EP2921369B1 - Method for resetting a trackside equipment of a secondary detection system - Google Patents

Description

The present invention relates to a method for resetting an equipment to the path of a secondary detection system, in an automatic train control architecture.

The present invention relates more particularly to an architecture for automatic control of trains running on a railway network. Such an architecture is known by the acronym ATC architecture for "Automatic Train Control".

In a manner known per se, an ATC architecture comprises different systems cooperating with each other to enable the safe circulation of the trains on the network.

Different ATC architectures exist, however the present invention more specifically relates to an ATC architecture of the "communication-based train management" type, known by the acronym CBTC, for "Communication Based Train Control". A CBTC architecture is shown schematically in the figure 1 .

A CBTC architecture is based on the presence of embedded computers on board trains. The train calculator determines a number of operating parameters and communicates with different ground systems to enable the train to safely perform the mission assigned to it. This on-board computer ensures, on the one hand, the coverage of the functional requirements of the train, that is to say for example the stations to be served, and, on the other hand, the control of security points, that is to say for example to check that the train does not have excessive speed. The computer of a train is connected to an on-board radio communication unit capable of establishing a radio link with base stations of a communication infrastructure, itself connected to a communication network of the CBTC architecture.

On the ground, the CBTC architecture includes a zone controller ZC, an acronym for "Zone Controller" in English. This zone controller is notably in charge, first, to monitor the presence of trains on the rail network and, secondly, in a centralized architecture, to provide movement authorizations to trains, which are likely to guarantee their safety of movement, that is to say for example not to provide a train with a movement authorization that would lead it to go beyond the train that precedes it. Such a zone controller is referenced by the number 50 on the figure 1

This ATC architecture is part of a global system, called Signaling System, SS on the figure 1 which is also suitable for controlling a plurality of equipment at the track.

The signaling system includes an automatic train supervision system, also called ATS system, according to the acronym "Automatic Train Supervision". The ATS system is implemented in an operational central office and comprises man / machine interfaces, enabling operators to intervene on the various systems of the signaling system and, in particular, equipment on the track. For example, the operator can remotely control from the ATS the closing of a signal (switching from a fire to red).

The signaling system also includes an interlocking system, also known as "Interlocking" in English. Such an interlocking system is capable of managing the equipment at the track, such as traffic lights, switching actuators, etc., these equipment to the track allowing the safe movement of the trains and to avoid movements. conflict between them. Formerly based electromechanical relays, the interlocking system is now computerized by adapted computers adapted to control the equipment to the track. Such an interlocking calculator is referenced by the number 40 on the figure 1 .

The rail network is composed of sections of railroad track, each section of track being subdivided into zones. On the figure 1 three successive zones 14A, 14B and 14C are shown.

Occupying an area of a section of track is a fundamental piece of railway safety. The determination of this information will now be described.

The zone controller receives information from a primary detection system and from a secondary detection system.

The primary detection system allows the determination of the area occupied by a train according to the instantaneous position of the train determined by the train itself. More precisely, the zone controller receives, from each computer 26 on board a train 16, the instantaneous position of this train. This position is determined by the on-board computer from the detection of beacons 24 placed along the track 12 and whose geographical positions are known, and from odometry means equipping the train and allowing the calculator to determine the distance traveled by the train since the last cross tag. In another embodiment, the train uses other means to determine its position: for example an accelerometer (instead of the odometer) or a GPS (instead of beacons). From the instantaneous position of a train, the zone controller deduces, by means of a geographical plane of the network, on which each zone is uniquely identified, the zone in which the train is currently located. A first state E1 of the zone in which the train is located then takes the value "occupied".

It should be noted that, for safety reasons, according to the primary detection system, not only the area in which the train is located is in the "busy" state, but also the neighboring areas in front and behind of this train. central zone, so as to define a safety volume around the train. This additional volume covers the maximum distance that the train could travel between the moment it calculates the position it will send to the zone controller and the moment that zone controller receives the information.

Furthermore, as long as no other position information is received by the zone controller, the zone controller continues to extrapolate the position of the train to cover its potential movements.

The first state E1 of the zones in which no train is at the current time takes the value "free".

In this way, a first occupancy information of each zone is determined by the zone controller.

