EP2870047B1 - Fonctionnement d'un véhicule ferroviaire - Google Patents

Fonctionnement d'un véhicule ferroviaire Download PDF

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Publication number
EP2870047B1
EP2870047B1 EP13756087.6A EP13756087A EP2870047B1 EP 2870047 B1 EP2870047 B1 EP 2870047B1 EP 13756087 A EP13756087 A EP 13756087A EP 2870047 B1 EP2870047 B1 EP 2870047B1
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EP
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Prior art keywords
section
rail vehicle
track
carried out
etcs
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EP13756087.6A
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German (de)
English (en)
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EP2870047A1 (fr
Inventor
Norbert Geduhn
Manfred Wernicke
Carlos Del Pozo
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP2870047A1 publication Critical patent/EP2870047A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails
    • B61L23/30—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using automatic section blocking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route

Definitions

  • the invention relates to a method for operating a rail vehicle, an ETCS track equipment and a correspondingly equipped rail vehicle.
  • ETCS European Train Control System
  • ETCS takes over several functions. It monitors the local maximum speed, the maximum speed of the train, the correct distance of the train, the direction of travel, the suitability of the train for the route and the observance of special operating regulations.
  • ETCS vehicle device also referred to as ETCS device
  • ETCS computer also referred to as "EVC”, European Vital Computer
  • DMI driver's cab interface
  • displacement measuring device GSM-R transmission equipment (including Euroradio), balise reader and brake access.
  • ETCS modes are also defined.
  • the modes describe the states in which the EVC can be located. An overview can be found e.g. at http://en.wikipedia.org/wiki/ETCS or http://www.era.europa.eu/Document-Register/Pages/UNISIGSUBSET-026.aspx.
  • ETCS Level 1 is the Balise Train Control
  • ETCS Level 2 and Level 3 are Radio Train Control.
  • the ETCS levels are downwards compatible.
  • Level 1 a cab signaling is provided, which complements or even replaces the existing trackside signaling.
  • the country-specific route signals and train detection systems can be preserved.
  • the signal terms, together with route data, are selectively transmitted to the vehicle via the balancing groups as the MA Movement Authority.
  • a vehicle computer continuously calculates and monitors from this data the maximum permissible speed and the braking curve. Due to the punctual data transmission, the transmission of the driving permit on long stretches can not be renewed. Therefore, infill balises are often used to transmit an upgraded signal term prior to reaching the next main signal.
  • balises are laid, for example, in groups, as in, for example, EP 1 232 926 B1 is described; Basically, in the ETCS language usage also single balises are called balise groups.
  • a radio train control is provided, whereby the driving permission is transmitted along with speed specifications and route data continuously by radio to the vehicle.
  • Greyses serve here preferably as a passive Ortungsbalisen. These locating balises are e.g. used as reference points for the correction of path measuring errors.
  • balises for detecting the direction of travel in a balise group or for achieving the ETCS safety target four additional balises in a balise group or in two balise groups are temporarily relocated.
  • a problem is the backup of a construction field.
  • a section of track associated with the construction field is mainly blocked with operational procedures by a corresponding blocking in the signal box together with mechanical track locks is made on site.
  • EP 1 637 427 A1 discloses an arrangement for train protection on track and / or railway tracks of railways, wherein a track section to be secured at least partially associated with at least a first train detection section and at least one associated first triggering device, which is part of a punctiform train control, in at least one direction of travel before the beginning of first track free reporting section is provided, both the effectiveness and the ineffectiveness of the first triggering device depends exclusively on at least one train detection section emitted signals, wherein the first triggering device is automatically activated, inter alia, if there is a track busy signal for the first train free reporting section.
  • REISSNER FETAL "FUNKFAHRBETRIEB TECHNICAL CONCEPT", SIGNAL + WIRE, TELZLAFF VERLAG GMBH. DARMSTADT, DE, Vol. 89, No. 9, September 1, 1997 (1997-09-01), pages 28-34, XP000779785, ISSN: 0037-4997 discloses that the concept of radio remote control operation (FFB) is intended to minimize high and traffic-independent costs for equipment, maintenance and operation of a trackside-implemented security technique. The basic idea behind the FFB concept is also to shift the control and safety tasks performed by the previous interlockings so that the classic interlocking becomes redundant.
  • FFB radio remote control operation
  • Benedikt Scheier "Efficiency studies of railway systems using route simulations using the example of a branch line", 16 January 2007 (2007-01-16), pages 1-85, XP55100093 Braunschweig discloses carrying out an economic feasibility study with the help of the coupling of a railway operating simulation tool and the profitability calculation tool, as far as the state of the art of tool coupling is concerned. It examines a sub-route modeled on reality. Based on the results of this Investigation will be given a recommendation for economic operation depending on the operating procedure and the LST equipment for a given track demand. Based on the investigation, a critical examination of the tool coupling takes place. Weaknesses and possible solutions are shown.
  • the object of the invention is to provide an efficient and flexible approach to securing a link.
