EP2675690B1 - Procédé permettant de faire fonctionner un véhicule guidé, ainsi que dispositif côté voie et système équipé dudit dispositif - Google Patents

Procédé permettant de faire fonctionner un véhicule guidé, ainsi que dispositif côté voie et système équipé dudit dispositif Download PDF

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Publication number
EP2675690B1
EP2675690B1 EP12716290.7A EP12716290A EP2675690B1 EP 2675690 B1 EP2675690 B1 EP 2675690B1 EP 12716290 A EP12716290 A EP 12716290A EP 2675690 B1 EP2675690 B1 EP 2675690B1
Authority
EP
European Patent Office
Prior art keywords
track
vehicle
control apparatus
bound
train control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP12716290.7A
Other languages
German (de)
English (en)
Other versions
EP2675690A1 (fr
Inventor
Thomas Vierling
Andreas Franke
Rainer GRÜN
Andreas Keune
Marko MEYER
Jens-Harro Oechsner
Frank Reiter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2675690A1 publication Critical patent/EP2675690A1/fr
Application granted granted Critical
Publication of EP2675690B1 publication Critical patent/EP2675690B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • 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 train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or 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 train, e.g. to release brake or 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 train, e.g. to release brake or 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 train, e.g. to release brake or 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
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or 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 train, e.g. to release brake or 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 train, e.g. to release brake or 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 train, e.g. to release brake or 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
    • B61L2003/122—German standard for inductive train protection, called "Induktive Zugsicherung"[INDUSI]