The secondary detection system is able to redundant the primary detection system, in case, for example, the radio communication unit 27 of a train 16 no longer functions, the zone controller 50 can not obtain the instantaneous position. of the train. By suitable track equipment, deposited along the track, the secondary detection system is able to detect the presence of a train in a particular area.

In a presently preferred embodiment, to detect the presence of a train on an area, the secondary detection system counts the number of axles 17 entering and leaving the area.

To do this, the secondary system comprises an input sensor 28A located at the entrance to the zone 14B and an output sensor 28B located at the exit of the zone 14B. The input and output sensors are connected by wiring to a device at the channel 30 associated with the zone 14B, hereinafter referred to as detection equipment. The detection equipment is located in a technical room (common with signaling equipment).

There is one zone detection equipment. By cons, a sensor can be connected to several detection equipment. For example, in the direction of movement of the train indicated on the figure 1 , the sensor 28B is both the output sensor of the zone 14B and the input sensor of the zone 14C. it will be connected to the zone controller of zone 14B and that of zone 14C.

The detection equipment 30 is an electronic card to which the input and output sensors of the zone in question are connected. The detection equipment is able to maintain a variable called axle counter C of the zone.

When the train passes in front of the input sensor, each time an axle is detected by the input sensor, the detection equipment 30 increments the axle counter C of the zone by one unit.

As the train exits the area, each time the axle passage is detected by the output sensor, the sensing equipment 30 decrement the axle counter C of the zone by one unit.

Thus, according to the secondary detection system, the zone is in a second state E2 taking the value "free" when the axle counter C of the zone is equal to zero. Otherwise, the second state of the zone takes the value "busy".

The second state E2 of a zone constitutes a second occupancy information which is periodically transmitted by the detection equipment 30 to the zone controller 50 via the interlocking computer 40.

The area controller 50 reconciles the first and second occupancy information. Different strategies are then implemented when these two pieces of information differ from each other.

It is important to note that a "pure" CBTC system can only work with primary detection. The secondary detection is present on the one hand to cover the failure modes of the CBTC communication and on the other hand to allow the circulation, on the same railway network, of trains not equipped with CBTC.

The secondary detection system of the state of the art has the following operating disadvantage.

As illustrated on the figure 1 the train has N axles 17.

Initially, no train is on the area 14B of the track 12. The CB axle counter of the zone 14B is equal to zero. The second state E2 of the zone is "free".

When the train 16 enters the zone 14B, the input sensor 28A erroneously detects the passage of N-1 axles. The state counter C then takes the value N-1 ("busy" state).

When the train 16 leaves the zone 14B, the output sensor 28B correctly detects the passage of N axles. The state counter C is decremented by N and takes the value -1. The second state E2 is therefore "busy".

It can therefore be seen that in the event of erroneous detection of the number of axles by a sensor, the axle counter leads to indicating that the second state of the zone is "occupied", whereas no train physically occupies this zone. . By indicating that the first state E1 of this same zone is "free", the primary detection system is therefore in contradiction with the secondary system.

Referring now to the figure 2 the zone controller 50 reconciles the first and second information which originate from the primary detection system and from the secondary detection system.

While the primary detection system is functioning correctly, in the event of a first state E1 "free" state inconsistency with the second "occupied" state E2, the zone controller 50 places the detection equipment 30 of the zone 14B into the "out of order" mode (OOO for "Out Of Operation"). This means that the status counter associated with this zone has been identified as erroneous and must be reset before being able to be taken into account again.

For such a reset method, the information that a detection equipment is in the "out of service" mode is transmitted by the zone controller 50 to the ATS system. The information is then displayed on the screen of an operator, for example in the form of an alarm.

Before validating such a reset, the operator requests an agent to move along the path to physically see that the area in question is actually unoccupied. Once the operator has received confirmation from the agent, he must then stop the trains that may potentially enter the area during the reset procedure. It then validates the reset, which has the effect of issuing a reset authorization to the zone controller 50.

Upon receipt of this reset authorization request, the zone controller 50 transmits a reset request to the latch computer 40 managing the detection equipment 30 of the area of interest.

Upon receipt of the reset request, the latch computer 40 transmits a reset command adapted to the detection equipment 30.

Upon receipt of the reset command, the detection equipment 30 is able to assign a default value (in this case zero) to the axle counter to be reset.

Once the axle counter has been reset, the detection equipment 30 indicates that the second state E2 of the zone is "free", consistent with the first state E1 of this same zone.

