EP2531391A1 - Procédé et dispositif de contrôle de l'intégrité d'un train - Google Patents

Procédé et dispositif de contrôle de l'intégrité d'un train

Info

Publication number
EP2531391A1
EP2531391A1 EP11702420A EP11702420A EP2531391A1 EP 2531391 A1 EP2531391 A1 EP 2531391A1 EP 11702420 A EP11702420 A EP 11702420A EP 11702420 A EP11702420 A EP 11702420A EP 2531391 A1 EP2531391 A1 EP 2531391A1
Authority
EP
European Patent Office
Prior art keywords
tim
train
data
shunting
exchange
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
EP11702420A
Other languages
German (de)
English (en)
Other versions
EP2531391B1 (fr
Inventor
Jens Braband
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.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2531391A1 publication Critical patent/EP2531391A1/fr
Application granted granted Critical
Publication of EP2531391B1 publication Critical patent/EP2531391B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/021—Measuring and recording of train speed
    • 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/023—Determination of driving direction of vehicle or vehicle train

Definitions

  • the invention relates to a method and an apparatus for monitoring train completion.
  • the train completeness is monitored by means of trackside axle counters or track circuits.
  • B. FFB - radio operation - or ETCS - European Train Control System - Level 3 a shift of as many functions, such as location, is aimed at the rail vehicle.
  • Train completeness or train integrity must also be monitored on the vehicle. This applies, however, primarily trains whose cars often rearranged ⁇ to, ie in particular freight trains. When multiple units whose Wa genreihung or train length is rarely changed, usually the probability of a train separation such ge ⁇ ring that it does not require additional monitoring.
  • a connection between the locomotive and the last car is used to determine train completion.
  • This compound can be prepared game as electric, pneumatic, radio-based or optically at ⁇ .
  • a special EOTD - End of Train Device - is used. If the connection between the locomotive and the EOTD breaks, a train separation is detected.
  • the disadvantage is above all the considerable effort, in particular for project planning, since an explicit identification between the locomotive and the EOTD must take place. Problems erge ⁇ ben also with regard to interoperability, loss and Ma ⁇ management.
  • Another solution is based on the fact that all cars are equipped with a TIM - Train Integrity module. These are modules that communicate with each other wirelessly over short distances. The disadvantage here too is the considerable effort associated with interoperability problems.
  • the invention has for its object to provide a method and apparatus for monitoring train completion, which are characterized by lower cost and improved reliability and reliability.
  • the object is achieved in that at ⁇ least arranged in a part of the cars of the train Train
  • Train Integrity Module - TIM - are arranged in at least part of the cars of the train, the TIM having a digital map with shunting areas, short-range communication means for mutual data exchange and long-range communication means for data transmission to an operation control center aufwei ⁇ sen and with at least one sensor for detecting TIM -specific data, in particular speed, position and direction, are connected.
  • the TIM be with a digital map equipped kitchens ⁇ tet that the areas where cars may be rearranged, ie the shunting areas implies. No special accuracy requirements are placed on this card; All you need is a rough overview. Only outside of the shunting areas, a monitoring of Switzerland ⁇ permanence takes place. When exiting the Shunting area takes place in a
  • Calibration phase first, a mutual identification of the existing TIM according to the train of cars on the train. To do this, each TIM attempts to find the other TIM in its vicinity, exchanging data.
  • data can, for. B. be sensory determined and provided with a time stamp speed and / or position and direction. These characteristics can be obtained using GNSS Global Navigation Satalite System sensors.
  • the TIMs located on the same train identify each other. If special characteristics of the train are also exchanged, such as the speed, plausibility criteria for the mutual identification of the TIM can additionally or alternatively be used. For example, the speed transmitted by the individual TIM must match over the configured period of time.
  • formal model checking against a formal model of the train results in the hypothesis that the identified TIMs are in the same train.
  • the actual monitoring is done to train integrity by zyk ⁇ cally sensor data between the TIM to be replaced.