  • the route section is determined by at least one balise group (also temporary), in particular balancing groups are provided at the (or in the vicinity of) the boundaries of the route section.
  • predetermined information can be provided to the rail vehicle by the respective balancing group. This information can be reacted differently depending on a state of the rail vehicle. For example, if the rail vehicle is not in ETCS Level 0 when entering the section, emergency braking can be initiated become.
  • the entry into the route section can be signaled by the balise group, for example.
  • the balise group can specify that (already) an ETCS level 0 must be set and, if this is not the case, the rail vehicle is decelerated.
  • the rail vehicle in particular the traction unit, is deployed with ETCS equipment on a line without in-service command.
  • the on-board equipment only monitors the train for maximum speed.
  • the driver drives to the signals of the track.
  • a retraction into the route section is thus only possible if the retraction acknowledgment has taken place or (already) exists.
  • This retraction acknowledgment may e.g. be carried out by a driver after consultation with the person responsible for the route (a supervisor in case the track is a construction site).
  • each balise group has at least one balise each.
  • the balises here are in particular punctual data transmission devices in the track, which transmit data to the rail vehicle comparable to a transponder when passing over the rail vehicle.
  • the rail vehicle receives this data via one (or more) balise antenna.
  • the balises can be hard-coded and always provide the same data, or switch between different types of data to be provided. It is also possible that the balises are programmable and thus provide variable information.
  • the emergency braking an arbitrary braking operation to a standstill or up to a predetermined speed or to carry out a predetermined action (eg interruption of braking, if this is permissible) may include. Also, the emergency braking may include braking with different degrees of delay.
  • the rail vehicle is e.g. operated in accordance with ETSC Level 1, 2 or 3.
  • the rail vehicle may comprise any vehicle movable on a rail.
  • a further development is that a speed to be maintained is provided by the at least one balancing group.
  • the information of the predetermined maximum speed (ie the speed to be maintained) can be provided by the balancing group at the entrance and / or at the exit of the route section (each with different values) become. In particular, different speeds can be provided.
  • the speed to be maintained is displayed, for example, to the driver on the driver's cab display and set by him (possibly also automatically) and / or monitored.
  • Another development is that a request for the entrance acknowledgment is displayed in particular on the cab display of the rail vehicle.
  • the retraction acknowledgment is not required if a change to ETCS level 0 takes place or has already taken place before or with entry into the route section.
  • the panel e.g. an interlocking and / or an ETCS line center, maximum sighting of the rail vehicle allowed.
  • the responsibility for whether a rail vehicle is allowed to travel in the occupied stretch of track is on the spot with the responsible person, e.g. the site manager responsible for the construction site.
  • One embodiment is that a request for the exit acknowledgment is displayed in particular on the cab display of the rail vehicle.
  • a next embodiment is that the exit acknowledgment is performed in coordination with a toll service line.
  • a further embodiment is that the extension acknowledgment is performed by means of actuation of an override key.
  • balise group is arranged at the borders or in the vicinity of the boundaries of the route section.
  • the link can be determined by means of the balises.
  • a person entrusted with the link e.g. said construction manager, responsible for the rail vehicle.
  • the responsibility lies with a central office or a dispatcher in a control center.
  • Another embodiment is that the at least one balise group is made coverable.
  • the at least one balise group can be covered with at least one metal sheet.
  • rail vehicles e.g. can drive through the section.
  • the covering of the at least one balise group is the responsibility of the person responsible for the section.
  • the solution presented here further comprises a computer program product which can be loaded directly into a memory of a digital computer, comprising program code parts which are suitable for performing steps of the method described here.
  • a computer-readable storage medium e.g. any memory comprising computer-executable instructions (e.g., in the form of program code) adapted for the computer to perform steps of the method described herein.
  • a link e.g. a site to be technically secured by means of at least one ERTMS / ETCS balise group maintained by a responsible person, e.g. a site manager, temporarily at the boundaries of the stretch, e.g. the building site boundaries, after assuming responsibility for this section of the route.
  • the following explanations relate by way of example to the construction section (as an example of a route section) and the construction manager (as an example of a person responsible for the route section). Accordingly, other responsibilities or sections are possible.
  • Fig.1 shows a sketch of a schematic arrangement with a railway line 101 (with a view from the top of the railway line), which has a section 102 (eg a construction field), for which a site manager is responsible.
  • the site manager attaches temporary balise groups 103 to 105 at the boundaries of the link 102.
  • Fig.1 further shows a rail vehicle 106, which in a direction 107 on the track section 102 and the Balisenlui 103 moves.
  • the balise groups 103 to 105 contain an ETCS command for (immediate) change to ETCS level 0 in the entry direction into the route section 102.