Noting this consistency, the zone controller 50 places the detection equipment 30 back into the "in service" mode.

Thus, in this first embodiment of a method for resetting the axle counter of a zone, there is no verification of the real state of the zone by the signaling system.

Once in the "out of service" mode, information that could be collected by the zone's detection equipment is not taken into account. More precisely, the zone is considered as occupied by all, regardless of the number of axles indicated by the axle counter.

In addition, as indicated above, the operational procedure that precedes the issuance by the operator of a request for reset authorization is cumbersome. It should be noted that all the security of this reset procedure is based on the operators who must guarantee the absence of a train in the zone before and during the reset. The danger would be to return an area to the "free" state while a train is actually present in that area.

As a result, this reset method is slow to implement. During its execution, on the zone or zones whose detection equipment is for the "out of service" zone controller, the primary detection system is not redundant, which presents problems of system availability in the event of failure of the system. radio communication system of a CBTC train or in the case of a non-equipped CBTC train.

According to a second method of resetting the prior art, when displaying an alarm message on a screen of the ATS system, the operator validates the issuance of a reset authorization to the zone controller.

Upon receipt of this authorization, the zone controller verifies, by using the primary detection system, not only that no train is present on the area whose status counter is to be reset, but also that no train is within an approach volume around this area.

The approach volume defines a distance upstream and downstream of an area, to ensure that no train will return to the area during the implementation of the reset process. The approach volume corresponds to a reset time multiplied by a maximum train speed on the zones upstream and downstream of the zone considered. The approach volume depends on each zone.

The reset time takes into account the delay introduced by the communication between the zone controller and the trip computer and between the trip computer and the detection equipment, as well as the time required for the detection equipment for perform the reset itself.

The distance from each side of the zone considered is important, for example 300 m upstream or downstream of this zone.

Thus, the zone controller issues a reset request to the detection equipment only if all zones of the approach volume associated with the zone are in a first "free" state.

Failing this, if a train is within the approach volume at the time of initiating the reset, the zone controller does not issue a reset request to the detection equipment, which remains in the " out of order ". As a result, the alarm does not disappear from the ATS system screen.

This reset method has the advantage of being intrinsically safe since it is the signaling system itself that checks the absence of train in and around the area. In other words, this method does not rely on the operator, unlike the previous one. On the other hand, it also presents a certain number of difficulties of implementation. For example, it is impossible to implement it during peak hours of use of the network, the trains being too close to each other, so that the approach volume associated with a zone is only very rarely free. . In this case, the only alternative is a so-called "local" reset of the detection system, that is to say via a human intervention directly on the electronic card of the detection equipment, which has a button of reset ("reset"). The document EP 1 388 480 A1 discloses a CBTC system with a fast reset.

The present invention aims to overcome the aforementioned problems.

• détection par l'équipement de détection du système secondaire de détection des trains entrant et/ou sortant de la zone et émission périodique d'une seconde information d'occupation de la zone à destination d'un contrôleur de zone ;
• émission, par le contrôleur de zone, d'une requête en réinitialisation de l'équipement de détection suite à la réception d'une seconde information d'occupation de la zone par ledit équipement de détection indiquant que la zone est dans un second état « occupé », alors qu'une première information d'occupation de la zone par le système primaire de détection de l'occupation de la zone indique, au même instant, que la zone est dans un premier état « libre » ;
• réception de la requête en réinitialisation par l'équipement de détection ; et,
• réinitialisation de l'équipement de détection,

caractérisé en ce que, à l'issue de l'étape de réinitialisation de l'équipement de détection, l'équipement de détection vérifie qu'aucun train n'a été détecté comme entrant et/ou sortant de la zone entre un instant d'émission par le contrôleur de zone de la requête en réinitialisation et un instant de fin de réinitialisation de l'équipement de détection ; et, dans l'affirmative, émet un message de réinitialisation réussie au contrôleur de zone, et, dans la négative, émet un message de réinitialisation échouée au contrôleur de zone.To this end, the subject of the invention is a method for resetting detection equipment to the path of a secondary system for detecting the occupation of an area of a railway network, a CBTC architecture, said CBTC architecture further comprising a primary system for detecting the occupation of said zone, based on a transmission by on-board computers on trains running on the network of the instantaneous position of each train, comprising the steps of:

