EP2660121B1 - Method for securing the movement of a railway vehicle, and railway vehicle - Google Patents

Method for securing the movement of a railway vehicle, and railway vehicle Download PDF

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Publication number
EP2660121B1
EP2660121B1 EP13166525.9A EP13166525A EP2660121B1 EP 2660121 B1 EP2660121 B1 EP 2660121B1 EP 13166525 A EP13166525 A EP 13166525A EP 2660121 B1 EP2660121 B1 EP 2660121B1
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EP
European Patent Office
Prior art keywords
speed
maximum
vehicle
authorized
function
Prior art date
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EP13166525.9A
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German (de)
French (fr)
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EP2660121A1 (en
Inventor
Brice Andre
Michel Rousseau
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Priority to PL13166525T priority Critical patent/PL2660121T3/en
Publication of EP2660121A1 publication Critical patent/EP2660121A1/en
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    • B61L15/0062—
    • 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
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using European Train Control System [ETCS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

Definitions

  • the present invention relates to a method for securing the movement of a railway vehicle, the method comprising the following step: the reception by the vehicle of a maximum section that the vehicle is authorized to travel, and a railway rail vehicle comprising: less a device for determining the instantaneous speed of the railway vehicle, an information receiving device capable of receiving a maximum section that the vehicle is authorized to travel, a controller capable of controlling the speed of the railway vehicle by using the information received by the receiving device and a braking system connected to the controller.
  • ETCS European Train Control System
  • PZB 90 Punktförmige Switzerlandbeein kgung
  • speed or braking curves as a function of the position of the train define a maximum authorized speed for the train at each point of the track. If this speed is exceeded, after one or more warnings, the system automatically brakes the train to stop it.
  • a movement authority "Movement authority” is provided to the train in the form of a maximum section that the train is allowed to travel from a position of a beacon that it has previously crossed and from maximum speeds allowed on this section of track depending on the position of the train.
  • a curve or speed profile depending on the position of the train is calculated on board this train. This curve is specific to this train and to the line profile on which it circulates. It is determined according to the braking performance of the train, to guarantee its stop before the end of its movement authority.
  • Such systems require a sophisticated odometer function on board the train to determine as accurately as possible the instantaneous position of the train in order to control its maximum permitted speed at that position.
  • the realization of an odometric system is complex and, in order to guarantee an acceptable level of security for such systems, it is necessary to add safety margins on the values of the determined positions, which reduces the performance of the system.
  • the odometric function must simultaneously guarantee safety and an acceptable level of performance.
  • the object of the present invention is to overcome the drawbacks of the state of the art, in particular to provide a method and a system guaranteeing security at moderate costs.
  • the subject of the invention is also a railway vehicle comprising: at least one device for determining the instantaneous speed of the railway vehicle; a device for receiving information adapted to receive a maximum section that the vehicle is authorized to travel; controller adapted to control the speed of the rail vehicle by using the information received by the reception device and a braking system connected to the controller, characterized in that the controller is clean: - to determine a maximum authorized speed curve as a function of the time from the maximum stretch that the vehicle is allowed to travel received; and, when the vehicle is in circulation on the maximum section that the vehicle is authorized to drive, - to determine an instantaneous speed of the railway vehicle, - to compare the instantaneous speed with the maximum speed authorized at the present time from the maximum permissible speed curve as a function of the determined time; and to control the braking of the railway vehicle according to the result of the comparison of the maximum authorized speed with the instantaneous speed if the maximum speed allowed by the instantaneous speed at the present time is exceeded.
  • the Figure 1 schematically shows a train or railway vehicle 10 traveling on a track 11.
  • the railway vehicle 10 comprises one or more cars, at least one of which comprises a traction system, for example a motor.
  • Lane 11 and vehicle 10 are secured by a system according to the invention.
  • a system for securing a movement of a railway vehicle is to ensure that the railway vehicle 10 stops before a dangerous point and does not exceed a limit point. Another purpose of such a system is to ensure that the railway vehicle respects the speed limits to avoid overspeed at dangerous points of the vehicle.
  • lane 11 such as turns, places where men work on the track, level crossings, etc.
  • the system comprises on the one hand equipment on the ground and on the other hand equipment embedded in the railway vehicle 10.
  • Ground equipment is suitable for giving or sending information to on-board equipment.
  • the railway vehicle 10 comprises a controller 12 for securing the railway vehicle 10 which is connected to at least one wheel sensor 14 to determine an instantaneous speed of the railway vehicle 10. It is further connected to a braking system 16, to a receiver channel information 18, an optional acceleration sensor 20, for example in the form of an accelerometer, and a display 22 to give the driver the necessary information.
  • the instantaneous speed is determined by a speed information provided by a traction system and / or a receiver of a geolocation system, for example by a GPS receiver (Global Positioning System).
  • the instantaneous speed of the railway vehicle is measured by an optical sensor.
  • the braking system 16 is capable of controlling the brakes of the rail vehicle 10 from instructions received from the controller 12.
  • the channel information receiver 18 is arranged to receive the signals emitted by beacons 32 arranged along the track.
  • the accelerometer 20 has a sensitivity axis along the direction of the channel 11. In other words, the accelerometer measures the acceleration parallel to the rails of the channel 11.
  • the ground equipment comprises one or more beacons 32 arranged along the track 11, which are adapted to send information to the railway vehicle 10. They further comprise a stop signal 34, such as a fire, up to which the railway vehicle is allowed to drive.
  • the tags 32 are beacons for the ETCS system for example.
  • a movement authority is defined upstream of the signal 34 because of the existence of a dangerous point 36 in the channel 11 downstream of the signal 34, for example a level crossing where the barrier has not yet been closed.
  • This movement authority is characterized by a maximum distance noted d A that the rail vehicle is authorized to travel from a given point, defined here by the position of a beacon 32.
  • the movement authority defines a section maximum of the track that the vehicle is allowed to travel without exceeding the downstream end.
  • the tags 32 are suitable for sending to the railway vehicle 10 information on the maximum distance d A that the railway vehicle is authorized to traveling from the beacon 32, the gradient of the channel 11 and the maximum speeds authorized as a function of the position on the track, for example with respect to a predefined distance from the beacon 32 or from another fixed reference point.
  • the gradient of the track designates the slope of the track.
  • the distance to be traveled and the maximum speed values allowed on the channel 11 at a predefined distance are sent together, for example in the form of a maximum speed curve authorized as a function of the distance.
  • the beacon 32 gives the railway vehicle 10 a movement authority in terms of distance and maximum authorized speeds.
  • At least two types of beacon 32 exist, one of which provides the authority for movement to the vehicle and the other type gives only a reference point to allow the railway vehicle to know the distance already traveled since the last movement authority received by the railway vehicle.
  • the distance information that the railway vehicle 10 is allowed to travel and / or the maximum permissible speeds as a function of the distance on the lane 11 are sent by another system, for example by a radio connection, like GSM-R.
  • the tags 32 are virtual tags which are defined by their position on the track or their coordinates.
  • the railway vehicle comprises a receiver of a geolocation system connected to the controller 12. If the railway vehicle passes over a virtual beacon, this is determined by a comparison of the instantaneous position of the railway vehicle and the position of the virtual beacon, the information on the distance that the railway vehicle 10 is authorized to travel and / or the maximum authorized speeds as a function of the distance on the channel 11 are sent by a radio connection.
  • the Figure 2 schematically shows the equipment embedded system to secure the movement of the railway vehicle.
  • the method is implemented by software controlling the controller 12 embedded in the railway vehicle 10.
  • the controller 12 comprises a calculation unit 120, for example an on-board computer, able to calculate a maximum authorized speed curve as a function of time as described below and to compare the instantaneous speed of the rail vehicle 10 with the maximum speed authorized to the moment considered.
  • a calculation unit 120 for example an on-board computer, able to calculate a maximum authorized speed curve as a function of time as described below and to compare the instantaneous speed of the rail vehicle 10 with the maximum speed authorized to the moment considered.
  • the wheel sensor 14 is connected to the computing unit 120 to provide information on the rotation of the wheel associated with the wheel sensor.
  • the wheel sensor 14 is able to permanently supply, to the calculation unit 120, pulses at a frequency proportional to the speed of rotation of the wheel and / or a measured instantaneous speed.
  • the sensor 14 is for example an angular position sensor of the wheel.
  • the wheel sensor 14 is used for a tachometer, for example to display the measured instantaneous speed to the driver and / or to compare the instantaneous speed measured with the maximum speed allowed.
  • the acceleration sensor 20 is connected to the calculation unit 120 which is able to determine from the information of the acceleration sensor 20 whether the information from the wheel sensor 14 is relevant and usable for a calculation of the maximum speed allowed as a function of time as will be described below. Thanks to the acceleration sensor 20, the controller 12 or its calculation unit 120 is able to determine if the wheel of the railway vehicle is surely not in a phase of slipping or jamming.
  • the channel information receiver 18 is connected to the calculation unit 120 and is able to provide each passage in front of a tag 32, a movement authority and / or position.
  • a memory 128 of the controller contains a model of the railway vehicle comprising a dynamic model thereof that allows the controller 12 to calculate a braking and / or speed curve according to the position or time to respect the movement authority received. as explained in detail below.
  • the computing unit 120 controls the braking system 16. For example, if the computing unit of the controller 12 detects that the railway vehicle is traveling at a speed greater than a maximum speed defined by a speed curve according to time, it commands the braking system 16 to perform an emergency braking to ensure that the railway vehicle does not exceed a dangerous point, for example after a possible warning.
  • FIG 3 shows a flowchart of the method according to the invention. It will be explained in conjunction with the maximum authorized speed curves illustrated in Figures 4 and 5 .
  • a movement authority is provided to the controller 12 as a maximum velocity curve 200 as a function of the position on the lane 11, i.e. distance from a reference point including the tag 32.
  • the movement authority further comprises a maximum distance d A that the rail vehicle is allowed to browse from this tag 32.
  • the maximum authorized speed curve 200 as a function of the distance illustrated on the figure 4 provided by the beacon 32 comprises three sections 202, 204, 206 with different maximum speeds V1, V2, V3 according to the channel sections.
  • the distance 0 corresponds to the positioning of the tag 32. In the section before section 202, therefore before the distance 0, the maximum speed allowed is V0.
  • the railway vehicle 10 On the first section 202, the railway vehicle 10 is authorized to circulate at a first maximum authorized speed V1 over a first distance d 202 .
  • the railway vehicle On the second section 204, the railway vehicle is authorized to run at a second maximum authorized speed V2 over a second distance d 204 , and on the third section 206, the railway vehicle 10 is authorized to travel at a third maximum authorized speed V3 on a third distance d 206 , before reaching the end of the movement authority where the railway vehicle should be stopped at point 208.
  • the three sections 202, 204, 206 together correspond to the maximum distance d A that the railway vehicle is allowed to browse.
  • the calculation unit 120 calculates during a step 1000 illustrated on FIG. figure 3 a specific maximum authorized speed curve 210 as a function of the position of the vehicle on the track specifically for the railway vehicle in question 10, using the information on the dynamic model of the railway vehicle stored in the memory 128, and, where appropriate, where appropriate, the topological information of the track. For example, information on the braking and / or acceleration capabilities from the dynamic model of the railway vehicle stored in the memory 128 are used.
  • This specific maximum permissible speed versus distance curve 210 is different from the maximum speed allowed on lane 11 before or after a section change. It is then represented in dotted lines.
  • the controller 12 calculates in step 1001 a maximum speed curve 300 allowed as a function of time and no longer according to the position, from the specific maximum authorized speed curve as a function of the distance 210 using the model railway vehicle dynamics stored in the memory 128.
  • the maximum authorized speed curve 300 as a function of time is schematically illustrated in FIG. Figure 5 .
  • a specific maximum authorized speed curve 301 as a function of the distance that corresponds to the maximum permissible speed versus time curve 300 is illustrated in FIG. Figure 4 .
  • the specific maximum allowable speed curve 301 corresponds to the maximum allowed position velocity curve with the exception of section 204.
  • the railway vehicle uses the curve 300 of the maximum authorized speed as a function of time to compare, at any instant during its journey, its instantaneous speed with the maximum speed authorized at this precise instant and to perform a braking, in case of exceeding this maximum permitted speed, for example after a warning.
  • the system and method ensure that the vehicle never exceeds the maximum permitted speeds on the different sections of the track 11.
  • a maximum time remaining to roll t A begins when the railway vehicle 10 passes through the origin of the maximum section that the railway vehicle is allowed to travel corresponding to the distance d A.
  • the time t A begins for example when the railway vehicle passes on the tag 32 which sent the movement authority.
  • the maximum authorized speed increases from the maximum allowed speed V 0 of the section preceding section 202 to the speed V 1 which will be authorized during the time range 304 using the maximum acceleration capacity.
  • a max of the railway vehicle stored in the memory 128.
  • the rail vehicle reaches - theoretically for the calculation of the curve 300 as a function of time - the maximum speed V1 after a time t 0 .
  • the vehicle then traveled a distance d 0 . Assuming a constant acceleration,
  • the maximum speed V1 will be allowed during the time period 304.
  • This time period 304 corresponds to the time that the railway vehicle needs to travel the distance between d 0 and d 1 , if it is traveling at a speed V 1.
  • the calculation unit does not use the increase in the maximum speed allowed on the section 202 lane at section 204 to change from V1 to V2, if it has no reliable information that the railway vehicle 10 has already traveled the distance d 202 . This information comes for example from a beacon placed between the sections 202 and 204 and not directly from an internal vehicle position sensor such as the wheel sensor 14 without additional information.
  • the distance d 1 depends on the distance d 2 , which corresponds to the end of the section 204 and is known, and optimal braking capacities a f to reduce the speed of V1 to V3 at the end of the section 204.
  • the time period 308 during which the maximum speed V3 is authorized, the time range 310 and the time t 3 from which the vehicle is obliged to reduce its speed, if it is traveling at the speed V3, are calculated in a similar manner. to time ranges 304 and 306.
  • the maximum allowed speed curve 300 as a function of time is calculated up to t A.
  • the maximum authorized speed curve 300 as a function of time calculated by the calculation unit 120 depends on the maximum speed allowed on the track 200 which is, for example, prescribed by the railway authorities and the braking and acceleration capacities of the rail vehicle 10.
  • the speed curve 300 as a function of time then gives, for a given instant, the maximum speed allowed for the railway vehicle.
  • the calculation is made assuming that the railway vehicle is always traveling at the maximum permitted speed of the speed curve as a function of time, and that it always uses its maximum acceleration and / or minimum deceleration capabilities guaranteed by the dynamic model of the railway vehicle. In this way, the rail vehicle following these speed limits to avoid exceeding the distance A of its authority movement.
  • the vehicle then rolls during the implementation of the method always at the maximum speed given by the maximum speed curve allowed as a function of time 300.
  • the rail vehicle may not reach the end the distance d A from its movement authority, because the time t A has been reached before.
  • the speed at distance 0 is considered zero at the start, for example if the railway vehicle starts to roll after a stop at the station.
  • the controller 12 in a speed supervision step 1020, using the measured instantaneous speed and the speed curve 300 as a function of time, ensures that the maximum authorized speed is respected by the railway vehicle 10. If the maximum authorized speed is exceeded, the controller 12, in particular at the supervision step 1020, orders an emergency braking to the braking system 16. It should be noted that the information from the wheel sensor 14 is used for such a function of Tach.
  • the performance of the system and method according to the invention are improved if the vehicle uses more sensors and / or if in the channel 33, more tags are installed.
  • the system has almost no performance impact for fast rail vehicles and can be used in subway applications.
  • the system and method according to the invention do not lose performance compared to a system based on the distance traveled if the distance traveled before the application of the brakes is greater than the distance to a next beacon encountered which, in a mode of realization, triggers a recalculation of the maximum allowed speed versus time curve as described below.
  • the system allows the driver the opportunity to anticipate braking and to approach a stopping point at a moderate pace without being braked urgently. For example, when a driver anticipates braking, he approaches a moderate speed V release well before risking an emergency braking.
  • the method and system are enriched to further enhance the performance, for example to account for speed increases allowed during a movement authority.
  • the Figure 6 shows a flowchart of a process for increasing process and system performance to secure a railway vehicle.
  • the computing unit 120 receives the instantaneous position of the railway vehicle during the step 1030.
  • the computing unit 120 deduces from this information the distance still to be traveled between the instantaneous position and the end of its movement authority.
  • the maximum authorized speed curve 300 as a function of time as well as the maximum time during which the railway vehicle is authorized to drive are recalculated taking into account the dynamic model of the railway vehicle stored in the memory 128.
  • the new maximum speed curve thus recalculated is then used to compare the instantaneous speed of the vehicle.
  • the maximum velocity versus time curve previously used is used to recalculate the new maximum allowable velocity curve as a function of time.
  • the computing unit 120 knows if the railway vehicle is already completely in the next section. In the case where the vehicle has entered the section 204, the calculation unit calculates a speed versus time curve having a time period during which the railway vehicle is allowed to roll with the speed V2.
  • the calculation unit receives at time t 5 instant speed that is considered reliable and thus used to recalculate the maximum authorized speed curve 300 over time, taking into account an estimate of a minimum distance traveled and / or maximum distance traveled implicitly (without calculating a value of the minimum / maximum distance traveled) or explicitly (with calculation of a value of the minimum / maximum distance traveled).
  • this instantaneous speed measurement can come from the speed used for tachometry, if it is considered reliable during this calculation step.
  • this speed measurement can come from another sensor, such as for example a GPS sensor or a radar.
  • this instantaneous speed measurement can correspond to the speed of the railway vehicle at the present time. In another embodiment, this instantaneous speed measurement may correspond to a time in the past, and nevertheless be used to refine the history of the vehicle's movement. and thereby modify the maximum permissible speed curve as a function of time.
  • the calculation unit deduces whether the information on the instantaneous speed measured in the tachometer step 1010 by the wheel sensor 14 is reliable and therefore usable for an odometry to recalculate the maximum authorized speed curve 300 as a function of time.
  • the values measured by the wheel sensor 14 are reliable since there is no slippage or braking. In general, these results are reliable when the wheel does not slip or fray.
  • the use of the acceleration values of the vehicle measured by the acceleration sensor 20 is possible for an accurate estimation of the speed of the railway vehicle, but this is complicated by the influence of the lane gradient 11, because the accelerometer measures the sum of the forces in the sensitivity axis of the acceleration sensor 20. It is then necessary to know the gradient of the channel 11 precisely as well as the mass of the vehicle. This also implies knowledge of the precise location of the railway vehicle 10.
  • the Figure 7 shows the rail vehicle 10 on the track 11 having a slope of an angle ⁇ .
  • the normal force 54 corresponds to the force exerted by the track on the railway vehicle 10.
  • the three forces 50, 52, 54 accumulated give a force equal to zero because the railway vehicle is at a standstill.
  • the acceleration sensor 20 measures only the braking force 50 which has a value equal to the gravitational force component in the direction of the track 11.
  • the onboard acceleration sensor 20 does not measure the force of gravity 52 or its component towards the track 11.
  • the acceleration sensor does not measure, because of its axis of sensitivity, the normal force 54 which is orthogonal to the sensitivity axis of the acceleration sensor 20.
  • the only force measured by the acceleration sensor 20 is that exerted by the traction or the brake on the track 11 and the friction forces. Indeed, the acceleration sensor measures acceleration only towards the track.
  • the acceleration sensor 20 can be used to know and measure the force of the railway vehicle 10 on the track 11. This then allows the detection of periods during which no slippage is possible: when the railway vehicle does not perform any tensile stress. Similarly, this method allows the detection of periods during which no reinforcement is possible: when the rail vehicle does not make any braking effort.
  • This reliable instantaneous speed is usable for the calculation of maximum authorized speed curves as a function of time, a maximum distance traveled and / or a minimum distance traveled.
  • the calculation unit 120 detects, according to an algorithm described hereinafter and in particular with respect to the figure 9 when the wheel sensor 14 gives reliable and usable results for estimating a distance traveled or the instantaneous speed of the railway vehicle 10 for a calculation of the maximum speed curve allowed as a function of time.
  • the system recalculates the speed curve as a function of time by taking into account the additional information or information on the instantaneous or historical speed of the vehicle. railway 10.
  • the Figure 9 shows a flowchart of part of a process for securing a railway vehicle.
  • a method for securing a railway vehicle.
  • such a method is used in a time-based rail vehicle automatic protection system. Nevertheless, this part can also be used in other processes to secure a railway vehicle.
  • the controller 12 receives at least one output value of at least one of the wheel sensors 14.
  • the output value is a pulse that is representative of the speed of rotation of the wheel .
  • the wheel sensor 14 itself delivers an instantaneous speed value, namely the speed instantaneous rotation of the wheel or an estimate of the instantaneous speed of the railway vehicle 10 calculated by simple product of the angular velocity of the wheel by its radius.
  • the estimate comprises, in one embodiment, a maximum instantaneous speed value and a minimum instantaneous speed value when the computing unit 120 applies a safety margin around the measured instantaneous speed value.
  • step 1065 the controller 12 receives an output value produced by the acceleration sensor 20.
  • the output value is representative of the measured acceleration towards the sensitivity axis of the acceleration sensor 20.
  • the The acceleration value is positive if the rail vehicle 10 accelerates on a horizontal and negative track 11 if the railway vehicle 10 brakes on a horizontal track 11.
  • the acceleration sensor itself delivers an acceleration value.
  • Steps 1060 and 1065 can also be performed in parallel or in reverse order.
  • the time of measurement of the acceleration sensor and / or the wheel sensor is recorded to synchronize the output values of the acceleration sensor and the wheel sensor.
  • the calculation unit 120 detects when the wheel sensor 14 gives reliable and usable results for estimating a distance traveled and the instantaneous speed of the railway vehicle 10. In one embodiment, the calculation unit 120 determines periods during which the output values coming from the wheel sensor 14 to determine the instantaneous speed are usable for the estimation of the maximum distance traveled (when the braking force exerted is not likely to cause a retraction ). In the same way, the calculation unit 120 determines periods during which the output values coming from the wheel sensor 14 to determine the instantaneous speed are usable for the estimation of the minimum distance traveled (when the traction force exerted does not risk causing skating).
  • step 1070 wherein the values of the acceleration towards the channel are compared with predetermined acceleration values.
  • the instantaneous speed values are usable if the force measured by the accelerometer is greater than a first predetermined value. (for example -0.4 m / s 2 ). Indeed, in this case, we are sure that the rail vehicle does not brake enough for the wheel to stop. As a result, the method ensures that the instantaneous speed value determined by the wheel sensor will not lead to an underestimation of the distance traveled.
  • the instantaneous speed values are usable if the force measured by the accelerometer is less than a second predetermined value. (for example 0.4 m / s 2 ). Indeed, in this case, we are sure that the rail vehicle does not pull enough that the wheel skates. As a result, the method ensures that the instantaneous speed value determined by the wheel sensor will not overestimate the distance traveled.
  • Step 1070 then ensures that the output values of the wheel sensor 14 are only used during reliable periods and therefore outside periods of risk of slipping or rolling away from the wheel on which the wheel sensor is mounted, and in other words, when the rail vehicle 10 rolls without producing a stress on the rails.
  • the predetermined acceleration values depend on the axle on which the wheel sensor is located.
  • a motorized or braked wheel has another higher predetermined acceleration value than a non-motorized and / or unbraked wheel.
  • the frictional forces existing in the vehicle and measured by the accelerometer are included in the margins taken around the measurement.
  • step 1080 a new maximum speed curve. permitted over time using implicitly or explicitly an estimate of the minimum distance traveled and / or the maximum distance traveled. Otherwise, no recalculation is done and step 1080 is skipped.
  • the controller 12 assumes, for safety reasons, for the calculation of the maximum authorized speed curve 400 as a function of time that the railway vehicle 10 then accelerates with its maximum acceleration capacity a max after the reliable value of the instantaneous speed 401. to reach the maximum speed allowed V 1 at time t 6 .
  • the controller assumes for the recalculation of the maximum authorized speed curve 400 as a function of the time that the vehicle has braked between t 4 and t 5 with its maximum braking capacities from the speed maximum allowed at time t 4 to reach speed 401 at time t 5 . Then, the controller here implicitly took into account the maximum distance traveled assuming that the vehicle has always driven at the maximum authorized speed and braked with its maximum braking capacity. In one embodiment, the value of the maximum distance traveled is explicitly calculated for use in calculating the maximum allowed speed curve as a function of time.
  • the hatched region represents a distance corresponding to the difference between d A and a point upstream of d A where the railway vehicle would stop if it did not recalculate the speed curve as a function of time.
  • the maximum permissible speed curves 300, 400 as a function of time are used to automatically control the railway vehicle, in particular to control its braking if the rail vehicle exceeds the maximum authorized speed.
  • the wheel sensor is used permanently for tachometry: in this case, we have two advantages over the odometric function: Firstly, errors due to slipping and skidding are not integrated. On the other hand, only the underestimation of the speed can lead to a dangerous state. Note that, in the case of an underestimation of the speed, it can take place only during braking leading to a clutch of the wheel. In this case, the system proposed here differs emergency braking intervention as the wheel stops, which will have no dangerous effect as the railway vehicle is braking.
  • the controller estimates a minimum rail vehicle position, ie a minimum distance traveled. This minimum distance traveled is used to know if the rail vehicle has released a dangerous section or point in order, for example, to allow a speed recovery after a limitation.
  • the calculation unit 120 deduces the minimum distance traveled. From there, in a case like that of section 204 of the figure 4 the entry is guaranteed in this section and allows the railway vehicle to accelerate to the speed V2. If this calculation is not carried out, the proposed system will impose the V1 speed all the way until it passes on a beacon guaranteeing that it has left the d202 section. If the system has deduced that the railway vehicle is in section 204, it recalculates the maximum permissible speed versus time curve by allowing acceleration to V2.
  • the railway vehicle is allowed to approach an end of movement authority (EOA) if it is traveling at or below a release speed (V release ).
  • EOA end of movement authority
  • V release a release speed
  • the release speed depends on the distance between a dangerous point 36 and the position of the end of the movement authority EOA.
  • the distance between the position of EOA and the dangerous point is chosen so as to reach the position of EOA close to the maximum speed allowed on the track.
  • the distance between the EOA position and the danger point is fixed by the infrastructure and therefore, the signaling system typically has no hold over that distance.
  • the invention proposes a system for securing the movement of a railway vehicle having moderate costs and good performance. For example, it is possible to maintain compatibility with a ground infrastructure equipped for ETCS and to equip rolling stock in an evolutionary way and at the same time to make ETCS-equipped railway vehicles and those equipped with the system compatible with ETCS. invention.
  • the invention proposes a modular system and method that can be enriched by the addition of additional sensors and ground equipment, in order to increase the performance, if the system requires it.
  • This system can therefore be broken down into several configurations, from the most basic, which guarantees absolute security for very low cost systems, to more complex configurations for more demanding systems in performance.

