EP2835303A1 - Method for managing vehicle traffic in a railway network; related system and central controller - Google Patents

Abstract

This method of managing vehicle traffic on a railway network (10) subdivided into resources (1 to 6), each resource having an allocation state and an engagement state and being driven by a ground controller (11) connected to a communication infrastructure (30) consists, to allow the circulation of a vehicle (22) not equipped with an on-board controller to manage the allocation and engagement of resources required for the movement of the vehicle directly with the ground controllers (11), emulating at a central controller (42), on the ground, connected to the communication infrastructure (30), a controller (24) which would be on board the non equipped, the central controller (42) estimating a position of the non-equipped vehicle from signals transmitted by reading devices (15) placed along the tracks and connected to the communication infrastructure (30).

Description

The invention relates to systems and methods for managing the movement of a vehicle on a railway network.

In this document, the term "vehicle" means any guided vehicle capable of traveling on a railway network, such as for example a train, a tram or a metro.

A railway network is composed of different elementary resources, such as a section of track with two end points, a section of track with three end points (or switching), a signaling element, etc.

At a given moment, each resource is in a state of engagement taking a value among a set of possible values.

An interlock function is used to manage the safe movement of a vehicle on a route along the network. A route is constituted by a plurality of resources, the state of engagement of each resource taking a predefined value.

Until recently, the interlocking function was centralized. It was implemented at a central switching, or engagement, able to control and control the state of engagement of all the constituent resources of the network. The engagement uses a route table. The latter presents, for each possible route, the values of the interlocking states of the resources constituting this route. These values must be simultaneously checked to allow the safe movement of the vehicle on the corresponding route. It is the engagement which, at any moment, selects a route for a given vehicle, modifies the state of engagement of the resources constituting this route, then, after checking the respect of the engagement values of the various resources, authorizes the movement of the vehicle. The engagement thus manages the movement of all the vehicles circulating on the rail network at a given moment.

To avoid the complex step of generating the route tables, the documents EP 2 371 662 and EP 2 589 524 describe a decentralized system for managing vehicle traffic on a network. In such a system, the engagement function is decentralized at each of the vehicles in circulation. Each vehicle traveling on the network is equipped with an onboard controller that receives a mission from a planning center. Depending on this mission and the instantaneous position of the vehicle, the onboard controller determines a route to follow. By communicating directly with the PLCs of the resources, the Onboard controller reserves and snaps the required resource. After checking the state of engagement of each resource of the road, the on-board controller authorizes the movement of the vehicle on the road. Once the road is crossed, the controller releases the various resources, in order to make them available for the circulation of other vehicles.

However, during the deployment phase of such a decentralized system, it is not possible, for reasons of cost and continuity of operation, to equip each vehicle likely to circulate on the network with a controller. embedded. Some non-equipped vehicles must however be able to circulate on the network. This is the case, for example, for trains working at night on a network normally dedicated to daytime passenger train traffic.

To meet this need, it has been proposed to coexist a centralized system for the management of work trains and a decentralized system for managing passenger trains. The timing of these two systems is difficult to achieve, it is best that one operates during the night, and the other during the day.

The object of the present invention is to overcome the aforementioned problem by proposing an improvement to the method and to the decentralized system presented in the document EP 2 371 662 or the document EP 2 589 524 .

The subject of the invention is a method intended to be implemented in a decentralized system for managing vehicle traffic on a railway network, the railway network being subdivided into a plurality of resources, each resource being characterized by a state of the art. allocation and a state of engagement, and controlled by a ground controller connected to a communication infrastructure, the system being based on the presence of controllers on board vehicles, said equipped, to manage the allocation and interlocking resources required for the movement of the corresponding equipped vehicle, directly from the ground controllers driving said resources by the exchange of messages adapted to said infrastructure, characterized in that, in order to allow the circulation of a non-equipped vehicle on said railway network, the process consists, at the level of a central controller, on the ground, connected to the communication infrastructure, to emulate a controller, said emulated, which would be on board the non-equipped vehicle, the central controller estimating a current position of the non-equipped vehicle from signals transmitted by a plurality of reading devices placed along railways and connected to the communication infrastructure.

• l'émulation par le contrôleur central d'un contrôleur qui serait embarqué à bord du véhicule non-équipé comporte les étapes consistant à :
  • identifier, en fonction de la position courante dudit véhicule non-équipé et pour un créneau horaire donné, un groupe de ressources qui, à condition que chacune de ces ressources soit allouée audit véhicule non-équipé et soit dans un état d'enclenchement requis, permettrait audit véhicule non-équipé de poursuivre une mission prédéfinie, en empruntant un chemin sur le réseau correspondant audit groupe de ressources identifiées ;
  • réserver des ressources identifiées, consistant, par la mise en oeuvre d'un protocole prédéterminé, à requérir auprès de chacun des contrôleurs au sol associés aux ressources du groupe de ressources identifiées, l'allocation des dites ressources audit véhicule non-équipé ;
  • puis, une fois que toutes les ressources dudit groupe ont été allouées audit véhicule non-équipé, enclencher des ressources allouées, consistant, par la mise en oeuvre d'un protocole prédéterminé, à requérir auprès de chacun des contrôleurs au sol associés aux ressources dudit groupe de ressources allouées, la modification de l'état d'enclenchement de ladite ressource allouée conformément à un état d'enclenchement requis ;
  • vérifier que chacune des ressources du groupe de ressources identifiées a été allouée audit véhicule non-équipé et se trouve dans l'état d'enclenchement requis ; et, lorsque cette vérification est positive,
  • étendre l'autorisation du mouvement du véhicule non-équipé sur le chemin correspondant ;
• le procédé comporte, au niveau d'un central de planification connecté à l'infrastructure de communication, une étape de planification d'une mission pour ledit véhicule non-équipé et une étape de transmission, via l'infrastructure de communication, de ladite mission vers le contrôleur central qui émule un contrôleur qui serait embarqué à bord du véhicule non-équipé ;
• le contrôleur central transmet, via l'infrastructure de communication, au central de planification, des informations de position et/ou de groupe de ressources identifiées relatives au véhicule non-équipé, et le central de planification utilise ces informations pour mettre à jour les différentes missions attribuées aux véhicules équipés et non-équipés circulant sur le réseau ;
• le procédé comporte, en outre, une étape de libération d'une ressource allouée à un véhicule non-équipé consistant en ce que, par la mise en oeuvre d'un protocole prédéterminé, le contrôleur central requiert, auprès du contrôleur au sol associé à ladite ressource allouée, que cette ressource ne soit plus allouée audit véhicule non-équipé ;
• ladite étape d'identification comporte une étape d'estimation d'un profil de vitesse du véhicule non-équipé le long d'un chemin du réseau correspondant à un groupe de ressources potentielles, pour déterminer le créneau horaire requis associé à chaque ressource d'un groupe de ressources identifiées ;
• est mise à jour une table associant à chaque véhicule circulant sur le réseau un type prenant la valeur « véhicule équipé » ou « véhicule non-équipé », un contrôleur émulé étant instancié pour chacun des véhicules de la table indiqué comme étant du type « véhicule non-équipé », chaque contrôleur embarqué à bord d'un véhicule équipé émettant périodiquement un signal d'inhibition qui, s'il n'est pas reçu pendant une période prédéterminée conduit à la mise à jour de la table en affectant la valeur « non-équipé » au type du véhicule équipé correspondant.

