EP2879934B1 - Commande d'un véhicule ferroviaire - Google Patents

Commande d'un véhicule ferroviaire Download PDF

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Publication number
EP2879934B1
EP2879934B1 EP13763208.9A EP13763208A EP2879934B1 EP 2879934 B1 EP2879934 B1 EP 2879934B1 EP 13763208 A EP13763208 A EP 13763208A EP 2879934 B1 EP2879934 B1 EP 2879934B1
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EP
European Patent Office
Prior art keywords
balise
rail vehicle
etcs
mode
infill
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
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EP13763208.9A
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German (de)
English (en)
Other versions
EP2879934A2 (fr
Inventor
David Morton
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Siemens AG
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Siemens AG
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Publication of EP2879934A2 publication Critical patent/EP2879934A2/fr
Application granted granted Critical
Publication of EP2879934B1 publication Critical patent/EP2879934B1/fr
Not-in-force legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]
    • 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 controlling a rail vehicle, an associated system and a corresponding ETCS route equipment.
  • ETCS European Train Control System
  • An ETCS vehicle device includes e.g. a European Vital Computer (EVCS) calculator, a Driver Machine Interface (DMI), a pathway meter, a GSM-R transmitter (including Euroradio), a balise reader, and a brake access (http: //en.wikipedia. org / wiki / ETCS).
  • EVCS European Vital Computer
  • DMI Driver Machine Interface
  • GSM-R transmitter including Euroradio
  • balise reader included in a balise reader
  • brake access http: //en.wikipedia. org / wiki / ETCS.
  • ETCS Level 1 uses balises as transmission medium.
  • the information conveyed by the balises are line gradients, maximum line speeds and the point at which the vehicle should stop. Together with the mode these form the Movement Authority (MA), translated as "permission to move” or “driving license”.
  • MA Movement Authority
  • the DE 10 2007 037 603 A1 discloses such a system.
  • Fig.1 shows a schematic representation to illustrate the situation: on a route 101 run rail vehicles at a high speed, eg 300km / h. Furthermore, a branch 102 is shown from the route 101, which may for example be part of a station, and allows a rail vehicle 103 to leave the route 101 and stop on the branch 102. The branch also has a signal 104 with a balise 105.
  • the signal 104 shows STOP, an extension to the route 101 should be avoided.
  • the maximum speed allowed in the SR mode is still significantly higher than a speed ("release speed") that a rail vehicle usually has at the end of the MA (EoA) when crossing the balise 105.
  • release speed a speed that a rail vehicle usually has at the end of the MA (EoA) when crossing the balise 105.
  • the balise 105 causes emergency braking. Due to the speed that is possible in the SR mode, the path for the emergency braking may not be sufficient for the rail vehicle 103 to come to a halt before the partial entry into the track 101.
  • the rail vehicle 103 exceeds a predetermined danger point. Due to the high speed line 101, such a situation must be prevented.
  • the object of the invention is to avoid the above-mentioned disadvantages and in particular to prevent a dangerous situation from occurring.
  • the infill balise can be at least two balises (also referred to as a "balise group") to detect a direction of travel of the manual or non-monitored driving mode.
  • any balise mentioned here can be realized by means of at least one balise (balise group).
  • the presented solution has the advantage that security can also be ensured in an at least partially manual ETCS mode (for example an SR mode or an OS or FS mode) by means of the infill balise.
  • the solution is preferably used in conjunction with ETCS Level 1 applications. Also, the efficiency of the railway system is increased with the solution proposed here, because depending on the state of a signal early a suitable reaction (initiation of a braking process, driving on, initiation of acceleration) can be performed.
  • the infill balise is thus provided in addition to a balise (e.g., a signal balise) located near the path component.
  • the infill balise and this additional balise receive information regarding the condition of the route component.
  • the control of the rail vehicle can thus take place taking into account the condition of the track component. Since the infill balise is upstream of the route component, the rail vehicle can react in good time to the condition of the route component, possibly to a change in the state of the route component.
  • the ETCS mode change comprises a change to the monitored driving mode, which in particular initiates a braking operation, so that the rail vehicle comes to a standstill until the end of the authorization to move.
  • the infill balise e.g. depending on the state of the signal, information on how far the authorization for movement (MA) exists (for example, such information results from a known distance to a subsequent balise and a signal state HALT); without another MA, the rail vehicle stops.
  • This mechanism can be used with a corresponding change in the monitored ETCS mode, so that the rail vehicle can e.g. stops before a signal, or at least before a danger point.
  • Infill-Balise does not cause ETCS mode change of the rail vehicle, if the rail vehicle is in the monitored driving mode or in a shunting mode.
  • the monitored driving mode is an ETCS FS mode.
