EP3028922B1 - Procédé de discrimination de la présence d'un véhicule ferroviaire sur un canton, procédé de calcul d'un intervalle de sécurité et dispositif associé - Google Patents

Procédé de discrimination de la présence d'un véhicule ferroviaire sur un canton, procédé de calcul d'un intervalle de sécurité et dispositif associé Download PDF

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Publication number
EP3028922B1
EP3028922B1 EP15197098.5A EP15197098A EP3028922B1 EP 3028922 B1 EP3028922 B1 EP 3028922B1 EP 15197098 A EP15197098 A EP 15197098A EP 3028922 B1 EP3028922 B1 EP 3028922B1
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EP
European Patent Office
Prior art keywords
block
railway vehicle
ground
interval
computer
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EP15197098.5A
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German (de)
English (en)
French (fr)
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EP3028922A1 (fr
Inventor
Javier BALLESTEROS
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction
    • 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
    • B61L27/40—Handling position reports or trackside vehicle data
    • 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
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control

Definitions

  • the present invention relates to a method for calculating a safety interval based on a method of discriminating the presence of a railway vehicle on a block of a railway line.
  • the invention applies to the field of railway safety, in particular to automatic control systems for rail traffic.
  • Such systems are, for example, so-called “train-based communication management systems", or CBTC (Communication Based Train Control).
  • an on-board computer calculates a range of vehicle positions on the railway.
  • range of positions is meant, in the sense of the present invention, a segment of the railway on which the railway vehicle is located.
  • the onboard computer determines the position of the vehicle along the railway, for example from beacons arranged on the railway, and whose locations are known. More specifically, the on-board computer determines the position interval of the railway vehicle from the location of the last beacon encountered and the movement of the vehicle from the latter beacon (this displacement being for example measured by an odometer) and taking into account the length of the railway vehicle and the safety distances on both sides of the head and tail ends of the railway vehicle.
  • the position interval of the vehicle is then sent, for example by radio waves, to a central computer on the ground.
  • the ground computer is adapted to receive the position interval associated with each vehicle of a plurality of railway vehicles authorized to travel on the track considered.
  • the computer on the ground is furthermore able to receive information from so-called secondary detection devices associated with each block of the railway track, each secondary detection device being able to determine whether the corresponding block is occupied or vacant.
  • Busy means a block on which the railway vehicle is engaged at least partially.
  • the computer on the ground is capable of controlling the running or stopping of each vehicle according to the position interval of the vehicle considered, the position interval of each of the other vehicles, and the information received from the devices. secondary detection, as well as possibly other operating constraints.
  • a first option is to ignore small vehicles in the traffic management system. Such a choice obviously results in security problems.
  • a second option is to involve an operator to discriminate. Such an option therefore does not allow automatic operation of the rail network and is likely to generate safety problems in the event of non-compliance with the intervention procedures by the operator.
  • the object of the invention is therefore to propose a method for calculating a safety interval based on such a discrimination method.
  • the invention relates to a method for calculating a safety interval and a device according to the claims.
  • a railway vehicle 2 traveling on a railway line 4 is represented on the figure 1 .
  • the traffic on lane 4 is from left to right in the figures.
  • the discrimination of the position of the railway vehicle 2 is achieved by a discrimination device 5 comprising a ground component and an onboard component.
  • the railway line 4 is subdivided into a plurality of successive blocks 6.
  • Each block 6 is identified by an identifier, which is associated with the geographical position of the township.
  • the railway line 4 comprises a first block 6A, a second block 6B, a third block 6C and a fourth block 6D.
  • Track sensors are arranged along the track to detect the presence of a vehicle.
  • the sensors on the track are of the type of axle counters.
  • the railway 4 comprises a plurality of sensors 7.
  • a sensor 7 is disposed at the boundary between two adjacent blocks 6.
  • a first sensor 7A is disposed at the boundary between the cantons 6A and 6B
  • a second sensor 7B is disposed at the boundary between the blocks 6B and 6C
  • a third sensor 7C is disposed at the boundary between the blocks 6C and 6C. 6D.
  • Each sensor 7 is able to detect the passage of an axle of a railway vehicle at the boundary between the corresponding cantons 6.
  • a plurality of secondary detection devices 8 are arranged near the railway line 4.
  • Each block 6 is associated with a corresponding secondary detection device 8.
  • the cantons 6B, 6C and 6D are respectively associated with the secondary detection devices 8B, 8C and 8D.
  • Each secondary detection device 8 is connected to the two sensors 7 arranged at each end of the corresponding block 6, to receive information relating to the detection of the passage of an axle of a railway vehicle from the corresponding block 6 to an adjacent block , or from an adjacent township to the corresponding township 6.