According to particular embodiments, the method comprises one or more of the following characteristics, taken separately or in any technically possible combination:

• the emulation by the central controller of a controller who would be on board the non-equipped vehicle comprises the steps of:
  • identifying, according to the current position of said non-equipped vehicle and for a given time slot, a group of resources which, provided that each of these resources is allocated to said non-equipped vehicle and is in a required engagement state, allow said non-equipped vehicle to continue a predefined mission, by taking a path on the network corresponding to said group of identified resources;
  • reserving identified resources, consisting, by the implementation of a predetermined protocol, to request from each of the ground controllers associated with resources of the group of identified resources, the allocation of said resources to said non-equipped vehicle;
  • then, once all the resources of said group have been allocated to said non-equipped vehicle, engage allocated resources, consisting, by the implementation of a predetermined protocol, to request from each of the ground controllers associated with the resources of said allocated resource group, changing the on state of said allocated resource according to a requested engagement state;
  • verifying that each resource of the identified resource group has been allocated to said unsupplied vehicle and is in the requested latch state; and when this verification is positive,
  • extend the authorization of the movement of the non-equipped vehicle to the corresponding path;
• the method comprises, at a planning office connected to the communication infrastructure, a planning step of a mission for said non-equipped vehicle and a step of transmission, via the communication infrastructure, of said mission to the central controller who emulates a controller who would be on board the non-equipped vehicle;
• the central controller transmits, via the communication infrastructure, location information and / or identified resource group information relating to the non-equipped vehicle to the scheduling center, and the scheduling central uses this information to update the different information items. missions assigned to equipped and non-equipped vehicles circulating on the network;
• the method further comprises a step of releasing a resource allocated to a non-equipped vehicle whereby, by the implementation of a predetermined protocol, the central controller requires, from the ground controller associated with said resource allocated, that this resource is no longer allocated to said non-equipped vehicle;
• said identifying step comprises a step of estimating a speed profile of the un-equipped vehicle along a network path corresponding to a group of potential resources, to determine the required time slot associated with each resource of a group of identified resources;
• is updated a table associating with each vehicle traveling on the network a type taking the value "equipped vehicle" or "non-equipped vehicle", an emulated controller being instantiated for each vehicle of the table indicated as being of the "vehicle type" not equipped ", each on-board controller aboard an equipped vehicle periodically transmitting an inhibition signal which, if it is not received for a predetermined period, leads to the updating of the table by assigning the value" not equipped "to the type of the corresponding equipped vehicle.

• une infrastructure de communication ;
• des contrôleurs au sol, chaque contrôleur au sol étant associé à au moins une ressource et apte à allouer la ou chaque ressource associée et à commander une modification de l'état d'enclenchement de la ou de chaque ressource associée ; et,
• des contrôleurs embarqués, chaque contrôleur embarqué équipant un véhicule dit équipé et étant apte à gérer l'allocation et l'enclenchement d'un premier groupe de ressources permettant audit véhicule équipé de poursuivre une mission, en communiquant avec les contrôleurs au sol associés aux ressources dudit premier groupe, caractérisé en ce que ledit contrôleur central est propre à émuler, pour un véhicule non-équipé circulant sur ledit réseau ferroviaire, un contrôleur dit émulé équivalent à un contrôleur qui serait embarqué à bord dudit véhicule non-équipé, de manière à gérer l'allocation et l'enclenchement d'un second groupe de ressources permettant audit véhicule non-équipé de poursuivre une mission, en communiquant avec les contrôleurs au sol associés aux ressources dudit second groupe.

The invention also relates to a central controller for a decentralized system for managing the circulation of vehicles on a railway network, said network being subdivided into a plurality of resources, each resource being characterized by an allocation state and a data state. interlocking, said system comprising:

• a communication infrastructure;
• ground controllers, each ground controller being associated with at least one resource and able to allocate the or each associated resource and to command a change in the state of engagement of the or each associated resource; and,
• on-board controllers, each onboard controller equipping a vehicle said to be equipped and capable of managing the allocation and engagement of a first group of resources enabling said equipped vehicle to continue a mission, by communicating with the ground controllers associated with the resources said first group, characterized in that said central controller is adapted to emulate, for a non-equipped vehicle traveling on said railway network, a so-called emulated controller equivalent to a controller which would be on board said non-equipped vehicle, so as to managing the allocation and activation of a second group of resources enabling said non-equipped vehicle to continue a mission, by communicating with the ground controllers associated with the resources of said second group.

• il comporte des moyens de positionnement dudit véhicule non-équipé, qui sont propres à générer une position courante dudit véhicule non-équipé à partir de signaux de positionnement émis par des dispositifs de lecture, disposés le long des voies du réseau et propres à détecter le passage dudit véhicule non-équipé et à émettre un message adapté sur ladite infrastructure de communication.
• il comporte, en outre :
  • des moyens d'identification permettant d'identifier un groupe de ressources d'intérêt qui, à condition que chacune de ces ressources soit allouée audit véhicule non-équipé et soit dans un état d'enclenchement requis, permettrait audit véhicule non-équipé de poursuivre une mission, en empruntant un chemin sur le réseau correspondant audit groupe de ressources identifiées ;
  • des moyens d'allocation et de libération permettant, à partir d'un groupe de ressources identifiées, de générer des requêtes en allocation de ressource destinées à être transmises aux contrôleurs au sol associés à ces ressources identifiées, et de traiter des réponses en allocation de ressource en provenance desdits contrôleurs au sol, et permettant, à partir d'un groupe de ressources allouées, de générer des requêtes en enclenchement de ressource, qui comportent des paramètres d'enclenchement, destinées à être transmises aux contrôleurs au sol associés à ces ressources allouées, et de traiter des réponses en enclenchement de ressource en provenance desdits contrôleurs au sol ;
  • des moyens de vérification permettant de vérifier que toutes les ressources d'un groupe de ressources identifiées ont été allouées audit véhicule non-équipé et que toutes les ressources d'un groupe de ressources allouées sont dans l'état d'enclenchement requis, et de générer une autorisation de mouvement du véhicule non-équipé sur le chemin correspondant aux ressources.
• il comporte une base de données comportant une description détaillée des ressources constitutives du réseau ferroviaire.
• il comporte un moyen d'estimation d'un profil de vitesse du véhicule sur un groupe de ressources potentielles.
• il comporte au moins une liste correspondant à un groupe de ressources identifiées, la liste comportant, pour chaque ressource du groupe :
  • un champ d'identification de la ressource ;
  • un champ correspondant à un créneau horaire requis d'allocation de la ressource ;
  • un champ correspondant à l'état d'allocation « allouée » ou « non-allouée » de la ressource au véhicule ;
  • un champ définissant l'état d'enclenchement requis pour la ressource ; et,
  • un champ d'enclenchement correspondant à un drapeau indiquant que la ressource se trouve effectivement dans l'état d'enclenchement requis.