  • the shunting mode is an ETCS SH mode.
  • the manual drive mode is an ETCS SR mode or an ETCS OS mode.
  • An embodiment is that in addition to the infill balise, the state of the forward path component of another balise, e.g. a Signalbalise (nxx), is provided in the vicinity of the route component lying ahead.
  • a Signalbalise e.g. a Signalbalise (nxx)
  • One embodiment is that the distance between the infill balise and the other balise is dimensioned so that a deceleration of the rail vehicle to a standstill until reaching the other balise or before a danger point is possible.
  • a next embodiment is that the infill balise causes an ETCS mode change of the rail vehicle by using an identifier of the further balise instead of the identifier of the infill balise for the infill balise.
  • the identification of the infill balise is set equal to the identification of the other balise 205 (and thus the infill data packet is not sent).
  • a further development consists in that the infill balise of the further balise is arranged at such a distance that a rail vehicle can initiate a braking process when the infill balise is passed over, so that a deceleration of the rail vehicle until it comes to a standstill to reach the other balise or before a danger point is possible.
  • the distance between the infill balise and the other balise is at least 100m, at least 150m, at least 200m or at least 240m.
  • Fig.2 shows a schematic representation of a railway line with a first distance 201 and a second distance 202, wherein the second distance 202 is driven, for example, at high speed and the first distance 201, for example, part of a train station.
  • a rail vehicle 203 enters the route 202 in an SR mode, a signal 204 is set to HALT, the rail vehicle 203 is to come to a stop on the track 202 and not endanger the traffic passing on the track 201.
  • a balise 205 is provided at the signal 204.
  • the infill balise 207 causes a change of the ETCS mode to FS, whereby the authorization for movement (MA) ends at the signal 204.
  • the rail vehicle 203 is then automatically braked and comes in time before entering a danger area of the route 201 to a halt.
  • the infill balise 207 behaves as a normal infill balise and merely provides information to the rail vehicle 203, e.g. to initiate a braking action or to initiate a mode change.
  • the information of the signal 204 is provided to the infill balise 207 and the infill balise 207 provides usual infill telegrams (with an infill data packet) to the rail vehicle, provided the signal 204 is in TRANSMISSION.
  • the signal 204 is HALT
  • the infill balise 207 behaves like the balise 205 and causes the switch to the FS mode as well as causing the signal to stop at the signal 204. This can be accomplished by (signal 204 stands on HALT) eg the Identification of the infill balise 207 is set equal to the identification of the balise 205 (and thus the infill data packet is not sent).
  • FIG. 3 shows by way of example a flow chart for illustrating possible ETCS mode changes by means of the infill balise 207.
  • a step 301 it is checked whether the signal 204 is TRANSFER or HALT. If the signal 204 is TRANSMIT, the program branches to a step 302, the infill balise 207 acts only as an infill balise, provides information, but does not initiate ETCS mode change, in particular no ETCS mode change to a monitored ETCS mode.
  • a change to the FS mode takes place in a step 303 and the rail vehicle stops at the signal. If the railcar was already in the FS mode, it remains in the FS mode and its MA ("drive permission", see above) is adjusted if necessary, e.g. shortened so that it stops at the signal. If the rail vehicle was in OS mode, it will switch to FS mode and its MA will be adjusted if necessary.
  • the rail vehicle was in FS mode and changes to OS mode.
  • the MA will be adjusted if necessary. If the railcar was already in OS mode, it will remain in OS mode and its MA will be adjusted if necessary.
  • a MA transmitted to the rail vehicle specifies either FS or OS mode, preferably the FS mode, to avoid otherwise possibly required emergency braking.
  • the infill balise 207 taking into account the respective circumstances or the interpretation of the lines 201 and 202 so far from the Balise 205 is arranged so that a braking operation depending on the maximum speed in SR mode, for example, taking into account processing times of the control units and delays (due, for example, by building a brake pressure) is feasible so that the rail vehicle 203 comes to a standstill in time.
  • infill balise 207 provides information only to a rail vehicle already in FS mode and does not change the ETCS mode.
  • SR mode also apply accordingly to an OS mode.
  • One option is to have the infill balise 207 for a rail vehicle in a shunting mode (SH mode) not change the mode.
  • infill telegrams can be ignored by the ETCS computer when the rail vehicle is in SR mode.
  • a position that is scheduled for an odometry balise can be used for the infill balise.
  • an existing odometry balise can be supplemented or replaced.
  • the Odometry-Balise becomes Infill-Balise as described above;
  • no further balises need to be laid.
  • the presented solution has the advantage that by means of the infill balise security can also be ensured in an at least partially manual ETCS mode (eg an SR mode or an OS mode).
  • the solution is preferably used in conjunction with ETCS Level 1 applications.
  • the efficiency of the railway system with the proposed here Solution increased, because depending on the state of the signal early a suitable reaction (initiation of a braking process, driving on, initiation of acceleration) can be performed.