Definitions

  • track-bound vehicles which may be, for example, track-guided vehicles with rubber tires or magnetic levitation vehicles
  • different treatment by control devices may be appropriate for different types of vehicles.
  • track-bound vehicles in the form of rail vehicles on the part of an interlocking in the context of securing the travel of the respective vehicle, a danger point distance and / or a Natural Entertainmentweg for each vehicle depending on the different braking distance of goods and local trains determined or adjusted as needed become.
  • the types of trains here in mixed traffic ie, for example, in a simultaneous operation of freight and local trains, distinguished in the context of the control technology by a Switzerlandlenkung means train and train number tracking.
  • this procedure is a non-safe method according to safety integrity level (SIL) 0 to 2.
  • SIL safety integrity level
  • the need to determine the routes for all trains with long landslide or large danger point intervals or set As a result, for example, for light rail trains an increase in the train following time, ie a reduction in the number of vehicles per unit time, which can travel a route result, which can cause significant disruption of the operation.
  • a method according to the preamble of claim 1 is known from the published European patent application EP 1 693 271 A1 known.
  • an emergency brake signal is transmitted with respect to the relevant vehicle.
  • the present invention has for its object to provide a particularly reliable and at the same time relatively easy to implement method for operating a track-bound vehicle.
  • This object is achieved by a method for operating a track-bound vehicle, wherein the presence of the vehicle-side train-influencing device is detected by a track-side device by detecting a radiated from a vehicle-side train-influencing device of the track-bound vehicle, the detection of the trackside device the information signal indicative of the vehicle-mounted train control device is transmitted to a control device and the information signal is taken into account by the control device during the securing of the travel path of the tracked vehicle when determining a danger point distance and / or a slipping path for the tracked vehicle.
  • the present invention is based on the finding that a trackside, ie, for example, made with components of the outdoor installation of an electronic interlocking differentiation of different types track-bound Vehicles in operational practice brings significant benefits.
  • a distinction advantageously takes place in that the track-side device detects the presence of the vehicle-side train-influencing device by detecting a signal radiated from a vehicle-side train-influencing device of the track-bound vehicle. This makes it possible to consider the presence or absence of the on-board train control device as part of the operation of the tracked vehicle as a criterion for the type of tracked vehicle.
  • the information signal indicating the detection of the vehicle-side train-influencing device is transmitted to the control device by the trackside device.
  • control device can in particular be a central control device, for example in the form of a signal box or a control station.
  • the control device based on the received information signal, it is possible to distinguish different types of vehicles or trains in the form of vehicles equipped with or not equipped with a train control device.
  • on-board train-control devices are usually prescribed as a function of the permissible maximum speed of the respective vehicle, additional information can optionally be derived therefrom which can also be taken into account in the further operation of the track-bound vehicle.
  • freight trains and long-distance trains are usually equipped with on-board train control facilities, while local trains operating at comparatively low speeds depend on the particular circumstances or even regularly is not the case.
  • the method according to the invention is advantageous because it enables automatic recognition of track-bound vehicles equipped with a vehicle-side train-influencing device by means of the track-side device.
  • the signal emitted by the vehicle-side train-influencing device is advantageously detected, so that it is advantageously possible to dispense with additional vehicle-mounted components.
  • a trackside device which may be, for example, a track resonant or a balise
  • This signal may, for example, have a predetermined frequency or also a plurality of predetermined frequencies.
  • the vehicle-side train-influencing device is preferably already designed in accordance with the highest safety requirement level SIL 4, so that a corresponding realization of the track-side components overall highest safety requirements can be met.
  • the tracked vehicle advantageously reacts to the safe side so that it drives correspondingly slower, thereby reliably avoiding potential hazards due to the failure to recognize the presence of an on-board train control device.
  • the information signal from the control device in the context of securing the infrastructure of the track-bound Vehicle considered.
  • This is advantageous since, in particular when securing the track of track-bound vehicles, it is expedient to distinguish those vehicles which have a vehicle-side train-influencing device and those vehicles which do not have a corresponding vehicle-side train-influencing device.
  • rail vehicles not equipped with an on-board train control device generally have a reduced maximum permissible speed, which may be, for example, 60 km / h or 100 km / h.
  • the corresponding information can thus be considered advantageously in the context of securing the travel path of the respective vehicle.
  • the information signal is taken into account by the control device in the course of securing the travel path of the track-bound vehicle when determining a danger point distance and / or a slipping path for the track-bound vehicle.
  • the information signal enables danger point distances and / or slip distances to be determined or set as required as a function of the different braking distance length, for example of freight and local trains.
  • it is advantageously possible to increase the train sequence independently of the functionality and the reliability of a component used for train guidance, resulting in an overall optimization of the traffic flows.
  • the method according to the invention is embodied such that the information signal is assigned to the respective track-bound vehicle by the control device and, based thereon, by the control device such track-bound vehicles, which have a vehicle-side train control device, are distinguished from such other track-bound vehicles that have no vehicle-side train control device.
  • the assignment of the information signal to the respective track-bound vehicle can be effected, for example, with the additional use of information about the location of the track-bound vehicle.
  • Such information may, for example, be an allocation information indicating that a particular track-bound vehicle is occupying or driving a route section in which the track-side device is arranged.
  • a control device in the form of an interlocking or a control center usually the respective positions of the monitored or controlled track-bound vehicles known.
  • a distinction between vehicles with and without vehicle-side train control device is thus advantageously made possible by the control device, so that even for those track-bound vehicles that have no vehicle-side train control device based on the absence of an information signal a clear statement of the kind "no on-board train control device present "is possible.
  • the vehicle-side train-influencing device can be a component of any train-influencing or train-securing system.
  • the vehicle-side train-influencing device basically only a permanent or at least substantially permanent radiation of the signal is required.
