EP3010776A1 - Procédé pour remettre en service un train et dispositif pour mettre en oeuvre le procédé - Google Patents

Procédé pour remettre en service un train et dispositif pour mettre en oeuvre le procédé

Info

Publication number
EP3010776A1
EP3010776A1 EP14755611.2A EP14755611A EP3010776A1 EP 3010776 A1 EP3010776 A1 EP 3010776A1 EP 14755611 A EP14755611 A EP 14755611A EP 3010776 A1 EP3010776 A1 EP 3010776A1
Authority
EP
European Patent Office
Prior art keywords
train
subsystems
activation
automatic
reconnection
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
EP14755611.2A
Other languages
German (de)
English (en)
Other versions
EP3010776B1 (fr
Inventor
Jacob Johannes KOHLRUSS
Andreas STEINGRÖVER
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 EP3010776A1 publication Critical patent/EP3010776A1/fr
Application granted granted Critical
Publication of EP3010776B1 publication Critical patent/EP3010776B1/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

Definitions

  • the invention relates to a method and a device for reconnecting a train having an automatic train control, which train is to be understood as a single locomotive.
  • trains are not operated 24 hours a day, but it regularly comes to several hours of downtime.
  • the train is stopped with applied brakes and then switched off the electrical equipment.
  • the main current switch are turned off and possibly the pantograph applied, so as to separate the train or the locomotive from the driving voltage. Regardless of the shutdown of the trains or locomotives, it comes just in the breaks due to work in the
  • the aim is to operate the disassembly and retrofitting of the trains automatically in order to achieve great flexibility in train scheduling without the use of personnel.
  • consumers such as Lighting, air conditioning, auxiliary services and so on, switched off in the train by the automatic train control, so that finally only the automatic vehicle control itself is in operation.
  • the power consumption in this state is typically about 200 W to 400 W, depending on the particular train configuration.
  • the main functions of automatic train control, which require power, are the position monitoring of the train and the communication to the train
  • the capacity of the batteries must be dimensioned accordingly so that the power supply of the automatic train control is safeguarded in the case of the different lengths of service breaks in which no driving voltage is available.
  • the invention has for its object to provide a method and a device suitable for carrying out this method for a personnel-independent switching on a train or a locomotive.
  • the object is achieved by the following method steps:
  • a device is provided according to claim 4, in which a pull-reclosing device supplied independently of karseiti- sub subsystems is provided for an event-triggered reconnection of the subsystems.
  • the batteries can be dimensioned smaller to only energize the Glasleverschalt réelle in the break.
  • the Buchwiedereinschalt réelle generates in step A) for switching on the automatic train control a pulse with latching, the latch can be canceled only by the automatic train control.
  • the further switching on of the remaining subsystems then takes place in step B) via the automatic train control.
  • the power required by the Werwiedereinschalt réelle to generate the switch-on is much less than that of the automatic train control. As a result, the battery capacity to be kept can be considerably reduced.
  • the activation of the train reconnection device according to step A) is triggered by one of the following events or also by their combination:
  • the combinatorics could for example be: switch on 10 minutes after the return of the drive voltage but not before the preset time and immediately upon manual activation or radio reception of an activation command.
  • switch on 10 minutes after the return of the drive voltage but not before the preset time and immediately upon manual activation or radio reception of an activation command.
  • manual activation there is the advantage that a timely activation of the train or the locomotive with the aid of the train-reconnecting device is possible.
  • the train- reclosing device 1 shown in FIG. 1 is supplied with a battery voltage + U batt / -U batt which, triggered by an event 2, acts on an automatic train control 3, so that it can switch on the other subsystems of the train.
  • the train reclosing device 1 generates to manual pulse control 4, radio 5, return of a driving voltage 6, after a preset period of time 7 or with reaching a preset time 8 a corresponding activation pulse for latching 2. This activation can be triggered, for example, directly with one of the events or even after combinatorial linking. at If the driving voltage 6 returns, this can be logically connected with another condition 9, for example a delay of, for example, 10 minutes, in order to ensure that the driving voltage has actually been switched on permanently.
  • the automatic train control 3 When the train switching device 1 switches the self-holding 2 at least by means of one of the activation methods, the automatic train control 3 is switched on.
  • the automatic train control 3 can automatically cancel the self-holding 2 in a suitable manner and at a desired operating time and thus switch itself off.
  • FIG. 2 shows a configuration in context. All subsystems 14 of the train 13 have been switched off by the automatic train control 3. After that, the automatic train control 3 has switched itself off. For this switch-off process, the Glaswiedereinschalt réelle 1 is not required.
  • the Switzerlandwiedereinschalt réelle 1 is connected via a radio communication interface 16 with a central and / or with multiple decentralized control centers 15. On the train 13, the Switzerlandwiedereinschalt réelle 1 with a battery 17, further inputs 18 and the output side to the latch 2 of the automatic train control 3 is connected.
  • the train reclosing device 1 is activated by the control center 15 via the radio communication interface 16 at the optimum time. Then the Switzerlandwiedereinschalt Rhein 1 switches the latch 2 of the automatic train control 3 and thus the train 13 and its subsystems 14 as described for Figure 1 a. Only a few mobile personnel 19 are required to intervene in the event of a fault.