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

Claims (16)

  1. Procédé de commande d'un véhicule ( 203 ) ferroviaire, dans lequel on met à disposition d'une balise ( 207 ) infill un état d'un composant ( 204 ) de voie se trouvant en avant dans le sens de marche
    caractérisé en ce que,
    en fonction de l'état du composant ( 204 ) de voie se trouvant en avant, la balise infill provoque un changement de mode ETCS du véhicule ( 207 ) ferroviaire, pour autant que le véhicule ferroviaire se trouve dans un mode de traction manuelle ou ne se trouve pas dans un mode de traction contrôlée.
  2. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant la revendication 1,
    - dans lequel le composant de voie se trouvant en avant est un signal qui comprend un état arrêt ou un état passage,
    - dans lequel dans le cas où l'état du signal est arrêt, la balise infill provoque ( 304 ) un changement de mode ETCS du véhicule ferroviaire pour autant que le véhicule ferroviaire se trouve ( 303 ) dans un mode de traction manuelle ou ne se trouve pas dans un mode de traction contrôlée.
  3. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant la revendication 2, dans lequel, dans le cas où l'état du signal est passage, la balise infill ne provoque pas ( 302 ) de changement de mode ETCS.
  4. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant l'une des revendications précédentes, dans lequel le changement de mode ETCS comprend un passage au mode de traction contrôlé, qui fait débuter notamment une opération de freinage de sorte que le véhicule ferroviaire vient à l'arrêt jusqu' à la fin de l'autorisation de déplacement.
  5. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant l'une des revendications précédentes, dans lequel la balise infill ne provoque pas le changement de mode ETCS du véhicule ferroviaire pour autant que le véhicule ferroviaire se trouve dans le mode de traction contrôlée ou dans un mode de triage.
  6. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant la revendication 5, dans lequel le mode de traction contrôlée est un mode ETCS FS.
  7. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant la revendication 5, dans lequel le mode de triage est un mode ETCS SH.
  8. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant l'une des revendications précédentes, dans lequel le mode de traction manuelle est un mode ETCS SR ou un mode ETCS OS.
  9. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant l'une des revendications précédentes, dans lequel on met l'état du composant ( 204 ) de voie se trouvant en avant, outre à la disposition de la balise ( 207 ) infill, à la disposition d'une autre balise ( 205 ) à proximité du composant ( 204 ) de voie se trouvant en avant.
  10. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant la revendication 9, dans lequel l'éloignement entre la balise ( 207 ) infill et l'autre balise ( 205 ) est tel qu'un freinage du véhicule ferroviaire jusqu' à l'arrêt est possible jusqu'à ce que l'autre balise soit atteinte ou avant un point de danger.
  11. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant l'une des revendications 9 ou 10, dans lequel la balise infill provoque un changement de mode ETCS du véhicule ferroviaire en utilisant une caractéristique de l'autre balise au lieu de la caractéristique de la balise infill.
