EP2874857A2 - Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs - Google Patents

Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs

Info

Publication number
EP2874857A2
EP2874857A2 EP13762763.4A EP13762763A EP2874857A2 EP 2874857 A2 EP2874857 A2 EP 2874857A2 EP 13762763 A EP13762763 A EP 13762763A EP 2874857 A2 EP2874857 A2 EP 2874857A2
Authority
EP
European Patent Office
Prior art keywords
etcs
primary
rail vehicle
computer
secondary computer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13762763.4A
Other languages
German (de)
English (en)
Other versions
EP2874857B1 (fr
Inventor
Markus Dymek
Carsten HASSELKUSS
Udo RABENECK
Christian Wilke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2874857A2 publication Critical patent/EP2874857A2/fr
Application granted granted Critical
Publication of EP2874857B1 publication Critical patent/EP2874857B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur
    • 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]

Definitions

  • the invention relates to a method for operating a rail vehicle by means of ETCS device
  • the European Train Control System (short ETCS) is a component of a unified European
  • the technical component of this digital railway technology is the GSM-R railway mobile communications system. ETCS is intended to address the large number of individual, individualized countries
  • ETCS Detach train control systems. ETCS takes over several functions. It oversees the
  • the ETCS onboard unit which evaluates the received data
  • ETCS vehicle device (also referred to as ETCS device) essentially consists of ETCS computers (also referred to as "EVC", European Vital Computer),
  • balise reader including Euroradio
  • brake access including Euroradio
  • 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: // de. wikipedia.org / wiki / ETCS.
  • the object of the invention is to avoid the above-mentioned disadvantages and, in particular, even in the event of a failure of an ETCS hardware, a possible
  • the calculator is a
  • Processing component a computer, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing unit, a graphics processing circuitry
  • the computer itself can also be redundant or distributed.
  • the computer is in particular an on-board computer of a car of the rail vehicle.
  • the computer is also referred to here as an example as an EVC or ETCS computer or may be part of such.
  • the primary computer or primary ETCS device is normally used to operate the rail vehicle. If the error occurs, then a - possibly restricted - train protection function can still be guaranteed by means of the then activated secondary computer (or at least part of the secondary ETCS device). This has the advantage that the train command at Failure of a component of the primary ETCS device can still be continued automatically at least in some cases of error.
  • the rail vehicle also referred to as "train”
  • the car may be a traction vehicle, a travel car, a freight car or a combination of such compartments or functions.
  • the traction unit has a driver's cab (also referred to as an operator station) and can be designed with or without drive.
  • the traction vehicle may in particular be a locomotive.
  • the ETCS device is preferably in a car of the
  • the rail vehicle can have a plurality of secondary ETCS devices (each with a computer) and that, if appropriate, a (secondary) computer can be activated from these multiple secondary ETCS devices.
  • a development is that the error case includes at least one of the following options:
  • the secondary computer is put from a state "sleeping" in an active state.
  • the rail vehicle is braked, - At rest of the rail vehicle, the primary ETCS device at least partially, in particular up to a recording device and a
  • the secondary computer is activated and used to operate the rail vehicle in conjunction with the
  • the secondary computer is functional, takes over e.g. the secondary computer in conjunction with this cab display the function of vehicle security. It is also a development that the primary ETCS device is switched isolated and this isolation is signaled to the secondary computer, in particular via a bus system, a line or a radio link. As a result of this signaling, the secondary computer can be activated and used to operate the rail vehicle.
  • Computer is used to operate the rail vehicle by providing at least one of the following functionalities:
  • the secondary computer can use the full
  • the secondary computer for the operation of the rail vehicle uses a first Baiisenantenne at the top of the rail vehicle relative to the direction of travel. Also in this case, the secondary computer can provide the full security functionality of the rail vehicle
  • Baiisenantenne the rail vehicle for the operation of the rail vehicle uses.
  • the ETCS Level 2 mode the
  • composition of the rail vehicle as a fixed distance (offset).
  • this distance can be processed in the control of the rail vehicle by the second computer and a distance-adjusted distance to the ETCS line center be reported.
  • the second computer provides transparent processing of the data for the ETCS hub.