  • the (temporarily attached) balise groups 103 to 105 can only enter the route section 102 from the ETCS-monitored rail vehicle 106 in the entry direction be passed if the driver - after consultation with the supervisor - performs a retraction acknowledgment. Otherwise, an emergency braking takes place after evaluation of the information provided by the balise group. If the driver (when entering line section 102) makes a change to ETCS level 0 before crossing over balancing group 103 to 105, preferably no emergency braking of rail vehicle 106 is performed.
  • the balise group 103-105 may also provide a speed restriction, e.g. monitored in ETCS level 0.
  • the balise groups 103 to 105 preferably include an ETCS command in the exit direction from the link section 102 for (immediate) change to the ETCS level for regular operation (level 1 or 2).
  • the balise groups 103 to 105 can only be passed by an ETCS-monitored train at level 0 in exit direction if the driver - after coordination with the responsible for the section track dispatcher (who is responsible for the distance beyond the construction field) - the so-called ETCS override Function is activated on the rail vehicle and / or the ETCS track device granted a driving license. Otherwise, an emergency braking takes place after evaluation of the information provided by the balise group 103 to 105.
  • Speed limits of the section of the route may be lifted if necessary after leaving the section.
  • a construction manager By covering the temporary ETCS balise groups, e.g. If necessary and in coordination with a dispatcher, a construction manager will allow individual train journeys through his area of responsibility after the construction site has been cleared.
  • the solution proposed here includes a train stop function when changing the ETCS level without prior authorization to secure construction site limits using temporary balise groups ("unlinked balise groups"), which the site supervisor is responsible for securing the construction site on his own responsibility.
  • This solution is equally applicable to sections (railway network sections) equipped for ETCS Level 1 or Level 2.
  • the assumption of responsibility of the site manager for a construction site can be deposited technically in the signaling system by a track occupancy of the reporting sections in which the construction site is located. Regular train journeys under the responsibility of the dispatcher are therefore excluded for these reporting sections. Compared to a complete blocking of the driving operation, however, the construction manager authorized individual train journeys through the construction site are possible.
  • covering the temporary balise groups at the construction site borders can be used to allow a single train ride through the construction field prepared and authorized by the site supervisor.
  • Fig.2 shows a schematic flow diagram with steps of the solution presented here for controlling the entry of a rail vehicle into a section.
  • a step 201 the responsibility for a section of the route is handed over to a responsible person on site.
  • the central office or the dispatcher identifies the section of the route as occupied. This is after coordination between responsible person on site and dispatcher maximum sighting allowed in the section. Any further regulation of the section of the route is subject to the person responsible on the spot.
  • a step 202 the section of track is provided on site with a sign indicating that continuation of travel is permitted only after prior agreement with the person in charge;
  • temporary bali groups will be installed at the boundaries of the route section.
  • a rail vehicle enters the route section without having first requested permission from the responsible person. Such a test may e.g. take place in that the rail vehicle in the wrong ETCS level and / or without having carried out an acknowledgment passes over the balise group. Then, in a step 204, emergency braking of the rail vehicle is performed. A further journey is possible only after contacting the responsible person.
  • the driver contacts the responsible person, receives a permit to enter the section of the route and carries out the acknowledgment, he can drive over the balancing group without emergency braking being carried out (see step 205).
  • the acknowledgment may consist in that the driver after contacting the responsible person sets an ETCS level 0, which can detect any violation when crossing the balise group and therefore does not lead to an emergency brake.
  • the mechanism proposed here constitutes a safeguard such that, without prior clarification as to whether retraction into the route section is permitted, such a possibly unauthorized entry automatically triggers an emergency braking of the rail vehicle.
  • Figure 3 shows a flowchart with a to Fig.2 Similar procedure concerning the exit of the rail vehicle from the section.
  • the too Fig.2 The prerequisites described in accordance with steps 201 and 202 are identical, the route section is under the supervision of an on-site manager, temporary balancing groups are also provided in the extension direction at the boundary of the route section.
  • the approval of a control center and / or a dispatcher Before leaving the section, the approval of a control center and / or a dispatcher must be obtained.
  • the person responsible for the section should be informed that (or if) the rail vehicle leaves the section.
  • step 301 when the balk group is passed over in the direction of the route section, it is checked whether an exit acknowledgment has taken place. If this is not the case, an emergency braking of the rail vehicle is carried out in a step 302, in the other case, in a step 303 no emergency braking is performed, the rail vehicle can continue outside of the track section.
  • the check may be implemented so that the driver has to operate an override button to extend out of the section.
  • This override button he may only operate after prior consultation and approval of the dispatcher or the control center. If the rail vehicle drives over the balancing group in the direction of the section without the override button being pressed, the emergency braking takes place (in the other case, the journey can continue).
  • the operation of the override key corresponds to an example of an exit acknowledgment whose presence can be checked when crossing the balise group.