  • the secondary detection device 8B is connected to the sensors 7A and 7B
  • the secondary detection device 8C is connected to the sensors 7B and 7C.
  • Each secondary detection device 8 is able to determine the number of axles present on the corresponding block 6. In particular, each secondary detection device 8 is able to determine the number of axles present in the corresponding block 6 from the information provided by each of the corresponding sensors 7. Each secondary detection device 8 is able to positively count an axle detected by the sensor 7 disposed at the boundary between the block 6 corresponding to said secondary detection device 8 and the block 6 situated upstream with respect to the direction of movement on the railway track. 4, which corresponds to the situation where the said axle engages on the block 6 corresponding to the secondary detection device 8.
  • each secondary detection device 8 is able to negatively count an axle detected by the sensor 7 disposed at the boundary between the block 6 corresponding to said secondary detection device 8 and the block 6 located downstream relative to the direction of travel on the track 4, which corresponds to the situation where said axle leaves the block 6 corresponding to said secondary detection device 8.
  • Each secondary detection device 8 is further connected to a computer on the ground 12, for example by a radio link. Each secondary detection device 8 transmits to the computer on the ground 12 information relating to the number of axles present on the corresponding block 6. In addition, each secondary detection device 8 is able to transmit to the computer on the ground 12 the identifier of the corresponding block 6.
  • a plurality of beacons 9 are arranged along the railway line 4.
  • the beacons 9 are arranged successively along the railway line 4, at predetermined geographical locations. For example, a tag 9 is placed in the center of each block 6.
  • Each tag 9 is identified by a unique tag identifier.
  • the railway vehicle 2 comprises at least one antenna associated with an on-board beacon sensor capable of detecting the presence of a beacon 9 when it is in the vicinity of the latter and of collecting information relating to this beacon 9 detected.
  • the beacon 9 is able to communicate its identifier to the beacon sensor of the railway vehicle 2.
  • the railway vehicle 2 also comprises instruments for measuring the movement, speed and / or acceleration of the railway vehicle 2.
  • the measuring instruments are, for example, odometers and / or accelerometers.
  • the rail vehicle 2 comprises an onboard computer 14.
  • the computer 14 comprises a memory comprising a table associating, with the identifier of each beacon 9 of the channel 4, the position of this beacon 9 along the railway line 4.
  • the measuring instruments and the beacon sensor are connected to the onboard computer 14.
  • the on-board computer 14 is able to calculate, on the basis of the information received from the measuring instruments and the beacon sensor, the position of the railway vehicle 2, as well as an interval of positions S 1 of the railway vehicle 2 .
  • the position of the railway vehicle 2 is given by the position of the front end of the railway vehicle 2, also called “front of the railway vehicle 2", and by the position of the rear end of the railway vehicle 2, also called “back of the railway vehicle 2 ". More specifically, the position of the railway vehicle 2 is the segment between the front of the railway vehicle 2 and the rear of the railway vehicle 2. This segment corresponding to the length of the railway vehicle 2.
  • the position interval S 1 corresponds to a segment extending between a front end A 1 and rear end Z 1 .
  • the length of the segment S 1 is greater than or equal to the length of the railway vehicle 2, to take account of location errors, for example due to the odometric system of the railway vehicle 2.
  • the railway vehicle 2 is thus always in the interval S 1 , or, in other words, the position of the railway vehicle 2 is always included in the position interval S 1 .
  • the front of the railway vehicle 2 and the front end A 1 of the interval S 1 are distant by a distance D A.
  • the rear of the railway vehicle 2 and the rear end Z 1 of the interval S 1 are distant by a distance D Z.
  • the distance D A is, for example, equal to the maximum distance that the rail vehicle 2 can travel forwards during a cycle of calculation of the interval S 1 by the onboard computer 14, given the current speed of the railway vehicle 2 and the maximum forward acceleration that can be achieved by said railway vehicle 2. In the example described below, the current speed is zero.
  • the distance D Z is for example equal to the maximum distance that the rail vehicle 2 can travel backwards during a calculation cycle of the interval S 1 by the onboard computer 14, given the current speed of the vehicle rail 2 and the maximum acceleration towards the rear that can reach said railway vehicle 2. In the example described below, the current speed is zero.
  • the onboard computer 14 is able to communicate with the computer on the ground 12.
  • the on-board computer 14 and the computer on the ground 12 are for example suitable for communicating with each other by radio waves.
  • the on-board computer 14 is capable of transmitting, to the computer on the ground 12, information relating to the number of axles of the railway vehicle 2. This information is loaded into the memory of the computer 14 during the composition of the railway vehicle 2 .
  • the on-board computer 14 is also capable of transmitting, to the computer on the ground 12, the last position interval S 1 of the railway vehicle 2 calculated by the onboard computer 14.