  • the distance between the individual TIMs which can be determined from the position and the direction of travel, is also advantageous. Thresholds are used to determine from which deviation, eg. B. in terms of distance and / or speed, the hypothesis that the TIM are in the same train is injured. Required is only a formal verification of the existence or non-existence of Switzerlandvollstän ⁇ dtechnikshypothese.
  • Special robustness against single or multiple out ⁇ cases of TIM can be achieved by taking redundancies and plausibilities into account. For example, the failure of an adjacent TIM can be ignored if a TIM further farther in the same direction is still detected. Upon entering the next shunting area, the train completion monitoring is canceled based on the map information and reinitialized upon exiting this shunting area.
  • the TIM form corresponding clusters in the calibration phase of their data range. Particularly advantageous are overlapping clusters, resulting in simple or even multiple redundancy. The method can be made even more robust if, according to claim 3, the TIM forward sensor data received from the first TIM to second TIM.
  • the device for carrying out the method can be designed particularly advantageously according to claim 5, in that the TIM are designed as a method-configured, in itself intended for other functionalities wireless modules. Suitable for this purpose are, for example, the VICOS CT modules from Siemens, which are primarily intended for the optimization of operational management. These modules are virtually misappropriated or additionally used for monitoring train completion.
  • the existing GNSS positioning and mobile communications connection to the control center and the lo ⁇ cal short-range wireless connection can be used for the TIM function, the digital map also designs and the TIM function is initially configured. The surveil ⁇ monitoring of train integrity is then performed autonomously. Wäre- software or map updates can be made via the existing mobile radio connection ⁇ .
  • a TIM-equipped trolley during the shunting process at the beginning and at the end of the train to be monitored, but also in the event that this is not possible, at least partial monitoring takes place as a function of the TIM -Equipment degree of the train. It can be assumed in the double-use variant according to claim 5 that a large percentage of sentence, z. B. 20 to 30%, a car fleet is already equipped with wireless modules with the TIM functionality would lead to a further increase in the degree of equipment.
  • the invention will be explained in more detail with reference to figurative representations. Show it:
  • Figure 1 is a map display with Shunting areas and Figure 2 shows a train configuration with modules for monitoring the Glasvoll pretechnik.
  • Figure 1 shows an exemplary map image of a stretching ⁇ guide with shunting areas 1.1, 1.2, 1.3, which in a - preferably already present - are stored wireless module around this to a Train Integrity module -, 2.1, 2.2, 2.3 - TIM 2.4 upgrade.
  • the TIM 2.1, 2.2, 2.3, 2.4 is also equipped with initialization software, allowing autonomous train completion monitoring. For this purpose, a calibration phase is projected, in which immediately after exit from a Shunting area 1.1,
  • the TIM 2.1, 2.2, 2.3, 2.4 that they belong to the outgoing train 3.
  • position and direction of travel with respect replaced.
  • the TIM 2.1, 2.2, 2.3, 2.4 determine their mutual distance 5.
  • the data can be, for example, using GNSS - Global Navigation
  • Satelite system receiver can be detected.
  • five carriages 6.1 to 6.5 have been configured to train 3 in the shunting area 1.1, 1.2 or 1.3.
  • the first car 6.1 can thereby be Loko ⁇ motive of the train.
  • the carriages 6.1, 6.3, 6.4 and 6.5 are each equipped with a TIM 2.1, 2.2, 2.3 and 2.4 respectively and that the carriage 6.2 does not have a TIM.
  • TIM 2.1, 2.2, 2.3 and 2.4 form clusters 7.1, 7.2 and 7.3 in the calibration phase.
  • the clusters 7.1, 7.2 and 7.3 may overlap, so that the
  • the actual monitoring of train completion begins.
  • measurement data relating to speed 4 and distance data 5 derived from the measurement data position and direction of travel are exchanged and evaluated on the basis of plausibility criteria.
  • it is detected for example, if the TIM 2.4 in the last car 6.5 of the train 3 due to a separation of this carriage 6.5 has a lower speed 4 with increasing distance 5 from the adjacent TIM 2.3.
  • at least the TIM 2.3 which has detected this dangerous state, at least reports its own position data to a control center.
  • a mobile radio connection is used, while for short-range communication between the TIM 2.1, 2.2, 2.3, 2.4 preferably a WLAN connection is used.

