EP3061666B1 - Signalisierungssystem für ein schienennetz und verfahren für die vollständige überwachung eines zuges, die durch solch ein signalisierungssystem realisiert wird - Google Patents

Signalisierungssystem für ein schienennetz und verfahren für die vollständige überwachung eines zuges, die durch solch ein signalisierungssystem realisiert wird Download PDF

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EP3061666B1
EP3061666B1 EP15305284.0A EP15305284A EP3061666B1 EP 3061666 B1 EP3061666 B1 EP 3061666B1 EP 15305284 A EP15305284 A EP 15305284A EP 3061666 B1 EP3061666 B1 EP 3061666B1
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Prior art keywords
train
section
signalling system
rbc
leading
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French (fr)
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EP3061666A1 (de
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Stéphane Besure
François Hausman
Bertrand Badot
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054Train integrity supervision, e.g. end-of-train [EOT] devices
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00Station blocking between signal boxes in one yard
    • B61L21/10Arrangements for trains which are closely following one another
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40Handling position reports or trackside vehicle data
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02Indicating or recording positions or identities of vehicles or trains
    • B61L25/021Measuring and recording of train speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02Indicating or recording positions or identities of vehicles or trains
    • B61L25/025Absolute localisation, e.g. providing geodetic coordinates
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02Indicating or recording positions or identities of vehicles or trains
    • B61L25/026Relative localisation, e.g. using odometer

Definitions

  • the present invention relates to a signalling system for a railway network, more particularly a signalling system based on the ERTMS/ETCS standards.
  • the application field of the present invention relates to the control of trains such as high-speed trains, regional trains, commuter trains, and the like.
  • the European Rail Traffic Management System, ERTMS, and the European Train Control System, ETCS, are international standards for Automatic Train Control, ATC, aiming at the interoperability of trains from one country to the other and the increase of the traffic with an optimal safety level.
  • the article Maarten BARTHOLOMEUS and Martin ZWEERS "A recipe for a fast nationwide migration to robust ERTMS L3", SIGNAL+DRAHT, TELZLAFF VERLAG GMBH, DARMSTADT, DE, Vol. 105, n° 9, 1 September 2013 (2013-09-01), pages 13-18 , is a general article relative to a pure ERTMS Level 3 signalling system, able to create and manage L3 routes.
  • ATC is of the based on communication type, known by the acronym CBTC for "Communication Based Train Control ".
  • CBTC relies on the presence of a computer on-board each train, called EVC for "European Vital Computer".
  • EVC determines a number of operating parameters and communicates with various ground systems to allow the train to realize the mission assigned to it.
  • Subset 026 of the ETCS standard defines several different levels of train control and supervision. In particular, it defines ETCS Level 2.
  • the signalling system comprises, on-board each train, an EVC, and, on the ground, a Radio Block Centre, RBC, an interlocking system, IXL, and a supervision system, ICC for "Integrated Control Centre", located in a control centre, and various trackside equipment connected to object controllers, located along the railway tracks.
  • RBC Radio Block Centre
  • IXL interlocking system
  • ICC supervision system
  • An EVC is connected to at least one communication unit on-board the train, which is adapted to establish a radio link with a base station of a communication infrastructure.
  • the radio link is of the GSM-R type.
  • the communication infrastructure is itself connected to a communication network.
  • the systems in the control centre and the object controllers are also connected to the communication network.
  • the railway network is divided into fixed sections, each section corresponding to a portion of a railway track.
  • A6-A3 is a two end section (one entry point and one exit point)
  • A3-A5-A2 is a three end section (two entry points and one exit point), etc.
  • the border between two successive sections is identified in figure 1 by a vertical line.
  • This division of the railway network is physical: signal lights or panels are erected near the border of each section to inform the driver.
  • each section is equipped with specific trackside equipment, such as axle counters or track circuit.
  • the IXL determines an occupancy state of each section indicative of the presence of a train on the corresponding section from the detection data generated by the trackside equipment.
  • section A6-A3 is equipped with axle counters at each of its end points, so as to count the number of axles entering and exiting of the section. If this total number is null, the occupancy state of the section is "not occupied” and if it is not null, the occupancy state is "occupied”.