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 un procédé et un dispositif pour remettre en service un train (13) qui présente une commande de train automatique (3). Afin de réaliser des économies d'énergie et de limiter les manipulations, un appareil de remise en service de train (1) alimenté indépendamment du sous-système (14) côté train, est employé pour la remise en service déclenchée par événement des sous-systèmes (14) du train (13).
EP14755611.2A 2013-08-16 2014-08-12 Procédé pour remettre en service un train et dispositif pour mettre en oeuvre le procédé Active EP3010776B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013216313.4A DE102013216313A1 (de) 2013-08-16 2013-08-16 Verfahren zum Wiedereinschalten eines Zuges und Einrichtung zur Durchführung des Verfahrens
PCT/EP2014/067216 WO2015022308A1 (fr) 2013-08-16 2014-08-12 Procédé pour remettre en service un train et dispositif pour mettre en œuvre le procédé

Publications (2)

Publication Number Publication Date
EP3010776A1 true EP3010776A1 (fr) 2016-04-27
EP3010776B1 EP3010776B1 (fr) 2017-10-18

Family

ID=51399621

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14755611.2A Active EP3010776B1 (fr) 2013-08-16 2014-08-12 Procédé pour remettre en service un train et dispositif pour mettre en oeuvre le procédé

Country Status (7)

Country Link
EP (1) EP3010776B1 (fr)
CN (1) CN105473411B (fr)
DE (1) DE102013216313A1 (fr)
DK (1) DK3010776T3 (fr)
ES (1) ES2656194T3 (fr)
HK (1) HK1218100A1 (fr)
WO (1) WO2015022308A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112793625A (zh) * 2021-01-08 2021-05-14 北京交通大学 一种基于离散采样数据的高速列车事件触发控制方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3065699B1 (fr) 2017-04-27 2020-08-28 Alstom Transp Tech Systeme ameliore de controle automatique des trains et procede associe

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100396509C (zh) * 2004-11-18 2008-06-25 上海磁浮交通工程技术研究中心 磁浮列车无供电轨车载电网供电方法和车载电网的连接配置
AU2009202474A1 (en) * 2008-06-20 2010-01-14 Ansaldo Sts Australia Pty Ltd Rail transport system
DE102010061878A1 (de) * 2010-11-24 2012-05-24 Siemens Aktiengesellschaft Vorrichtung zur Stillstandsüberwachung bei Schienenfahrzeugen
CN102487220A (zh) * 2010-12-03 2012-06-06 上海同沪电气科技股份有限公司 一种应用于城市轨道交通的车载混合储能装置
FR2983447B1 (fr) * 2011-12-01 2014-01-10 Alstom Transport Sa Dispositif et procede de signalisation d'un train
DE102012205215A1 (de) * 2012-03-30 2013-10-02 Siemens Aktiengesellschaft Leistungsverwaltungseinrichtung für ein Schienenfahrzeug
CN103465794B (zh) * 2013-08-26 2015-10-28 株洲南车时代电气股份有限公司 电力机车列车供电控制方法、系统以及列车供电设备

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
None *
See also references of WO2015022308A1 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112793625A (zh) * 2021-01-08 2021-05-14 北京交通大学 一种基于离散采样数据的高速列车事件触发控制方法

Also Published As

Publication number Publication date
EP3010776B1 (fr) 2017-10-18
ES2656194T3 (es) 2018-02-26
WO2015022308A1 (fr) 2015-02-19
CN105473411B (zh) 2017-11-17
DK3010776T3 (en) 2018-01-15
DE102013216313A1 (de) 2015-02-19
HK1218100A1 (zh) 2017-02-03
CN105473411A (zh) 2016-04-06

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