Abstract

L'invention concerne un procédé et un dispositif de contrôle de l'intégrité d'un train. Selon l'invention, des modules de contrôle de l'intégrité d'un train TIM (2.1 à 2.4) disposés dans au moins une partie des wagons (6.1 à 6.5) du train (3) détectent des zones de manoeuvre (1.1 à 1.3) au moyen d'une carte numérique, lesdits modules TIM (2.1 à 2.4) échangent des données lors d'une phase d'étalonnage à la sortie d'une première zone de manoeuvre (1.1 à 1.3) et, d'après des critères de stabilité de données prédéfinis, reconnaissent leur appartenance au train (3) sortant, puis les modules TIM (2.1 à 2.4) échangent cycliquement jusqu'à l'entrée dans une deuxième zone de manoeuvre (1.1 à 1.3) des données de détection, concernant en particulier la vitesse (4), la position et le sens de la marche, les modules TIM (2.1 à 2.4) détectant une coupure du train d'après des critères logiques prédéfinis et transmettant éventuellement les données de détection à un poste de commandement.
EP11702420.8A 2010-02-03 2011-01-27 Procédé et dispositif de contrôle de l'intégrité d'un train Active EP2531391B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010006949A DE102010006949B4 (de) 2010-02-03 2010-02-03 Verfahren und Vorrichtung zur Überwachung der Zugvollständigkeit
PCT/EP2011/051148 WO2011095429A1 (fr) 2010-02-03 2011-01-27 Procédé et dispositif de contrôle de l'intégrité d'un train

Publications (2)

Publication Number Publication Date
EP2531391A1 true EP2531391A1 (fr) 2012-12-12
EP2531391B1 EP2531391B1 (fr) 2014-03-05

Family

ID=44225647

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11702420.8A Active EP2531391B1 (fr) 2010-02-03 2011-01-27 Procédé et dispositif de contrôle de l'intégrité d'un train

Country Status (6)

Country Link
US (1) US9221478B2 (fr)
EP (1) EP2531391B1 (fr)
CN (1) CN102741108B (fr)
DE (1) DE102010006949B4 (fr)
RU (1) RU2556263C2 (fr)
WO (1) WO2011095429A1 (fr)

Cited By (1)

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US10967895B2 (en) 2016-04-04 2021-04-06 Thales Management & Services Deutschland Gmbh Method for safe supervision of train integrity and use of on-board units of an automatic train protection system for supervision train integrity

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US8942868B2 (en) * 2012-12-31 2015-01-27 Thales Canada Inc Train end and train integrity circuit for train control system
RU2614158C1 (ru) * 2015-11-18 2017-03-23 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" Система контроля целостности состава
DE102017204443B4 (de) * 2017-03-16 2022-10-27 Deutsches Zentrum für Luft- und Raumfahrt e.V. Zugüberwachungssystem
GB2560581B (en) * 2017-03-17 2019-05-22 Hitachi Rail Europe Ltd Train integrity determination
HUE058928T2 (hu) 2019-02-22 2022-09-28 Thales Man & Services Deutschland Gmbh Eljárás vasúti kocsik közötti kommunikációhoz, és eljárás a vonatok és a vasúti kocsik integritásának ellenõrzésére
CN110550070B (zh) * 2019-08-05 2021-09-28 北京全路通信信号研究设计院集团有限公司 基于轨道条件信息的预告和指示方法
DE102021211839A1 (de) 2021-10-20 2023-04-20 Siemens Mobility GmbH Verfahren zur Überwachung eines Zugverbands auf Zugtrennung
CN114407979B (zh) * 2021-12-27 2023-08-29 卡斯柯信号有限公司 一种列车完整性监测方法、装置、设备及介质
CN115402376A (zh) * 2022-08-30 2022-11-29 通号城市轨道交通技术有限公司 列车完整性检测方法及装置
EP4342765A1 (fr) * 2022-09-21 2024-03-27 Siemens Mobility GmbH Contrôle d'intégrité de train

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Also Published As

Publication number Publication date
RU2556263C2 (ru) 2015-07-10
CN102741108B (zh) 2015-05-13
US9221478B2 (en) 2015-12-29
RU2012137230A (ru) 2014-03-10
DE102010006949A1 (de) 2011-08-04
EP2531391B1 (fr) 2014-03-05
DE102010006949B4 (de) 2013-10-02
WO2011095429A1 (fr) 2011-08-11
CN102741108A (zh) 2012-10-17
US20120303188A1 (en) 2012-11-29

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