  • the respective type of implementation may be used distinguish the on-board train control device.
  • the track-side device detects a signal emitted by at least one vehicle resonant circuit, in particular at least one Indusi vehicle resonant circuit, of the vehicle-side train influencing device.
  • a signal emitted by at least one vehicle resonant circuit in particular at least one Indusi vehicle resonant circuit, of the vehicle-side train influencing device.
  • known train control systems often work with on-board train control devices which emit a signal of predetermined frequency or a plurality of signals of predetermined frequencies by means of at least one vehicle resonant circuit.
  • Corresponding train control systems can be, for example, the systems Integra-Signum, ETCS (European Train Control System) or KVB (Controle detician par balises).
  • the vehicle-side train-influencing device may advantageously be, in particular, an Indusi vehicle resonant circuit, ie a vehicle resonant circuit of the inductive train control or train influencing system Indusi.
  • the vehicle-side train control device in the form of a vehicle resonant circuit, which is also referred to as a vehicle magnet, the frequency 500 Hz, 1000 Hz and 2000 Hz permanently off.
  • the method according to the invention is developed in such a way that the signal emitted by the vehicle-side train-influencing device is detected by a track-side device having at least one coil.
  • the trackside device may preferably be a trackside component that is used within the scope of the respective train control system for communication with the vehicle-side train-influencing device and thus already exists anyway.
  • the trackside device may for example have a track resonant circuit, also referred to as a track magnet, as used in the context of the train control system Indusi for transmitting information to the vehicle-side train-influencing device.
  • the trackside device may be another component which is not also used in the context of the respective train control system.
  • the coil may be formed, for example, as part of a detection device, also referred to as a switching magnet, of the trackside device.
  • the present invention has the object to provide an arrangement that supports a particularly reliable and at the same time comparatively easy to implement method for operating a track-bound vehicle.
  • This object is achieved by an arrangement with a control device and a trackside device with a detection device for detecting the presence of a vehicle-side train control device of a track-bound vehicle by detecting a radiated from the vehicle-side train control device signal and a transmission device for transmitting a detection of the on the vehicle-side train control device indicating information signal to the control device, wherein the control device is designed such that it takes into account the information signal in the context of securing the track of the track bound vehicle in a determination of a danger point distance and / or a slip path for the tracked vehicle.
  • the arrangement according to the invention can be further developed such that the detection device is designed to detect a signal emitted by at least one vehicle resonant circuit, in particular at least one Indusi vehicle resonant circuit, the vehicle-side train influencing device.
  • the detection device is designed to detect a signal emitted by at least one vehicle resonant circuit, in particular at least one Indusi vehicle resonant circuit, the vehicle-side train influencing device.
  • the detection device has at least one coil.
  • the arrangement according to the invention is configured such that the control device is designed such that it assigns the information signal to the respective track-bound vehicle and based on such track-bound vehicles, which have a vehicle-side train control device of such other track-bound vehicles differs that have no on-board train control device.
  • the figure shows a track-bound vehicle 10 in the form of a rail vehicle.
  • the track-bound vehicle 10 has a Vehicle-side train-influencing device 20, which in the context of the exemplary embodiment described should be a vehicle resonant circuit or a vehicle magnet of the train control system Indusi.
  • the vehicle-side train-influencing device 20 radiates permanently a signal or a plurality of signals S from.
  • a signal As part of the train control system Indusi this is a signal with the frequencies 500 Hz, 1000 Hz and 2000 Hz.
  • the signal S radiated from the vehicle-side train influencing device 20 is detected by a trackside device 40 by means of a detection device 41, which may comprise, for example, at least one coil for detecting one or more of the radiated from the vehicle-side train control device 20 frequencies, and thus thus the Presence of the on-board train control device 20 detected.
  • a detection device 41 which may comprise, for example, at least one coil for detecting one or more of the radiated from the vehicle-side train control device 20 frequencies, and thus thus the Presence of the on-board train control device 20 detected.
  • the track-side device 40 recognizes that the track-bound vehicle 10 has a vehicle-side train-influencing device 20 on the basis of the signal S.
  • an information signal IS indicating or indicating a detection of the vehicle-side train-influencing device 20 is transmitted to a control device 60 via a communication link 50 by a transmission device 42 connected to the detection device 41 ,
  • the communication connection 50 may be both a wireless and a wired connection.
  • the transmission of the information signal IS in the case of a wired transmission in this case for example, by means of a potential-free contact of a relay.
  • the corresponding contact of the relay via the external wiring to the control device 60 which should be in the context of the described embodiment is a central control device in the form of a signal box, are performed.
  • a control device 60 in the form of a relay interlocking this can be done for further processing of the information signal IS integration into the relay interlocking while in the case of an electronic interlocking reading the information signal IS in the interlocking logic, for example via a digital I / O module can be done.
  • the transmission of the information signal IS from the trackside device 40 to the control device 60 can also take place, for example, by means of an opto-coupler.
  • the received information signal IS can be taken into account by the control device 60 as part of securing the travel path of the tracked vehicle 10.
  • This relates in particular to a use of the information signal IS in a determination of a danger point distance and / or a slip path for the track-bound vehicle 10.
  • the corresponding "reserve track lengths" which are colloquially also referred to uniformly as a slip path, are usually dependent on the respective permissible speed of a track-bound vehicle determines set or on the side of the circuit.
  • vehicle-side train control device 20 even a failure of the vehicle-side train control device 20 is technically uncritical security, since vehicle-side train control devices 20 are usually executed anyway according to safety requirement level SIL 4 and the track-bound vehicle 10 so that in case of failure of the vehicle side Train control device 20 responds to the safe side and accordingly runs at reduced speed.
  • the communication link 50 and the control device 60 according to this safety requirement level can thus be reliably excluded by setting a driveway with a too short slip path even in cases of failure.
  • the method according to the invention and the trackside device according to the invention thus result in considerable advantages in operational practice, the safety of the operation not being impaired or even increased in this case.