According to particular embodiments, the controller comprises one or more of the following characteristics, taken separately or in any technically possible combination:

• it comprises means for positioning said non-equipped vehicle, which are adapted to generate a current position of said non-equipped vehicle from positioning signals emitted by reading devices, arranged along the tracks of the network and suitable for detecting the passage of said non-equipped vehicle and to issue an adapted message on said communication infrastructure.
• it includes, in addition:
  • identification means for identifying a group of resources of interest which, provided that each of these resources is allocated to said non-equipped vehicle and is in a required latching state, would allow said non-equipped vehicle to proceed. a mission, by taking a path on the network corresponding to said group of identified resources;
  • allocation and release means making it possible, from a group of identified resources, to generate requests for resource allocation intended to be transmitted to the ground controllers associated with these identified resources, and to process responses in allocation of resources resource from said ground controllers, and allowing, from a pool of allocated resources, to generate resource engagement requests, which include interlocking parameters, for transmission to the ground controllers associated with those resources allocated, and to process resource-engaging responses from said ground controllers;
  • verification means for verifying that all the resources of an identified resource group have been allocated to said non-equipped vehicle and that all the resources of an allocated resource group are in the requested engagement state, and generate a movement authorization of the non-equipped vehicle on the path corresponding to the resources.
• it includes a database containing a detailed description of the resources constituting the rail network.
• it comprises means for estimating a vehicle speed profile on a group of potential resources.
• it comprises at least one list corresponding to a group of identified resources, the list including, for each resource of the group:
  • an identification field of the resource;
  • a field corresponding to a required time slot for allocating the resource;
  • a field corresponding to the "allocated" or "unallocated" allocation state of the resource to the vehicle;
  • a field defining the latching state required for the resource; and,
  • a latching field corresponding to a flag indicating that the resource is actually in the required latching state.

• une infrastructure de communication ;
• une pluralité de contrôleurs au sol reliés à ladite infrastructure de communication, chaque contrôleur au sol étant associé à au moins une ressource et apte à allouer la ou chaque ressource associée et à commander une modification de l'état d'enclenchement de la ou de chaque ressource associée ;
• des contrôleurs embarqués reliés à ladite infrastructure de communication, chaque contrôleur embarqué équipant un véhicule dit équipé et étant apte à gérer l'allocation et l'enclenchement d'un premier groupe de ressources permettant audit véhicule équipé de poursuivre une mission, en communiquant avec les contrôleurs au sol associés aux ressources dudit premier groupe ;
• un central de planification relié à ladite infrastructure de communication, propre à créer une mission pour chacun des véhicules circulant sur le réseau, caractérisé en ce qu'il comporte en outre un contrôleur central conforme au contrôleur présenté ci-dessus pour permettre la circulation, sur le réseau, de véhicule non-équipé.

The invention also relates to a decentralized system for managing vehicle traffic on a railway network, the network being subdivided into a plurality of resources, each resource being in an allocation state and in an engagement state, the system comprising:

• a communication infrastructure;
• a plurality of ground controllers connected to said communication infrastructure, each ground controller being associated with at least one resource and able to allocate the or each associated resource and to command a change in the interlocking state of the or each associated resource;
• embedded controllers connected to said communication infrastructure, each onboard controller equipping a vehicle said to be equipped and capable of managing the allocation and engagement of a first group of resources enabling said equipped vehicle to continue a mission, by communicating with the ground controllers associated with the resources of said first group;
• a planning center connected to said communication infrastructure, capable of creating a mission for each of the vehicles circulating on the network, characterized in that it further comprises a central controller conforming to the controller presented above to allow the circulation, on the network, of non-equipped vehicle.

Preferably, the system comprises a table associating with each vehicle traveling on the network a type taking the value "equipped vehicle" or "non-equipped vehicle", the central controller being able to instantiate an emulated controller for each vehicle of the table indicated as being of the "non-equipped vehicle" type, each controller on board an equipped vehicle being able to periodically transmit an inhibition signal which, if it is not received for a predetermined period by means of adapted update of the table leads the latter to assign the value "not equipped" to the type of the corresponding equipped vehicle.

• la figure 1 est une vue schématique d'un système décentralisé de gestion de la circulation de véhicules sur un réseau ferroviaire ;
• la figure 2 est une représentation sous forme de blocs d'un contrôleur au sol (ROC) du système de la figure 1 ;
• la figure 3 est une représentation sous forme de blocs d'un contrôleur embraqué du système de la figure 1 ;
• la figure 4 est une représentation sous forme d'un ensemble de localisation pour un véhicule non-équipé du système de la figure 1 ;
• la figure 5 est une représentation d'un contrôleur central du système de la figure 1 ;
• la figure 6 est une représentation schématique du procédé de gestion de la circulation des trains mis en oeuvre par le système de la figure 1 ;
• la figure 7 est une représentation schématique de la phase d'enclenchement de ce procédé ; et,
• la figure 8 est une représentation schématique de la phase de libération de ce procédé.

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 decentralized system for managing vehicle traffic on a rail network;
• the figure 2 is a block representation of a ground controller (ROC) system of the figure 1 ;
• the figure 3 is a block representation of an emballished controller of the system of the figure 1 ;
• the figure 4 is a representation in the form of a locating set for a vehicle not equipped with the system of the figure 1 ;
• the figure 5 is a representation of a central controller of the system of the figure 1 ;
• the figure 6 is a schematic representation of the train circulation management method implemented by the system of the figure 1 ;
• the figure 7 is a schematic representation of the interlocking phase of this method; and,
• the figure 8 is a schematic representation of the release phase of this process.

On the figure 1 a first train 21 and a second train 22 travel on a network 10.

The network 10 is subdivided into a plurality of resources. On the figure 1 for example, six channel resources corresponding to five channel sections with two end points, referenced 1 to 5, and a channel resource corresponding to a section of three end-point or switching channel, referenced 6, have been represented. The network 10 comprises other resources, for example signaling resources, which are not represented for the sake of clarity of the present description.

A resource is associated with one or more members 13. A member 13 has a sensor function of the value of a characteristic parameter of the resource. A member 13 optionally has an actuator function for modifying the value of the corresponding characteristic parameter.

The state of engagement of a resource is the combination of the current values of the different characteristic parameters of this resource. For example, in the case of a channel resource, a member comprising an induction sensor capable of detecting the presence of a train on the track section, makes it possible to determine a parameter of occupation of the section of track that can take the "busy" value or "unoccupied" value. For example still, in the case of a signaling resource, an organ makes it possible to modify a display parameter of the corresponding signaling equipment.

The network 10 is equipped with a decentralized system 100 for managing the movement of trains.

• une pluralité de contrôleurs au sol 11, dénommés ROC (acronyme anglais de « Radio Object Controller »), chaque ressource du réseau 10 étant associée à un ROC 11 ;
• une pluralité de contrôleurs embarqués 23, dénommés CTC (acronyme anglais de « Carborne Train Controller »), un unique CTC 23 étant embarqué à bord d'un train équipé, tel que le premier train 21 : le CTC 23 gère l'enclenchement des ressources nécessaires à la circulation du premier train 21 comme cela est décrit dans le document EP 2 371 662 .
• une infrastructure de communication 30 ;
• un central de planification 41, apte à planifier la circulation des différents trains circulant sur le réseau 10.