Description

La présente invention concerne un procédé pour sécuriser le déplacement d'un véhicule ferroviaire, le procédé comprenant l'étape suivante : la réception par le véhicule d'un tronçon maximal que le véhicule est autorisé à parcourir, et un véhicule ferroviaire ferroviaire comprenant : au moins un dispositif pour déterminer la vitesse instantanée du véhicule ferroviaire, un dispositif de réception d'information propre à recevoir un tronçon maximal que le véhicule est autorisé à parcourir, un contrôleur propre à contrôler la vitesse du véhicule ferroviaire en utilisant l'information reçue par le dispositif de réception et un système de freinage connecté au contrôleur.The present invention relates to a method for securing the movement of a railway vehicle, the method comprising the following step: the reception by the vehicle of a maximum section that the vehicle is authorized to travel, and a railway rail vehicle comprising: less a device for determining the instantaneous speed of the railway vehicle, an information receiving device capable of receiving a maximum section that the vehicle is authorized to travel, a controller capable of controlling the speed of the railway vehicle by using the information received by the receiving device and a braking system connected to the controller.

L'article de Doppelbauer J et al.: Einführung des neuen Zugsicherungssystems ERTMS/ETCS aus der Sicht eines Herstellers", ELEKTROTECHNIK UND INFORMATIONSTECHNIK, SPRINGER VERLAG, WIEN, AT, vol. 117, no. 3, 1 janvier 2000, pages 231-235, ISSN: 0932-383X , concerne un procédé et un système pour sécuriser un déplacement d'un véhicule ferroviaire. Le procédé fait un calcul d'une courbe de vitesse maximale autorisée en_fonction de la distance. Le véhicule ferroviaire est surveillé en fonction d'une comparaison de cette courbe avec la vitesse actuelle.The article of Doppelbauer J et al .: Einführung des neuen Zugsicherungssystems ERTMS / ETCS aus der Sicht eines Herstellers ", ELEKTROTECHNIK UND INFORMATIONSTECHNIK, SPRINGER VERLAG, WIEN, AT, 117, 3, 1 January 2000, pages 231-235, ISSN: 0932-383X relates to a method and a system for securing a movement of a railway vehicle. The method calculates a maximum permissible speed curve depending on the distance. The rail vehicle is monitored based on a comparison of this curve with the current speed.

Il existe en Europe de nombreux standards pour sécuriser le déplacement d'un véhicule ferroviaire mis en oeuvre sous la forme de systèmes de protection automatique de trains. Par exemple, ETCS (European Train Control System) ou PZB 90 (Punktfôrmige Zugbeeinflussung) sont de tels systèmes.There are many standards in Europe to secure the movement of a railway vehicle implemented in the form of automatic train protection systems. For example, ETCS (European Train Control System) or PZB 90 (Punktförmige Zugbeeinflussung) are such systems.

Dans ces systèmes, des courbes de vitesse ou de freinage en fonction de la position du train définissent une vitesse maximale autorisée pour le train en chaque point de la voie. Si cette vitesse est dépassée, après un ou plusieurs avertissements, le système freine automatiquement le train pour l'arrêter.In these systems, speed or braking curves as a function of the position of the train define a maximum authorized speed for the train at each point of the track. If this speed is exceeded, after one or more warnings, the system automatically brakes the train to stop it.