  • the onboard computer 14 is also suitable for transmitting, at its destination. of the computer on the ground 12, the last position of the railway vehicle 2 calculated by the on-board computer 14.
  • the computer on the ground 12 includes a memory (not shown) in which the identifier of each block 6 is associated with the geographical position of said block 6.
  • the computer on the ground 12 is able to calculate a position interval of the railway vehicle 2, called "secondary interval" S 2 , from the information received from the secondary detection devices 8.
  • the secondary interval S 2 corresponds to a front end segment A 2 and a rear end segment Z 2 .
  • the length of the secondary interval S 2 is greater than or equal to the length of the interval S 1 , so that the interval S 1 is always included in the interval secondary S 2 .
  • the front end A 2 of the secondary interval S 2 is in front of the railway vehicle 2, more precisely at a point of a block 6 which is the first vacant block before, that is to say from front of the railway vehicle 2, in the direction of travel of the railway vehicle 2.
  • the front end A 2 is at a distance L A from the boundary between the first vacant front block and the adjacent block occupied by the railway vehicle 2.
  • the distance L A is for example equal to the distance between the front of the railway vehicle 2 and the axle of the railway vehicle closest to the front of the railway vehicle, to which is added the distance that can travel the railway vehicle 2 at its maximum forward speed, during the maximum time required for the discrimination device 5 to detect the entry of an axle in a block 6.
  • the distance L A is greater than or equal to the distance D A.
  • the rear end Z 2 of the secondary interval S 2 is located behind the railway vehicle 2, more particularly at a point of a block which is the first vacant block 6 rearward, that is to say from the rear of the railway vehicle 2, in the opposite direction to the march of the railway vehicle 2.
  • the rear end Z 2 is at a distance L Z from the boundary between the first vacant rear block and the adjacent block which is occupied by the railway vehicle.
  • the distance L Z is for example equal to the distance between the rear of the railway vehicle 2 and the axle of the railway vehicle closest to the rear of the vehicle 2, to which is added to the distance that can travel the vehicle rail 2 at its maximum speed towards the rear, during the maximum time required for the discrimination device 5 to detect the entry of an axle into a block 6.
  • the distance L Z is greater than or equal to the distance D Z.
  • the locating device 5 is able to discriminate the presence of the railway vehicle 2 on the block 6 it occupies according to the data transmitted by the secondary detection devices 8 and by the on-board computer 14.
  • the operation of the locating device 5 will now be described. In particular, the operation of the locating device 5 when the railway vehicle 2 is at a standstill, for example at the end of a standby period, will be described.
  • the on-board computer 14 Throughout the process of discriminating the railway vehicle 2 on the cantons 6 of the railway line 4, the on-board computer 14 periodically transmits, to the computer on the ground 12, information relating to the total number of axles of said railway vehicle. 2. In addition, throughout said method, the on-board computer 14 periodically calculates the position interval S 1 and the position of the railway vehicle 2 and transmits them to the computer on the ground 12.
  • the railway vehicle 2 is stationary and occupies a single block 6B, that is to say that neither the front nor the rear of the railway vehicle 2 do not exceed the limits of the current block 6B.
  • adjacent blocks 6A and 6C are vacant.
  • the detection devices 8 send to the computer on the ground 12 information relating to the occupation of the cantons 6 of the railway track 4. More specifically, the detection devices 8 send the number of axles present on each of the cantons 6 correspondents.
  • townships 6A and 6C are vacant, that is, they are not occupied by any axles.
  • only the block 6B is occupied by at least one vehicle. In this case, four axles are present on the canton 6B.
  • the computer on the ground 12 identifies the vacant blocks and then calculates the position of the ends A 2 , Z 2 of the secondary interval S 2 .
  • the front end A 2 of the secondary interval S 2 is located on the block 6C at a distance L A from the boundary between the block 6B and the block 6C.
  • the rear end Z 2 of the secondary space S 2 is located on the block 6A at a distance L Z from the boundary between the block 6B and the block 6A.
  • the computer 12 on the ground affects the secondary interval S 2 at the position of the railway vehicle (s) present (s) on the canton 6B. Indeed, at this point in the process, the railway vehicle 2 is not yet discriminated. The number of vehicles present on the canton 6B is therefore not known.
  • the on-board computer 14 calculates the position of the railway vehicle 2, as well as the position interval S 1 .
  • the on-board computer 14 then transmits, to the computer on the ground 12, information relating to the position of the railway vehicle 2, as well as to the position interval S 1 .
  • the onboard computer 14 also transmits, to the computer on the ground 12, the number of axles of the railway vehicle 2, in this case four axles.
  • the computer on the ground 12 retains only the position interval S 1 and assigns it to the secondary interval S 2 for the regulation of the traffic on the railway line 4.
  • the computer on the ground 12 considers that the railway vehicle 2 is the only vehicle present on the canton 6B.
  • the computer on the ground 12 then emits a discrimination signal, for example to an operator or a rail traffic management system.