As the system of the prior art described in the document EP 2 371 662 , the system 100 comprises:

• a plurality of ground controllers 11, called ROC (acronym for "Radio Object Controller"), each resource of the network 10 being associated with a ROC 11;
• a plurality of onboard controllers 23, called CTC (acronym for "Carborne Train Controller"), a single CTC 23 being on board an equipped train, such as the first train 21: the CTC 23 manages the engagement of resources necessary for the circulation of the first train 21 as described in the document EP 2 371 662 .
• a communication infrastructure 30;
• a planning center 41, able to plan the circulation of the various trains running on the network 10.

The system 100 further comprises a central controller 42, able to manage the interlocking of the resources necessary for the circulation of the non-equipped trains, that is to say not comprising CTC 23. The second train 22 is an example of a non-equipped train. The central controller 42 acts on behalf of the train 22, as would a CTC that would equip this train 22: the central controller 42 emulates the behavior of a CTC that would be on board the train 22. In the remainder of this document, we will talk about an emulated CTC 24 as opposed to an onboard CTC 23.

Such a second train 22 is however equipped with a label 26 for example of the RFID type (according to the acronym "Radio Frequency IDentification"). It is a plastic case fixed under the body of the train, preferably in the vicinity of the rear end of the last car of this train. As represented in figure 4 this housing encloses an electric power generation module 27 and a transponder 28.

The module 27 is adapted to be influenced by a magnetic field generated by a reading device 15 placed on the channel 4, when the label 26 and the reading device 15 are in proximity to each other. In this way, the module 27 is able to supply an electrical supply current to the transponder 28. In a variant, the tag 26 has its own battery as a source of electrical power, instead of the module 27.

In operation, the transponder 28 transmits a radio signal of short range, intended to be picked up by the reading device 15. This signal comprises, as a payload, an identifier of the train 22 carrying the tag 26.

Each end of a network channel resource 10 is provided with a reading device 15. Each reading device 15 is identified by a unique identifier. The implantation position of each reading device 15 is known and stored in association with the identifier of the reading device 15 in a database 215 of the central controller 42 ( figure 5 ).

Each reading device 15 comprises a module 17 for influencing the module 27 of a label 26, when the labels include such a module; a module 18 for receiving the signal transmitted by the transponder 18 of the tag 26; a module 19 for generating a message; and communication means 16 for establishing a wireless connection with a base station 32 of the communication infrastructure 30.

The reading device 15 is able to extract from a received signal, the identifier of the train 22 and then to transmit, on the communication infrastructure 30 and to the central controller 42, a message comprising the identifier of this device of reading 15, the identifier of the train 22 and the reading time.

The principle of operation of the system 100 is that the circulation of the trains is, on a first scale, planned by the central planning 41, and, on a second scale, lower than the first, managed safely by the CTC embedded 23 of each of the trains equipped, and by the CTC emulated 24 by the central controller 42 acting for each of the non-equipped trains.

The planning by the central planning 41 consists in the development of a mission file for each train running on the network 10, then the transmission of this mission file to the CTC emulated 24 or embedded 23 correspondent.

The management by a CTC corresponding to a train is carried out by the implementation of a protocol allowing the allocation, the engagement, then the release of the resources necessary for the train circulation, directly with the ROC 11 associated with these resources.

In the system 100, it is the CTC 23 or emulated 24 that authorizes the safe movement of the train for which it is responsible on a path composed of the resources allocated to this train and allowing it to continue the mission which has been affected.

If in a train equipped with an onboard CTC 23, the movement of the train takes place automatically, in a non-equipped train, it is the driver who controls the train on the basis of the signaling information delivered by the resources of the train. signaling placed along the track and managed by the emulated CTC 24.

COMMUNICATION INFRASTRUCTURE

The communication infrastructure 30 is for example of the TCP / IP type. It comprises a local network 33, wired, and a plurality of base stations 32, fixed on the ground, connected to an infrastructure network 43. The local network 33 is extended to the infrastructure network 43 via a gateway 44 connected to the local network 33.

Preferably, the base stations 32 are distributed along the channels of the network 10 to provide continuous coverage of the network 10. The base stations 32 comprise communication means for communicating among other things with the onboard CTCs 23, the ROCs 11 and the reading devices 15 for locating the trains.

The communication infrastructure 30 further comprises a router 31 for routing the messages circulating on the local network 33 or, through the gateway 44 and the infrastructure network 43, to an onboard CTS 23 or directly by the network local 33, to an emulated CTS 24. To do this, the router 31 maintains a table 310 comprising identifiers of trains running on the network 10 and, for each train, if it is a train of the type "Equipped vehicle" or of the "non-equipped vehicle" type.

ROCK

Each resource of the network 10 is associated with a single OCR 11. In the following, it is considered that an OCR is associated with a resource.

Each OCR 11 is characterized by a unique identifier.

An OCR 11 has the function of controlling the resource with which it is associated. An OCR is an automaton connected by a wired line to the member 13 or to each member 13 of the associated resource, so as to control this resource.

An OCR 11 is physically disposed near the resource it controls. An OCR 11 is a computer comprising storage means, calculation means and input / output interfaces.

• des moyens de communication radio 110, permettant d'établir une liaison de communication sans fil avec une station de base 32 (en variante, un ROC 11 comporte des moyens de communication filaire pour la connexion au réseau d'infrastructure 43) ;
• des moyens de pilotage 112 permettant de piloter le ou chaque organes 13 de la ressource associée ;
• une table d'état d'enclenchement 114, comportant autant de champs que de paramètres caractéristiques de définition de l'état d'enclenchement de la ressource, un champ de la table 114 étant mis à jour par les moyens de pilotage 112 en fonction des données indiquées par l'organe 13 correspondant à ce paramètre caractéristique ;
• une table d'allocation 116, comportant une pile de cellules, chaque cellule correspondant à une réservation ou un enclenchement de la ressource et pouvant prendre la valeur « 0 » lorsque la ressource est « non-allouée », ou l'identifiant d'un train lorsque la ressource est « allouée à ce train ; et,
• des moyens de traitement 118, aptes à lire et à écrire dans la table d'allocation 116, à lire dans la table d'état d'enclenchement 114, à commander les moyens de pilotage 112 et les moyens de communication radio 110 ou filaire de connexion au réseau d'infrastructure 43.

As represented in figure 2 , each OCR 11 comprises:

• radio communication means 110, making it possible to establish a wireless communication link with a base station 32 (alternatively, an ROC 11 comprises wired communication means for the connection to the infrastructure network 43);
• control means 112 for controlling the or each member 13 of the associated resource;
• an interlocking state table 114 comprising as many fields as there are characteristic parameters for defining the state of engagement of the resource, a field of the table 114 being updated by the control means 112 as a function of the data indicated by the member 13 corresponding to this characteristic parameter;
• an allocation table 116, comprising a stack of cells, each cell corresponding to a reservation or engagement of the resource and able to take the value "0" when the resource is "unallocated", or the identifier of a train when the resource is "allocated to this train; and,
• processing means 118, able to read and write in the allocation table 116, to be read in the latching state table 114, to control the control means 112 and the radio communication means 110 or wired of connection to the infrastructure network 43.

CTC EMBARK

An onboard CTC 23 is a computer comprising storage means, calculation means and input / output interfaces.

Each embedded CTC 23 is characterized by a unique identifier, which corresponds to the identifier of the train 21 that it equips. This identifier is advantageously an IP address on the infrastructure 30.