Dans le système ETCS, une autorité de mouvement « Movement authority » est fournie au train sous la forme d'un tronçon maximal que le train est autorisé à parcourir à compter d'une position d'une balise qu'il a précédemment franchie et de vitesses maximales autorisées sur ce tronçon de voie en fonction de la position du train. Pour permettre sa mise en oeuvre, une courbe ou profil de vitesse en fonction de la position du train est calculée à bord de ce train. Cette courbe est propre à ce train et au profil de ligne sur lequel il circule. Elle est déterminée en fonction des performances de freinage du train, pour garantir son arrêt avant la fin de son autorité de mouvement.In the ETCS system, a movement authority "Movement authority" is provided to the train in the form of a maximum section that the train is allowed to travel from a position of a beacon that it has previously crossed and from maximum speeds allowed on this section of track depending on the position of the train. To allow its implementation, a curve or speed profile depending on the position of the train is calculated on board this train. This curve is specific to this train and to the line profile on which it circulates. It is determined according to the braking performance of the train, to guarantee its stop before the end of its movement authority.

De tels systèmes ont besoin d'une fonction odométrique sophistiquée à bord du train pour déterminer le plus précisément possible la position instantanée du train afin de contrôler sa vitesse maximale autorisée à cette position.Such systems require a sophisticated odometer function on board the train to determine as accurately as possible the instantaneous position of the train in order to control its maximum permitted speed at that position.

La réalisation d'un système odométrique est complexe et, afin de garantir un niveau de sécurité acceptable pour de tels systèmes, il est nécessaire d'ajouter des marges de sécurité sur les valeurs des positions déterminées, ce qui diminue la performance du système. La fonction odométrique doit garantir simultanément la sécurité et un niveau de performance acceptable.The realization of an odometric system is complex and, in order to guarantee an acceptable level of security for such systems, it is necessary to add safety margins on the values of the determined positions, which reduces the performance of the system. The odometric function must simultaneously guarantee safety and an acceptable level of performance.

D'autres systèmes de protection automatique de trains sont basés sur des paliers de vitesse. Dans ces systèmes, la plus grosse partie du travail de conception des courbes est effectuée au sol. Dans ce cas, on fait un échantillonnage d'une courbe de freinage en fonction de la position du train pour la découper en tronçons et une vitesse maximale autorisée est assignée à chaque tronçon. En fonctionnement, le système donne une consigne de freinage anticipée par rapport au point optimal et les performances s'en trouvent alors réduites. Cette dégradation des performances dépend de la taille des tronçons et un compromis entre performance et taille de tronçons doit être trouvé car le coût de l'équipement au sol pour délimiter les tronçons dépend du nombre de tronçons. Il est également nécessaire d'effectuer des compromis, lors du design de solutions basées sur des paliers de vitesses, en fonction des caractéristiques des différents trains susceptibles d'emprunter la ligne.Other automatic train protection systems are based on speed stops. In these systems, most of the design work of the curves is done on the ground. In this case, a braking curve is sampled as a function of the position of the train in order to cut it into sections and a maximum authorized speed is assigned to each section. In operation, the system gives an early braking setpoint relative to the optimal point and the performance is then reduced. This performance degradation depends on the size of the sections and a compromise between performance and size of sections must be found because the cost of the ground equipment to delimit the sections depends on the number of sections. It is also necessary to make compromises when designing solutions based on speed levels, depending on the characteristics of the different trains likely to use the line.

Le but de la présente invention est de surmonter les inconvénients de l'état de la technique, en particulier de fournir un procédé et un système garantissant la sécurité à coûts modérés.The object of the present invention is to overcome the drawbacks of the state of the art, in particular to provide a method and a system guaranteeing security at moderate costs.

A cet effet, l'invention a pour objet un procédé pour sécuriser un véhicule ferroviaire, le procédé comprenant les étapes suivantes :

  • la réception par le véhicule d'un tronçon maximal que le véhicule est autorisé à parcourir ;
  • la détermination d'une courbe de vitesse maximale autorisée en fonction du temps à partir du tronçon maximal reçu que le véhicule est autorisé à parcourir ; et lors de la circulation du véhicule sur le tronçon maximal que le véhicule est autorisé à parcourir :
    • la détermination d'une vitesse instantanée du véhicule ferroviaire ;
    • la comparaison de la vitesse instantanée avec la vitesse maximale autorisée à l'instant présent à partir de la courbe de vitesse maximale autorisée en fonction du temps déterminée ; et
    • le freinage du véhicule ferroviaire en fonction du résultat de la comparaison de la vitesse maximale autorisée avec la vitesse instantanée en cas de dépassement de la vitesse maximale autorisée par la vitesse instantanée à l'instant présent.
For this purpose, the subject of the invention is a method for securing a railway vehicle, the method comprising the following steps:
  • the receipt by the vehicle of a maximum section that the vehicle is authorized to travel;
  • determining a maximum permissible speed versus time curve from the maximum section that the vehicle is allowed to travel; and during the movement of the vehicle on the maximum section that the vehicle is authorized to travel:
    • determining an instantaneous speed of the railway vehicle;
    • comparing the instantaneous speed with the maximum speed authorized at the present time from the maximum authorized speed curve as a function of the determined time; and
    • the braking of the rail vehicle according to the result of the comparison of the maximum authorized speed with the instantaneous speed in case of exceeding the maximum speed authorized by the instantaneous speed at the present time.

Suivant des modes particuliers de mise en oeuvre, le procédé comporte l'une ou plusieurs des caractéristiques suivantes :

  • le procédé comprend en outre l'étape suivante de réception par le véhicule ferroviaire d'au moins une valeur de vitesse maximale autorisée sur la voie à une position prédéfinie et la prise en compte de la ou chaque valeur de vitesse maximale dans la détermination de la courbe de vitesse maximale autorisée en fonction du temps ;
  • la courbe de vitesse maximale autorisée en fonction du temps comprend l'utilisation d'un modèle de la dynamique du véhicule ferroviaire représentatif des capacités de freinage du véhicule ferroviaire et/ou des capacités d'accélération du véhicule ferroviaire ;
  • le procédé comprend en outre : - la détermination d'une position du véhicule lors de la circulation sur le tronçon maximal que le véhicule est autorisé à parcourir ; et - la détermination, en utilisant la position déterminée du véhicule, d'une nouvelle courbe de vitesse maximale autorisée en fonction du temps pour le reste du tronçon maximal que le véhicule est autorisé à parcourir, et lors de la circulation du véhicule sur le reste du tronçon maximal que le véhicule est autorisé à parcourir : - la détermination d'une vitesse instantanée du véhicule ferroviaire ; - la comparaison de la vitesse instantanée avec la vitesse maximale autorisée à l'instant présent à partir de la nouvelle courbe de vitesse maximale autorisée en fonction du temps déterminée ; et - le freinage du véhicule ferroviaire en fonction du résultat de la comparaison de la vitesse maximale autorisée avec la vitesse instantanée en cas de dépassement de la vitesse maximale autorisée par la vitesse instantanée à l'instant présent ;
  • la détermination d'une position du véhicule lors de la circulation sur le tronçon maximal comprend la réception par le véhicule depuis une balise agencée sur la voie d'une information permettant au véhicule ferroviaire de déterminer sa position ; et/ou
  • le procédé comprend en outre : - la détermination d'au moins une valeur de vitesse instantanée fiable du véhicule ferroviaire lors de la circulation sur le tronçon maximal que le véhicule est autorisé à parcourir ; et - la détermination, en utilisant la vitesse instantanée fiable déterminée du véhicule, d'une nouvelle courbe de vitesse maximale autorisée en fonction du temps pour le reste du tronçon maximal que le véhicule est autorisé à parcourir et, lors de la circulation du véhicule sur le reste du tronçon maximal que le véhicule est autorisé à parcourir :- la détermination d'une vitesse instantanée du véhicule ferroviaire ; la comparaison de la vitesse instantanée avec la vitesse maximale autorisée à l'instant présent à partir de la nouvelle courbe de vitesse maximale autorisée en fonction du temps déterminée ; et - le freinage du véhicule ferroviaire en fonction du résultat de la comparaison de la vitesse maximale autorisée avec la vitesse instantanée en cas de dépassement de la vitesse maximale autorisée par la vitesse instantanée à l'instant présent.
According to particular modes of implementation, the method comprises one or more of the following characteristics:
  • the method further comprises the following step of receiving by the railway vehicle at least one maximum authorized speed value on the track at a predefined position and taking into account the or each maximum speed value in the determination of the maximum speed curve allowed as a function of time;
  • the maximum permissible speed versus time curve includes the use of a rail vehicle dynamics model representative of the rail vehicle braking capacities and / or the acceleration capabilities of the railway vehicle;
  • the method further comprises: - determining a position of the vehicle during the traffic on the maximum section that the vehicle is authorized to travel; and determining, using the determined position of the vehicle, a new maximum speed curve allowed as a function of time for the rest of the maximum section that the vehicle is authorized to travel, and during the circulation of the vehicle on the rest the maximum section that the vehicle is authorized to travel: - the determination of an instantaneous speed of the railway vehicle; the comparison of the instantaneous speed with the maximum speed authorized at the present time from the new maximum authorized speed curve as a function of the determined time; and - the braking of the rail vehicle according to the result of the comparison of the maximum authorized speed with the instantaneous speed if the maximum speed allowed by the instantaneous speed at the present instant is exceeded;
  • the determination of a position of the vehicle during the traffic on the maximum section comprises the reception by the vehicle from a beacon arranged on the track of information allowing the railway vehicle to determine its position; and or
  • the method further comprises: - determining at least one reliable instantaneous speed value of the railway vehicle during the traffic on the maximum section that the vehicle is authorized to travel; and determining, using the determined reliable instantaneous speed of the vehicle, a new maximum speed curve allowed as a function of time for the rest of the maximum section that the vehicle is authorized to travel and, when the vehicle is traveling on the remainder of the maximum section that the vehicle is authorized to travel: - the determination of an instantaneous speed of the railway vehicle; comparing the instantaneous speed with the maximum speed authorized at the present time from the new maximum authorized speed curve as a function of the determined time; and braking the railway vehicle according to the result of the comparison of the maximum authorized speed with the instantaneous speed if the maximum speed authorized by the instantaneous speed is exceeded at the present time.

L'invention a également pour objet un véhicule ferroviaire comprenant : - au moins un dispositif pour déterminer la vitesse instantanée du véhicule ferroviaire, - un dispositif de réception d'information propre à recevoir un tronçon maximal que le véhicule est autorisé à parcourir, - un contrôleur propre à contrôler la vitesse du véhicule ferroviaire en utilisant l'information reçue par le dispositif de réception et un système de freinage connecté au contrôleur, caractérisé en ce que le contrôleur est propre : - à déterminer une courbe de vitesse maximale autorisée en fonction du temps à partir du tronçon maximal que le véhicule est autorisé à parcourir reçu ; et, lors de la circulation du véhicule sur le tronçon maximal que le véhicule est autorisé à parcourir, - à déterminer une vitesse instantanée du véhicule ferroviaire, - à comparer la vitesse instantanée avec la vitesse maximale autorisée à l'instant présent à partir de la courbe de vitesse maximale autorisée en fonction du temps déterminée ; et -à commander le freinage du véhicule ferroviaire en fonction du résultat de la comparaison de la vitesse maximale autorisée avec la vitesse instantanée en cas de dépassement de la vitesse maximale autorisée par la vitesse instantanée à l'instant présent.The subject of the invention is also a railway vehicle comprising: at least one device for determining the instantaneous speed of the railway vehicle; a device for receiving information adapted to receive a maximum section that the vehicle is authorized to travel; controller adapted to control the speed of the rail vehicle by using the information received by the reception device and a braking system connected to the controller, characterized in that the controller is clean: - to determine a maximum authorized speed curve as a function of the time from the maximum stretch that the vehicle is allowed to travel received; and, when the vehicle is in circulation on the maximum section that the vehicle is authorized to drive, - to determine an instantaneous speed of the railway vehicle, - to compare the instantaneous speed with the maximum speed authorized at the present time from the maximum permissible speed curve as a function of the determined time; and to control the braking of the railway vehicle according to the result of the comparison of the maximum authorized speed with the instantaneous speed if the maximum speed allowed by the instantaneous speed at the present time is exceeded.

Selon des caractéristiques avantageuses :

  • le dispositif de réception d'information est propre à recevoir au moins une valeur de vitesse maximale autorisée sur la voie à une position prédéfinie et le contrôleur comporte des moyens de prise en compte de la ou chaque valeur de vitesse maximale lors de la détermination de la courbe de vitesse maximale autorisée ;
  • le dispositif de réception d'information est propre à recevoir une information sur la position actuelle réelle du véhicule ferroviaire ; en ce que le contrôleur est propre à déterminer une nouvelle courbe de vitesse maximale autorisée en fonction du temps à partir de la position actuelle réelle pour la partie restante du tronçon maximal que le véhicule est autorisé à parcourir et en ce que le contrôleur est propre, lors de la circulation du véhicule sur la partie restante du tronçon maximal que le véhicule est autorisé à parcourir : - à déterminer une vitesse instantanée du véhicule ferroviaire, - à comparer la vitesse instantanée avec la vitesse maximale autorisée à l'instant présent à partir de la nouvelle courbe de vitesse maximale autorisée en fonction du temps déterminée ; et - à commander le freinage du véhicule ferroviaire en fonction du résultat de la comparaison de la vitesse maximale autorisée avec la vitesse instantanée en cas de dépassement de la vitesse maximale autorisée par la vitesse instantanée à l'instant présent ; et/ou
  • le véhicule est propre à déterminer une information sur un vitesse actuelle réelle du véhicule ferroviaire ; en ce que le contrôleur est propre à déterminer une nouvelle courbe de vitesse maximale autorisée en fonction du temps à partir de la vitesse actuelle réelle pour la partie restante du tronçon maximal que le véhicule est autorisé à parcourir et en ce que le contrôleur est propre, lors de la circulation du véhicule sur la partie restante du tronçon maximal que le véhicule est autorisé à parcourir : - à déterminer une vitesse instantanée du véhicule ferroviaire, - à comparer la vitesse instantanée avec la vitesse maximale autorisée à l'instant présent à partir de la nouvelle courbe de vitesse maximale autorisée en fonction du temps déterminée ; et -à commander le freinage du véhicule ferroviaire en fonction du résultat de la comparaison de la vitesse maximale autorisée avec la vitesse instantanée en cas de dépassement de la vitesse maximale autorisée par la vitesse instantanée à l'instant présent.
According to advantageous characteristics:
  • the information receiving device is adapted to receive at least one maximum authorized speed value on the track at a predefined position and the controller comprises means for taking into account the or each maximum speed value when determining the maximum permissible speed curve;
  • the information receiving device is adapted to receive information on the actual actual position of the railway vehicle; in that the controller is able to determine a new maximum permissible speed versus time curve from the actual actual position for the remaining portion of the maximum section that the vehicle is allowed to travel and that the controller is clean, when the vehicle is in circulation on the remaining part of the maximum section which the vehicle is authorized to drive: - to determine an instantaneous speed of the railway vehicle, - to compare the instantaneous speed with the maximum speed authorized at the present time from the new maximum authorized speed curve as a function of the determined time; and - controlling the braking of the railway vehicle according to the result of the comparison of the maximum authorized speed with the instantaneous speed in case of exceeding the maximum speed authorized by the instantaneous speed at the present moment; and or
  • the vehicle is capable of determining information on a current actual speed of the railway vehicle; in that the controller is able to determine a new maximum permitted speed versus time curve from the actual actual speed for the remaining portion of the maximum section that the vehicle is allowed to travel. and in that the controller is clean, during the circulation of the vehicle on the remaining portion of the maximum section that the vehicle is authorized to travel: - to determine an instantaneous speed of the rail vehicle, - to compare the instantaneous speed with the maximum speed authorized at the present moment from the new maximum authorized speed curve as a function of the determined time; and to control the braking of the railway vehicle according to the result of the comparison of the maximum authorized speed with the instantaneous speed if the maximum speed allowed by the instantaneous speed at the present time is exceeded.