  • the signalling system ensures the safe movement of a train on a railway network in several steps.
  • An operator first requests, through the ICC, the creation of a route for a given train to move for example from a departure station to an arrival station.
  • the IXL checks whether or not, the next section among the sections making up the itinerary is in the occupancy state "not occupied”. If this is the case, this section is reserved for that train and IXL considers the next section of the itinerary. The loop stops when all the sections of the itinerary have been considered or when a section is in the occupancy state "occupied".
  • the IXL commands if necessary, the trackside equipment to put a reserved section in the correct operative state: for example for a section which is a switch, the operative state is "left" or "right".
  • a route is created once all the reserved sections are in the correct operative state.
  • the route which has been created is then passed to the RBC, which computes a Movement Authority, MA, for that train, based on a map of the railway network memorised by the RBC.
  • MA Movement Authority
  • This MA contains different pieces of information, such as the speed limit at each point of the route.
  • the MA in particular comprises a stop point up to the train is authorised to move. This stop point coincides with the end point of the last reserved section of the route.
  • the MA is then transmitted to the EVC of that train.
  • the EVC calculates speed curves and brake profiles in order to control the train movement in Full Supervision (FS) mode along the route.
  • FS Full Supervision
  • the braking curves take into account the fact that the train must not go beyond the stop point of the MA. Consequently the speed of the train must be null at this stop point.
  • an automatic train protection function activates an emergency braking.
  • the route created for a train ends at the end of the section whose neighbouring section (in the direction of the movement of the train) is "occupied" as determined by the IXL.
  • the MA being determined from the route, the train cannot enter the neighbouring section on which a leading train is circulating.
  • the separation between two successive trains is guaranteed by the IXL, which manages the occupancy sate of the sections and creates routes with the constraint "only one train on a given section at a time".
  • the ETCS level 2 defines an on-sight mode, OS mode, to enter on occupied sections in case of anomalies or joining operations.
  • OS mode an on-sight mode
  • the driver has to drive the train on-sight at a reduced speed and EVC controls that the train remains inside the occupied section.
  • Subset 026 of the ETCS also defines ETCS Level 3.
  • ETCS Level 2 The main difference between ETCS Level 2 and ETCS Level 3 is relative to the EVC.
  • a position report comprises an estimated position of the train, calculated by suitable sensors on-board the train. But this position information is not used to determine the occupancy state of the section on which the train is currently circulating: this is done by the IXL. This position is used to display the position of the train on a view of the railway network in the control centre and internally by the RBC for specific ETCS functions.
  • An EVC compliant with ETCS Level 3 periodically sends extended position reports to the RBC, which comprises not only an estimated position of the train, but also a piece of information relative to the integrity of the train. If the train is integral, i.e. all the coaches of the train are still connected together, the RBC is able to calculate both the position of the front of the train and the position of the rear of the train.
  • ETCS Level 3 The idea in ETCS Level 3 is that the RBC computes the MA of a following train based on the position of the rear of the leading train.
  • the MA is computed in order to authorise the following train to move up to the rear of the previous train (taking into account a safety margin): each meter of the railway track released by the leading train can potentially be allocated to the MA of the following train.
  • the train detection function is thus based on the train position reports.
  • the number of conventional train detection devices, like track circuits or axle counters, can be reduced but it imposes the constraint to upgrade the complete train fleet to ETCS Level 3 first.
  • section A2-B1 is a bottleneck for the traffic.
  • One manner to increase the traffic is to reduce the headway between trains, i.e. the separation distance between two successive trains.
  • the invention provides a signalling system according to claim 1 and a method for the full supervision of a train according to claim 10.
  • the invention allows upgrading the railway network to an ETCS Level 2/Level 3 mixed level, which is not possible if the solution is based only on Level 3 train position report. This will allow train not equipped with a train integrity system to circulate on the railway network without degrading existing performances. This will allow increasing the traffic without additional trackside equipment.
  • FIG. 1 The deployment of a signalling system 10 on a railway track 12 is shown schematically in figure 1 .