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

Claims (8)

  1. Procédé pour faire fonctionner des véhicules ( 10 ) guidés, dans lequel
    - par un dispositif ( 40 ) du côté de la voie, on détecte, en enregistrant un signal ( S ) émis par un dispositif d'arrêt automatique des trains du côté du véhicule de l'un des véhicules ( 10 ) guidés, la présence du dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule et
    - par le dispositif ( 40 ) du côté de la voie, on transmet à un dispositif ( 60 ) de conduite un signal ( IS ) d'information indiquant la détection du dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule,
    caractérisé en ce que
    - on prend en compte le signal ( IS ) d'information du dispositif ( 60 ) de conduite dans le cadre de la sécurisation de la voie de circulation du véhicule ( 10 ) guidé lors d'une détermination d'une distance à un point dangereux et/ou d'une distance de glissement pour le véhicule ( 10 ) guidé.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    - par le dispositif ( 60 ) de conduite, on affecte le signal ( IS ) d'information au véhicule ( 10 ) guidé respectif et
    - en se basant sur cela, on distingue, par le dispositif ( 60 ) de conduite, les véhicules ( 10 ) guidés qui ont un dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule, d'autres véhicules guidés qui n'ont pas de dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule.
  3. Procédé suivant la revendication 1 ou 2,
    caractérisé en ce que
    par le dispositif ( 40 ) du côté de la voie, on relève un signal ( S ) émis par au moins un circuit oscillant de véhicule, notamment par au moins un circuit oscillant de véhicule indusi, du dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce qu'
    on relève le signal ( S ) émis par le dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule par au moins un dispositif ( 40 ) du côté de la voie ayant au moins une bobine.
  5. Agencement comprenant
    - un dispositif ( 60 ) de conduite, ainsi que
    - un dispositif ( 40 ) du côté de la voie comprenant
    - un dispositif ( 41 ) de détection de la présence d'un dispositif d'arrêt automatique des trains du côté d'un véhicule ( 10 ) guidé, en relevant un signal ( S ) émis par le dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule et
    - un dispositif ( 42 ) de transmission au dispositif ( 60 ) de conduite d'un signal ( IS ) d'information indiquant la détection du dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule,
    caractérisé en ce que
    - le dispositif ( 60 ) de conduite est constitué de manière à prendre en compte le signal ( IS ) d'information dans le cadre de la sécurisation de la voie de circulation du véhicule ( 10 ) guidé lors d'une détermination d'une distance à un point dangereux et/ou d'une distance de glissement pour le véhicule ( 10 ) guidé.
  6. Agencement suivant la revendication 5,
    caractérisé en ce que le dispositif ( 41 ) de détection est constitué pour relever un signal ( S ) émis par au moins un circuit oscillant de véhicule, notamment par au moins un circuit oscillant de véhicule indusi, du dispositif d'arrêt automatique des trains du côté du véhicule.
  7. Agencement suivant la revendication 6,
    caractérisé en ce que
    le dispositif ( 41 ) de détection a au moins une bobine.
  8. Agencement suivant l'une des revendications 5 à 7,
    caractérisé en ce que
    le dispositif ( 60 ) de conduite est constitué de manière à ce que
    - il associe le signal ( IS ) d'information au véhicule ( 10 ) guidé respectif et
    - en se basant sur cela, il distingue les véhicules ( 10 ) guidés qui ont un dispositif d'arrêt automatique des trains du côté du véhicule, des autres véhicules guidés qui n'ont pas de dispositif ( 20 ) d'arrêt automatique des trains du côté du véhicule.
EP12716290.7A 2011-04-15 2012-04-02 Procédé permettant de faire fonctionner un véhicule guidé, ainsi que dispositif côté voie et système équipé dudit dispositif Not-in-force EP2675690B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011007539A DE102011007539A1 (de) 2011-04-15 2011-04-15 Verfahren zum Betreiben eines spurgebundenen Fahrzeugs sowie streckenseitige Vorrichtung und Anordnung mit einer solchen
PCT/EP2012/055968 WO2012139915A1 (fr) 2011-04-15 2012-04-02 Procédé permettant de faire fonctionner un véhicule guidé, ainsi que dispositif côté voie et système équipé dudit dispositif