L'invention et ses avantages seront mieux compris à la lecture de la description qui va suivre, donnée uniquement à titre d'exemple et faite en se référant aux dessins annexés sur lesquels :

  • la Figure 1 est une vue schématique d'un véhicule ferroviaire sur une voie ;
  • la Figure 2 est une vue schématique des équipements embarqués d'un système pour sécuriser un véhicule ferroviaire selon l'invention ;
  • la Figure 3 est un organigramme d'un procédé pour sécuriser un véhicule ferroviaire ;
  • la Figure 4 est une courbe de la vitesse maximale autorisée en fonction de la position instantanée ;
  • la Figure 5 est une courbe de la vitesse maximale autorisée en fonction du temps ;
  • la Figure 6 est un organigramme d'une partie d'un procédé selon un mode de réalisation de l'invention ;
  • la Figure 7 est une vue schématique d'un véhicule ferroviaire sur une pente ;
  • la Figure 8 est une courbe de la vitesse maximale autorisée en fonction du temps ; et
  • la Figure 9 est un organigramme d'une partie d'un procédé selon un mode de réalisation de l'invention.
The invention and its advantages will be better understood on reading the description which follows, given solely by way of example and with reference to the appended drawings, in which:
  • the Figure 1 is a schematic view of a railway vehicle on a track;
  • the Figure 2 is a schematic view of the on-board equipment of a system for securing a railway vehicle according to the invention;
  • the Figure 3 is a flowchart of a process for securing a railway vehicle;
  • the Figure 4 is a curve of the maximum speed allowed according to the instantaneous position;
  • the Figure 5 is a curve of the maximum speed allowed as a function of time;
  • the Figure 6 is a flowchart of a part of a method according to an embodiment of the invention;
  • the Figure 7 is a schematic view of a railway vehicle on a slope;
  • the Figure 8 is a curve of the maximum speed allowed as a function of time; and
  • the Figure 9 is a flowchart of a part of a method according to an embodiment of the invention.

La Figure 1 montre schématiquement un train ou véhicule ferroviaire 10 roulant sur une voie 11. Le véhicule ferroviaire 10 comprend une ou plusieurs voitures, dont au moins une comprend un système de traction, par exemple un moteur.The Figure 1 schematically shows a train or railway vehicle 10 traveling on a track 11. The railway vehicle 10 comprises one or more cars, at least one of which comprises a traction system, for example a motor.

La voie 11 et le véhicule 10 sont sécurisés par un système selon l'invention.Lane 11 and vehicle 10 are secured by a system according to the invention.

Le but d'un système pour sécuriser un déplacement d'un véhicule ferroviaire est d'assurer que le véhicule ferroviaire 10 s'arrête avant un point dangereux et ne dépasse pas un point limite. Un autre but d'un tel système est d'assurer que le véhicule ferroviaire respecte les limitations de vitesse pour éviter une survitesse à des points dangereux de la voie 11, par exemple des virages, des endroits où des hommes travaillent sur la voie, des passages à niveaux, etc.The purpose of a system for securing a movement of a railway vehicle is to ensure that the railway vehicle 10 stops before a dangerous point and does not exceed a limit point. Another purpose of such a system is to ensure that the railway vehicle respects the speed limits to avoid overspeed at dangerous points of the vehicle. lane 11, such as turns, places where men work on the track, level crossings, etc.

Le système comprend d'une part des équipements au sol et d'autre part des équipements embarqués dans le véhicule ferroviaire 10.The system comprises on the one hand equipment on the ground and on the other hand equipment embedded in the railway vehicle 10.

Les équipements au sol sont propres à donner ou envoyer des informations aux équipements embarqués.Ground equipment is suitable for giving or sending information to on-board equipment.

Le véhicule ferroviaire 10 comprend un contrôleur 12 pour sécuriser le véhicule ferroviaire 10 qui est relié à au moins un capteur de roue 14 pour déterminer une vitesse instantanée du véhicule ferroviaire 10. Il est relié en outre à un système de freinage 16, à un récepteur d'informations de voie 18, à un capteur d'accélération 20 optionnel, par exemple sous la forme d'un accéléromètre, et à un affichage 22 pour donner au conducteur les informations nécessaires. Dans un autre mode de réalisation, la vitesse instantanée est déterminée par une information de vitesse fournie par un système de traction et/ou par un récepteur d'un système de géolocalisation, par exemple par un récepteur GPS (Global Positioning System). Dans une autre variante, la vitesse instantanée du véhicule ferroviaire est mesurée par un capteur optique.The railway vehicle 10 comprises a controller 12 for securing the railway vehicle 10 which is connected to at least one wheel sensor 14 to determine an instantaneous speed of the railway vehicle 10. It is further connected to a braking system 16, to a receiver channel information 18, an optional acceleration sensor 20, for example in the form of an accelerometer, and a display 22 to give the driver the necessary information. In another embodiment, the instantaneous speed is determined by a speed information provided by a traction system and / or a receiver of a geolocation system, for example by a GPS receiver (Global Positioning System). In another variant, the instantaneous speed of the railway vehicle is measured by an optical sensor.

Le système de freinage 16 est propre à commander les freins du véhicule ferroviaire 10 à partir d'instructions reçues du contrôleur 12.The braking system 16 is capable of controlling the brakes of the rail vehicle 10 from instructions received from the controller 12.

Le récepteur d'informations de voie 18 est agencé pour recevoir les signaux émis par des balises 32 disposées le long de la voie.The channel information receiver 18 is arranged to receive the signals emitted by beacons 32 arranged along the track.

L'accéléromètre 20 a un axe de sensibilité suivant la direction de la voie 11. Autrement dit, l'accéléromètre mesure l'accélération parallèlement aux rails de la voie 11.The accelerometer 20 has a sensitivity axis along the direction of the channel 11. In other words, the accelerometer measures the acceleration parallel to the rails of the channel 11.

Les équipements au sol comprennent une ou plusieurs balises 32 agencées le long de la voie 11, qui sont propres à envoyer des informations au véhicule ferroviaire 10. Ils comprennent en outre un signal d'arrêt 34, tel qu'un feu, jusqu'auquel le véhicule ferroviaire est autorisé à rouler. Les balises 32 sont des balises pour le système ETCS par exemple.The ground equipment comprises one or more beacons 32 arranged along the track 11, which are adapted to send information to the railway vehicle 10. They further comprise a stop signal 34, such as a fire, up to which the railway vehicle is allowed to drive. The tags 32 are beacons for the ETCS system for example.

Une autorité de mouvement est définie en amont du signal 34 du fait de l'existence d'un point dangereux 36 dans la voie 11 en aval du signal 34, par exemple un passage à niveau où la barrière n'a pas encore été fermée. Cette autorité de mouvement est caractérisée par une distance maximale notée dA que le véhicule ferroviaire est autorisé à parcourir à compter d'un point déterminé, défini ici par la position d'une balise 32. Ainsi, l'autorité de mouvement définit un tronçon maximal de la voie que le véhicule est autorisé à parcourir sans en dépasser l'extrémité aval.A movement authority is defined upstream of the signal 34 because of the existence of a dangerous point 36 in the channel 11 downstream of the signal 34, for example a level crossing where the barrier has not yet been closed. This movement authority is characterized by a maximum distance noted d A that the rail vehicle is authorized to travel from a given point, defined here by the position of a beacon 32. Thus, the movement authority defines a section maximum of the track that the vehicle is allowed to travel without exceeding the downstream end.

Par exemple, les balises 32 sont propres à envoyer au véhicule ferroviaire 10 des informations sur la distance maximale dA que le véhicule ferroviaire est autorisé à parcourir à partir de la balise 32, le gradient de la voie 11 et les vitesses maximales autorisées en fonction de la position sur la voie, par exemple par rapport à une distance prédéfinie de la balise 32 ou d'un autre point de référence fixe. Le gradient de la voie désigne la pente de la voie.For example, the tags 32 are suitable for sending to the railway vehicle 10 information on the maximum distance d A that the railway vehicle is authorized to traveling from the beacon 32, the gradient of the channel 11 and the maximum speeds authorized as a function of the position on the track, for example with respect to a predefined distance from the beacon 32 or from another fixed reference point. The gradient of the track designates the slope of the track.

Dans un mode de réalisation, la distance à parcourir et les valeurs de vitesse maximale autorisée sur la voie 11 à une distance prédéfinie sont envoyées conjointement, par exemple sous forme d'une courbe de vitesse maximale autorisée en fonction de la distance. En d'autres termes, la balise 32 donne au véhicule ferroviaire 10 une autorité de mouvement en termes de distance et de vitesses maximales autorisées.In one embodiment, the distance to be traveled and the maximum speed values allowed on the channel 11 at a predefined distance are sent together, for example in the form of a maximum speed curve authorized as a function of the distance. In other words, the beacon 32 gives the railway vehicle 10 a movement authority in terms of distance and maximum authorized speeds.

Dans un autre mode de réalisation, au moins deux types de balise 32 existent dont un premier type fournit l'autorité de mouvement au véhicule et l'autre, deuxième type donne seulement un point de référence pour permettre au véhicule ferroviaire de connaître la distance déjà parcourue depuis la dernière autorité de mouvement reçue par le véhicule ferroviaire.In another embodiment, at least two types of beacon 32 exist, one of which provides the authority for movement to the vehicle and the other type gives only a reference point to allow the railway vehicle to know the distance already traveled since the last movement authority received by the railway vehicle.

Dans d'autres modes de réalisation, l'information sur la distance que le véhicule ferroviaire 10 est autorisé à parcourir et/ou les vitesses maximales autorisées en fonction de la distance sur la voie 11 sont envoyées par un autre système, par exemple par une connexion radio, comme GSM-R.In other embodiments, the distance information that the railway vehicle 10 is allowed to travel and / or the maximum permissible speeds as a function of the distance on the lane 11 are sent by another system, for example by a radio connection, like GSM-R.

Dans une variante, les balises 32 sont des balises virtuelles qui sont définies par leur position sur la voie ou leurs coordonnées. Le véhicule ferroviaire comprend dans ce cas un récepteur d'un système de géolocalisation connecté au contrôleur 12. Si le véhicule ferroviaire passe sur une balise virtuelle, ce qui est déterminé par une comparaison de la position instantanée du véhicule ferroviaire et de la position de la balise virtuelle, les informations sur la distance que le véhicule ferroviaire 10 est autorisé à parcourir et/ou les vitesses maximales autorisées en fonction de la distance sur la voie 11 sont envoyées par une connexion radio.In one variant, the tags 32 are virtual tags which are defined by their position on the track or their coordinates. In this case, the railway vehicle comprises a receiver of a geolocation system connected to the controller 12. If the railway vehicle passes over a virtual beacon, this is determined by a comparison of the instantaneous position of the railway vehicle and the position of the virtual beacon, the information on the distance that the railway vehicle 10 is authorized to travel and / or the maximum authorized speeds as a function of the distance on the channel 11 are sent by a radio connection.

La Figure 2 montre schématiquement les équipements embarqués du système pour sécuriser le déplacement du véhicule ferroviaire. Le procédé est mis en oeuvre par un logiciel pilotant le contrôleur 12 embarqué dans le véhicule ferroviaire 10.The Figure 2 schematically shows the equipment embedded system to secure the movement of the railway vehicle. The method is implemented by software controlling the controller 12 embedded in the railway vehicle 10.

Le contrôleur 12 comprend une unité de calcul 120, par exemple un calculateur embarqué, propre à calculer une courbe de vitesse maximale autorisée en fonction du temps comme décrit ci-dessous et à comparer la vitesse instantanée du véhicule ferroviaire 10 avec la vitesse maximale autorisée à l'instant considéré.The controller 12 comprises a calculation unit 120, for example an on-board computer, able to calculate a maximum authorized speed curve as a function of time as described below and to compare the instantaneous speed of the rail vehicle 10 with the maximum speed authorized to the moment considered.

Le capteur de roue 14 est connecté à l'unité de calcul 120 pour fournir des informations sur la rotation de la roue associée au capteur de roue. Par exemple, le capteur de roue 14 est propre à fournir en permanence, à l'unité de calcul 120, des impulsions à une fréquence proportionnelle à la vitesse de rotation de la roue et/ou une vitesse instantanée mesurée. Le capteur 14 est par exemple un capteur de position angulaire de la roue. Dans le procédé pour sécuriser le déplacement du véhicule ferroviaire selon un mode de réalisation de l'invention le capteur de roue 14 est utilisé pour une tachymétrie, par exemple pour afficher au conducteur la vitesse instantanée mesurée et/ou pour comparer la vitesse instantanée mesurée avec la vitesse maximale autorisée.The wheel sensor 14 is connected to the computing unit 120 to provide information on the rotation of the wheel associated with the wheel sensor. For example, the wheel sensor 14 is able to permanently supply, to the calculation unit 120, pulses at a frequency proportional to the speed of rotation of the wheel and / or a measured instantaneous speed. The sensor 14 is for example an angular position sensor of the wheel. In the method for securing the movement of the railway vehicle according to one embodiment of the invention the wheel sensor 14 is used for a tachometer, for example to display the measured instantaneous speed to the driver and / or to compare the instantaneous speed measured with the maximum speed allowed.

Le capteur d'accélération 20 est connecté à l'unité de calcul 120 qui est propre à déterminer à partir des informations du capteur d'accélération 20 si les informations issues du capteur de roues 14 sont pertinentes et utilisables pour un calcul de la courbe de vitesse maximale autorisée en fonction du temps comme cela sera décrit ci-dessous. Grâce au capteur d'accélération 20, le contrôleur 12 ou son unité de calcul 120 est propre à déterminer si la roue du véhicule ferroviaire n'est sûrement pas dans une phase de patinage ou d'enrayage.The acceleration sensor 20 is connected to the calculation unit 120 which is able to determine from the information of the acceleration sensor 20 whether the information from the wheel sensor 14 is relevant and usable for a calculation of the maximum speed allowed as a function of time as will be described below. Thanks to the acceleration sensor 20, the controller 12 or its calculation unit 120 is able to determine if the wheel of the railway vehicle is surely not in a phase of slipping or jamming.

Comme illustré sur la Figure 2, le récepteur d'informations de voie 18 est connecté à l'unité de calcul 120 et est propre à lui fournir à chaque passage devant une balise 32, une autorité de mouvement et/ou la position.As illustrated on the Figure 2 , the channel information receiver 18 is connected to the calculation unit 120 and is able to provide each passage in front of a tag 32, a movement authority and / or position.

Une mémoire 128 du contrôleur contient un modèle du véhicule ferroviaire comprenant un modèle dynamique de celui-ci permettant au contrôleur 12 de calculer une courbe de freinage et/ou de vitesse en fonction de la position ou du temps pour respecter l'autorité de mouvement reçue comme expliqué en détail ci-dessous.A memory 128 of the controller contains a model of the railway vehicle comprising a dynamic model thereof that allows the controller 12 to calculate a braking and / or speed curve according to the position or time to respect the movement authority received. as explained in detail below.

