRANS on the first channel V1, two operating signals S3, S4 (that is to say, controllable by the AWS signaling control unit ensure the beginning or the end of the two-way flow portion of to avoid a collision between vehicles crossing from one lane to another or exiting each AWS TS1, AWS TS2 section to the TRANS transit section.

Downstream of track V1, a self-guided AT2 vehicle and a manually driven MT3 vehicle travel on a portion of AWS TS2 one-way (left to right) 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.

On the first section CBTC TS2, the first vehicle AT2 is therefore allowed to flow bidirectionally and on the second CBTC section TS3, the second vehicle MT3 will circulate only one-way, if it has no onboard autopilot can be activated under the command mode of the CBTC automated traffic control unit.

It should be noted that the AWS signaling 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 Only 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 Only request 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 CBTC Only 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 Only request may also include instantaneous and predictable information on the movement (location, destination, etc.) of the autopilot or non-autopilot vehicle (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 AWS signaling control unit 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.

Figure 4 discloses a second architecture of the collision avoidance system according to the invention, particularly well adapted for a change of lane (also called temporary service, for example from the front-station) realized by a vehicle of type MT with "manual" steering from here d 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 vehicle control was automatic, the CBTC automated traffic control unit could switch to priority control mode). According to figure 4 , the two opposite directions of possible circulation are referenced as the 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 path shown by the dashed arrows comprising various main positions MT0, MT1, MT2, MT3 of said vehicle.

In this example, an MT type vehicle (MT0 position) moves on the first evenly initial V1 track from a T2 section to a T4 section, both of the AWS TS type, whose T2 section is connected to the T4 section. transit TRANS leading to the second channel V2 on a section T5. Section T4 may include a Q1 pier for passengers in front of which the vehicle MT stops (position MT1) before starting towards the section T2 to enter the transit zone TRANS. 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 or irreparably approach in the even direction of the second channel V2 from a section T8 of section T7, the signal S21 blocks 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 case of risk of collision between these vehicles type MT, 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 to manage the situation with the single signaling for AT and MT type vehicles, however the invention allows a more flexible traffic management by granting vehicles of type AT to circulate freely in an automated way (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 channel V1.

• afin de bloquer tout autre véhicule de type MT de circuler dans le sens impair en direction du premier véhicule de type MT issu de sa position MT2 dans le sens pair ou à l'arrêt en section T3 (au niveau du quai Q2), l'unité de contrôle de signalisation de type AWS rétablit un sens monodirectionnel de circulation sur la deuxième voie V2 dans la sens pair. Ceci sous-entend dans cet exemple, qu'un signal de blocage S1 de véhicule déjà lancé dans le sens impair (à désactiver car le sens pair est choisi) doit être placé suffisamment loin du quai Q2, afin de prendre en compte la distance de freinage (zone de glissement) du véhicule à arrêter. Cette opération est complètement faisable au moyen de l'unité de contrôle de signalisation AWS.
• afin de bloquer toutefois tout autre véhicule maintenant de type AT de circuler dans le sens impair en direction du premier véhicule de type MT issu de sa position MT2 dans le sens pair ou à l'arrêt en section T3 (au niveau du quai Q2), l'invention permet d'arrêter le véhicule de type AT automatiquement avant le quai Q2 (le mode de commande par l'unité de contrôle de signalisation est alors inopérant). Ainsi, il n'y a pas d'effet surprise pour un conducteur de véhicule de type AT, à l'inverse de celui d'un véhicule de type MT qui sur sa lancée en sens impair (non souhaitée) traverse le signal de blocage S1 et devra brutalement freiner pour s'arrêter avant le quai Q2.
  L'invention peut donc être avantageusement utilisée à une fin de blocage sécurisé du véhicule de type AT, en ce sens l'unité de contrôle de trafic automatisé CBTC interdit au premier véhicule AT la circulation ou l'accès sur une portion T3 de section autorisée à circulation bidirectionnelle CBTC TS si le premier véhicule AT et le deuxième véhicule MT (se destinant vers le quai Q2) sont en approche mutuelle, en particulier si le deuxième véhicule MT atteint la portion T3 avant le premier véhicule AT.

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), the AWS-type signaling control unit restores a one-way traffic direction on the second V2 path in the even direction. This implies in this example that a vehicle blocking signal S1 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.
• in order, however, to block any other vehicle now of type AT from traveling in the odd direction towards the first vehicle of type MT coming from its position MT2 in the even or stationary direction in section T3 (at the level of the platform Q2), the invention makes it possible to stop the AT type vehicle automatically before the platform Q2 (the control mode by the control unit of 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. S1 and will have to braked 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 Q2 platform) are in mutual approach, especially if the second MT vehicle reaches the T3 portion before the first AT vehicle.

