EP3090918B1 - System und verfahren für automatische schienenelementannäherung - Google Patents

System und verfahren für automatische schienenelementannäherung Download PDF

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Publication number
EP3090918B1
EP3090918B1 EP15290125.2A EP15290125A EP3090918B1 EP 3090918 B1 EP3090918 B1 EP 3090918B1 EP 15290125 A EP15290125 A EP 15290125A EP 3090918 B1 EP3090918 B1 EP 3090918B1
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EP
European Patent Office
Prior art keywords
speed
guided vehicle
speed profile
ssp
profile
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EP15290125.2A
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English (en)
French (fr)
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EP3090918A1 (de
Inventor
Pierre-Olivier GUISLAIN
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to EP15290125.2A priority Critical patent/EP3090918B1/de
Priority to ES15290125T priority patent/ES2902218T3/es
Priority to PCT/EP2016/058004 priority patent/WO2016177541A1/en
Priority to BR112017023387A priority patent/BR112017023387A2/pt
Priority to CN201680026071.6A priority patent/CN107548368B/zh
Publication of EP3090918A1 publication Critical patent/EP3090918A1/de
Priority to HK18107411.6A priority patent/HK1247899A1/zh
Application granted granted Critical
Publication of EP3090918B1 publication Critical patent/EP3090918B1/de
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    • 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
    • B61L15/0062—On-board target speed calculation or supervision

Definitions

  • the present invention concerns a system and a method for automatically controlling a guided vehicle approaching a track element.
  • the present invention is directed to a method and a system configured for controlling the automatic approach of a guided vehicle in direction of a track element, e.g. a bumper, until a stop of the guided vehicle close to said track element.
  • a track element e.g. a bumper
  • the track element is preferentially a bumper, i.e. a device known in the art that prevents guided vehicles from overrunning the bumper position, e.g. a dead-end of a stub track.
  • Guided vehicle refers to public transport means such as subways, trains or train units, etc., as well as load transporting means such as, for example, freight trains, for which safety is a very important factor and which are guided along a railway or track by at least one rail, in particular by two rails, wherein tracks might be equipped with a bumper installed at a predefined position, e.g. at a track dead-end, in order to prevent an overrun of said predefined position by the guided vehicle.
  • public transport means such as subways, trains or train units, etc.
  • load transporting means such as, for example, freight trains, for which safety is a very important factor and which are guided along a railway or track by at least one rail, in particular by two rails, wherein tracks might be equipped with a bumper installed at a predefined position, e.g. at a track dead-end, in order to prevent an overrun of said predefined position by the guided vehicle.
  • a guided vehicle is authorized by its Automatic Train Protection (ATP) system to approach a track element up to a predefined security distance that defines the minimum distance separating the track element from the guided vehicle once the latter is at standstill.
  • ATP Automatic Train Protection
  • the ATP system is configured for controlling the speed of the guided vehicle in function of the distance separating said guided vehicle from the position of the track element, and if said speed exceeds a limit speed defined by a deceleration curve, then the ATP system automatically triggers an emergency brake in order to prevent e.g. a collision with a bumper.
  • the ATP system prevents thus the guided vehicle to stop within a distance from the bumper that is smaller than the predefined security distance.
  • An objective of the present invention is to propose a system and a method that allows a guided vehicle to approach a track element, e.g. a bumper, closer than the predefined security distance controlled by the ATP system, the system and method according to the invention being simple, cost effective, and able to prevent any damages when colliding with said track element while said predefined security distance is exceeded/overrun.
  • a track element e.g. a bumper
  • EP2832581 A1 discloses an automatic train protection system in which a regular brake parttern and an emergency brake pattern are provided. To allow a train to approach closer to a stopping point, when the train speed drops to a predetermined level, it is allowed to continue at that level, higher than the normal braking pattern, for a predetermined distance before being stopped.
  • the invention provides an ATP system according to claim 1 and a method for controlling a guided vehicle according to claim 12.
  • the system of the invention is for controlling a track element (e.g. bumper) guided vehicle approach, said ATP system comprising:
  • the second speed profile is only defined/calculated by the control unit for positions of the guided vehicle comprised/falling within an engaging distance from the track element, wherein the engaging distance is greater than or equal to the predefined security distance.
  • the second speed profile defines for each position x of the guided vehicle comprised within the engaging distance from the track element position a speed limit in function of the position of the track element, wherein the second speed profile comprises at least one speed limit defined for a position x that is greater than the maximum authorized speed defined for said position x in the first speed profile.