En outre, l'unité de calcul 120 contrôle le système de freinage 16. Par exemple, si l'unité de calcul du contrôleur 12 détecte que le véhicule ferroviaire roule à une vitesse supérieure à une vitesse maximale définie par une courbe de vitesse en fonction du temps, il commande au système de freinage 16 d'effectuer un freinage d'urgence pour s'assurer que le véhicule ferroviaire ne dépasse pas un point dangereux, par exemple après un avertissement éventuel.In addition, the computing unit 120 controls the braking system 16. For example, if the computing unit of the controller 12 detects that the railway vehicle is traveling at a speed greater than a maximum speed defined by a speed curve according to time, it commands the braking system 16 to perform an emergency braking to ensure that the railway vehicle does not exceed a dangerous point, for example after a possible warning.

La Figure 3 montre un organigramme du procédé selon l'invention. Il sera expliqué conjointement avec les courbes de vitesse maximale autorisée illustrées aux Figures 4 et 5.The Figure 3 shows a flowchart of the method according to the invention. It will be explained in conjunction with the maximum authorized speed curves illustrated in Figures 4 and 5 .

A partir d'une balise 32, une autorité de mouvement est fournie au contrôleur 12 sous forme d'une courbe 200 de vitesse maximale autorisée en fonction de la position sur la voie 11, c'est-à-dire en fonction d'une distance par rapport à un point de référence notamment constitué de la balise 32. L'autorité de mouvement comporte en outre une distance maximale dA que le véhicule ferroviaire est autorisé à parcourir à partir de cette balise 32.From a beacon 32, a movement authority is provided to the controller 12 as a maximum velocity curve 200 as a function of the position on the lane 11, i.e. distance from a reference point including the tag 32. The movement authority further comprises a maximum distance d A that the rail vehicle is allowed to browse from this tag 32.

La courbe de vitesse maximale autorisée 200 en fonction de la distance illustrée sur la figure 4 fournie par la balise 32 comprend trois sections 202, 204, 206 avec des vitesses maximales autorisées V1, V2, V3 différentes selon les sections de voie. La distance 0 correspond au positionnement de la balise 32. Dans la section précédente à la section 202, donc avant la distance 0, la vitesse maximale autorisée est V0.The maximum authorized speed curve 200 as a function of the distance illustrated on the figure 4 provided by the beacon 32 comprises three sections 202, 204, 206 with different maximum speeds V1, V2, V3 according to the channel sections. The distance 0 corresponds to the positioning of the tag 32. In the section before section 202, therefore before the distance 0, the maximum speed allowed is V0.

Sur la première section 202, le véhicule ferroviaire 10 est autorisé à circuler à une première vitesse maximale autorisée V1 sur une première distance d202. Sur la deuxième section 204, le véhicule ferroviaire est autorisé à circuler à une deuxième vitesse maximale autorisée V2 sur une deuxième distance d204, et sur la troisième section 206, le véhicule ferroviaire 10 est autorisé à circuler à une troisième vitesse maximale autorisée V3 sur une troisième distance d206, avant d'arriver à la fin de l'autorité de mouvement où le véhicule ferroviaire devrait être arrêté au point 208. Les trois sections 202, 204, 206 correspondent ensemble à la distance maximale dA que le véhicule ferroviaire est autorisé à parcourir.On the first section 202, the railway vehicle 10 is authorized to circulate at a first maximum authorized speed V1 over a first distance d 202 . On the second section 204, the railway vehicle is authorized to run at a second maximum authorized speed V2 over a second distance d 204 , and on the third section 206, the railway vehicle 10 is authorized to travel at a third maximum authorized speed V3 on a third distance d 206 , before reaching the end of the movement authority where the railway vehicle should be stopped at point 208. The three sections 202, 204, 206 together correspond to the maximum distance d A that the railway vehicle is allowed to browse.

A partir des sections 202, 204, 206 avec leur vitesse maximale autorisée respective V1, V2, V3, l'unité de calcul 120 calcule lors d'une étape 1000 illustrée sur la figure 3, une courbe de vitesse maximale autorisée spécifique 210 en fonction de la position du véhicule sur la voie spécifiquement pour le véhicule ferroviaire en cause 10, en utilisant l'information sur le modèle dynamique du véhicule ferroviaire stocké dans la mémoire 128, et, le cas échéant, l'information de la topologique de la voie. Par exemple, des informations sur les capacités de freinage et/ou d'accélération issues du modèle dynamique du véhicule ferroviaire stocké dans la mémoire 128 sont utilisées.From the sections 202, 204, 206 with their respective maximum authorized speeds V1, V2, V3, the calculation unit 120 calculates during a step 1000 illustrated on FIG. figure 3 a specific maximum authorized speed curve 210 as a function of the position of the vehicle on the track specifically for the railway vehicle in question 10, using the information on the dynamic model of the railway vehicle stored in the memory 128, and, where appropriate, where appropriate, the topological information of the track. For example, information on the braking and / or acceleration capabilities from the dynamic model of the railway vehicle stored in the memory 128 are used.

Cette courbe de vitesse maximale autorisée spécifique en fonction de la distance 210 est différente de la vitesse maximale autorisée sur la voie 11 avant ou après un changement de section. Elle est alors représentée en pointillés.This specific maximum permissible speed versus distance curve 210 is different from the maximum speed allowed on lane 11 before or after a section change. It is then represented in dotted lines.

Comme illustré sur la Figure 3, le contrôleur 12 calcule à l'étape 1001 une courbe de vitesse maximale 300 autorisée en fonction du temps et non plus en fonction de la position, à partir de la courbe de vitesse maximale autorisée spécifique en fonction de la distance 210 en utilisant le modèle dynamique du véhicule ferroviaire stocké dans la mémoire 128. La courbe de vitesse maximale autorisée 300 en fonction du temps est illustrée schématiquement sur la Figure 5. Pour des fins d'illustration, une courbe de vitesse maximale autorisée spécifique 301 en fonction de la distance qui correspond à la courbe de vitesse maximale autorisée en fonction du temps 300 est illustrée sur la Figure 4. La courbe de vitesse maximale autorisée spécifique 301 correspond à la courbe de vitesse maximale autorisée en fonction de la position à l'exception de la section 204.As illustrated on the Figure 3 , the controller 12 calculates in step 1001 a maximum speed curve 300 allowed as a function of time and no longer according to the position, from the specific maximum authorized speed curve as a function of the distance 210 using the model railway vehicle dynamics stored in the memory 128. The maximum authorized speed curve 300 as a function of time is schematically illustrated in FIG. Figure 5 . For purposes of illustration, a specific maximum authorized speed curve 301 as a function of the distance that corresponds to the maximum permissible speed versus time curve 300 is illustrated in FIG. Figure 4 . The specific maximum allowable speed curve 301 corresponds to the maximum allowed position velocity curve with the exception of section 204.

Le véhicule ferroviaire utilise la courbe 300 de la vitesse maximale autorisée en fonction du temps pour comparer, à tout instant pendant son trajet, sa vitesse instantanée avec la vitesse maximale autorisée à cet instant précis et pour effectuer un freinage, en cas de dépassement de cette vitesse maximale autorisée, par exemple après un avertissement éventuel.The railway vehicle uses the curve 300 of the maximum authorized speed as a function of time to compare, at any instant during its journey, its instantaneous speed with the maximum speed authorized at this precise instant and to perform a braking, in case of exceeding this maximum permitted speed, for example after a warning.

Le système et le procédé garantissent que le véhicule ne dépasse à aucun moment les vitesses maximales autorisées sur les différentes sections de la voie 11.The system and method ensure that the vehicle never exceeds the maximum permitted speeds on the different sections of the track 11.

Un temps maximal restant à rouler tA commence au moment où le véhicule ferroviaire 10 passe par l'origine du tronçon maximal que le véhicule ferroviaire est autorisé à parcourir correspondant à la distance dA. Le temps tA commence par exemple au moment où le véhicule ferroviaire passe sur la balise 32 qui a envoyé l'autorité de mouvement.A maximum time remaining to roll t A begins when the railway vehicle 10 passes through the origin of the maximum section that the railway vehicle is allowed to travel corresponding to the distance d A. The time t A begins for example when the railway vehicle passes on the tag 32 which sent the movement authority.

Un exemple simplifié de la construction de la courbe de vitesse maximale autorisée 300 en fonction du temps est expliqué dans la suite. Dans une première plage de temps 302, la vitesse maximale autorisée augmente de la vitesse maximale autorisée V0 de la section précédant à la section 202 jusqu'à la vitesse V1 qui sera autorisée pendant la plage de temps 304 en utilisant la capacité maximale d'accélération amax du véhicule ferroviaire stockée dans la mémoire 128. Le véhicule ferroviaire atteint - théoriquement pour le calcul de la courbe 300 en fonction du temps - la vitesse maximale V1 après un temps t0. Le véhicule a alors parcouru une distance d0. Dans l'hypothèse d'une accélération constante,A simplified example of the construction of the maximum allowed speed curve 300 as a function of time is explained below. In a first time period 302, the maximum authorized speed increases from the maximum allowed speed V 0 of the section preceding section 202 to the speed V 1 which will be authorized during the time range 304 using the maximum acceleration capacity. a max of the railway vehicle stored in the memory 128. The rail vehicle reaches - theoretically for the calculation of the curve 300 as a function of time - the maximum speed V1 after a time t 0 . The vehicle then traveled a distance d 0 . Assuming a constant acceleration,

le temps est t0=(V1-V0)/amax etthe time is t 0 = (V1-V0) / a max and

la distance parcourue correspondante est d0=(V1+V0) *t0/2.the corresponding distance traveled is d 0 = (V1 + V0) * t 0/2 .

La vitesse maximale V1 sera autorisée pendant la plage de temps 304. Cette plage de temps 304 correspond au temps dont le véhicule ferroviaire a besoin pour parcourir la distance entre d0 et d1, s'il roule en vitesse V1. Pour calculer la courbe de vitesse maximale autorisée 300 en fonction du temps sur la section 204, l'unité de calcul n'utilise pas l'augmentation de la vitesse maximale autorisée sur la voie de la section 202 à la section 204 pour passer de V1 à V2, si elle n'a pas d'informations fiables sur le fait que le véhicule ferroviaire 10 a déjà parcouru la distance d202. Cette information provient par exemple d'une balise placée entre les sections 202 et 204 et non directement d'un capteur de position interne du véhicule comme le capteur de roue 14 sans information supplémentaire.The maximum speed V1 will be allowed during the time period 304. This time period 304 corresponds to the time that the railway vehicle needs to travel the distance between d 0 and d 1 , if it is traveling at a speed V 1. To calculate the maximum allowable speed curve 300 as a function of time on section 204, the calculation unit does not use the increase in the maximum speed allowed on the section 202 lane at section 204 to change from V1 to V2, if it has no reliable information that the railway vehicle 10 has already traveled the distance d 202 . This information comes for example from a beacon placed between the sections 202 and 204 and not directly from an internal vehicle position sensor such as the wheel sensor 14 without additional information.

Par exemple, si le véhicule ferroviaire avait utilisé le capteur de roue pour estimer la distance d202, un patinage, par exemple lors de l'accélération de V0 à V1, aurait mené à une surestimation de la distance parcourue. Donc, le véhicule ferroviaire pourrait être encore dans la section 202 et non dans la section 204. Par conséquence, si le procédé avait autorisé une accélération de V1 à V2, le véhicule ferroviaire pourrait rouler à une survitesse non autorisée sur la section 202.For example, if the railway vehicle had used the wheel sensor to estimate the distance d 202 , a slip, for example during the acceleration of V0 to V1, would have led to an overestimate of the distance traveled. So, the rail vehicle could be again in section 202 and not in section 204. Consequently, if the process had allowed an acceleration of V1 to V2, the railway vehicle could run at an unauthorized overspeed on section 202.

Dans la suite on suppose qu'une information de position n'est pas obtenue entre les sections 202 et 204.In the following it is assumed that positional information is not obtained between sections 202 and 204.

La distance d1 dépend de la distance d2, qui correspond à la fin de la section 204 et est connue, et des capacités de freinage optimales af pour réduire la vitesse de V1 à V3 à la fin de la section 204.The distance d 1 depends on the distance d 2 , which corresponds to the end of the section 204 and is known, and optimal braking capacities a f to reduce the speed of V1 to V3 at the end of the section 204.

Le véhicule ferroviaire roulant à la vitesse V1 a besoin du temps t2-t1=(V3-V1)/af correspondant à la plage de temps 306 pour réduire sa vitesse à la vitesse V3 et une distance entre d1 et d2 qui correspond à (V3+V1)/2*(t2-t1). d1 est déduit des équations qui précèdent. A partir de cette information, le temps t1 jusqu'auquel le véhicule ferroviaire est autorisé à rouler à la vitesse maximale V1 est calculé, par exemple par t1 = (d1-d0)/V1+t0.The railway vehicle running at the speed V1 needs time t 2 -t 1 = (V 3 -V 1 ) / a f corresponding to the time range 306 to reduce its speed to the speed V 3 and a distance between d 1 and d 2 which corresponds to (V3 + V1) / 2 * (t 2 -t 1 ). d 1 is deduced from the preceding equations. From this information, the time t 1 up to which the rail vehicle is allowed to roll at maximum speed V 1 is calculated, for example by t 1 = (d 1 -d 0 ) / V 1 + t 0 .

Alors, la courbe de vitesse maximale autorisée 300 en fonction du temps est maintenant construite jusqu'au temps t2.Then, the maximum allowed speed curve 300 as a function of time is now built up to time t 2 .

La plage de temps 308 pendant laquelle la vitesse maximale V3 est autorisée, la plage de temps 310 et le temps t3 à partir duquel le véhicule est obligé de réduire sa vitesse, s'il roule à la vitesse V3, sont calculés de manière similaire aux plages de temps 304 et 306. Donc, la courbe de vitesse maximale autorisée 300 en fonction du temps est calculée jusqu'à tA.The time period 308 during which the maximum speed V3 is authorized, the time range 310 and the time t 3 from which the vehicle is obliged to reduce its speed, if it is traveling at the speed V3, are calculated in a similar manner. to time ranges 304 and 306. Thus, the maximum allowed speed curve 300 as a function of time is calculated up to t A.

La courbe de vitesse maximale autorisée 300 en fonction du temps calculée par l'unité de calcul 120 dépend de la vitesse maximale autorisée sur la voie 200 qui est, par exemple, prescrit par les autorités ferroviaires et des capacités de freinage et d'accélération du véhicule ferroviaire 10. La courbe de vitesse 300 en fonction du temps donne alors, pour un instant donné, la vitesse maximale autorisée pour le véhicule ferroviaire.The maximum authorized speed curve 300 as a function of time calculated by the calculation unit 120 depends on the maximum speed allowed on the track 200 which is, for example, prescribed by the railway authorities and the braking and acceleration capacities of the rail vehicle 10. The speed curve 300 as a function of time then gives, for a given instant, the maximum speed allowed for the railway vehicle.

Le calcul est effectué en supposant que le véhicule ferroviaire roule toujours à la vitesse maximale autorisée de la courbe de vitesse en fonction du temps, et qu'il utilise toujours ses capacités maximales d'accélération et/ou de décélération minimale garantie du modèle dynamique du véhicule ferroviaire. De cette façon, le véhicule ferroviaire respectant ces limites de vitesse évite de dépasser la distance dA de son autorité de mouvement.The calculation is made assuming that the railway vehicle is always traveling at the maximum permitted speed of the speed curve as a function of time, and that it always uses its maximum acceleration and / or minimum deceleration capabilities guaranteed by the dynamic model of the railway vehicle. In this way, the rail vehicle following these speed limits to avoid exceeding the distance A of its authority movement.