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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 (14)

  1. Procédé d'exploitation d'un véhicule ferroviaire (106),
    - dans lequel un tronçon de voie (102) est défini à l'aide d'au moins un groupe de balises (103 à 105),
    - dans lequel un accès audit tronçon de voie (102) n'intervient que lorsqu'il existe une confirmation d'accès, sans quoi un arrêt automatique du véhicule ferroviaire est provoqué (203 à 205) au moyen du au moins un groupe de balises (103 à 105), et
    - dans lequel la confirmation d'accès entraîne ou confirme un changement du véhicule ferroviaire vers le niveau ETCS 0.
  2. Procédé selon la revendication 1, dans lequel une vitesse à respecter est fournie par le au moins un groupe de balises (103 à 105).
  3. Procédé selon l'une quelconque des revendications précédentes, dans lequel une demande de la confirmation d'accès est indiquée en particulier sur l'affichage cabine du véhicule ferroviaire.
  4. Procédé selon l'une quelconque des revendications précédentes, dans lequel la confirmation d'accès est mise en oeuvre après accord avec une personne responsable du tronçon de voie (102).
  5. Procédé selon l'une quelconque des revendications précédentes, dans lequel la confirmation d'accès n'est pas nécessaire dans la mesure où un changement vers le niveau ETCS 0 intervient ou est déjà intervenu avant ou lors de l'accès au tronçon de voie (102).
  6. Procédé selon l'une quelconque des revendications précédentes, dans lequel le tronçon de voie (102) est désigné (201) par une centrale comme étant occupé.
  7. Procédé selon l'une quelconque des revendications précédentes, dans lequel une confirmation de sortie intervient à la sortie du tronçon de voie (102), sans quoi un arrêt automatique du véhicule ferroviaire (106) est mis en oeuvre (301 à 303) au moyen du au moins un groupe de balises (103 à 105).
  8. Procédé selon la revendication 7, dans lequel une demande de la confirmation de sortie est indiquée en particulier sur l'affichage cabine du véhicule ferroviaire.
  9. Procédé selon la revendication 7 ou 8, dans lequel la confirmation de sortie est mise en oeuvre en accord avec une instance de gestion du service conduite-exploitation.
  10. Procédé selon l'une quelconque des revendications 7 à 9, dans lequel la confirmation de sortie est mise en oeuvre au moyen d'un actionnement d'une touche de neutralisation.
  11. Équipement de voie ETCS
    - comportant au moins un groupe de balises (103 à 105) à l'aide duquel est défini un tronçon de voie (102),
    - dans lequel un accès audit tronçon de voie (102) n'intervient que lorsqu'il existe une confirmation d'accès, et un arrêt automatique du véhicule ferroviaire est provoqué au moyen du au moins un groupe de balises (103 à 305) s'il n'existe pas de confirmation d'accès, et
    - dans lequel un changement du véhicule ferroviaire vers le niveau ETCS 0 intervient ou est déjà intervenu du fait de la confirmation d'accès.
  12. Équipement de voie ETCS selon la revendication 11, dans lequel chaque groupe de balises (103 à 105) est agencé au niveau des limites ou à proximité des limites du tronçon de voie (102).
  13. Équipement de voie ETCS selon la revendication 11 ou 12, dans lequel le au moins un groupe de balises (103 à 305) est réalisé de manière à pouvoir être masqué.
  14. Véhicule ferroviaire muni d'une unité de traitement qui est conçue de manière à ce que
    - un accès au tronçon de voie (102) n'intervienne que lorsqu'il existe une confirmation d'accès et un arrêt automatique du véhicule ferroviaire soit mis en oeuvre au moyen d'un groupe de balises (103 à 105) dans la mesure où il n'existe pas de confirmation d'accès,
    - dans lequel le groupe de balises (103 à 105) représente une partie d'au moins un groupe de balises (103 à 105) à l'aide duquel est défini ledit tronçon de voie (102), et
    - dans lequel un changement du véhicule ferroviaire vers le niveau ETCS 0 intervient ou est déjà intervenu du fait de la confirmation d'accès.
EP13756087.6A 2012-09-03 2013-08-26 Fonctionnement d'un véhicule ferroviaire Active EP2870047B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012215574.0A DE102012215574A1 (de) 2012-09-03 2012-09-03 Betrieb eines Schienenfahrzeugs
PCT/EP2013/067632 WO2014033089A1 (fr) 2012-09-03 2013-08-26 Fonctionnement d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2870047A1 EP2870047A1 (fr) 2015-05-13
EP2870047B1 true EP2870047B1 (fr) 2019-04-10