  • the primary ETCS device in the event of a failure of the primary ETCS device, the primary ETCS device is inactive switchable
  • Device for operating a rail vehicle which is set up such that - In case of failure of a primary ETCS device, the device receives a message to activate and can be activated after switching off the primary ETCS device and used to operate the rail vehicle.
  • the device may be the secondary ETCS device, in particular the secondary computer of this secondary ETCS device.
  • Computer program product that is directly loadable into a memory of a digital computer, comprising
  • Program code parts adapted to perform steps of the method described herein.
  • executable instructions e.g., in the form of program code
  • program code executable instructions
  • FIG. 1 shows a schematic representation of a
  • FIG. 2 shows an example of switching between ETCS devices, in particular EVCs of the ETCS devices, using a flowchart.
  • ETCS calculator the function of
  • primary EVC and secondary EVC are chosen only as illustrative terms for the fact that one of the computers (the primary EVC) was previously active and is at least partially replaced by the other computer (the secondary EVC). Accordingly, the primary EVC is part of the primary ETCS device and the secondary EVC part of the secondary ETCS device.
  • ETCS devices are in one
  • JRU Juridical Recorder
  • DMI Driver Machine Interface
  • the secondary (“sleeping") EVC is signaled the isolation of the primary EVC (ETCS systems and thus their EVCs are electrically connected).
  • VMB Bus system
  • Profinet Profinet
  • CAN Bus system
  • the secondary EVC leaves the mode "sleeping" and takes over the safety functions of the rail vehicle.
  • the scope of these backup functions may vary, ranging e.g. from a simple one
  • Fig.l shows a schematic representation of a
  • Each of the ETCS devices 103 to 106 has, inter alia, a computer 108 to 111 (also referred to as EVC).
  • EVC computer 108 to 111
  • the rail vehicle 101 moves in the direction of travel 102, before the occurrence of the error case, the ETCS device 106 is active, the other ETCS devices 103 to 105 are inactive, eg in the state "asleep". If it comes to the error case in the ETCS device 106, this is at least partially inactive and it takes over, for example, the computer 110 of the ETCS device 105.
  • the computers 108 to 111 and the ETCS devices 103 to 106 are shown in FIG. 1 exemplarily via a bus 107
  • Track and rail vehicle are equipped for ETCS Level 2, the secondary EVC and the
  • Driver's cabs are connected via a bus.
  • the secondary EVC provides the same modes in ETCS Level 2 as the primary (formerly active) EVC and establishes a connection to the RBC via GSM-R. If there is access to the data of the Baiisen antenna at the top of the rail vehicle (via a separate and / or remote Baiisenkanal), then the security functions can be provided in full or maintained.
  • the data will be e.g. the local Baiisenantenne of the car, in which the secondary EVC is located,
  • the backup function is so
  • the top of the rail vehicle has the balise run over long before the local Baiisenantenne receives the data from the Beautyse.
  • the local Baiisenantenne receives the data from the Beautyse.
  • the track is equipped for ETCS Level 1, the secondary EVC and the cab display are connected by a bus.
  • Baiisenantenne at the top of the rail vehicle a significantly limited monitoring of the secondary EVC is provided. Thus, preferably only a predetermined maximum speed and a temporary speed limit are monitored.
  • the secondary EVC can be used as the source of the speed signal, regardless of the ETCS level.
  • the speed information from the secondary EVC on the cab display of the car that is the primary ETCS system is the speed information from the secondary EVC on the cab display of the car that is the primary ETCS system
  • a condensed representation of the information can be selected or it can be between
  • a GSM-R module is the primary ETCS device
  • the GSM-R module of the secondary ETCS device can be used, if necessary by means of the secondary EVC.
  • Fig. 2 illustrates an exemplary switching
  • ETCS facilities in particular EVCs of the ETCS facilities
  • ETCS facilities in particular EVCs of the ETCS facilities
  • a step 201 an error is detected in the primary ETCS device, the rail vehicle is decelerated to a standstill in a step 202.
  • the primary ETCS device is at least partially disabled (e.g., disabled, isolated), and in step 204, the previously dormant EVC of the secondary ETCS device is activated.
  • the rail vehicle is operated by means of the secondary EVC.
  • Such an operation may e.g. Depending on the ETCS level, the train protection functionality may vary. Due to the autonomous design of the primary and secondary ETCS facilities, reliability can therefore be guaranteed
  • One advantage is that the availability of technical train protection by ETCS in trains with multiple ETCS facilities is significantly increased, thereby reducing the relapse to a backup based on operational regulations with personnel responsibility, which increases the safety of the overall system.