In order to allow a mix of these two cases, the figure 4 has a first advantage that is to have CBTC section TS at section T3 (Q2 dock). 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 T1, which may be of AWS TS type, between the CBTC TS type T0 section and the T3 (Q2 platform) also type CBTC TS. This has the effect of allowing a stopping distance of any MT-type vehicle by the signaling at the T1 section as the approach area of the Q2 platform 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 collision 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 a more flexible CBTC automated traffic control network 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 on-board control unit in an AT-type vehicle (ie the vehicle is suddenly comparable to an MT-type vehicle), the AWS signaling control unit can activate braking, blocking or compulsory one-way traffic of this AT vehicle at the periphery (section T1) of the T3 section authorized for CBTC two-way traffic. The T1 section of AWS TS type thus ensures a control on vehicles exempt from an autopilot or forced to be controlled manually.

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

self-propelled vehicle ("Automatic Train")

ATC

Automated Traffic Control ("Automatic Train Control")

AWS

signaling control unit ("Auxiliary Wayside 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 --- TS

'Manual train' means a traffic section or portion of a lane ("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 (13)

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

   - a signalling control unit (AWS) controlling ground-based signals (S1, S12, ...) on a track section with monodirectional running (AWS TS),

   - a first default control mode according to which the signalling control unit (AWS) imposes a monodirectional movement on the vehicle moving on the monodirectional running track section (AWS TS),

   characterised in that
   a second control mode can be activated, according to which a movement of the vehicle (AT) in opposite directions on at least one part (CBTC TS) of the track section of an initially monodirectional running nature (AWS TS) is initiated by a request (CBTC Only) for control priority coming from the automated traffic control unit (CBTC) and sent to the signalling control unit (AWS) which returns an authorisation signal (RESP) to the request.
2. System according to claim 1, for which the request (CBTC Only) and the authorisation signal (RESP) are binary-type signals appropriate for at least a predefined portion of the monodirectional running section (AWS TS).
3. System according to claim 1 or 2, for which the request (CBTC Only) is initiated under the safety guarantee of an absence of a vehicle (MT) from the track section of an initially monodirectional running nature (AWS TS) or from its neighbourhood, and if said vehicle (MT) is incompatible with a control of the automated traffic control unit (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 signalling control unit (AWS).
5. System according to one of claims 1 to 4, for which, in the case of an authorisation signal (RESP) granted, the automated traffic control unit (CBTC) controls at least a bidirectional working authorised section (CBTC TS), provided the signalling control unit (AWS) guarantees that no other vehicle (MT) with manual vehicle operation is running or is being allowed to run on the bidirectional working authorised section (CBTC TS).
6. System according to claim 5, according to which the automated traffic unit control (CBTC) forbids the first vehicle (AT) from running on or accessing a part (T3) of bidirectional working authorized section (CBTC TS) if the first vehicle (AT) and the second vehicle (MT) are on mutual approach, in particular if the second vehicle (MT) reaches the part (T3) before the first vehicle (AT).
7. System according to one of claims 5 to 6, according to which the second vehicle (MT) with manual vehicle operation is either without on-board automatic vehicle operation, or is equipped with on-board automatic vehicle operation which may be deactivated or faulty, or from which the automated traffic control unit (CBTC) is temporarily disconnected.
8. System according to one of claims 4 to 7, according to which the signalling control unit (AWS) controls active elements or visual signals for the braking or blocking of the second vehicle (MT) on or in the periphery of an authorised section (T3) of bidirectional working nature (CBTC TS).
9. System according to one of claims 4 to 8, according to which the signalling control unit (AWS) activates elements or signals of braking, of blocking or of mandatory monodirectional running of the first vehicle (AT) in the periphery (T1) of an authorised section (T3) of bidirectional working nature (CBTC TS).
10. System according to one of claims 4 to 9, according to which the signalling control unit (AWS) comprises an interoperability adaptor to evaluate the priority of several requests coming from a plurality of automated traffic control units (CBTC), it being possible in particular for these to have different control protocols.
11. System according to one of the preceding claims, for which the authorisation signal (RESP) has a validity with a duration predetermined by the signalling control unit (AWS) and remains permanently able to be deactivated by inhibition.
12. System according to one of the preceding claims, for which the vehicles are mass transit vehicles, such as guided buses, tramways, trolleybuses, trains or other rail units.
13. System according to one of the preceding claims, for which pairs of juxtaposed sections (AWS TS, CBTC TS) are inserted in a zone of collision risk initially controlled by the signalling control unit (AWS) or by the automated traffic control unit (CBTC).

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