Le véhicule roule alors pendant la mise en oeuvre du procédé toujours à la vitesse maximale donnée par la courbe de vitesse maximale autorisée en fonction du temps 300.The vehicle then rolls during the implementation of the method always at the maximum speed given by the maximum speed curve allowed as a function of time 300.

Si le véhicule roulait à une vitesse en dessous de la courbe de vitesse maximale autorisée en fonction du temps, le véhicule ferroviaire risquerait de ne pas atteindre la fin de la distance dA de son autorité de mouvement, car le temps tA aura été atteint auparavant.If the vehicle was traveling at a speed below the maximum permitted speed versus time, the rail vehicle may not reach the end the distance d A from its movement authority, because the time t A has been reached before.

Dans un mode de réalisation, avant la génération de la courbe de vitesse maximale en fonction du temps, la vitesse à la distance 0 est considérée nulle au départ, par exemple si le véhicule ferroviaire commence à rouler après un arrêt à la gare.In one embodiment, before the generation of the maximum speed curve as a function of time, the speed at distance 0 is considered zero at the start, for example if the railway vehicle starts to roll after a stop at the station.

Le contrôleur 12, dans une étape de supervision de vitesse 1020, en utilisant la vitesse instantanée mesurée et la courbe de vitesse 300 en fonction du temps, assure que la vitesse maximale autorisée est respectée par le véhicule ferroviaire 10. Si la vitesse maximale autorisée est dépassée, le contrôleur 12, en particulier à l'étape de supervision 1020, ordonne un freinage d'urgence au système de freinage 16. Il est à noter, que l'information provenant du capteur de roue 14 est utilisée pour une telle fonction de tachymétrie.The controller 12, in a speed supervision step 1020, using the measured instantaneous speed and the speed curve 300 as a function of time, ensures that the maximum authorized speed is respected by the railway vehicle 10. If the maximum authorized speed is exceeded, the controller 12, in particular at the supervision step 1020, orders an emergency braking to the braking system 16. It should be noted that the information from the wheel sensor 14 is used for such a function of Tach.

Typiquement, les performances du système et du procédé selon l'invention sont améliorées si le véhicule utilise plus de capteurs et/ou si dans la voie 33, plus de balises sont installées.Typically, the performance of the system and method according to the invention are improved if the vehicle uses more sensors and / or if in the channel 33, more tags are installed.

Le système n'a presque pas d'impact sur les performances pour les véhicules ferroviaires rapides et peut être utilisé dans les applications de métro. Le système et le procédé selon l'invention ne perdent pas de performance par rapport à un système basé sur la distance parcourue si la distance parcourue avant l'application des freins est supérieure à la distance à une prochaine balise rencontrée qui, dans un mode de réalisation, déclenche un calcul à nouveau de la courbe de vitesse maximale autorisée en fonction du temps comme décrit ci-dessous.The system has almost no performance impact for fast rail vehicles and can be used in subway applications. The system and method according to the invention do not lose performance compared to a system based on the distance traveled if the distance traveled before the application of the brakes is greater than the distance to a next beacon encountered which, in a mode of realization, triggers a recalculation of the maximum allowed speed versus time curve as described below.

Dans un mode de réalisation, le système laisse au conducteur la possibilité d'anticiper le freinage et d'approcher un point d'arrêt à allure modérée sans être freiné d'urgence. Par exemple, lorsqu'un conducteur anticipe le freinage, il s'approche d'une vitesse modérée Vrelease bien avant de risquer un freinage d'urgence.In one embodiment, the system allows the driver the opportunity to anticipate braking and to approach a stopping point at a moderate pace without being braked urgently. For example, when a driver anticipates braking, he approaches a moderate speed V release well before risking an emergency braking.

Dans des modes de réalisation de l'invention, le procédé et le système sont enrichis pour augmenter encore la performance, par exemple pour prendre en compte des augmentations de vitesse autorisée pendant une autorité de mouvement.In embodiments of the invention, the method and system are enriched to further enhance the performance, for example to account for speed increases allowed during a movement authority.

La Figure 6 montre un organigramme d'un procédé pour augmenter la performance du procédé et du système pour sécuriser un véhicule ferroviaire.The Figure 6 shows a flowchart of a process for increasing process and system performance to secure a railway vehicle.

Chaque fois que le véhicule ferroviaire passe sur une balise 32, l'unité de calcul 120 reçoit la position instantanée du véhicule ferroviaire lors de l'étape 1030.Whenever the railway vehicle passes over a beacon 32, the computing unit 120 receives the instantaneous position of the railway vehicle during the step 1030.

Pendant l'étape 1040 l'unité de calcul 120 déduit de cette information la distance encore à parcourir entre la position instantanée et la fin de son autorité de mouvement.During the step 1040 the computing unit 120 deduces from this information the distance still to be traveled between the instantaneous position and the end of its movement authority.

Dans une étape d'amélioration 1050, la courbe de vitesse maximale autorisée 300 en fonction du temps ainsi que le temps maximal pendant lequel le véhicule ferroviaire est autorisé à rouler sont recalculés en prenant en compte le modèle dynamique du véhicule ferroviaire stocké dans la mémoire 128. La nouvelle courbe de vitesse maximale ainsi recalculée est ensuite utilisée pour comparer la vitesse instantanée du véhicule.In an improvement step 1050, the maximum authorized speed curve 300 as a function of time as well as the maximum time during which the railway vehicle is authorized to drive are recalculated taking into account the dynamic model of the railway vehicle stored in the memory 128. The new maximum speed curve thus recalculated is then used to compare the instantaneous speed of the vehicle.

Au contraire d'un système basé sur des paliers de vitesse, il n'y a aucun impact sécuritaire du fait de rater une balise 32, parce que dans ce cas, la courbe de vitesse maximale autorisée 300 en fonction du temps ne sera pas recalculée, ce qui aura seulement un impact en terme de vitesse sur les performances du système et du procédé pour sécuriser le véhicule ferroviaire 10.Unlike a speed-based system, there is no safety impact from missing a tag 32, because in this case, the maximum allowed speed curve 300 as a function of time will not be recalculated. , which will only have an impact in terms of speed on the performance of the system and the process for securing the railway vehicle 10.

Dans un mode de réalisation, chaque fois qu'une nouvelle balise 32 est rencontrée, la courbe de vitesse maximale en fonction du temps utilisée précédemment est utilisée pour recalculer la nouvelle courbe de vitesse maximale autorisée en fonction du temps.In one embodiment, whenever a new beacon 32 is encountered, the maximum velocity versus time curve previously used is used to recalculate the new maximum allowable velocity curve as a function of time.

De plus, en utilisant ces informations, l'unité de calcul 120 sait si le véhicule ferroviaire est déjà complètement dans la section suivante. Dans le cas où le véhicule a pénétré dans la section 204, l'unité de calcul calcule une courbe de vitesse en fonction du temps ayant une plage de temps pendant laquelle le véhicule ferroviaire est autorisé à rouler avec la vitesse V2.In addition, using this information, the computing unit 120 knows if the railway vehicle is already completely in the next section. In the case where the vehicle has entered the section 204, the calculation unit calculates a speed versus time curve having a time period during which the railway vehicle is allowed to roll with the speed V2.

Un autre mode de réalisation sera décrit conjointement avec la Figure 7, les courbes de vitesse de vitesse maximale autorisée en fonction de temps sur la Figure 8, et l'organigramme de la Figure 9.Another embodiment will be described together with the Figure 7 , the velocity curves of maximum speed allowed as a function of time on the Figure 8 , and the organization chart of the Figure 9 .

Dans ce mode de réalisation, l'unité de calcul reçoit au moment t5 une vitesse instantanée qui est considérée comme fiable et donc, utilisable pour recalculer la courbe de vitesse maximale autorisée 300 en fonction du temps en prenant en compte une estimation d'une distance minimale parcourue et/ou d'une distance maximale parcourue implicitement (sans calcul d'une valeur de la distance minimale/maximale parcourue) ou explicitement (avec calcul d'une valeur de la distance minimale/maximale parcourue).In this embodiment, the calculation unit receives at time t 5 instant speed that is considered reliable and thus used to recalculate the maximum authorized speed curve 300 over time, taking into account an estimate of a minimum distance traveled and / or maximum distance traveled implicitly (without calculating a value of the minimum / maximum distance traveled) or explicitly (with calculation of a value of the minimum / maximum distance traveled).

Dans un mode de réalisation, cette mesure de vitesse instantanée peut venir de la vitesse utilisée pour la tachymétrie, si celle-ci est considérée comme fiable lors de cette étape de calcul. Dans un autre mode de réalisation, cette mesure de vitesse peut provenir d'un autre capteur, comme par exemple un capteur GPS ou un radar.In one embodiment, this instantaneous speed measurement can come from the speed used for tachometry, if it is considered reliable during this calculation step. In another embodiment, this speed measurement can come from another sensor, such as for example a GPS sensor or a radar.

Dans un mode de réalisation, cette mesure de vitesse instantanée peut correspondre à la vitesse du véhicule ferroviaire à l'instant présent. Dans un autre mode de réalisation, cette mesure de vitesse instantanée peut correspondre à un temps dans le passé, et être néanmoins utilisée pour raffiner l'historique de déplacement du véhicule ferroviaire et, de ce fait, modifier la courbe de vitesse maximale autorisée en fonction du temps.In one embodiment, this instantaneous speed measurement can correspond to the speed of the railway vehicle at the present time. In another embodiment, this instantaneous speed measurement may correspond to a time in the past, and nevertheless be used to refine the history of the vehicle's movement. and thereby modify the maximum permissible speed curve as a function of time.

Le mode de réalisation utilisant une mesure de vitesse utilisée pour la tachymétrie est expliqué ensuite. Dans ce mode de réalisation, la distance minimale parcourue et/ou la distance maximale parcourue sont prises en compte en permanence pour calculer la courbe de vitesse maximale en fonction du temps actualisée.The embodiment using a speed measurement used for tachometry is explained next. In this embodiment, the minimum distance traveled and / or the maximum distance traveled are taken into account continuously to calculate the maximum speed curve as a function of the updated time.

L'unité de calcul déduit si les informations sur la vitesse instantanée mesurée dans l'étape de tachymétrie 1010 par le capteur de roue 14 sont fiables et donc utilisables pour une odométrie pour recalculer la courbe de vitesse maximale autorisée 300 en fonction du temps. Typiquement, lorsque le véhicule ferroviaire 10 roule à une vitesse constante les valeurs mesurées par le capteur de roue 14 sont fiables puisqu'il n'y a ni glissement ni enraillement. De manière générale, ces résultats sont fiables quand la roue ne glisse pas ou ne s'enraille pas.The calculation unit deduces whether the information on the instantaneous speed measured in the tachometer step 1010 by the wheel sensor 14 is reliable and therefore usable for an odometry to recalculate the maximum authorized speed curve 300 as a function of time. Typically, when the railway vehicle 10 rolls at a constant speed the values measured by the wheel sensor 14 are reliable since there is no slippage or braking. In general, these results are reliable when the wheel does not slip or fray.

Théoriquement, l'utilisation des valeurs d'accélération du véhicule mesurées par le capteur d'accélération 20 est possible pour une estimation exacte de la vitesse du véhicule ferroviaire, mais ceci est rendu complexe par l'influence du gradient de voie 11, car l'accéléromètre mesure la somme des forces dans l'axe de sensibilité du capteur d'accélération 20. Il est alors nécessaire de connaître le gradient de la voie 11 précisément ainsi que la masse du véhicule. Ceci implique aussi la connaissance de l'endroit précis du véhicule ferroviaire 10.Theoretically, the use of the acceleration values of the vehicle measured by the acceleration sensor 20 is possible for an accurate estimation of the speed of the railway vehicle, but this is complicated by the influence of the lane gradient 11, because the accelerometer measures the sum of the forces in the sensitivity axis of the acceleration sensor 20. It is then necessary to know the gradient of the channel 11 precisely as well as the mass of the vehicle. This also implies knowledge of the precise location of the railway vehicle 10.

Dans un premier temps il est expliqué comment il est possible de déduire des valeurs de vitesse fiables à partir d'un capteur de roue. Ensuite un procédé est expliqué pour améliorer la performance du procédé de base.First, it is explained how it is possible to deduce reliable velocity values from a wheel sensor. Then a method is explained to improve the performance of the basic process.

La Figure 7 montre le véhicule ferroviaire 10 sur la voie 11 ayant une pente d'un angle α. Dans le cas où le véhicule ferroviaire 10 est arrêté sur la voie 11, les autres forces agissant sur le véhicule ferroviaire 10 sont la force de gravité 52, la force de freinage 50 (= M.g. sin α) et la force de réaction 54 de la voie (= M.g. cos α), avec M la masse du véhicule ferroviaire, g l'accélération de la pesanteur et α l'angle entre la voie et la horizontale. La force normale 54 correspond à la force exercée par la voie sur le véhicule ferroviaire 10. Les trois forces 50, 52, 54 cumulées donnent une force égale à zéro, car le véhicule ferroviaire est à l'arrêt. Le capteur d'accélération 20 mesure seulement la force de freinage 50 qui a une valeur égale à la composante de force de gravité en direction de la voie 11.The Figure 7 shows the rail vehicle 10 on the track 11 having a slope of an angle α. In the case where the railway vehicle 10 is stopped on the track 11, the other forces acting on the railway vehicle 10 are the force of gravity 52, the braking force 50 (= Mg sin α) and the reaction force 54 of the track (= Mg cos α), with M the mass of the railway vehicle, g the acceleration of gravity and α the angle between the track and the horizontal. The normal force 54 corresponds to the force exerted by the track on the railway vehicle 10. The three forces 50, 52, 54 accumulated give a force equal to zero because the railway vehicle is at a standstill. The acceleration sensor 20 measures only the braking force 50 which has a value equal to the gravitational force component in the direction of the track 11.

Dans le cas où le véhicule ferroviaire 10 roule sans effort sur la pente, les forces de freinage et de traction en direction de la voie sont nulles, et seulement la partie de la force de gravité, qui n'est pas mesurable par un accéléromètre, en direction de la voie (M.g. sin α) accélère le véhicule ferroviaire 10.In the case where the railway vehicle 10 rolls effortlessly on the slope, the braking forces and traction towards the track are zero, and only the part of the gravity force, which is not measurable by an accelerometer, towards the track (Mg sin α) accelerates the rail vehicle 10.