  • the railway vehicle 2 is then authorized to move automatically.
  • the railway vehicle 2 is stationary and occupies two adjacent blocks 6B and 6C.
  • the front of the railway vehicle 2 is in the canton 6C
  • the rear of the railway vehicle 2 is in the canton 6B.
  • Such an example corresponds to a degraded mode of operation.
  • the adjacent blocks 6A and 6D are vacant, the devices 8A and 8D respectively accounting for 0 axle on the associated block.
  • the detection devices 8 send to the computer on the ground 12 information relating to the occupation of the corresponding cantons 6 of the railway track 4. More specifically, the detection devices 8 send the number of axles present on each of the cantons 6 correspondents.
  • townships 6A and 6D are vacant, and townships 6B and 6C are occupied by at least one vehicle.
  • the secondary detection device 8B associated with the canton 6B, detects three axles present on the canton 6B.
  • the secondary detection device 8C associated with the block 6C detects an axle present on the block 6C.
  • the computer on the ground 12 identifies the vacant blocks and then calculates the position of the ends A 2 , Z 2 of the secondary interval S 2 .
  • the front end A 2 of the secondary interval S 2 is located on the block 6D at a distance L A from the boundary between the block 6C and the block 6D.
  • the rear end Z 2 of the secondary interval S 2 is located on the block 6A, at a distance L Z from the boundary between the block 6B and the block 6A.
  • the computer 12 on the ground affects the secondary interval S 2 at the position of the railway vehicle (s) present (s) on the blocks 6B and 6C. Indeed, at this moment of the process, the railway vehicle 2 is not yet discriminated. The number of vehicles present on the 6B and 6C cantons is therefore not known.
  • the on-board computer 14 calculates the position of the railway vehicle 2, as well as the position interval S 1 .
  • the on-board computer 14 then transmits, to the computer on the ground 12, information relating to the position of the railway vehicle 2, as well as to the position interval S 1 .
  • the front and the rear of the railway vehicle 2 being located in two separate blocks 6B, 6C, the ground computer 12 is not able to discriminate the railway vehicle 2.
  • an operator operates the railway vehicle 2 to advance along the railway line 4, until the front and the rear of the railway vehicle 2 are located in the same block 6, in this case the canton 6C.
  • the operator maneuvers at sight the railway vehicle 2.
  • the secondary detection device 8C associated with the canton 6C detects four axles present on the block 6C, while the secondary detection device 8B associated with the block 6B detects none.
  • the secondary detection device 8D associated with the 6D township also detects no axles on the 6D township.
  • the computer on the ground 12 then recalculates a new position of the ends A 2 , Z 2 of the secondary interval S 2 .
  • the front end A 2 of the secondary interval S 2 is located on the block 6D at a distance L A from the boundary between the block 6C and the block 6D.
  • the rear end Z 2 of the secondary interval S 2 is located on the block 6B at a distance L Z from the boundary between the block 6C and the block 6B.
  • the computer on the ground 12 is then able to discriminate the railway vehicle 2, similarly to the previous example.
  • the computer on the ground 12 compares the number of axles detected by the secondary detection device 8 associated with the current block 6C with the number of axles of the railway vehicle 2.
  • the secondary detection device 8C associated with the block 6C detects four axles present in the block 6C, while the secondary detection devices 8B, 8D associated with the blocks 6B, 6D, respectively, detect none.
  • the blocks 6B and 6D being vacant, and the number of axles detected by the secondary detection device 8 associated with the current block 6C being equal to the number of axles of the railway vehicle 2, that is to say four axles, l ground computer 12 determines that the railway vehicle 2 is the only vehicle occupying the block 6C.
  • the computer on the ground 12 retains only the position interval S 1 and assigns it to the secondary interval S 2 for the regulation of the traffic on the railway line 4.
  • the ground computer 12 considers that the railway vehicle 2 is the only vehicle present on the block 6C.
  • the computer on the ground 12 then emits a discrimination signal, for example to an operator or a rail traffic management system.
  • the railway vehicle 2 is then authorized to move automatically.
  • the secondary interval S 2 corresponds to a safety interval from the point of view of a rail traffic management system on the ground.
  • the construction of the secondary interval S 2 guarantees, with a high level of safety, for example level 4 of the SIL standard commonly used in the railway field, the absence of a vehicle in the cantons 6 which are not covered by the secondary interval S 2 .
  • each of the rail vehicles of the railway train transmits information relating to the number of axles of the corresponding railway vehicle destined for the computer on the ground 12.
  • a single on-board computer transmits information relating to the number of axles of the entire train transport to the computer on the ground 12.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP15197098.5A 2014-12-03 2015-11-30 Procédé de discrimination de la présence d'un véhicule ferroviaire sur un canton, procédé de calcul d'un intervalle de sécurité et dispositif associé Active EP3028922B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1461877A FR3029674A1 (fr) 2014-12-03 2014-12-03 Procede de discrimination de la presence d'un vehicule ferroviaire sur un canton, procede de calcul d'un intervalle de securite et dispositif associe