• detection by the detection equipment of the secondary detection system of the trains entering and / or leaving the zone and periodic transmission of a second zone occupation information to a zone controller;
• issuing, by the zone controller, a request to reset the detection equipment following the reception of a second zone occupancy information by said detection equipment indicating that the zone is in a second state " occupied ", while a first information occupying the zone by the primary system for detecting the occupation of the zone indicates, at the same time, that the zone is in a first state" free ";
• receiving the reset request by the detection equipment; and,
• resetting the detection equipment,

characterized in that, at the end of the step of resetting the detection equipment, the detection equipment verifies that no train has been detected as entering and / or leaving the area between a time of issuing by the zone controller of the reset request and a resetting end time of the detection equipment; and, if so, issues a successful reset message to the zone controller, and if not, issues a failed reset message to the zone controller.

• suite à la réception d'une commande de réinitialisation, l'équipement de détection vérifie qu'aucun train n'a été détecté comme entrant et/ou sortant de la zone entre l'instant d'émission par le contrôleur de zone de la requête en réinitialisation et l'instant de réception de la commande de réinitialisation; et, dans l'affirmative, l'équipement de détection exécute l'étape de réinitialisation ; et, dans la négative, n'effectue pas l'étape de réinitialisation et émet un message de réinitialisation échouée au contrôleur de zone ;
• les communications montantes de l'équipement de détection vers le contrôleur de zone et descendantes du contrôleur de zone vers l'équipement de détection s'effectue par l'intermédiaire d'un calculateur d'enclenchement jouant le rôle d'un relais de communication ;
• l'équipement de détection étant connecté à deux capteurs d'essieux, respectivement un capteur d'entrée situé à une frontière d'entrée de la zone et un capteur de sortie situé à une frontière de sortie de la zone, la réinitialisation de l'équipement de détection consiste à remettre à zéro un compteur d'essieux ;
• l'équipement de détection est propre à tenir à jour un compteur de variation du nombre d'essieux détecté sur la zone sur une fenêtre glissante dont une profondeur temporelle par rapport à l'instant courant est supérieure à la durée séparant l'instant d'émission par le contrôleur de zone d'une requête en réinitialisation et l'instant de fin de l'étape de réinitialisation qui suit la réception de ladite requête en réinitialisation par l'équipement de détection ;
• après un nombre prédéfini de tentatives de réinitialisation de l'équipement de détection (30) par le contrôleur de zone, lors de la réception d'un message de réinitialisation échouée, le contrôleur de zone transmet un message d'alarme, à un système ATC de l'architecture CBTC pour validation, par un opérateur, de la réinitialisation de l'équipement de détection.

According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics, taken in isolation or in any technically possible combination:

• following reception of a reset command, the detection equipment verifies that no train has been detected as entering and / or leaving the zone between the instant of transmission by the zone controller of the request in reset and the time of receipt of the reset command; and, if so, the detection equipment executes the reset step; and if not, does not perform the reset step and issues a failed reset message to the zone controller;
• the upstream communications of the detection equipment to the zone controller and the downstream of the zone controller to the detection equipment is effected by means of an interlocking computer acting as a communication relay;
• the detection equipment being connected to two axle sensors, respectively an input sensor located at an input boundary of the zone and an output sensor located at an exit boundary of the zone, the reset of the detection equipment consists of resetting an axle counter;
• the detection equipment is capable of keeping up to date a number of axles variation counter detected on the zone on a sliding window whose temporal depth with respect to the current time is greater than the duration separating the instant of issuing by the zone controller a reset request and the end time of the reset step following receipt of said reset request by the detection equipment;
• after a predefined number of attempts to reset the detection equipment (30) by the zone controller, upon receipt of a failed reset message, the zone controller transmits an alarm message to an ATC system of the CBTC architecture for validation, by an operator, of the reset of the detection equipment.

• la figure 1 est une vue schématique d'une architecture de contrôle automatique du trafic ferroviaire sur une voie ferrée et d'un train circulant sur cette voie ferrée ;
• la figure 2 est une vue schématique des premier et second états d'occupation de zones successives, reçues par le contrôleur de zone de l'architecture de la figure 1 ;
• les figures 3 à 5 sont des représentations du procédé de réinitialisation selon l'invention ;
• la figure 6 est un chronogramme représentant les signaux traités par l'équipement de détection selon le procédé des figures 4 et 5 ; et,
• les figures 7 à 9 sont des schémas représentant des situations que le présent procédé de réinitialisation permet de résoudre sans intervention humaine, contrairement aux procédés de l'état de la technique.