  • the railway track 12 is divided into sections, such as two end sections A6-A3, A2-B1, etc., or three end sections A3-A5-A2, B1-B6-B4, etc.
  • the control centre 14 centralises a supervision system, ICC, an interlocking system, IXL, and a Radio Block Centre, RBC.
  • object controllers 16, managed by the IXL are capable of actuating trackside equipment such as switch blades for switches or barriers for level crossings.
  • These object controllers 16 are also capable of acquiring information from track circuits or axle counters.
  • the communication system has two main components: the wired communication network 20 linking the object controllers 16 to the control centre 14 and the GSM-R telecommunications network 22 providing communication between the RBC in the control centre 14 and EVC on-board a train, such as train 1 in figure 1 .
  • beacons 30 of the Eurobalise type are set in known positions. In conjunction with odometer sensors on-board the trains, these beacons are used by an EVC to determine the position of the train.
  • the current position of the train is periodically sent to the RBC, in position reports, for example over a GSM-R network.
  • A3 or B1 associated with key points, typically in the vicinity of the end point of a section.
  • the ground architecture of the signalling system 10 is compliant with a signalling system ETCS Level 2.
  • signalling system 10 is augmented with an additional sectioning, called DSS sectioning.
  • DSS Dynamic Sub-Sectioning
  • segment A2-B1 of 20 km is sub-divided in five sub-sections of 4 km each.
  • This sub-sectioning is virtual, because it is not associated with any particular trackside equipment or modifications of the view displayed in the control centre or on a console in the cab.
  • the DSS sectioning allows the circulation of trains equipped with an EVC compliant with ETCS Level 3 in its capability to report the position and the integrity of the train this EVC equips. Such trains will now be called L3 trains. Trains whose EVC is compliant with ETCS Level 2 (no integrity information in the position reports) will be called L2 trains.
  • L2 routes are completed with new routes foreseen for the movement of L3 trains in FS mode into an occupied section, called L3 routes.
  • the conventional L2 routes are created by IXL based on fixed section information while the new L3 routes are created using RBC information related to the DSS sectioning.
  • the method for the full supervision of a L3 train realised by the signalling system 10 comprises:
  • a process 100 will be described by which the RBC calculates MAs for the following train 1 based from the position reports sent by the leading train 2.
  • the RBC has received a L3 route that includes a segment, namely segment A2-B1, on which train 2, which is a L3 train, is currently moving.
  • the RBC receives a position report from train 2.
  • the RBC determines the position of the rear of train 2, from the estimated position of train 2 mentioned in the position report received and a piece of information relative to the safe length of train 2, while taking into account a safety margin.
  • RBC calculates a possible new end of MA location d(end of MA) for train 1.
  • this possible new end of MA location d(end of MA) corresponds to the distance between the start of the segment and the rear of train 2 (safety margin included), rounded to a multiple of an elementary distance d0 .
  • d0 corresponds to the size of the sub-sectioning of the considered segment, either predefined or dynamically defined.
  • the RBC compares the current MA end location with the possible new one.
  • the RBC upgrades the MA of train 1 by moving the stop point of the MA to the possible new MA end location.
  • the RBC transmits the upgraded MA to the EVC of train 1.
  • the elementary distance d0 of the DSS can be defined for each section individually. This distance can be predefined or computed dynamically in function of the track characteristics and train dynamics. When configurable like in the example, it corresponds to the subdivision of a given section by a simple section parameter of the integer type.
  • the section parameter defines the number of sub-sections to be considered for a given segment. For example, a segment of 10 km can be decomposed into 10 sub-sections of 1 km or 20 sub-sections of 500 m. A sub-section does not correspond to an object in the RBC but is a predefined distance which can be used directly in the train separation function on the given segment.
  • the train position is updated every 150 m for trains traveling at 30 m/s. This is coherent with a sub-division of sections in sub-sections of 500 m.
  • This DSS sectioning allows to give extended MAs to the following train much faster (around every 15 s in the example) than with the L2 sectioning (only when the 10 km section is freed, so, after more than 5 min).