  • the second speed profile comprises speed limits in function of the position of the guided vehicle, wherein for at least one set of positions x of said guided vehicle comprised within the engaging distance, the speed limit is greater than the maximum authorized speed defined by the first speed profile for the positions x of the guided vehicle comprised in this set of positions.
  • Said set of positions is for example the positions of the guided vehicle within the engaging distance for which the maximum authorized speed is defined as strictly positive by the first speed profile.
  • the second speed profile defines the speed limit in function of the guided vehicle position compared to the track element position on said track, wherein, for a same guided vehicle position, said speed limit is greater than the maximum authorized speed until the guided vehicle position falls within a predefined approach distance from the track element.
  • the predefined approach distance is the distance between the position of the track element and the position of the guided vehicle in said second speed profile from which the speed limit continuously equal to zero until the position of the guided vehicle coincides with the position of the track element.
  • the speed limit for positions of the guided vehicle within the predefined approach distance is thus preferentially zero, the predefined approach distance being smaller than the predefined security distance.
  • control unit is further configured for controlling if the guided vehicle speed exceeds either the speed limit defined in the second speed profile or the maximum authorized speed defined in the first speed profile and for automatically triggering an emergency brake if "and only if
  • the second speed profile prevails over the first speed profile means that as soon as said second speed profile is determined by the control unit for a position of the guided vehicle, then the triggering of an emergency brake for a guided vehicle speed exceeding the maximum authorized speed defined in the first speed profile for said position is cancelled or withdrawn and replaced by a triggering of an emergency brake for guided vehicle speed exceeding the speed limit defined in the second speed profile for said position, and this for each position of the guided vehicle for which a speed limit and a maximum authorized speed are respectively defined by the second and first speed profile.
  • the first speed profile is the nominal/regular/normal speed profile defined for a guided vehicle approaching a track element until a predefined security distance is reached and the second speed profile is specific to a track element approach overrunning the predefined security distance, the second speed profile defining thus a "close track element approach" for the guided vehicle approaching said track element.
  • the track element is a bumper.
  • the present invention concerns also a method for controlling the displacement of a guided vehicle approaching a track element, in other words a guided vehicle approach of a track element, the method according to the invention comprising the steps:
  • the step "controlling if the guided vehicle speed exceeds the maximum authorized speed defined in the first speed profile or the speed limit defined in the second speed profile” comprises in particular automatically collecting guided vehicle speed data and guided vehicle position data, e.g. from a speed measuring device and/or a positioning device of the guided vehicle, and comparing, for each position of the guided vehicle, its speed with the maximum authorized speed and/or the speed limit in order to determine if the guided vehicle speed exceeds the speed limit defined in the second speed profile and/or the maximum authorized speed defined in the first speed profile
  • the database according to the invention comprises track element parameters (such as the position of the track element, a mechanical property of the track element like a length of a bumper actuator and/or its damping coefficient, and/or the maximum kinetic energy it may absorb in case of collision without causing damages to the bumper, etc.) and guided vehicle parameters (like its load, its braking force, its speed, the maximum kinetic energy it may absorb in case of collision without causing damages to the guided vehicle, etc.).
  • the control unit is configured for determining the second speed profile from said track element parameters and/or guided vehicle parameters.
  • said track element is a bumper and the bumper parameters allow to calculate the maximum kinetic energy that might be absorbed by the bumper in case of a collision of the guided vehicle with said bumper.
  • the speed limit for a position of the guided vehicle is determined/calculated by the control unit from said track element parameters, guided vehicle parameters, and said maximum kinetic energy.
  • the minimum kinetic energy among the maximum kinetic energy that might be absorbed by the track element and the maximum kinetic energy that might be absorbed by the guided vehicle is automatically chosen as parameter for the calculation of the second speed profile.
  • the speed limit determined/calculated for a position P of the guided vehicle by the control unit is equal to the speed of the guided vehicle at said position P that will generate at the position B of the bumper a kinetic energy equals to said maximum kinetic energy that might be absorbed by the bumper or by the guided vehicle if the guided vehicle triggers an emergency brake from said position P, the smallest of said maximum kinetic energy being chosen for the calculation.
  • the calculation/determination of said speed limit takes into account other parameters such as a reaction time for triggering the emergency brake, and/or a braking force, etc.
  • the emergency brake may take into consideration passenger safety in order to avoid any brutal braking and passenger injuries.
  • the first speed profile is computed with the assumption that the guided vehicle will never reach position B.