Donc, le capteur d'accélération 20 embarqué ne mesure pas la force de gravité 52 ou sa composante en direction de la voie 11. En plus, le capteur d'accélération ne mesure pas, à cause de son axe de sensibilité, la force normale 54 qui est orthogonale à l'axe de sensibilité du capteur d'accélération 20. La seule force mesurée par le capteur d'accélération 20 est celle exercée par la traction ou le frein sur la voie 11 et les forces de frottement. En effet, le capteur d'accélération mesure l'accélération seulement en direction de la voie. Donc, le capteur d'accélération 20 est utilisable pour connaitre et mesurer l'effort du véhicule ferroviaire 10 sur la voie 11. Ceci permet alors la détection de périodes pendant lesquelles aucun patinage n'est possible : quand le véhicule ferroviaire n'effectue aucun effort de traction. De même, ce procédé permet la détection de périodes pendant lesquelles aucun enraillage n'est possible : quand le véhicule ferroviaire n'effectue aucun effort de freinage.Therefore, the onboard acceleration sensor 20 does not measure the force of gravity 52 or its component towards the track 11. In addition, the acceleration sensor does not measure, because of its axis of sensitivity, the normal force 54 which is orthogonal to the sensitivity axis of the acceleration sensor 20. The only force measured by the acceleration sensor 20 is that exerted by the traction or the brake on the track 11 and the friction forces. Indeed, the acceleration sensor measures acceleration only towards the track. Thus, the acceleration sensor 20 can be used to know and measure the force of the railway vehicle 10 on the track 11. This then allows the detection of periods during which no slippage is possible: when the railway vehicle does not perform any tensile stress. Similarly, this method allows the detection of periods during which no reinforcement is possible: when the rail vehicle does not make any braking effort.

De cette manière il est alors possible de déterminer les périodes dans lesquelles le capteur de roue donne une information fiable sur la vitesse instantanée du véhicule ferroviaire. Cette vitesse instantanée fiable est utilisable pour le calcul de courbes de vitesse maximale autorisée en fonction du temps, une distance maximale parcourue et/ou une distance minimale parcourue.In this way it is then possible to determine the periods in which the wheel sensor gives reliable information on the instantaneous speed of the railway vehicle. This reliable instantaneous speed is usable for the calculation of maximum authorized speed curves as a function of time, a maximum distance traveled and / or a minimum distance traveled.

A partir des valeurs d'accélération, l'unité de calcul 120 détecte, suivant un algorithme décrit dans la suite et notamment en regard de la figure 9, quand le capteur de roue 14 donne des résultats fiables et utilisables pour estimer une distance parcourue ou la vitesse instantanée du véhicule ferroviaire 10 pour un calcul de la courbe de vitesse maximale autorisée en fonction du temps.From the acceleration values, the calculation unit 120 detects, according to an algorithm described hereinafter and in particular with respect to the figure 9 when the wheel sensor 14 gives reliable and usable results for estimating a distance traveled or the instantaneous speed of the railway vehicle 10 for a calculation of the maximum speed curve allowed as a function of time.

Dans le cas où le véhicule ferroviaire 10 a assez d'informations fiables sur sa vitesse utilisable pour une odométrie, le système recalcule la courbe de vitesse en fonction du temps en prenant en compte la ou les informations supplémentaires sur la vitesse instantanée ou historique du véhicule ferroviaire 10.In the case where the railway vehicle 10 has enough reliable information on its usable speed for an odometry, the system recalculates the speed curve as a function of time by taking into account the additional information or information on the instantaneous or historical speed of the vehicle. railway 10.

La Figure 9 montre un organigramme d'une partie d'un procédé pour sécuriser un véhicule ferroviaire. Par exemple, un tel procédé est utilisé dans un système de protection automatique de véhicule ferroviaire basé sur le temps. Néanmoins, cette partie peut aussi être utilisée dans d'autres procédés pour sécuriser un véhicule ferroviaire.The Figure 9 shows a flowchart of part of a process for securing a railway vehicle. For example, such a method is used in a time-based rail vehicle automatic protection system. Nevertheless, this part can also be used in other processes to secure a railway vehicle.

A l'étape 1060, le contrôleur 12 reçoit au moins une valeur de sortie d'au moins l'un des capteurs de roue 14. Par exemple, la valeur de sortie est une impulsion qui est représentative de la vitesse de rotation de la roue. Dans un autre mode de réalisation, le capteur de roue 14 livre lui-même une valeur de vitesse instantanée, soit la vitesse instantanée de rotation de la roue ou soit une estimation de la vitesse instantanée du véhicule ferroviaire 10 calculée par simple produit de la vitesse angulaire de la roue par son rayon. L'estimation comprend, dans un mode de réalisation, une valeur de vitesse instantanée maximale et une valeur de vitesse instantanée minimale lorsque l'unité de calcul 120 applique une marge de sécurité autour de la valeur de vitesse instantanée mesurée.In step 1060, the controller 12 receives at least one output value of at least one of the wheel sensors 14. For example, the output value is a pulse that is representative of the speed of rotation of the wheel . In another embodiment, the wheel sensor 14 itself delivers an instantaneous speed value, namely the speed instantaneous rotation of the wheel or an estimate of the instantaneous speed of the railway vehicle 10 calculated by simple product of the angular velocity of the wheel by its radius. The estimate comprises, in one embodiment, a maximum instantaneous speed value and a minimum instantaneous speed value when the computing unit 120 applies a safety margin around the measured instantaneous speed value.

A l'étape 1065, le contrôleur 12 reçoit une valeur de sortie produite par le capteur d'accélération 20. La valeur de sortie est représentative de l'accélération mesurée en direction de l'axe de sensibilité du capteur d'accélération 20. La valeur d'accélération est positive si le véhicule ferroviaire 10 accélère sur une voie 11 horizontale et négative si le véhicule ferroviaire 10 freine sur une voie 11 horizontale. Par exemple, le capteur d'accélération livre lui-même une valeur d'accélération. Les étapes 1060 et 1065 peuvent être aussi réalisées en parallèle ou dans l'ordre inverse. Dans un mode de réalisation, l'instant de la mesure du capteur d"accélération et/ou du capteur de roue est enregistré pour synchroniser les valeurs de sortie du capteur d'accélération et du capteur de roue.In step 1065, the controller 12 receives an output value produced by the acceleration sensor 20. The output value is representative of the measured acceleration towards the sensitivity axis of the acceleration sensor 20. The The acceleration value is positive if the rail vehicle 10 accelerates on a horizontal and negative track 11 if the railway vehicle 10 brakes on a horizontal track 11. For example, the acceleration sensor itself delivers an acceleration value. Steps 1060 and 1065 can also be performed in parallel or in reverse order. In one embodiment, the time of measurement of the acceleration sensor and / or the wheel sensor is recorded to synchronize the output values of the acceleration sensor and the wheel sensor.

A partir des valeurs d'accélération, l'unité de calcul 120 détecte, quand le capteur de roue 14 donne des résultats fiables et utilisables pour estimer une distance parcourue et la vitesse instantanée du véhicule ferroviaire 10. Dans un mode de réalisation, l'unité de calcul 120 détermine des périodes durant lesquelles les valeurs de sortie venant du capteur de roue 14 pour déterminer la vitesse instantanée sont utilisables pour l'estimation de la distance maximale parcourue (lorsque l'effort de freinage exercé ne risque pas de provoquer un enraillage). De la même manière, l'unité de calcul 120 détermine des périodes durant lesquelles les valeurs de sortie venant du capteur de roue 14 pour déterminer la vitesse instantanée sont utilisables pour l'estimation de la distance minimale parcourue (lorsque l'effort de traction exercé ne risque pas de provoquer un patinage).From the acceleration values, the calculation unit 120 detects when the wheel sensor 14 gives reliable and usable results for estimating a distance traveled and the instantaneous speed of the railway vehicle 10. In one embodiment, the calculation unit 120 determines periods during which the output values coming from the wheel sensor 14 to determine the instantaneous speed are usable for the estimation of the maximum distance traveled (when the braking force exerted is not likely to cause a retraction ). In the same way, the calculation unit 120 determines periods during which the output values coming from the wheel sensor 14 to determine the instantaneous speed are usable for the estimation of the minimum distance traveled (when the traction force exerted does not risk causing skating).

Ces déterminations sont faites à l'étape 1070, dans laquelle les valeurs de l'accélération en direction de la voie sont comparées avec des valeurs d'accélération prédéterminées.These determinations are made at step 1070, wherein the values of the acceleration towards the channel are compared with predetermined acceleration values.

Dans le cas d'une estimation de la distance maximale parcourue, les valeurs de vitesses instantanées, ou, le cas échéant, les valeurs de vitesses maximales instantanées, sont utilisables si l'effort mesuré par l'accéléromètre est supérieur à une première valeur prédéterminée (par exemple -0,4 m/s2). En effet, dans ce cas, on est sûr que le véhicule ferroviaire ne freine pas suffisamment pour que la roue enraye. De ce fait, le procédé garantit que la valeur de vitesse instantanée déterminée par le capteur de roue ne mènera pas à une sous-estimation de la distance parcourue.In the case of an estimate of the maximum distance traveled, the instantaneous speed values, or, where appropriate, the instantaneous maximum speed values, are usable if the force measured by the accelerometer is greater than a first predetermined value. (for example -0.4 m / s 2 ). Indeed, in this case, we are sure that the rail vehicle does not brake enough for the wheel to stop. As a result, the method ensures that the instantaneous speed value determined by the wheel sensor will not lead to an underestimation of the distance traveled.

Dans le cas d'une estimation de la distance minimale parcourue, les valeurs de vitesses instantanées, ou, le cas échéant, les valeurs de vitesses minimales instantanées, sont utilisables si l'effort mesuré par l'accéléromètre est inférieur à une deuxième valeur prédéterminée (par exemple 0,4 m/s2). En effet, dans ce cas, on est sûr que le véhicule ferroviaire ne tractionne pas suffisamment que pour que la roue patine. De ce fait, le procédé garantit que la valeur de vitesse instantanée déterminée par le capteur de roue ne mènera pas à une surestimation de la distance parcourue.In the case of an estimation of the minimum distance traveled, the instantaneous speed values, or, where appropriate, the instantaneous minimum speed values, are usable if the force measured by the accelerometer is less than a second predetermined value. (for example 0.4 m / s 2 ). Indeed, in this case, we are sure that the rail vehicle does not pull enough that the wheel skates. As a result, the method ensures that the instantaneous speed value determined by the wheel sensor will not overestimate the distance traveled.

L'étape 1070 assure alors, que les valeurs de sortie du capteur de roue 14 sont seulement utilisées lors des périodes fiables donc en dehors de périodes de risque de glissement ou d'enraillement de la roue sur laquelle le capteur de roue est monté, et, en d'autres termes, lorsque le véhicule ferroviaire 10 roule sans produire un effort sur les rails.Step 1070 then ensures that the output values of the wheel sensor 14 are only used during reliable periods and therefore outside periods of risk of slipping or rolling away from the wheel on which the wheel sensor is mounted, and in other words, when the rail vehicle 10 rolls without producing a stress on the rails.

Dans un mode de réalisation, les valeurs d'accélération prédéterminées dépendent de l'essieu sur lequel se trouve le capteur de roue. Par exemple, une roue motorisée ou freinée a une autre valeur d'accélération prédéterminée plus élevée qu'une roue non motorisée et/ou non freinée. Dans un mode de réalisation, les forces de frottement existant dans le véhicule et mesurées par l'accéléromètre sont incluses dans les marges prises autour de la mesure.In one embodiment, the predetermined acceleration values depend on the axle on which the wheel sensor is located. For example, a motorized or braked wheel has another higher predetermined acceleration value than a non-motorized and / or unbraked wheel. In one embodiment, the frictional forces existing in the vehicle and measured by the accelerometer are included in the margins taken around the measurement.

Si les informations de vitesse instantanées, ou, dans le cas échéant, les valeurs de vitesses minimales instantanées, mesurées par le ou les capteurs de roue 14 sont fiables, elles sont alors utilisées pour calculer à l'étape 1080 une nouvelle courbe de vitesse maximale autorisée en fonction du temps en utilisant implicitement ou explicitement une estimation de la distance minimale parcourue et/ou la distance maximale parcourue. Sinon, aucun recalcul n'est fait et l'étape 1080 est sautée.If the instantaneous speed information, or, where appropriate, the instantaneous minimum speed values measured by the wheel sensor (s) 14 are reliable, then they are used to calculate at step 1080 a new maximum speed curve. permitted over time using implicitly or explicitly an estimate of the minimum distance traveled and / or the maximum distance traveled. Otherwise, no recalculation is done and step 1080 is skipped.

Le recalcul de la courbe de vitesse maximale autorisée en fonction du temps en prenant en compte la distance maximale parcourue est expliqué à l'aide de la Figure 8 qui montre une courbe de vitesse en fonction du temps 300 qui correspond à la courbe de vitesse en fonction du temps 300 de la Figure 5. A l'instant t5, le contrôleur 12 déduit, à l'étape 1070, une valeur de vitesse instantanée fiable 401 pour le calcul de la distance maximale parcourue. Cette vitesse instantanée fiable 401 est au-dessous de la vitesse maximale autorisée représentée par la courbe de vitesse 300 en fonction du temps.The recalculation of the maximum permissible speed versus time curve taking into account the maximum distance traveled is explained using the Figure 8 which shows a velocity curve as a function of time 300 which corresponds to the velocity curve as a function of time 300 of the Figure 5 . At time t 5 , the controller 12 derives, in step 1070, a reliable instantaneous speed value 401 for calculating the maximum distance traveled. This reliable instantaneous speed 401 is below the maximum allowable speed represented by the speed curve 300 as a function of time.

Le contrôleur 12 suppose, par mesure de sécurité, pour le calcul de la courbe de vitesse maximale autorisée 400 en fonction du temps que le véhicule ferroviaire 10 accélère ensuite avec sa capacité maximale d'accélération amax après la valeur fiable de la vitesse instantanée 401 pour atteindre la vitesse maximale autorisée V1 au moment t6.The controller 12 assumes, for safety reasons, for the calculation of the maximum authorized speed curve 400 as a function of time that the railway vehicle 10 then accelerates with its maximum acceleration capacity a max after the reliable value of the instantaneous speed 401. to reach the maximum speed allowed V 1 at time t 6 .

Avant la valeur fiable de la vitesse instantanée 401, le contrôleur suppose pour le recalcul de la courbe de vitesse maximale autorisée 400 en fonction du temps que le véhicule a freiné entre t4 et t5 avec ses capacités de freinage maximales à partir de la vitesse maximale autorisée au moment t4 pour atteindre la vitesse 401 au moment t5. Alors, le contrôleur a ici implicitement pris en compte la distance maximale parcourue en supposant que le véhicule a toujours roulé à la vitesse maximale autorisée et freiné avec ses capacités de freinage maximales. Dans un mode de réalisation, la valeur de la distance maximale parcourue est explicitement calculée pour l'utilisation dans le calcul de la courbe de vitesse maximale autorisée en fonction du temps.Before the reliable value of the instantaneous speed 401, the controller assumes for the recalculation of the maximum authorized speed curve 400 as a function of the time that the vehicle has braked between t 4 and t 5 with its maximum braking capacities from the speed maximum allowed at time t 4 to reach speed 401 at time t 5 . Then, the controller here implicitly took into account the maximum distance traveled assuming that the vehicle has always driven at the maximum authorized speed and braked with its maximum braking capacity. In one embodiment, the value of the maximum distance traveled is explicitly calculated for use in calculating the maximum allowed speed curve as a function of time.

Le calcul de la courbe de vitesse maximale autorisée en fonction de temps 401 après l'instant t5 se fait comme dans l'exemple exposé en regard de la Figure 5 en prenant en compte l'estimation de la distance maximale parcourue comme point de départ.The calculation of the maximum permissible speed curve as a function of time 401 after time t 5 is as in the example given with reference to FIG. Figure 5 taking into account the estimation of the maximum distance traveled as a starting point.