  • the RBC maintains an attribute, called Route Release RR. It has the value "0" while the rear of the leading train 2 has not passed the entry point A2 of that section. It has the value "1" once the rear of the leading train 2 has passed the entry point A2 of that section.
  • the process 200 of creation of an L3 route for the following train 1 comprises the following steps.
  • Train 1 is on an initial segment, A6-A3, corresponding for example at a departure station.
  • step 210 an itinerary is allocated to train 1 in order it reaches a final segment, B6-B3, corresponding for example at an arrival station.
  • step 220 the operator requests, through the ICC, the creation of an L3 route for train 1, which is an L3 train according to a database of train description.
  • the request is send to the IXL, which, based on the L3 type of route to be created performs the following actions.
  • step 230 from segment A6-A3 on which train 1 is currently circulating, the IXL checks whether the occupancy state of the next segment along the itinerary is "not occupied” or "occupied".
  • the IXL reserves said segment for train 1 and adds said segment into the L3 route, and then considers the next segment of the itinerary;
  • the IXL requires information from the RBC, namely the value of the RR attributes for that segment.
  • the IXL checks the current value of the RR attributes for the segment. For example, as shown in figure 6 , at IXL level, segment A2-B1 is "occupied” and at RBC level, the position reports confirm at least one train on segment A2-B1.
  • the IXL reserves said segment for train 1 and incorporates said segment into the L3 route, and then exit of the process of L3 route creation.
  • RR equals to "1” means that the rear of train 2 has passed the entry point A2 of segment A2-B1 and that train 2 is reporting its integrity. Thus train 1 could be authorised to enter section A2-B1.
  • RR equals to "0" means that the rear of train 2 has not yet passed the entry point A2 of segment A2-B1 or that train 2 has not reported its integrity. Thus train 1 could not be authorised to enter section A2-B1.
  • the IXL command the operative states of the segments composing the created L3 route and finally sends the created L3 route to the RBC.
  • the train 1 then moves along the tracks according to its current MA.
  • the RR attribute is set to 0 with the crossing of signal A3.
  • train 1 enters section A2-B1, but can not go beyond the stop point which corresponds to the end point of the second sub-section (i.e. beyond an intermediary point at two times d0 from the entry point A2 of that section).
  • the L3 route can be released as soon as the rear of the following L3 train has completely crossed the entry point of the "occupied" segment.
  • the RBC updates the RR attributes with value "1" (provided that train 2 still reports of its integrity) and the upgraded RR attribute is available for the IXL.
  • a new L3 route creation request for another train can be accepted by the IXL and could lead to the creation of an L3 route comprising the occupied segment.
  • the RBC uses the information of the L3 route it receives to allow train 1 to enter on the segment A2- B1 and uses the subdivision of that section to extend the MA of train 1 based on position reports of train 2 based of process 100.
  • the L3 route allows a train to enter on an "occupied" segment and to move in full supervision mode, following the leading L3 train that frees track sub-sections as it progresses along the section, this being materialized by its position reports.
  • the entry of a train into an occupied section is only possible in OS mode in ETCS Level 2.
  • ETCS Level 3 for the supervision from the control centre, the operator keeps a view similar to the one he had in ETCS Level 2 in terms of the occupation of the railway tracks.
  • the concept of signal to signal itinerary is preserved and primary detection based on track circuits and the axle counters gives the occupancy state of the segments of the line, which are managed more finely by the RBC with the sub-sectioning. Trains are localised by their position reports, as in ETCS Level 2, except that more than one train can be localised in the same segment. Consequently, the level of regulation and traffic supervision rely on conventional ETCS Level 2 systems.
  • the essential difference is the possibility for the operator to request the creation of an L3 route on a given itinerary.
  • this view is also the one the driver has.
  • the driver can see the signals corresponding to the entry and exit point of each section. Between these points, the in cab console displays the distance with the rear of the leading train. For the driver, there is not any notion of sub-sections.
  • the RBC checks the compliance of the EVC type with ETCS Level 3. If the EVC type of a train is not compliant, the RR attributes keeps the value "0", meaning that the IXL will not be able to create an L3 route for the following train.