Landscapes

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

Abstract

L'invention concerne l'utilisation au moins partielle d'un dispositif ETCS secondaire, embarqué dans un véhicule ferroviaire mais non utilisé pour son fonctionnement, dans le cas où une défaillance survenait dans le dispositif ETCS primaire. Dans ce cas, un EVC secondaire prend la place de l'EVC primaire et se charge, dans une pluralité de cas d'application, d'au moins certaines fonctions de sécurité du train. Cela présente l'avantage que, en cas de panne d'un composant du dispositif ETCS primaire, la sécurité du train puisse encore être poursuivie de manière automatisée dans au moins certains cas de défaillance.
EP13762763.4A 2012-09-14 2013-09-05 Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs, véhicule ferroviaire et dispositif Active EP2874857B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012216405.7A DE102012216405A1 (de) 2012-09-14 2012-09-14 Betrieb eines Schienenfahrzeugs mittels ETCS-Einrichtung
PCT/EP2013/068322 WO2014040892A2 (fr) 2012-09-14 2013-09-05 Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs

Publications (2)

Publication Number Publication Date
EP2874857A2 true EP2874857A2 (fr) 2015-05-27
EP2874857B1 EP2874857B1 (fr) 2017-08-16

Family

ID=49182213

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13762763.4A Active EP2874857B1 (fr) 2012-09-14 2013-09-05 Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs, véhicule ferroviaire et dispositif

Country Status (5)

Country Link
US (1) US10046780B2 (fr)
EP (1) EP2874857B1 (fr)
DE (1) DE102012216405A1 (fr)
NO (1) NO2760091T3 (fr)
WO (1) WO2014040892A2 (fr)

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WO2014011887A1 (fr) * 2012-07-11 2014-01-16 Carnegie Mellon University Système de verrouillage de voie ferrée à commande répartie
US20210403062A1 (en) * 2012-09-20 2021-12-30 Westinghouse Air Brake Technologies Corporation Alerting system and method
JP6153882B2 (ja) * 2014-03-27 2017-06-28 日立建機株式会社 車両走行システム及び運行管理サーバ
AT519824B1 (de) 2017-03-09 2018-11-15 Thales Austria Gmbh Anlage zur überwachung der integrität eines zuges
DE102017217447A1 (de) * 2017-09-29 2019-04-04 Siemens Mobility GmbH Verfahren und Anordnung zum Durchführen eines Fahrbetriebs von spurgeführten Fahrzeugen in einem in Streckenbereiche gegliederten Streckennetz
DE102019209395A1 (de) * 2019-06-27 2020-12-31 Siemens Mobility GmbH Zug und Verfahren zum Betreiben eines Zugs
EP4067197A1 (fr) * 2021-03-29 2022-10-05 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Système permettant de fournir des recommandations d'action à un conducteur d'un véhicule ferroviaire

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US4327415A (en) * 1980-01-31 1982-04-27 Westinghouse Electric Corp. Transit vehicle handback control apparatus and method
US5404465A (en) * 1992-03-18 1995-04-04 Aeg Transportation Systems, Inc. Method and apparatus for monitoring and switching over to a back-up bus in a redundant trainline monitor system
US7188341B1 (en) * 1999-09-24 2007-03-06 New York Air Brake Corporation Method of transferring files and analysis of train operational data
US6694231B1 (en) * 2002-08-08 2004-02-17 Bombardier Transportation Gmbh Train registry overlay system
DE102004001819A1 (de) * 2004-01-07 2005-08-04 Siemens Ag Redundante Rechnerkonfiguration
EP1614604B1 (fr) * 2004-07-06 2006-05-31 Alcatel Procédé de changement entre un premier et un deuxième système de commande de trains
EP1908661A1 (fr) * 2006-10-04 2008-04-09 Siemens Schweiz AG Circuit sûr et commutable pour recevoir et/ou émettre des signaux d'un système de commande de la marche de train
DE102007041177B4 (de) * 2007-08-27 2009-04-30 Siemens Ag Verfahren zum ETCS-Online-Schlüsselmanagement
CN101890971B (zh) * 2009-05-18 2013-01-23 华为技术有限公司 一种列车运行控制方法、设备和系统

Non-Patent Citations (1)

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Also Published As

Publication number Publication date
DE102012216405A1 (de) 2014-04-10
WO2014040892A3 (fr) 2014-05-08
US20150239481A1 (en) 2015-08-27
EP2874857B1 (fr) 2017-08-16
WO2014040892A2 (fr) 2014-03-20
NO2760091T3 (fr) 2018-05-19
US10046780B2 (en) 2018-08-14

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