The invention will be better understood with the aid of the description which follows, given solely by way of nonlimiting example and with reference to the appended drawings in which:

• the figure 1 is a schematic view of an architecture for the automatic control of railway traffic on a railway line and a train running on this railway;
• the figure 2 is a schematic view of the first and second states of occupation of successive zones, received by the zone controller of the architecture of the figure 1 ;
• the Figures 3 to 5 are representations of the reset method according to the invention;
• the figure 6 is a timing diagram representing the signals processed by the detection equipment according to the method of Figures 4 and 5 ; and,
• the Figures 7 to 9 are diagrams representing situations that the present reset method solves without human intervention, in contrast to the methods of the state of the art.

A preferred embodiment of the reset method 100 will now be described with reference to Figures 3 and 5 .

The implementation architecture of the method 100 is in accordance with that of the prior art shown schematically in FIG. figure 1 . It differs in that the detection equipment 30 is able to keep up to date, not only an axle counter C, indicating the number of axles on the zone at the current time t, but also a counter of CV variation of the number of axles detected by the input and output sensors of the zone during a sliding time window. The window extends over a predetermined duration D before the current instant t. More precisely, this CV counter has two states: the first indicates that an interaction with the input / output sensors of the zone has occurred during the duration D preceding the current instant t. The second state indicates instead that no interaction with the input / output sensors of the zone has occurred during the duration D preceding the current time t.

While the train 16 has left the zone 14B, the counter of axles C does not take again the value null, one of the input or output sensors of the zone 14B not having detected the good number of axles .

At step 110 ( figure 3 ), the detection equipment 30 transmits a message M0 indicating that the second state E2 of the zone 14B is "busy" towards the switching computer 40.

In step 120, following receipt of the message M0, the switching computer 40 transmits a message M1 relaying the information that the second state E2 of the zone 14B is "busy" to the zone controller 50.

In step 130, performed at time t1, zone controller ZC 50 compares the first state E1 of zone 14B with the second state E2 of zone 14B.

The first state E1 of the zone 14B is that delivered at the current time t1 by the primary detection system. Train 16 indicates an instantaneous position at time t1 such that zone controller 50 can conclude that the first state E1 of zone 14B is "free".

The second state E2 of the zone 14B is that indicated by the secondary detection system in the message M1. In the case indicated in the introduction, the zone controller 50 can conclude that the second state E2 of the zone 14B is "occupied",

There is thus an inconsistency between the first occupancy information delivered by the primary detection system and the second occupancy information delivered by the secondary detection system.

However, the zone controller 50, identifying that the primary system is operational, in particular because the zone controller periodically receives instantaneous position information from the computers 26 onboard the trains, he deduces that the inconsistency is caused by an axle counter C which is wrong.

It should be noted that for the moment the detection equipment 30 is kept in the "in service" mode by the zone controller 50. This will first try to reset the detection equipment 30 (as explained after) before deciding whether to put it "out of service" if the reset fails.

The zone controller 50 then initiates, by itself, the reinitialization of the axle counter C. At the step 140, the zone controller 50 is able to request a reset of the state counter C of the zone 14B. issuing a reset request RI to the switch computer 46.

In step 150, following receipt of the request RI, the switching computer 40 issues a reset command CI relaying the information that the axle counter C of the zone 14B must be reset.

At time t2, in step 160, the detection equipment 30 receives the CI reset command.

In step 170, the detection equipment 30 then starts the reset of the counter C. The reset ends at the instant t3.

In step 180, which starts at time t4 (offset by a predetermined duration after time t3), the detection equipment 30 checks the value of the CV variation counter.

The duration D of the window used for the CV counter is greater than or equal to the duration between the instants t1 and t3.

Thus, if the CV variation counter is zero, it means that no train has entered the zone from the time t1 when the zone controller has required the reset. The reset is thus validated by the detection equipment 30. The zone is therefore in the free state at time t4, consistent with the current value the axle counter C reset.

At step 180 ( figure 4 ), the detection equipment 30 then emits a validation message M2 indicating that the reset has been successful and that the zone is in the second "free" state.

