EP2531391B1 - Procédé et dispositif de contrôle de l'intégrité d'un train - Google Patents

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

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Publication number
EP2531391B1
EP2531391B1 EP11702420.8A EP11702420A EP2531391B1 EP 2531391 B1 EP2531391 B1 EP 2531391B1 EP 11702420 A EP11702420 A EP 11702420A EP 2531391 B1 EP2531391 B1 EP 2531391B1
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EP
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Prior art keywords
tims
train
data
tim
exchange
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Application number
EP11702420.8A
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German (de)
English (en)
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EP2531391A1 (fr
Inventor
Jens Braband
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • 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 train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or 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 trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or 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 trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/023—Determination of driving direction of vehicle or train

Definitions

  • the invention relates to a method and a device for monitoring the train integrity, wherein train integrity module TIM data arranged at least in a part of the train of the train and recognizing its affiliation with the outgoing train based on predetermined data stability criteria, wherein the TIM sensor data, in particular with regard to speed, position and direction of travel exchange and the TIM recognize based on predetermined logic criteria train separation and optionally transmit the sensor data to a control center.
  • train integrity module TIM data arranged at least in a part of the train of the train and recognizing its affiliation with the outgoing train based on predetermined data stability criteria, wherein the TIM sensor data, in particular with regard to speed, position and direction of travel exchange and the TIM recognize based on predetermined logic criteria train separation and optionally transmit the sensor data to a control center.
  • a connection between the locomotive and the last car is used to determine train completion.
  • This connection can be, for example, electrical, pneumatic, radio-based or optical getting produced.
  • 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 also arise with regard to interoperability, loss and management.
  • the invention has for its object to provide a method and apparatus for monitoring train completion by means of a decentralized Switzerlandnetzes, which are characterized by lower cost and improved reliability and availability.
  • the object is achieved in that the TIM recognize on the basis of a digital map shunting areas, the TIM exchange at exit from a first shunting area in a calibration phase with each other data and cyclically exchange sensor data until entering a second shunting area.
  • the TIM have a digital map with shunting areas, short-range communication means for mutual data exchange and long-range communication means for data transmission to a control center and with at least one sensor for detecting TIM-specific data, in particular speed, position and direction of travel , are connected.
  • the TIM will be equipped with a digital map, which will include the areas in which wagons may be recomposed, ie the shunting areas. No special accuracy requirements are placed on this card; All you need is a rough overview. Only outside of the shunting areas is a monitoring of train completion taking place.
  • a mutual identification of the TIM corresponding to the row of wagons on the train takes place in a calibration phase.
  • each TIM attempts to find the other TIM in its vicinity, exchanging data.
  • data can z. 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 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 for train completion by cyclically exchanging sensor data between the TIMs.
  • the distance between the individual TIMs that can be determined from the position and direction of travel is also important. Thresholds are used to determine from which deviation, z. B. in terms of distance and / or speed, the hypothesis that the TIM are in the same train is injured. All that is required is a formal verification of the existence or non-existence of the train completion hypothesis.
  • each TIM that has detected the violation will report this detected train separation to the operations control center. Based on the position report of the TIM or the train, the affected train is detected in the operations control center so that suitable operational measures can be initiated immediately.
  • Special robustness against single or multiple failures of TIM can be achieved by considering redundancies and plausibilities. For example, the failure of an adjacent TIM can be ignored if a TIM further farther in the same direction is still detected.
  • the train completion monitoring 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. In this way a quasi-global image of the train is created so that it can be determined which TIM represents the first TIM in the direction of travel and which represents the last TIM.
  • the test conditions for monitoring train completeness can thereby be simplified, but the complexity of the method and the communication overhead increase.
  • 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 location as well as the mobile radio connection to the operation control center and the local short-range wireless connection are used for the TIM function, whereby the digital map is additionally configured and the TIM function is initially configured. The monitoring of train completion then takes place autonomously. Software or map updates can be made via the existing mobile connection.
  • a TIM-equipped car during the shunting process as possible 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 level the trains. It can be assumed in the double-use variant according to claim 5 that a large percentage, z. B. 20 to 30%, a car fleet is already equipped with wireless modules, the TIM functionality would lead to a further increase in the degree of equipment.
  • FIG. 1 shows an example of a map image of a route with Shunting areas 1.1, 1.2, 1.3, which are stored in a - possibly already existing - wireless module to upgrade this to a Train Integrity Module - TIM - 2.1, 2.2, 2.3, 2.4.
  • the TIM 2.1, 2.2, 2.3, 2.4 is also equipped with initialization software, allowing autonomous train completion monitoring.
  • a calibration phase is projected in which, immediately after the exit from a shunting area 1.1, 1.2, 1.3, a data exchange takes place between the TIM 2.1, 2.2, 2.3, 2.4 distributed according to the series of wagons in the shunting area 1.1, 1.2 or 1.3 ,
  • the TIM 2.1, 2.2, 2.3, 2.4 recognize their affiliation with the outgoing train 3.
  • data provided with time stamps relating to speed 4, position and direction of travel are exchanged. From the position and heading data, the TIM 2.1, 2.2, 2.3, 2.4 determine their mutual distance 5.
  • the data can be determined for example by means of GNSS - Global Navigation Satelite System - receiver.
  • the first car 6.1 can be the locomotive of the train 3. It can be seen that 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 cluster 7.1, 7.2, and 7.3 during the calibration phase. The clusters 7.1, 7.2 and 7.3 may overlap, so that the communication chain does not break even if one or more TIM 2.1, 2.2, 2.3, 2.4 fails.
  • 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 cellular connection is used, while for short-range communication between the TIM 2.1, 2.2, 2.3, 2.4 preferably a wireless connection is used.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (5)