La région hachurée représente une distance correspondant à la différence entre dA et un point en amont de dA où le véhicule ferroviaire s'arrêterait s'il ne recalculerait pas la courbe de vitesse en fonction du temps.The hatched region represents a distance corresponding to the difference between d A and a point upstream of d A where the railway vehicle would stop if it did not recalculate the speed curve as a function of time.

Avec l'utilisation de la valeur de vitesse instantanée 401, on peut voir, que la durée de circulation maximale autorisée tA' du véhicule ferroviaire 12 est augmentée par rapport au temps de circulation maximale autorisé tA de la courbe de vitesse en fonction du temps 300.With the use of the instantaneous speed value 401, it can be seen that the maximum permissible circulation time t A 'of the railway vehicle 12 is increased with respect to the maximum permitted circulation time t A of the speed curve as a function of the time 300.

A l'étape 1090 qui correspond à l'étape 1020 de la Figure 3, les courbes de vitesse maximales autorisées 300, 400 en fonction du temps sont utilisées pour contrôler automatiquement le véhicule ferroviaire, en particulier pour contrôler son freinage si le véhicule ferroviaire dépasse la vitesse maximale autorisée. Le capteur de roue est utilisé de manière permanente pour la tachymétrie : dans ce cas, nous avons deux avantages par rapport à la fonction odométrique : D'une part, les erreurs dues au patinage et à l'enrayage ne sont pas intégrées. D'autre part, seule la sous-estimation de la vitesse peut mener à un état dangereux. Notons que, dans le cas d'une sous-estimation de la vitesse, celle-ci ne peut avoir lieu que lors d'un freinage menant à un enrayage de la roue. Dans ce cas, le système proposé ici diffère l'intervention du freinage d'urgence tant que la roue enraye, ce qui n'aura pas d'effet dangereux vu que le véhicule ferroviaire est en cours de freinage.At step 1090 which corresponds to step 1020 of the Figure 3 , the maximum permissible speed curves 300, 400 as a function of time are used to automatically control the railway vehicle, in particular to control its braking if the rail vehicle exceeds the maximum authorized speed. The wheel sensor is used permanently for tachometry: in this case, we have two advantages over the odometric function: Firstly, errors due to slipping and skidding are not integrated. On the other hand, only the underestimation of the speed can lead to a dangerous state. Note that, in the case of an underestimation of the speed, it can take place only during braking leading to a clutch of the wheel. In this case, the system proposed here differs emergency braking intervention as the wheel stops, which will have no dangerous effect as the railway vehicle is braking.

Le recalcul de la courbe de vitesse maximale autorisée en fonction du temps en prenant en compte la distance minimale parcourue est expliqué ensuite.The recalculation of the maximum permissible speed curve as a function of time taking into account the minimum distance traveled is explained next.

Le contrôleur estime une position du véhicule ferroviaire minimale, c'est-à-dire une distance minimale parcourue. Cette distance minimale parcourue est utilisée pour savoir si le véhicule ferroviaire a libéré une section ou un point dangereux afin, par exemple, de permettre une reprise de vitesse après une limitation.The controller estimates a minimum rail vehicle position, ie a minimum distance traveled. This minimum distance traveled is used to know if the rail vehicle has released a dangerous section or point in order, for example, to allow a speed recovery after a limitation.

A partir de la vitesse minimale instantanée, ou, dans le cas échéant, les valeurs de vitesses minimales instantanées, du véhicule ferroviaire, et la capacité de freinage maximale, l'unité de calcul 120 déduit la distance minimale parcourue. A partir de là, dans un cas comme celui de la section 204 de la figure 4, on garantit l'entrée dans cette section et permet au véhicule ferroviaire d'accélérer jusqu'à la vitesse V2. Si on n'effectue pas ce calcul, le système proposé imposera la vitesse V1 sur tout le trajet jusqu'à ce qu'il passe sur une balise lui garantissant qu'il a quitté la section d202. Si le système a déduit que le véhicule ferroviaire est dans la section 204, il fait un recalcul de la courbe de vitesse maximale autorisée en fonction du temps en autorisant une accélération jusqu'à la vitesse V2.Starting from the instantaneous minimum speed, or, where appropriate, the instantaneous minimum speed values, of the railway vehicle, and the maximum braking capacity, the calculation unit 120 deduces the minimum distance traveled. From there, in a case like that of section 204 of the figure 4 the entry is guaranteed in this section and allows the railway vehicle to accelerate to the speed V2. If this calculation is not carried out, the proposed system will impose the V1 speed all the way until it passes on a beacon guaranteeing that it has left the d202 section. If the system has deduced that the railway vehicle is in section 204, it recalculates the maximum permissible speed versus time curve by allowing acceleration to V2.

Dans un mode de réalisation, le véhicule ferroviaire est autorisé à s'approcher d'une fin d'autorisation de mouvement (EOA - End of movement authority) s'il roule à ou au-dessous d'une vitesse de libération (Vrelease). La vitesse de libération dépend de la distance entre un point dangereux 36 et la position de la fin d'autorité de mouvement EOA. Par exemple, la distance entre la position d'EOA et du point dangereux est choisie de manière à pouvoir atteindre la position d'EOA proche de la vitesse maximale autorisée sur la voie. La distance entre la position d'EOA et du point dangereux est fixée par l'infrastructure et donc, le système de signalisation n'a typiquement aucune prise sur cette distance.In one embodiment, the railway vehicle is allowed to approach an end of movement authority (EOA) if it is traveling at or below a release speed (V release ). The release speed depends on the distance between a dangerous point 36 and the position of the end of the movement authority EOA. For example, the distance between the position of EOA and the dangerous point is chosen so as to reach the position of EOA close to the maximum speed allowed on the track. The distance between the EOA position and the danger point is fixed by the infrastructure and therefore, the signaling system typically has no hold over that distance.

L'invention propose un système le procédé pour sécuriser le déplacement d'un véhicule ferroviaire ayant des coûts modérés et une bonne performance. Par exemple, il est possible de garder la compatibilité avec une infrastructure au sol équipée pour ETCS et d'équiper le matériel roulant de manière évolutive et dans le même temps de faire cohabiter des véhicules ferroviaires équipés avec ETCS et ceux équipés du système selon l'invention.The invention proposes a system for securing the movement of a railway vehicle having moderate costs and good performance. For example, it is possible to maintain compatibility with a ground infrastructure equipped for ETCS and to equip rolling stock in an evolutionary way and at the same time to make ETCS-equipped railway vehicles and those equipped with the system compatible with ETCS. invention.

L'invention propose un système et un procédé modulaire qui peut être enrichi par l'adjonction de capteurs et d'équipement sol supplémentaires, afin d'en augmenter la performance, si le système le requiert. Ce système peut donc se décliner en plusieurs configurations, depuis la plus basique qui garanti une sécurité absolue pour des systèmes à très bas coût, jusqu'à des configurations plus complexes pour des systèmes plus demandeurs en performance.The invention proposes a modular system and method that can be enriched by the addition of additional sensors and ground equipment, in order to increase the performance, if the system requires it. This system can therefore be broken down into several configurations, from the most basic, which guarantees absolute security for very low cost systems, to more complex configurations for more demanding systems in performance.

Claims (10)

  1. A method for securing a movement of a rail vehicle (10) on a track (11), the method comprising the following steps:
    - receiving by the vehicle (10) a maximum segment (dA) that the vehicle is authorized travel;
    - determining (1001) a maximum authorized speed curve as a function of time (300) from the maximum received segment (dA) that the vehicle is authorized to travel; and
    - during movement of the vehicle on the maximum segment that the vehicle is authorized to travel:
    - determining (1010) an instantaneous speed of the rail vehicle;
    - comparing (1020) the instantaneous speed with the maximum authorized speed at the present moment from the determined maximum authorized speed curve as a function of the time; and
    - braking the rail vehicle (10) as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
  2. The method according to claim 1, further comprising a following step of receiving by the rail vehicle at least one maximum authorized speed value (V1, V2, V3) on the track at a predefined position and taking into account the or each maximum speed value in determining the maximum authorized speed curve as a function of time.
  3. The method according to one of the preceding claims, characterized in that the maximum authorized speed curve as a function of time comprises using a model of the dynamics of the rail vehicle (10) that is representative of the braking capacities of the railway vehicle and/or the acceleration capacities of the railway vehicle.
  4. The method according to one of the preceding claims, further comprising
    - determining (1030) a position of the vehicle during movement on the maximum segment that the vehicle is authorized to travel; and
    - determining (1050), using the determined position of the vehicle, a new maximum authorized speed curve as a function of time for the rest of the maximum segment that the vehicle is authorized to travel, and
    during circulation of the vehicle on the rest of the maximum segment that the vehicle is authorized to travel:
    - determining (1010) the instantaneous speed of the rail vehicle;
    - comparing (1020) the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and
    - braking the rail vehicle (10) as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment;
  5. The method according to claim 4, characterized in that the determination (1030) of a position of the vehicle during movement on the maximum segment comprises receiving by the vehicle (10) from a balise (32) arranged on the track (11) information allowing the rail vehicle to determine its position.
  6. The method according to one of the preceding claims, further comprising
    - determining (1060, 1065, 1070) at least one reliable instantaneous speed value of the rail vehicle (401) during movement on the maximum segment the vehicle is authorized to travel; and
    - determining (1080), using the determined reliable instantaneous speed of the vehicle, a new maximum authorized speed curve as a function of time (400) for the rest of the maximum segment that the vehicle is authorized to travel, and
    during circulation of the vehicle on the rest of the maximum segment that the vehicle is authorized to travel:
    - determining an instantaneous speed of the rail vehicle;
    - comparing (1090) the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and
    - braking the rail vehicle (10) as a function of the results of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
  7. A rail vehicle, comprising:
    - at least one device (12, 14) for determining the instantaneous speed of the rail vehicle,:
    - a information receiving device (18) adapted to receive a maximum segment (dA) the vehicle is authorized to travel,
    - a controller (12) adapted to control the speed of the rail vehicle by using information received by the information receiving device and a braking system (16) connected to the controller,
    characterized in that the controller (12) is adapted to:
    - determine (1001) a maximum authorized speed curve as a function of the time (300) from the received maximum segment (dA) that the vehicle is authorized to travel; and,
    during movement of the vehicle on the maximum segment that the vehicle is authorized to travel,
    - to determine (1010) an instantaneous speed of the rail vehicle,
    - to compare (1020) the instantaneous speed with the maximum authorized speed at the present moment from the determined maximum authorized speed curve as a function of the time; and
    - to command braking of the rail vehicle (10) as a function of the results of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
  8. The rail vehicle according to claim 7, characterized in that the information receiving device (18) is adapted to receive at least one maximum authorized speed value on the track at a predefined position and the controller (12) includes means for taking into account the or each maximum speed value during determination of the maximum authorized speed curve.
  9. The rail vehicle according to one of claims 7 to 8, characterized in that the information receiving device (18) is adapted to receive information on the actual current position of the rail vehicle; in that
    the controller (12) is adapted to determine (1050) a new maximum authorized speed curve as a function of time (300) from the actual current position for the remaining portion of the maximum segment (dA) that the vehicle is authorized to travel, and in that the controller (12) is capable, during movement of the vehicle on the remaining portion of the maximum segment that the vehicle is authorized to travel:
    - determining (1010) an instantaneous speed of the rail vehicle,
    - comparing (1020) the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and
    - commanding braking of the rail vehicle (10) as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
  10. The railway vehicle according to one of claims 7 to 9, characterized in that
    the vehicle is adapted to determine (1060,1065, 1070) information on an actual current speed of the rail vehicle; in that
    the controller (12) is adapted to determine (1080) a new maximum authorized speed curve as a function of time (300) from the actual current speed for the remaining portion of the maximum segment (dA) that the vehicle is authorized to travel, and in that the controller (12) is adapted to, during movement of the vehicle on the remaining portion of the maximum segment that the vehicle is authorized to travel:
    - determine an instantaneous speed of the rail vehicle,
    - compare (1090) the instantaneous speed with the maximum authorized speed at the present moment from the new determined maximum authorized speed curve as a function of the time; and
    - command braking of the rail vehicle (10) as a function of the result of the comparison of the maximum authorized speed with the instantaneous speed in the event the maximum authorized speed is exceeded by the instantaneous speed at the present moment.
EP13166525.9A 2012-05-03 2013-05-03 Method for securing the movement of a railway vehicle, and railway vehicle Active EP2660121B1 (en)

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PL13166525T PL2660121T3 (en) 2012-05-03 2013-05-03 Method for securing the movement of a railway vehicle, and railway vehicle

Applications Claiming Priority (1)

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FR1254081A FR2990178B1 (en) 2012-05-03 2012-05-03 METHOD FOR SECURING THE MOVEMENT OF A RAILWAY VEHICLE AND RAILWAY VEHICLE

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EP2660121B1 true EP2660121B1 (en) 2017-07-05

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AU (1) AU2013205669B2 (en)
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DE102013226728A1 (en) * 2013-12-19 2015-06-25 Siemens Aktiengesellschaft Control of a rail vehicle
DE102013226718A1 (en) * 2013-12-19 2015-06-25 Siemens Aktiengesellschaft ETCS wayside equipment
CN104015758B (en) * 2014-06-20 2016-03-23 株洲南车时代电气股份有限公司 A kind of method for control speed and system
WO2018066020A1 (en) 2016-10-03 2018-04-12 株式会社京三製作所 On-vehicle device and emergency brake control method
DE102017205312A1 (en) * 2017-03-29 2018-10-04 Siemens Aktiengesellschaft Measuring arrangement and method for generating an output measuring signal with at least one acceleration sensor
CN113247056B (en) * 2021-06-09 2021-11-12 交控科技股份有限公司 Mobile authorization calculation method and device, electronic equipment and storage medium
RU2768305C1 (en) * 2021-09-10 2022-03-23 Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ), РУТ (МИИТ) Method for interval control of train movement, which allows two trains to be located on one block-section consisting of several coordinate sections
RU2768303C1 (en) * 2021-09-10 2022-03-23 Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ)), РУТ (МИИТ) Method for interval control of train movement modes
DE102021213704A1 (en) 2021-12-02 2023-06-07 Robert Bosch Gesellschaft mit beschränkter Haftung Method for operating a rail vehicle
CN114148376B (en) * 2021-12-03 2023-07-21 中车唐山机车车辆有限公司 Brake curve switching control method and railway vehicle

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FR2722894B1 (en) * 1994-07-21 1996-08-23 Gec Alsthom Transport Sa AUTOMATIC STEERING SYSTEM AND METHOD FOR PROVIDING A SPEED SETPOINT IN SUCH A SYSTEM
DE102005001403B4 (en) * 2005-01-12 2009-05-20 Kes Keschwari Electronic Systems Gmbh & Co. Kg Method and device for determining the actual travel speed of a rail vehicle
ATE510746T1 (en) * 2007-12-10 2011-06-15 Siemens Sas DEVICE FOR MEASURING THE MOTION OF A SELF-DRIVEN VEHICLE

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FR2990178B1 (en) 2016-12-23
RU2013120513A (en) 2014-11-20
PL2660121T3 (en) 2017-12-29
EP2660121A1 (en) 2013-11-06
AU2013205669B2 (en) 2018-05-24
RU2627924C2 (en) 2017-08-14
FR2990178A1 (en) 2013-11-08

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