  • a segment is invalidated by the RBC in the following cases:
  • the IXL shall inform the RBC that it switches to an unconditional OS mode on the segment so as to remove the MA of the trains on the segment.
  • an invalidated segment can also be released by the movement of a sweeping ETCS Level 3 train in OS mode through the complete segment. This principle can be used at least to reset automatically an axle counter section after a failure or to clear an invalidated segment in ETCS Level 3 when there is no conventional detection in fall-back.
  • the present signalling system allows an increase of the traffic on a given railway by reducing the separation distance between successive trains.
  • the train separation function is maintained by the IXL at the segment level and by the RBC within a sub-divided segment.

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Claims (15)

  1. Signalisierungssystem (10) für ein Schienennetz (12), umfassend:
    - eine Bodenarchitektur, umfassend ein Steuerzentrum (14), das ein Überwachungssystem, ICC, ein Sperrsystem, IXL, und ein Radio Block Centre, RBC, zentralisiert; und
    - an Bord jedes Zuges (1, 2), der auf dem Schienennetz zirkuliert, einen European Vital Computer, EVC, wobei jeder EVC dazu ausgestaltet ist, Positionsberichte an das RBC zu senden und eine Fahrterlaubnis, MA, von dem RBC zu empfangen,
    wobei die Bodenarchitektur des Signalisierungssystems mit dem European Train Control System Level 2 kompatibel ist, das Signalisierungssystem feste Abschnitte aufweist, das IXL fähig ist, Routen, bezeichnet als L2-Routen, zu erstellen, basierend auf dem Belegungsstatus der Abschnitte und der Einschränkung "zu gleicher Zeit nur ein Zug auf einem Abschnitt",
    dadurch gekennzeichnet, dass das Signalisierungssystem verstärkt ist mit einer Dynamic Sub-Sectioning - DSS, verwaltet vom RBC, wobei zwischen RBC und IXL eine DSS-Schnittstelle (30) bereitgestellt ist, in der:
    - das IXL dazu ausgestaltet ist, für einen nachfolgenden Zug (1) eine Route, bezeichnet als L3-Route, zu erstellen, wobei die L3-Route einen Abschnitt (A2-B1) umfasst, der aktuell von einem vorausfahrenden Zug (2) belegt ist, wobei der vorausfahrende Zug mit einem EVC ausgestattet ist, der dazu ausgestaltet ist, in den gesendeten Positionsberichten Daten bezüglich der Integrität des vorausfahrenden Zuges bereitzustellen, und
    - das RBC dazu ausgestaltet ist, die MA des nachfolgenden Zuges (1) basierend auf dem letzten von dem vorausfahrenden Zug (2) empfangenen Positionsbericht zu aktualisieren und die aktualisierte MA an den nachfolgenden Zug zu senden, wobei das RBC dazu ausgestaltet ist, durch Berechnung eines Abstands zwischen dem Ende des vorausfahrenden Zuges (2) und einem Stopppunkt der aktuellen MA des nachfolgenden Zuges auf dem Abschnitt einen Trennungsabstand zwischen dem vorausfahrenden Zug und dem nachfolgenden Zug zu verwalten, wobei, wenn der Abstand größer als ein elementarer Abstand (d0) ist, der elementare Abstand einer Größe der Unterteilung des betreffenden Abschnittes in Teilabschnitte, wie von der DSS definiert, entspricht, indem die aktuelle MA auf einen Abstand entsprechend einem Vielfachen des elementaren Abstands erweitert wird, sodass ein mögliches neues Ende der MA dem letzten dynamischen Teilabschnitt, der frei ist, entspricht.
  2. Signalisierungssystem nach Anspruch 1, dadurch gekennzeichnet, dass der elementare Abstand (d0) vordefiniert ist, wobei die Teilung eines Abschnitts in eine Vielzahl von Teilabschnitten in einer Beschreibungsdatenbank zugänglich ist.
  3. Signalisierungssystem nach Anspruch 1, dadurch gekennzeichnet, dass der elementare Abstand (d0) in Funktion einer Streckencharakteristik und/oder einer Zugdynamik dynamisch berechnet wird.