• des moyens de communication radio 1210, permettent d'établir une liaison sans fil avec une station de base 32;
• des moyens de positionnement 1211 pour déterminer la position courante du train ;
• des moyens d'identification 1212 permettant d'identifier un groupe de ressources du réseau 10 qui permettraient au train de poursuivre la réalisation de sa mission ;
• des moyens d'allocation d'enclenchement et de libération de ressources 1213 ;
• des moyens de vérification 1214 ; et,
• des moyens d'estimation 1218.

As represented in figure 3 each onboard CTC 23 comprises:

• radio communication means 1210 make it possible to establish a wireless link with a base station 32;
• positioning means 1211 for determining the current position of the train;
• identifying means 1212 for identifying a group of network resources 10 that would allow the train to continue the achievement of its mission;
• means for allocating interlocking and releasing resources 1213;
• verification means 1214; and,
• estimation means 1218.

The onboard CTC 23 includes a railway network description database 1215 and a mission file 1216, which has been received from the scheduling central 41.

The database 1215 includes information giving a detailed description of all the constituent resources of the network 10. The base 1215 thus comprises, for each resource of the network 10, the identifier of the resource, the latching state of the resource and geographic location data of the resource, such as the geographic locations of the endpoints thereof.

The mission file 1216 includes information corresponding to the path to be performed by the train 21 through the network 10. For example, the path of the mission file 1216 includes a point and a departure time of the train, a point and a time of arrival of the train, and points and intermediate hours, corresponding for example to commercial stops in the station.

Preferably, the positioning means 1211 are suitable for determining the position of the head and the tail of the train 21. These are, for example, means using the signals emitted by a constellation of location satellites.

The identification means 1212 are able to generate a list of resources 1217, based on the information contained in the database 1215, in the mission file 1216, and the instantaneous position of the train given by the positioning means 1211.

A list 1217 corresponds to a group of resources which, if they were allocated to the train 21 and if they were respectively in a state of interlocking required would allow the train 21 to continue its mission.

• un champ d'identification indiquant l'identifiant de la ressource ;
• un champ correspondant à un créneau horaire requis (dans un mode de réalisation simple, toutes les ressources d'un groupe sont à allouer au train sur le même créneau horaire) ;
• un champ correspondant à l'état d'allocation « allouée » ou « non-allouée » de la ressource au train 21 (au moment de la génération de la liste 1217, ce champ prend la valeur NULL) ;
• un champ définissant l'état d'enclenchement requis pour cette ressource ; et,
• un champ d'enclenchement, correspondant à un drapeau indiquant que la ressource se trouve effectivement dans l'état d'enclenchement requis (au moment de la génération de la liste 1217, ce champ prend la valeur NULL).

Thus, a list 1217 includes one line per resource of the group of identified resources and columns respectively corresponding to:

• an identification field indicating the identifier of the resource;
• a field corresponding to a required time slot (in a simple embodiment, all the resources of a group are to be allocated to the train on the same time slot);
• a field corresponding to the allocation state "allocated" or "non-allocated" of the resource to the train 21 (at the time of the generation of the list 1217, this field takes the value NULL);
• a field defining the latching state required for this resource; and,
• a latching field, corresponding to a flag indicating that the resource is actually in the required latching state (at the time of generation of the list 1217, this field takes the value NULL).

The estimation means 1218 are able to determine at least one speed profile on a path corresponding to a group of potential resources. From this velocity profile, the means 1218 are able to estimate the instants of passage of the train 21 at particular points of this path. According to these times of passage, the identification means 1212 determine the time slot on which each resource must be allocated to the train. The time slot thus required may take into account appropriate safety margins, in particular the time required for the activation of the resource.

The verification means 1214, when executed, determine whether the set of resources of a list 1217 have actually been allocated to the train 21, and whether all the resources of a list 1217 are in the state interlocking required.

The resource allocation / release means 1213, when executed, perform the allocation, initiation and release phases of a group of identified resources, in accordance with the protocol described below, by reading and writing in a list 1217, by generating the messages to be transmitted to OCRs 11 via the infrastructure 30 and processing the messages coming from OCR 11.

CENTRAL PLANNING

The planning center 41 comprises planning means, allowing, at the network level 10, to develop the missions of the various trains 21 and 22 running on the network 10.

The scheduling central 41 has an interface enabling an operator to indicate the entry of a train on the network 10 or the output of a train of the network 10.

The scheduling central 41 then updates the table 310 of the router 31 by adding a line corresponding to the identifier of the incoming train and to the type of this train, namely "equipped vehicle" or "non-equipped vehicle".

The mission of a train is developed taking into account any constraints imposed on the movement of this train, by the missions of other trains running on the network 10.

Preferably, the mission of a train is regularly updated, for example, to take into account an event affecting the achievement of the mission of another train.

The scheduling central 41 is connected to the local network 33 and, by the gateway 44, to the infrastructure network 43 to finally reach the base stations 32.

The exchange of data messages is then possible between the scheduling central 41 and the onboard CTC 23 of a first train 21 or the emulated CTC 24 of a second train 22: in downlink communication, the scheduling central communicates the file mission, which he has just developed or updated; in uplink communication, the on-board CTC or emulated train communicates a current position of this train to the planning center 41, so that it updates the missions of the various trains 21 and 22 traveling on the network 10.

CENTRAL CONTROLLER

The central controller 42 is a computer comprising storage means, calculation means and input / output interfaces.

As represented in figure 5 , the central controller 42 is connected to the local area network 33 via an interface 210. The central controller 42 includes a database 215.

For each non-equipped train mentioned in table 310, the central controller 42 includes an instantiation of a generic emulated CTC. An emulated CTC 24 is instantiated with the identifier of the equipped train 22 that it supports.

• des moyens de positionnement 211 du train 22 ;
• des moyens d'identification 212 permettant d'identifier un groupe de ressources du réseau 10 qui permettraient au train 22 de poursuivre la réalisation de sa mission ;
• des moyens d'allocation d'enclenchement et de libération de ressources 213 ;
• des moyens de vérification 214 ; et,
• des moyens d'estimation 218.

As represented in figure 5 an emulated CTC 24 comprises:

• positioning means 211 of the train 22;
• identification means 212 for identifying a group of network resources 10 that would allow the train 22 to continue the achievement of its mission;
• means for allocating interlocking and releasing resources 213;
• verification means 214; and,
• estimation means 218.

These various means are implemented in the form of computer programs, the instructions of which are stored in the storage means and which are executed by the calculation means of the central controller 42.

The emulated CTC 24 is able to access the rail network description database 215 and a storage area of the mission file 216 received from the scheduling central 41 for the second train 22.

The database 215 is identical to the database 1215 of an embedded CTC 23. It includes information giving a detailed description of all the constituent resources of the network 10. The base 215 thus comprises, for each network resource 10, the identifier of the resource, the state of engagement of the resource and geographical positioning data of the resource, such as the geographical positions of the end points thereof. It also includes the identifiers and the positions of implementation of the different reading devices 15.

The mission file 216, just like a mission file 1216 of an onboard CTC 23, includes information corresponding to the path that the train 22 has to carry through the network 10.

The positioning means 211 are able to determine the last known position of the tail end of the train 22 from the last message sent by a reading device 15 and the position of this device as indicated in the base 215.