  12. Procédé de commande d'un véhicule ( 203 ) ferroviaire suivant l'une des revendications précédentes, dans lequel le composant de voie comprend au moins l'un des composants suivant :
    - une unité de signalisation d'une limitation de vitesse, notamment d'une limitation de vitesse passagère,
    - un aiguillage,
    - un passage à niveau,
    - un composant de l'atelier de la voie qui peut avoir au moins un état, l'état pouvant être mis à disposition du véhicule ferroviaire au moyen d'une balise.
  13. Système de commande d'un véhicule ( 203 ) ferroviaire
    - comprenant un composant ( 204 ) de voie se trouvant en avant dans le sens de marche,
    - comprenant une balise ( 207 ) infill qui peut mettre à disposition un état du composant ( 204 ) de voie se trouvant en avant,
    - comprenant une autre balise ( 205 ) à proximité du composant de voie ( 204 ) ou peu avant le composant de voie ( 204 ) se trouvant en avant, qui peut mettre à disposition l'état du composant ( 204 ) de voie,
    caractérisé en ce que,
    en fonction de l'état du composant ( 204 ) de voie se trouvant en avant, la balise ( 207 ) infill provoque un changement de mode ETCS du véhicule ( 203 ) ferroviaire, pour autant que le véhicule ( 203 ) ferroviaire se trouve dans un mode de traction manuel ou ne se trouve pas dans un mode de traction contrôlé.
  14. Equipement de voie ETCS
    - comprenant une balise ( 207 ) infill,
    - comprenant une autre balise ( 205 ) à proximité d'un composant ( 204 ) de voie, l'autre balise ( 205 ) étant disposée dans le sens de marche après la balise ( 207 ) infill,
    caractérisé en ce que, en fonction de l'état du composant ( 204 ) de voie se trouvant en avant, la balise ( 207 ) infill provoque un changement de mode ETCS du véhicule ( 203 ) ferroviaire, pour autant que le véhicule ( 203 ) ferroviaire se trouve dans un mode de traction manuel ou ne se trouve pas dans un mode de traction contrôlé.
  15. Equipement de voie ETCS suivant la revendication 14, dans lequel la balise ( 207 ) infill est disposée à une distance telle de l'autre balise ( 205 ) qu'un véhicule ferroviaire peut, lorsqu'il passe devant la balise infill, faire débuter une opération de freinage de manière à ce qu'un freinage du véhicule ferroviaire jusqu' à l'arrêt soit possible jusqu'à ce que l'autre balise soit atteinte ou avant un point de danger.
  16. Equipement de voie ETCS suivant l'une des revendications 14 ou 15, dans lequel la distance entre la balise ( 207 ) infill et l'autre balise ( 205 ) est d'au moins 100m, d'au moins 150m, d'au moins 200m ou d'au moins 240m.
EP13763208.9A 2012-09-28 2013-09-10 Commande d'un véhicule ferroviaire Not-in-force EP2879934B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012217777.9A DE102012217777A1 (de) 2012-09-28 2012-09-28 Steuerung eines Schienenfahrzeugs
PCT/EP2013/068693 WO2014048719A2 (fr) 2012-09-28 2013-09-10 Commande d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2879934A2 EP2879934A2 (fr) 2015-06-10
EP2879934B1 true EP2879934B1 (fr) 2017-02-22

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EP13763208.9A Not-in-force EP2879934B1 (fr) 2012-09-28 2013-09-10 Commande d'un véhicule ferroviaire

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US (1) US20150225003A1 (fr)
EP (1) EP2879934B1 (fr)
CN (1) CN104703858A (fr)
DE (1) DE102012217777A1 (fr)
WO (1) WO2014048719A2 (fr)

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EP2879934A2 (fr) 2015-06-10
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