In step 190, following receipt of the message M2, the switching computer 40 transmits a message M3 relaying the information that the second state of the zone 14B is "free" to the zone controller 50.

In step 200, the zone controller 50 compares the first state E1 of the zone 14B with the second state E2 of the zone 14B. These two states are now coherent with each other. The reset was successful. It is important to note that, from an operational point of view, the detection equipment has never gone into the "out of service" mode. In other words, the reset process was completely transparent to the operator and did not in any way disturb the nominal running of the system as a whole.

On the other hand, in the case where the CV variation counter is not zero, this means that a train has entered the zone 14B since the instant t1 where the zone controller 50 has requested the reset, the duration D being sized to cover transmission times between different subsystems.

In this case, at step 180 ( figure 5 ), the reset is not validated by the detection equipment 30 and the area therefore remains the "busy" state at the current time.

The detection equipment 30 then transmits a failed reset message M4 indicating that the reset has not been performed and that the zone 14B is still busy.

In turn, in step 290, the latch computer 40 transmits to the zone controller 50 a message M5 indicating that the zone 14B is still busy.

In step 300, the zone controller 50 finds that at least one reset attempt has already been made without success. At this time, he places the detection equipment 30 in the "out of service" mode and transmits, in step 310, an alarm message MA to the ATS system.

In step 320, when the alarm message MA is received, the ATS system displays an alarm on one of the screens of the central control unit.

An operator validates the reset of the state counter of the detection equipment 30, by performing a validation gesture, such as pressing a button specific or, in the case of a touch screen, an area of the screen associated with the displayed alarm. This has the effect of the issuing, in step 330, of an authorization in initialization MAI by the supervision system to the zone controller 50.

This validation by an operator may involve different sources of information allowing the operator to ensure that the zone 14B is actually free.

The zone controller 50 receives the authorization MAI and, as soon as the primary detection system allows the zone controller 30 to conclude that the zone 14B is free, the various steps 140 to 180, then 190 and 200 are then reiterated.

Once the axle counter has been reset, the detection equipment 30 indicates that the second state E2 of the zone is "free", consistent with the first state E1 of this same zone. Noting this consistency, the zone controller 50 places the detection equipment 30 back into the "in service" mode (step 410) and transmits a message adapted to the ATS allowing it to stop the alarm displayed on the screen. operator screen (step 420).

On the chronogram of the figure 6 the first three graphs represent: at time t1, the zone controller 50, knowing from the primary system that the zone 14B is free issues a request for reset; at time t2, the detection equipment 30 receives the corresponding reset command; and at time t3, the axle counter is reset to zero.

The following two graphs represent the case of the figure 4 . Since in the sliding window D, between t3-D and t3, the CV variation counter has remained zero, no axle of a train entering or leaving the zone 14B has been detected, the zone 14B is effectively free.

At time t4, the detection equipment then emits a successful reset message M2, that is to say a validation message taking the unit value. The zone will therefore return to the "free" state

The last two graphs of the figure 6 represent the case of the figure 5 . Since in the sliding window D, between t3-D and t3, the variation counter CV has taken the unit value, an axle of a train entering or leaving the zone 14B having been detected, the reset is not validated and the area remains occupied.

At time t4, the detection equipment transmits a reset message M4 failed, that is to say a validation message taking the value zero. It should be noted that at this moment the detection equipment 30 resets the counter CV.

Alternatively, upon receipt of the reset command, the detection equipment is able to verify a first time the current value of the CV variation counter.

If this is zero, the detection equipment proceeds to the reset step 170 and, upon resetting, checks the value of the CV change counter a second time as described above with reference to FIG. step 180.

On the contrary, if it is different from zero, the detection equipment goes directly to step 180 and sends a reset message M4 failed.

The process has a number of advantages over the state of the art.

It allows in particular the reinitialization in the following operating cases, represented on the Figures 7 to 9 .

On the figure 7 , a train not equipped with an on-board computer circulates on the network. It is stationary on an area belonging to the approach volume of the out of service zone. This situation can not be addressed by the state of the art, since the train is in the approach volume of the out-of-service area. With the method described above, the zone is put back into service, since it is detected that no train has entered the zone between the transmission times of the request to reset and the end of the reset.