The identification means 212 generate a list of resources 217, based on the information contained in the database 215, in the mission file 216, and the last known position of the train 22 given by the positioning means 211. .

A list 217 corresponds to a group of resources which, if they were allocated to the train 22 and if they were respectively in a state of interlocking required would allow the train 22 to continue its mission.

• un champ d'identification indiquant l'identifiant de la ressource ;
• un champ correspondant à un créneau horaire requis (dans un mode de réalisation simple, toutes les ressources d'un groupe sont à allouer au train sur le même créneau horaire) ;
• un champ correspondant à l'état d'allocation « allouée » ou « non-allouée » de la ressource au train 22 (au moment de la génération de la liste 217, ce champ prend la valeur NULL) ;
• un champ définissant l'état d'enclenchement requis pour cette ressource ; et,
• un champ d'enclenchement, correspondant à un drapeau indiquant que la ressource se trouve effectivement dans l'état d'enclenchement requis (au moment de la génération de la liste 217, ce champ prend la valeur NULL).

Thus, a list 217 includes one line per resource of the group of identified resources and columns corresponding respectively to:

• an identification field indicating the identifier of the resource;
• a field corresponding to a required time slot (in a simple embodiment, all the resources of a group are to be allocated to the train on the same time slot);
• a field corresponding to the allocation state "allocated" or "unallocated" of the resource to the train 22 (at the time of the generation of the list 217, this field takes the value NULL);
• a field defining the latching state required for this resource; and,
• a latching field, corresponding to a flag indicating that the resource is actually in the required latching state (at the time of generation of the list 217, this field takes the value NULL).

The estimation means 218 are able to determine at least one speed profile on a path corresponding to a group of potential resources. From this velocity profile, the means 218 are able to estimate the instants of passage of the train 22 at particular points of this path. According to these times of passage, the identification means 212 determine the time slot on which each resource must be allocated to the train. The time slot thus required may take into account appropriate safety margins, in particular to take account of the inaccuracy on the actual instantaneous position of the train 22.

The verification means 214, when executed, determine whether the set of resources of a list 217 have actually been allocated to the train 22, and whether all the resources of a list 217 are in the state interlocking required.

The means 213, when executed, perform the allocation, initiation and release phases of a group of identified resources, in accordance with the protocol described below, by reading and writing in a list 217, generating the messages to be transmitted to OCR 11 and processing the messages from OCR 11.

PROCESS

The method for managing the circulation of the trains on the network 10 implemented by the system 100 will now be described, only for the case of an emulated CTC 24, given that for an onboard CTC 23, this method is described in FIG. document EP 2 371 662 .

When entering the network 10 of the non-equipped train 22, an operator updates the list 310 by adding a line associating with the identifier of the train 22 the fact that it is of the "non-equipped" type.

The central controller 42, as soon as the table 310 is modified, instantiates an emulated CTC 24 able to act for the train 22.

The emulated CTC 24 requests a mission to be performed from the central planning 41. It develops a mission for the train 22 and transmits it back to the central controller 42 which stores it in memory as mission 216 to achieve.

At a current time, the train 22 travels on a path of the railway network 10 described by a list 217a stored by the emulated CTC 24. This current path comprises for example the track section 4.

The last known position of the train 22 has been given by the reading device 15 located at the end of the section 4, located near the section 5.

For the further movement of the train 22 and the achievement of its mission, the method according to the invention provides for a resource group allocation phase and a resource engagement phase of the allocated resource group.

The allocation phase represented in figure 6 includes identifying and then reserving a group of resources.

In an identification step a , the identification means 212 are executed. They use the mission file 216, the database 215 for describing the resources constituting the network 10, the last known position of the train 22 delivered by the positioning means 211, to generate a group of potential resources. The identification means 212 call the estimation means 218 to develop, from this group of potential resources and for a next required time slot, a group of resources identified as allowing the train 22 to continue its mission by taking the path corresponding to these resources, provided that they are allocated to the train 22 and are placed in a required latching state. The identification means 212 then generate a list 217b corresponding to this group of identified resources.

For example, on the figure 1 , in order for the train 22 to continue the accomplishment of its mission, the means 212 generate a list 217b indicating that the section 6 must be allocated to the train 22 and must be in the latching state allowing the connection of sections 4 and 2 , and that section 2 must be allocated to train 22.

As soon as the list 217b has been placed in the storage means associated with the emulated CTC 24, the means 213 are executed in a step b of generating resource allocation request messages. The means 213 develop as many requests that resources in the 217b list. Each request includes the identifier of the train 22 and the identifier of the required resource.

In step c , the central controller 42 sends messages corresponding to the different requests for resource allocation. These messages are sent on the communication infrastructure 30 to the base stations 32 to be transmitted to the different ROC 11 concerned.

In step d , the communication means 110 of an ROC 11 pick up different messages and transmit to the processing means 118 only the messages comprising the identifier of said ROC (identifier identical to that the resource to which the ROC is associated) .

In step e , the processing means 118 read the allocation table 116 to determine if the resource can be allocated to the train 22.

In step f , only when the table 116 indicates that the resource is not being reserved, the processing means 118 allocate the resource to the requesting train, by writing in the cell of the table 116 the identifier of the train 22.

Once a resource has been allocated, it can not be allocated to another train, as long as the train to which it is allocated does not trigger it.

In step g , the processing means 118 of the OCR 11, develop an allocation response message. This response includes the identifier of the train 22, the identifier of the required resource and the current state of the reservations and interlocking.

In step h , the communication means 110 issue a response message corresponding to this allocation response to the infrastructure 30.

In step j , the communication means 210 of the emulated CTC 24 receive the different response messages addressed to the central controller 42, and transmit to the allocation / release means 213 only the response messages which contain the identifier of the train 22.

In step k , when the allocation response indicates that the required resource has indeed been allocated to the train 22, the means 213 update the allocation field corresponding to this resource in the list 217b. The value "allocated" (+1) is written in the allocation field of the resource.

When the allocation response indicates that the required resource can not be allocated to the train 22, the means 213 update the allocation field of this resource by writing the value "unallocated" (0).

At the end of a predetermined time after step c of sending requests for resource allocation, the verification means 214 are executed by the emulated CTC 24 to check whether or not all the resources of the list 217b have actually been allocated to the train 22. The verification means 214 then test the value of the allocation field of each of the resources of the list 215 (step l ).

In the case of a positive check, indicating that all the required resources of the list 217b have been allocated to the train 22, that no reservation is in progress and / or that no interlocking has interlocking parameters incompatible with the With the required interlocking parameters, the group of identified resources is considered a group of allocated resources (step m) and the process proceeds to the interlocking phase which will be described below.

In the case of negative verification, that is, when at least one of the resources of the list 217b is indicated as not being allocatable to the train 22, the identification means 212 is executed again to generate another list. 217c corresponding to another group of identified resources. Optionally, the information relating to the resources of the list 217b that could not be allocated to the train 22 are used by the means 212 during this new identification of a resource group (step a ).

In the case of incomplete verification, ie when several allocation fields of list 217b still have the value NULL (and no value "0") at the time of verification, additional time is granted and the verification means 214 are executed again a few moments later. Optionally, the allocation / release means 213 are executed again to carry out the steps b and c on the resources of the list 217b not yet allocated to the train 22. If during the following verification, some of the allocation fields of the list 217b remain at a NULL value, the check is considered negative, and the emulated CTC 24 then tries to identify another group of resources (step a ).