  1. Procédé de contrôle de l'intégrité d'un train, dans lequel des Train Integrity Moduls - TIM - (2.1, 2.2, 2.3, 2.4) disposés dans une partie des voitures (6.1, 6.2, 6.3, 6.4, 6.5) du train (3) échangent des données et reconnaissent leur appartenance au train (3) sortant, les TIM (2.1, 2.2, 2.3, 2.4) échangeant des données de capteur, notamment en ce qui concerne la vitesse (4), la position et le sens de marche, et les TIM (2.1, 2.2, 2.3, 2.4) reconnaissant une séparation du train au moyen de critères logiques donnés à l'avance et transmettant, le cas échéant, les données de capteur à un poste central de commandement,
    caractérisé en ce que
    les TIM (2.1, 2.2, 2.3, 2.4) reconnaissent des zones (1.1, 1.2, 1.3) de shunting au moyen d'une carte numérique, les TIM (2.1, 2.2, 2.3, 2.4) échangeant, lors de la sortie d'une première zone (1.1, 1.2, 1.3) de shunting dans une phase d'étalonnage, des données entre eux et échangeant cycliquement des données de capteur jusqu'à l'entrée dans une deuxième zone (1.3, 1.2, 1.1) de shunting.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    les TIM (2.1, 2.2, 2.3, 2.4) forment, dans la phase d'étalonnage, des groupements (7.1, 7.2, 7.3) conformément à leur portée de données.
  3. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    les TIM (2.1, 2.2, 2.3, 2.4) acheminent au deuxième TIM (2.4, 2.3, 2.2, 2.1) des données de capteur reçues par le premier TIM (2.1, 2.2, 2.3, 2.4).
  4. Dispositif pour la mise en oeuvre du procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    les TIM (2.1, 2.2, 2.3, 2.4) ont une carte numérique ayant des zones (1.1, 1.2, 1.3) de shunting, des moyens de communication en zone proche pour l'échange de données mutuelles, ainsi que des moyens de communication en zone lointaine pour la transmission de données à un poste central de commandement et sont reliés à au moins un capteur de détection de données spécifiques aux TIM, notamment de la vitesse (4), de la position et du sens de marche.
  5. Dispositif suivant la revendication 4,
    caractérisé en ce que
    les TIM (2.1, 2.2, 2.3, 2.4) sont constitués sous la forme de modules sans fil conçus conformément au procédé et prévus en soi pour d'autres fonctionnalités.
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 EP2531391A1 (fr) 2012-12-12
EP2531391B1 true EP2531391B1 (fr) 2014-03-05

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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)

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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 (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3228519A1 (fr) 2016-04-04 2017-10-11 Thales Deutschland GmbH Procédé de sécurisation de supervision de l'intégrité de train et utilisation d'unités embarquées d'un système de protection de train automatique pour l'intégrité de la supervision de train
EP3699059A1 (fr) 2019-02-22 2020-08-26 Thales Deutschland GmbH Procédé de communication wagon à wagon, procédé de contrôle de l'intégrité d'un train et wagon de train

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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
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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Publication number Priority date Publication date Assignee Title
EP3228519A1 (fr) 2016-04-04 2017-10-11 Thales Deutschland GmbH Procédé de sécurisation de supervision de l'intégrité de train et utilisation d'unités embarquées d'un système de protection de train automatique pour l'intégrité de la supervision de train
WO2017174541A1 (fr) 2016-04-04 2017-10-12 Thales Deutschland Gmbh Procédé de surveillance sécurisée de l'intégrité d'un train et utilisation d'unités embarquées d'un système de protection automatique de train pour surveiller l'intégrité d'un train
EP3699059A1 (fr) 2019-02-22 2020-08-26 Thales Deutschland GmbH Procédé de communication wagon à wagon, procédé de contrôle de l'intégrité d'un train et wagon de train
US11584411B2 (en) 2019-02-22 2023-02-21 Thales Management & Services Deutschland Gmbh Method for wagon-to-wagon communication, method for controlling integrity of a train and train wagon

Also Published As

Publication number Publication date
US20120303188A1 (en) 2012-11-29
CN102741108A (zh) 2012-10-17
RU2012137230A (ru) 2014-03-10
WO2011095429A1 (fr) 2011-08-11
EP2531391A1 (fr) 2012-12-12
US9221478B2 (en) 2015-12-29
RU2556263C2 (ru) 2015-07-10
CN102741108B (zh) 2015-05-13
DE102010006949A1 (de) 2011-08-04
DE102010006949B4 (de) 2013-10-02

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