Publications (2)

Publication Number Publication Date
EP2675690A1 EP2675690A1 (fr) 2013-12-25
EP2675690B1 true EP2675690B1 (fr) 2016-06-01

Family

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EP12716290.7A Not-in-force EP2675690B1 (fr) 2011-04-15 2012-04-02 Procédé permettant de faire fonctionner un véhicule guidé, ainsi que dispositif côté voie et système équipé dudit dispositif

Country Status (4)

Country Link
EP (1) EP2675690B1 (fr)
CN (1) CN103476661B (fr)
DE (1) DE102011007539A1 (fr)
WO (1) WO2012139915A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11945480B2 (en) 2019-12-09 2024-04-02 Ground Transportation Systems Canada Inc. Positioning and odometry system

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107105450B (zh) * 2017-05-18 2020-02-21 华为技术有限公司 车辆运行线路上的信号质量确定方法及装置
DE102017209928A1 (de) 2017-06-13 2018-12-13 Siemens Aktiengesellschaft Verfahren zum Betreiben eines spurgebundenen Verkehrssystems
DE102017220080A1 (de) 2017-11-10 2019-05-16 Siemens Mobility GmbH Verfahren, streckenseitige Übertragungseinrichtung und Subsystem für ein Zugbeeinflussungssystem

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10127277A1 (de) * 2001-05-28 2002-12-05 Siemens Ag System zur induktiven Zugsicherung
WO2005007481A1 (fr) * 2003-07-11 2005-01-27 Bombardier Transportation Ppc Germany Gmbh Modification du mode de fonctionnement d'un vehicule sur rails
DE502005000267D1 (de) * 2005-02-21 2007-02-08 Cit Alcatel Zugsicherungssystem
CN101700783B (zh) * 2009-11-11 2012-08-29 北京全路通信信号研究设计院有限公司 一种列控中心系统平台

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11945480B2 (en) 2019-12-09 2024-04-02 Ground Transportation Systems Canada Inc. Positioning and odometry system

Also Published As

Publication number Publication date
CN103476661B (zh) 2015-10-14
CN103476661A (zh) 2013-12-25
WO2012139915A1 (fr) 2012-10-18
DE102011007539A1 (de) 2012-10-18
EP2675690A1 (fr) 2013-12-25

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