  4. Signalisierungssystem nach einem der vorangehenden Ansprüche,
    dadurch gekennzeichnet, dass es konform mit European Train Control System Level 2 ist und einen Full-Supervision-Modus, FS-Modus, und einen On-Sight-Modus, OS-Modus, aufweist.
  5. Signalisierungssystem nach einem der vorangehenden Ansprüche,
    dadurch gekennzeichnet, dass ein EVC mit der Fähigkeit zur Berichterstattung über die Integrität des mit ihm ausgestatteten Zuges ein EVC ist, der dem European Train Control System Level 3 entspricht.
  6. Signalisierungssystem nach einem der vorangehenden Ansprüche,
    dadurch gekennzeichnet, dass ein EVC ohne die Fähigkeit zur Berichterstattung über die Integrität des mit ihm ausgestatteten Zuges ein EVC ist, der dem European Train Control System Level 2 entspricht.
  7. Signalisierungssystem nach einem der vorangehenden Ansprüche,
    dadurch gekennzeichnet, dass es die Möglichkeit bietet, das Erstellen der L3-Route auf der Grundlage der DSS-Abschnittsunterteilung anzufordern.
  8. Signalisierungssystem nach einem der vorangehenden Ansprüche,
    dadurch gekennzeichnet, dass das System für jeden unterteilten Abschnitt ein Attribut (RR) verwahrt, das gestattet, die L3-Route für einen nachfolgenden Zug (1) zu erstellen, umfassend den Abschnitt (A2-B1), wenn der Abschnitt aktuell von einem vorausfahrenden Zug (2) belegt ist.
  9. Signalisierungssystem nach Anspruch 8, dadurch gekennzeichnet, dass das Attribut (RR) einen bestimmten Wert aufweist, wenn das System erkennt, dass das Ende des vorausfahrenden Zuges den Eintrittspunkt des Abschnitts passiert hat und dass der vorausfahrende Zug seine Integrität meldet.
  10. Verfahren zur vollständigen Überwachung eines Zuges, die durch ein Signalisierungssystem realisiert wird, wobei das Signalisierungssystem ein Signalisierungssystem (10) nach einem der vorangehenden Ansprüche ist, wobei das Signalisierungssystem (10) umfasst:
    - eine Bodenarchitektur, umfassend ein Steuerzentrum (14), das ein Überwachungssystem, ICC, ein Sperrsystem, IXL, und ein Radio Block Centre, RBC, zentralisiert; und
    - an Bord jedes Zuges (1, 2), der auf dem Schienennetz zirkuliert, einen European Vital Computer, EVC, wobei jeder EVC dazu ausgestaltet ist, Positionsberichte an das RBC zu senden und eine Fahrterlaubnis, MA, von dem RBC zu empfangen,
    wobei die Bodenarchitektur des Signalisierungssystems mit dem European Train Control System Level 2 kompatibel ist, das Signalisierungssystem feste Abschnitte aufweist, das IXL fähig ist, Routen, bezeichnet als L2-Routen, zu erstellen, basierend auf dem Belegungsstatus der Abschnitte und der Einschränkung "zu gleicher Zeit nur ein Zug auf einem Abschnitt",
    wobei das Signalisierungssystem verstärkt ist mit einer Dynamic Sub-Sectioning - DSS, verwaltet vom RBC, wobei zwischen dem RBC und IXL eine DSS-Schnittstelle (30) bereitgestellt ist,
    wobei das Verfahren im Full-Supervision-Mode umfasst:
    - das Erstellen einer Route für einen nachfolgenden Zug (1), bezeichnet als L3-Route, durch das IXL, wobei die L3-Route ein Segment (A2-B1) umfasst, das in einem Belegungsstatus "belegt" auf den von streckenseitiger Ausrüstung bereitgestellten Informationen basiert und auf dem aktuell ein vorausfahrender Zug (2) des zum Senden von Positionsberichten, umfassend eine geschätzte aktuelle Position des vorausfahrenden Zuges und eine für die Integrität des vorausfahrenden Zuges bezeichnende Information, ausgestalteten Typs zirkuliert;
    - die Aktualisierung der Fahrterlaubnis, MA, für den nachfolgenden Zug (1) durch das RBC, basierend auf dem letzten von dem vorausfahrenden Zug (2) empfangenen Positionsbericht, durch Verwalten eines Trennungsabstands zwischen dem vorausfahrenden Zug und dem nachfolgenden Zug auf dem Abschnitt durch Berechnung eines Abstands zwischen dem Ende des vorausfahrenden Zuges (2) und einem Stopppunkt der aktuellen MA des nachfolgenden Zuges, und, wenn der Abstand größer als ein elementarer Abstand (d0) ist, der elementare Abstand der Größe der Unterteilung des betreffenden Abschnittes in Teilabschnitte, wie von der DSS der Signalisierungsvorrichtung definiert, entspricht, indem die aktuelle MA auf einen Abstand entsprechend einem Vielfachen des elementaren Abstands erweitert wird, sodass ein mögliches neues Ende der MA dem letzten dynamischen Teilabschnitt, der frei ist, entspricht; und
    - das Senden der aktualisierten MA an den nachfolgenden Zug.