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EP (1) EP2870047B1 (fr)
CN (1) CN104768830B (fr)
DE (1) DE102012215574A1 (fr)
ES (1) ES2734992T3 (fr)
HK (1) HK1211550A1 (fr)
HU (1) HUE044042T2 (fr)
WO (1) WO2014033089A1 (fr)

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EP3061666B1 (fr) * 2015-02-24 2020-07-22 ALSTOM Transport Technologies Système de signalisation pour un réseau ferroviaire et procédé pour l'entière supervision d'un train réalisé par un tel système de signalisation
EP3124351A1 (fr) * 2015-07-28 2017-02-01 Peter Winter Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train
DE102015218965A1 (de) 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Sicherungsverfahren und Sicherungssystem für ein Gleisstreckennetz
CN108032874B (zh) * 2017-11-10 2021-01-26 北京全路通信信号研究设计院集团有限公司 既有有源应答器兼发大号码道岔报文信号控制系统及方法
CN111845863B (zh) * 2020-07-24 2022-07-19 交控科技股份有限公司 确定安全行车区域的行车控制方法、区域控制器及系统
DE102022210988A1 (de) 2022-10-18 2024-04-18 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Freigabe einer Weiterfahrt eines Schienenfahrzeugs nach einer Zwangsbremsung des Schienenfahrzeugs

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DK1232926T3 (da) 2001-02-14 2006-04-03 Siemens Schweiz Ag Fremgangsmåde til togsikring
ES2275181T3 (es) * 2004-09-20 2007-06-01 Frank Haubert Disposicion y procedimiento de proteccion de trenes.
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Title
MENSE O ET AL: "Vorschlag zur Einführung von ETCS Level 1 Limited Supervision bei der DB AG", SIGNAL + DRAHT, DVV, vol. 102, no. 9, 1 September 2010 (2010-09-01), pages 6 - 13, XP001556396, ISSN: 0037-4997 *

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CN104768830A (zh) 2015-07-08
WO2014033089A1 (fr) 2014-03-06
CN104768830B (zh) 2018-01-05
HUE044042T2 (hu) 2019-09-30
ES2734992T3 (es) 2019-12-13
HK1211550A1 (en) 2016-05-27
DE102012215574A1 (de) 2014-03-06
EP2870047A1 (fr) 2015-05-13

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