Publications (2)

Publication Number Publication Date
EP3028922A1 EP3028922A1 (fr) 2016-06-08
EP3028922B1 true EP3028922B1 (fr) 2018-01-10

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EP15197098.5A Active EP3028922B1 (fr) 2014-12-03 2015-11-30 Procédé de discrimination de la présence d'un véhicule ferroviaire sur un canton, procédé de calcul d'un intervalle de sécurité et dispositif associé

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EP (1) EP3028922B1 (pt)
CN (1) CN105667543B (pt)
BR (1) BR102015030231B1 (pt)
CA (1) CA2913997C (pt)
ES (1) ES2661126T3 (pt)
FR (1) FR3029674A1 (pt)
HK (1) HK1219254A1 (pt)
SG (1) SG10201509889QA (pt)

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FR3070661B1 (fr) * 2017-09-01 2021-10-29 Alstom Transp Tech Procede de controle de la circulation de vehicules dans un reseau
FR3075742B1 (fr) * 2017-12-22 2020-01-10 Alstom Transport Technologies Procede de reinitialisation d'un controleur de zone et systeme associe de controle automatique des trains
CN109664921B (zh) * 2018-12-27 2020-09-04 交控科技股份有限公司 基于轨旁仿真器的vbtc多车追踪安全性验证方法和系统

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JP6296673B2 (ja) * 2011-09-30 2018-03-20 日本信号株式会社 列車制御システムの地上装置
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Also Published As

Publication number Publication date
EP3028922A1 (fr) 2016-06-08
HK1219254A1 (zh) 2017-03-31
SG10201509889QA (en) 2016-07-28
BR102015030231B1 (pt) 2022-05-31
CN105667543B (zh) 2019-07-26
ES2661126T3 (es) 2018-03-27
FR3029674A1 (fr) 2016-06-10
CN105667543A (zh) 2016-06-15
CA2913997C (fr) 2023-03-21
BR102015030231A2 (pt) 2016-08-02
CA2913997A1 (fr) 2016-06-03

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