  11. Verfahren nach Anspruch 10, dadurch gekennzeichnet, dass es einen Schritt des Bestimmens der Position des Endes des vorausfahrenden Zuges aus der im empfangenen Positionsbericht erwähnten geschätzten Position des vorausfahrenden Zuges und einer Information bezüglich der Länge des vorausfahrenden Zuges unter Berücksichtigung einer Sicherheitsspanne umfasst.
  12. Verfahren nach Anspruch 10 oder Anspruch 11, dadurch gekennzeichnet, dass das Erstellen einer Route Folgendes umfasst:
    - von dem Segment, auf dem der nachfolgende Zug aktuell zirkuliert, prüfen, ob der Belegungsstatus des nächsten Segments "nicht belegt" oder "belegt" ist;
    - wenn das nächste Segment "nicht belegt" ist, Reservieren des Segments für den nachfolgenden Zug und Einbeziehen des Segments in die Route;
    - wenn das nächste Segment "belegt" ist, prüfen, ob der Wert eines Attributs des Abschnitts ein Eintreten des nachfolgenden Zuges in den belegten Abschnitt und ein Einbeziehen des Segments in die Route gestattet.
  13. Verfahren nach Anspruch 12, dadurch gekennzeichnet, dass das System das Attribut durch Verifizieren, dass das hintere Ende des vorausfahrenden Zuges den Eintrittspunkt des Abschnitts passiert hat, aufrechterhält, und wenn der vorausfahrende Zug seine Position und Integrität meldet, gestattet der Wert des Attributs dem nachfolgenden Zug ein Eintreten in den belegten Abschnitt, wenn beide dieser Bedingungen verifiziert sind.
  14. Verfahren nach einem der Ansprüche 10 bis 13, dadurch gekennzeichnet, dass das Signalisierungssystem die DSS-Abschnittsunterteilung eines invalidierten Abschnitts im Fall der Erkennung einer Anomalie in der Zusammenstellung stoppt, umfassend:
    - dass der EVC eines Zuges nicht vom Typ European Train Control System Level 3 ist;
    - dass die Kommunikation zwischen dem System und dem Zug-EVC verlorenging;
    - dass der EVC eines Zuges einen Verlust von Integrität angibt.
  15. Verfahren nach Anspruch 14, dadurch gekennzeichnet, dass das Signalisierungssystem dazu ausgestaltet ist, einen invalidierten Abschnitt mit der Bewegung eines ihn befahrenden European-Train-Control-System-Level-3-Zuges im On-Sight-Modus, OS-Modus, über die Gesamtheit des invalidierten Abschnitts freizugeben.
EP15305284.0A 2015-02-24 2015-02-24 Signalisierungssystem für ein schienennetz und verfahren für die vollständige überwachung eines zuges, die durch solch ein signalisierungssystem realisiert wird Active EP3061666B1 (de)

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AU2016201090A AU2016201090B2 (en) 2015-02-24 2016-02-22 Signalling system for a railway network and method for the full supervision of a train realised by such a signalling system

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