The interlocking phase, represented in figure 7 , is as follows:

When a resource group is indicated as allocated, the emulated CTC 24 executes the means 213 to develop a plurality of resource request request messages (step b ' ). The means 213 develop as many requests as resources in the list 217b. Each resource initiation request includes the identifier of the train 22, the identifier of the resource required and the state of interlocking required for this resource.

In step c ' , the emulated CTC 24 emit messages corresponding to the various queries in resource engagement. These messages are routed on the communication infrastructure 30 to the base stations 32.

At the step of , the communication means 110 of an OCR 11 capture and decode the various messages received and transmit to the processing means 118 only the messages comprising the identifier of the OCR 11.

In step e ' , after having verified that the identifier of the train 22 mentioned in the request corresponds to the identifier indicated in the allocation table 116, the processing means 118 compare the required latching state and the instantaneous state of engagement, indicated in the state table 114. In case of difference, the processing means 118 control the control means 112 of the members 13 of the resource to switch it to the required latching state.

In step f1 ' , the or each member 13 modifies the value of the corresponding characteristic parameter according to the required switching state.

In step f2 ' , the members 13 transmit the current values of the characteristic parameters to the control means 112 which update the state table 114.

In step g ' , the processing means 112 develop a response message in resource engagement. This response comprises the identifier of the train 22, the identifier of the resource required and the instantaneous state of engagement of the resource read in the state table 114.

In step h ' , the communication means 110 of the ROC 11 emit a response message corresponding to the response in engagement

In step j ', the communication means 210 of the central controller 42 pick up and decode the different response messages that reach them, and transfer to the means 213 of the emulated CTC 24 only the response messages which include the train identifier. 22.

When the on-demand response indicates that the required resource has been placed in the required latching state, the means 213 write in the latching field corresponding to this resource the value "1" (value k ' ).

At the end of a predetermined time after the queries for resource engagement are issued, the verification means 214 are executed to check whether all the resources of the list 217b have actually been engaged according to the required latching states. The means 214 then test the value of the interlocking field of each of the resources of the list 217b (step I ' ).

When all the resources are correctly engaged, the verification means 214 authorize the train 22 to advance and to enter the path of the network 10 corresponding to the resource group of the list 217b (step m ' ).

This movement authorization is indicated to the driver of the train 22 by the appropriate interlocking, among the resources of the list 217b, of a plurality of signaling resources. When some of the resources are not correctly engaged, the means 214 do not issue the movement authorization and the steps b 'and c' are eventually iterated, at least for the resources incorrectly engaged.

As soon as the emitted CTC 24 receives position information that the tail of the train 22 has passed the reading device 15 corresponding to the end of the intermediate pathway resource of section 4, the identification means 212 is executed. again to identify the next path of the network to be used (return to step a ) and the allocation / release means 213 of the emulated CTC 24 are executed to release this resource from the list 217b. This release phase can also take place on a list of identified resources, but which could not be allocated to the train. This release phase is represented at figure 8 .

In step b " , from the list 217b, the means 213 develop resource release request messages Each request includes the identifier of the train 22, and the identifier of the resource to be released.

In step c " , the communication means 210 transmit on the communication infrastructure 30 radio signals corresponding to these requests for the release of resources to the different OCRs 11.

In step d " , the communication means 110 of an OCR 11 receive the different messages received and transmit to the processing means 118 only the messages comprising the identifier of said OCR.

In step e ", the means 118 process the request for release by reading, in the allocation table 116, the identifier of the train to which the resource was allocated If the identifier read corresponds to the identifier of the train 22 indicated in the request, the means 118 modify the state (step f " ) of allocation of the resource by writing the value" unallocated "in the cell of the allocation table 116.

Only at this moment, the resource is released.

In step g " , the processing means 112 generates a response message on release which comprises the identifier of the train 22 and the identifier of the released resource.

In step h " , the communication means 110 of the ROC 11 emit a response message corresponding to the response in release.

In step j " , the communication means 210 of the central controller 42 pick up and decode the different response messages received, and transfer to the allocation / release means 213 of the emulated CTC 24 only the response messages which include the train identifier 22.

When the release response indicates that the resource has been released, the means 213 write in the allocation field of this resource the value "2" (step k " ).

At the end of a predetermined time after step c " of issuing resource release requests, the verification means 214 are executed to check whether or not all the resources of the list 217b have actually been released. The verification means 216 then test the value of the allocation field of each of the resources of the list 217b (step 1 " ).

In this process, there is no overbooking of a resource. On the other hand, a resource can be switched on by several trains for identical required engagement parameters.

In addition, there is no relationship between two network resources. Only the simultaneous allocation of two resources to the same train creates between these two resources a virtual relationship.

In a variant, the identification means 212 simultaneously identify several groups of resources respectively corresponding to alternative paths on the network 10 that the train 22 could follow to carry out its mission. Once the verification means 214 detect that one of the resource groups has been fully allocated to the train 22, the other groups are released by executing the release means 213 on each of the other resource lists.

In yet another variant, the identification means 212 implement an initial interrogation step ROC 11 present in the environment of the train 22 to know the allocation status of the associated resources. This implementation can advantageously be performed by a protocol for exchanging request and response messages similar to the protocols described above. Prior knowledge of the state of allocation of potential resources facilitates the proper identification of a group of identified resources.

In a variant, a train of the "non-equipped vehicle" type is in fact a train whose onboard CTC is faulty. To allow the corresponding train to continue the mission, a CTC is emulated by the central controller and acts on behalf of that train.

For the implementation of this variant, the onboard CTC 23 of the train 21 periodically transmits an inhibition signal to the router 31 of the communication infrastructure 30.

As long as the router 31 receives an inhibition message of the train 21, it keeps the table 310 up to date by associating with the identifier of the train 21 the "equipped vehicle" type.

On the other hand, as soon as the router 31 no longer receives the inhibition signal from the train 21, it updates the list 310 by associating the identifier of the train 21 with the "non-equipped vehicle" type.

The central controller 42 monitoring any modification of the list 310 as soon as the train 21 is indicated as the "non-equipped vehicle" type, it instantiates a new emulated CTC for taking over the train 21.

In this way, any failure of the onboard CTC (radio problem, computer problem, etc.) is overcome by the central controller 42 of the system 100.