On the figure 8 , a train equipped with an on-board computer circulates on the network. It is stationary in front of a restrictive signal on an area belonging to the approach volume of the out-of-service area. This situation can not be addressed by the state of the art, since the train is in the approach volume of the out-of-service area. With the method described above, the zone is put back into service, since it is detected that no train has entered the zone between the transmission times of the request to reset and the end of the reset.

On the figure 9 , a train equipped with an onboard computer runs on the rail network. It is moving on an area of the approach volume of the out of service zone, but downstream from it. This situation can not be addressed by the state of the art, since the train is in the approach volume of the out-of-service area. With the method described above, the zone is put back into service, since it is detected that no train has entered the zone between the transmission times of the request to reset and the end of the reset.

This reset method is simpler than the known methods and leads to the feedback of information to the ATS system only in case of failure of a configurable number (equal to one in the embodiment presented above). in detail) of reset attempts initiated by the zone controller. The first attempts of reinitialization being carried out automatically, a reinitialization is carried out more quickly than by the implementation of the methods of the state of the technical. Above all, the automatic character removes the operational procedures to be implemented for the resets according to the state of the art.

Claims (6)

1. A method for resetting a piece of trackside detection equipment (30) of a secondary system for the detection of the occupancy of a zone (14B) of a railroad network, said secondary system belonging to a CBTC architecture, said CBTC architecture further comprising a primary system for the detection of the occupancy of said zone, based on a transmission of an instantaneous position of each train by computers (26) onboard trains (16) traveling on the network, comprising the following steps:

   - using the piece of trackside detection equipment (30) of the secondary detection system to detect the trains entering and/or leaving the zone (14B) and periodically sending a second piece of occupancy information of the zone to a zone controller (50);

   - using the zone controller (50) to send (140) a reset request for the piece of trackside detection equipment following reception of a second piece of occupancy information of the zone by said piece of trackside detection equipment indicating that the zone (14B) is in a second "occupied" state (E2), while a first piece of occupancy information of the zone by the primary detection system for occupancy of the zone indicates, at the same time, that the zone is in a first "free" state (E1);

   - receiving (160) the reset request by the piece of trackside detection equipment (30); and

   - resetting (170) the piece of trackside detection equipment,

   characterized in that, at the end of the reset step for the piece of trackside detection equipment, the piece of trackside detection equipment verifies (180) that no train has been detected entering and/or leaving the zone (14B) between a moment of sending (t1), by the zone controller, of the reset request and a moment (t3) of conclusion of the reset of the piece of detection equipment; and the piece of trackside detection equipment sends, in the affirmative, a successful reset message (M2) to the zone controller (50), and, in the negative, a failed reset message (M4) to the zone controller.
2. The method according to claim 1, characterized in that, following the reception of a reset request, the piece of trackside detection equipment (30) verifies that no train has been detected entering and/or leaving the zone between the moment (t1) of sending, by the zone controller, of the reset request and the moment (t2) of reception of the reset command; and, in the affirmative, the piece of trackside detection equipment carries out the reset step (170); and, in the negative, the piece of trackside detection equipment does not carry out the reset step and sends a failed reset message (M4) to the zone controller (50).
3. The method according to claim 1 or claim 2, characterized in that the uplink communications from the piece of trackside detection equipment (30) to the zone controller (50) and downlink communications from the zone controller (50) to the piece of trackside detection equipment (30) are realized through an interlocking computer (40) acting as a communication relay.
4. The method according to any one of claims 1 to 3, characterized in that the piece of trackside detection equipment (30) being connected to two axle sensors (28A, 28B), an entry sensor situated at an entry border of the zone (14B) and an exit sensor situated at an exit border of the zone, the resetting of the piece of trackside detection equipment (30) consists of resetting an axle counter (C).
5. The method according to any one of claims 1 to 4, characterized in that the piece of trackside detection equipment (30) is able to keep a variation counter (CV) up to date for the variation of the number of axles detected over the zone during a sliding window, whose time depth (D) relative to the current moment is greater than the time separating the moment (t1) of sending, by the zone controller, of a reset request and the moment (t3) of conclusion of the reset step that follows the reception of said reset request by the piece of trackside detection equipment.
6. The method according to any one of claims 1 to 5, characterized in that, after a predefined number of reset attempts of the piece of trackside detection equipment (30) by the zone controller (50), when a failed reset message (M4) is received, the zone controller (50) sends an alarm message (MA) to an ATC system of the CBTC architecture for the validation, by an operator, of the reset of the detection equipment.

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