Claims (15)

A method for implementation in a decentralized vehicle traffic management system on a rail network (10), wherein the rail network is subdivided into a plurality of resources (1 to 6), each resource being characterized by a state of allocation and a state of engagement, and controlled by a ground controller (11) connected to a communication infrastructure (30), the system being based on the presence of on-board controllers (23) on board vehicles, said equipped , to manage the allocation and engagement of the resources required for the movement of the corresponding equipped vehicle (21), directly to the ground controllers (11) controlling said resources by the exchange of adapted messages on said infrastructure (30), characterized in that , in order to allow the circulation of a non-equipped vehicle (22) on said railway network (10), the method consists, at a central controller (42), on the ground, connected to the communication infrastructure (30), emulating a controller, said emulated (24), which would be on board the non-equipped vehicle (22), the central controller (42) estimating a current position of the non-equipped vehicle (22) from signals transmitted by a plurality of reading devices (15) placed along the tracks of the railway network (10) and connected to the communication infrastructure (30). The method of claim 1, wherein the emulation by the central controller (42) of a controller that would be on board the non-equipped vehicle (22) includes the steps of: identifying, according to the current position of said non-equipped vehicle (22) and for a given time slot, a group of resources (217b) which, provided that each of these resources is allocated to said non-equipped vehicle and is in a required engagement state would allow said un-equipped vehicle to continue a predefined mission, by taking a path on the network (10) corresponding to said identified resource group (217b); reserving identified resources, consisting, by implementing a predetermined protocol, of requesting from each of the ground controllers (11) associated with resources of the identified resource group (217b), the allocation of said resources auditing non-equipped vehicle (22); and then, once all the resources of said group have been allocated to said non-equipped vehicle, trigger allocated resources, consisting, by the implementation of a predetermined protocol, to request from each of the ground controllers (11) associated with the resources of said allocated resource group (217b), the state change engaging said allocated resource in accordance with a required latching state; - verifying that each of the resources of the identified resource group has been allocated to said non-equipped vehicle (22) and is in the required latching state; and when this verification is positive, - extend the authorization of the movement of the non-equipped vehicle (22) to the corresponding path. A method as claimed in claim 1 or claim 2, comprising, at a planning office (41) connected to the communication infrastructure (30), a mission planning step for said non-equipped vehicle and a a step of transmitting, via the communication infrastructure, said mission (216) to the central controller (41) which emulates a controller that would be on board the non-equipped vehicle (22). A method as claimed in any one of the preceding claims, wherein the central controller (42) transmits, via the communication infrastructure (30), to the scheduling center (41) position and / or resource group information. identified for the non-equipped vehicle (22), and the scheduling central uses this information to update the various missions (1216, 216) assigned to the equipped (21) and non-equipped (22) vehicles traveling on the network ( 10). A method according to any one of the preceding claims, further comprising a step of releasing a resource allocated to a non-equipped vehicle (22) whereby, by implementing a predetermined protocol, the central controller (42) requires, from the ground controller (11) associated with said allocated resource, that this resource is no longer allocated to said non-equipped vehicle (22). A method as claimed in any one of the preceding claims, wherein said identifying step (212) comprises a step (218) of estimating a speed profile of the non-equipped vehicle (22) along a path of the network corresponding to a group of potential resources, to determine the required time slot associated with each resource of a group of identified resources. A method as claimed in any one of the preceding claims, wherein a table (310) associating with each vehicle traveling on the network (10) a type is updated. taking the value "equipped vehicle" or "non-equipped vehicle", an emulated controller being instantiated for each of the vehicles of the table (310) indicated as being of the "non-equipped vehicle" type, each on-board controller (23) on board an equipped vehicle (21) periodically transmitting an inhibition signal which, if it is not received for a predetermined period, leads to the update of the table (310) by assigning the value "not equipped" to the type of the corresponding equipped vehicle. Central controller for a decentralized system for managing vehicle traffic on a rail network, said network (10) being subdivided into a plurality of resources (1 to 6), each resource being characterized by an allocation state and a state of interlocking, said system comprising: - a communication infrastructure (30); ground controllers (11), each ground controller being associated with at least one resource and able to allocate the or each associated resource and to command a modification of the interlocking state of the or each associated resource; and, on-board controllers (23), each onboard controller equipping a so-called equipped vehicle (21) and being able to manage the allocation and engagement of a first group of resources enabling said equipped vehicle to continue a mission, by communicating with the ground controllers associated with the resources of said first group, characterized in that said central controller (42) is adapted to emulate, for a non-equipped vehicle (22) traveling on said railway network, an emulated controller (24) equivalent to a controller who would be on board said non-equipped vehicle, so as to manage the allocation and engagement of a second group of resources enabling said non-equipped vehicle to continue a mission, by communicating with the associated ground controllers to the resources of said second group. Central controller according to claim 8, comprising positioning means (211) of said non-equipped vehicle (22), which are adapted to generate a current position of said non-equipped vehicle from positioning signals transmitted by reading devices ( 15), arranged along the network paths (10) and adapted to detect the passage of said non-equipped vehicle and to issue a message adapted on said communication infrastructure (30). Controller according to claim 9, further comprising: - identifying means (212) for identifying a group of resources of interest (217b) which, provided that each of these resources is allocated said non-equipped vehicle and being in a required engagement state, would allow said non-equipped vehicle to continue a mission, by taking a path on the network (10) corresponding to said group of identified resources; allocation and release means (213) making it possible, from a group of identified resources (217b), to generate resource allocation requests intended to be transmitted to the ground controllers (11) associated with these resources. identified, and to process resource allocation responses from said ground controllers (11), and allowing, from a pool of allocated resources, to generate resource interlock requests, which include interlocking parameters , to be transmitted to the ground controllers (11) associated with these allocated resources, and to process resource interlock responses from said ground controllers (11); verification means (214) making it possible to verify that all the resources of a group of identified resources (217b) have been allocated to said non-equipped vehicle (20) and that all the resources of a group of allocated resources are in the required interlocking state, and generate a movement authorization of the non-equipped vehicle on the path corresponding to the resources. Central controller according to any one of claims 8 to 10, characterized in that it comprises a database (215) comprising a detailed description of the constituent resources of the railway network (10). Central controller according to any one of claims 8 to 11, characterized in that it comprises means (218) for estimating a speed profile of the vehicle on a group of potential resources. Central controller according to any one of claims 8 to 12, comprising at least one list (217) corresponding to a group of identified resources, the list comprising, for each resource of the group: - an identification field of the resource; a field corresponding to a required time slot for allocating the resource; a field corresponding to the allocation state "allocated" or "non-allocated" of the resource to the vehicle; a field defining the latching state required for the resource; and, - An inrush field corresponding to a flag indicating that the resource is actually in the required latching state. A decentralized system for managing vehicle traffic on a railway network, the network (10) being subdivided into a plurality of resources (1 to 6), each resource being in an allocation state and in a latching state, the system comprising: - a communication infrastructure (30); a plurality of ground controllers (11) connected to said communication infrastructure, each ground controller being associated with at least one resource and able to allocate the or each associated resource and to control a modification of the interlocking state of the or each associated resource; on-board controllers (23) connected to said communication infrastructure, each on-board controller equipping a so-called equipped vehicle (21) and being able to manage the allocation and engagement of a first group of resources enabling said equipped vehicle to continue a mission, by communicating with the ground controllers associated with the resources of the first group; a planning center (41) connected to said communication infrastructure, capable of creating a mission for each of the vehicles circulating on the network,
characterized in that it further comprises a central controller (42) according to any one of claims 8 to 13 for enabling the circulation on the network (10) of a non-equipped vehicle (22). System according to claim 14, comprising a table (310) associating with each vehicle traveling on the network (10) a type taking the value "equipped vehicle" or "non-equipped vehicle", the central controller (42) being able to instantiate an emulated controller (24) for each of the vehicles of the table (310) indicated as being of the "non-equipped vehicle" type, each onboard controller (23) aboard an equipped vehicle (21) being adapted to periodically transmit a inhibition signal which, if it is not received for a predetermined period by a suitable updating means of the table (310) leads the latter to assign the value "not equipped" to the type of the corresponding equipped vehicle .

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