  • the second speed profile is preferentially computed with the assumption that the guided vehicle which triggers an emergency break at a distance x from the position B (e.g. at the position B-Da - see Fig. 2 ) because exceeding a speed S x defined for said position x by the second speed profile would collide with the track element, e.g. the bumper, with a kinetic energy less than the maximum kinetic energy defined for said track element, e.g. bumper, i.e. less than the maximum kinetic energy that can be absorbed by the guided vehicle or the bumper.
  • the database comprises a classification of the track elements into classes in function of their parameters
  • the control unit is configured for storing for each class of track elements a second speed profile in function of guided vehicle parameters, said second speed profile characterizing the speed limit in function of the separation distance between the guided vehicle and the track element belonging to that class.
  • Figure 1 and Figure 2 show an ATP system 1 according to the invention installed on-board a guided vehicle 2 which is configured for moving on a track 3 that coincides with the abscissa of the graph.
  • the graph in Figure 1 represents the speed of the guided vehicle (in ordinate) in function of its position (in abscissa).
  • the track 3 is in particular a stub track equipped with a track element that is a bumper 4.
  • the position of the bumper 4 on the track is represented by the letter B, and will be refer to hereafter as "position B" of the bumper 4 (or more generally of a track element). While we illustrate the present invention with the particular case of a track element being a bumper, the skilled man will understand that the features disclosed in relation with the bumper also apply to the general case when considering a track element.
  • the ATP system 1 comprises a control unit 11 and a database 12 connected to each other.
  • the control unit 11 may also be connected to a speed measuring device 13 configured for measuring the speed of the guided vehicle and/or to a positioning device configured for measuring/determining the position of the guided vehicle 2 on the track 3.
  • the continuous line represents the Emergency Brake Deceleration curve for the guided vehicle 2, to which will refer hereafter by "EBD” for simplicity.
  • the dashed-dotted line, called FSP represents the first speed profile, i.e. a profile of speed characterizing the nominal/regular/normal speed of the guided vehicle 2 when approaching the bumper 4.
  • the FSP defines a maximum authorized speed of the guided vehicle 2 in function of its position x on the track section or track 3 compared to the position B of the bumper, the maximum authorized speed for positions of the guided vehicle 2 falling within a predefined security distance Ds from the bumper 4 being zero.
  • the FSP shows in particular decreasing maximum authorized speed values when decreasing the distance separating the guided vehicle position from the bumper position, until the curve formed by said values crosses the abscissa at the position B-Ds and has then maximum authorized speed values equal to zero until the position B of the bumper 4 is reached.
  • the ATP system 1 for each position x of the guided vehicle 2, the ATP system 1 is configured for comparing the speed of the guided vehicle 2 at the position x with the maximum authorized speed defined by the FSP for said position x. If the speed of the guided vehicle at said position x is higher than the maximum authorized speed for said position x, then the ATP system 1 automatically triggers an emergency brake for decelerating the guided vehicle 2 according to the EBD. Consequently, the guided vehicle 2 cannot overrun/pass the position B-Ds.
  • the graph of Figure 2 comprises a third curve represented by a dashed line and that illustrates the second speed profile, hereafter called SSP for simplicity.
  • the SSP defines, when implemented by the ATP system 1 according to the invention, a close bumper approach, i.e. allows an overrun of the position B-Ds by the guided vehicle 2 when approaching the bumper B while ensuring safety for the guided vehicle 2 if it moves at a speed smaller than a speed limit.
  • the SSP defines thus a speed limit Sx, e.g. a constant speed limit S L , of the guided vehicle 2 in function of its position x on the track section or track 3 compared to the position B of the bumper.
  • the speed limit Sx for a position x is greater than the maximum authorized speed for said position x, in particular for each position x for which a speed limit is strictly positive.
  • the speed limit for positions of the guided vehicle 2 falling within a predefined approach distance Da from the position of the bumper 4 is zero.
  • the second speed profile defines preferentially at least one set of positions x comprised within the engaging distance for which the speed limit is greater than the maximum authorized speed defined by the first speed profile for said positions x.
  • a set of positions is for example the set of positions of the guided vehicle within the engaging distance for which the maximum authorized speed is defined as strictly positive by the first speed profile.
  • the second speed profile may define another set of positions x comprised within the engaging distance and for which the speed limit is greater or equal to the maximum authorized speed defined by the first speed profile.
  • the speed limit is strictly greater than the maximum authorized speed for positions comprised in the interval [B-Ds ; B-Da[, and equal, e.g. equal to 0, for positions comprised in the interval [B-Da ; Da] (cf. Fig. 2 ).
  • the SSP is automatically determined by the control unit 11 according to the invention.
  • the SSP is determined/calculated by the control unit 11 from bumper parameters, and/or guided vehicle parameters.
  • the speed limit defined by the SSP for a position x of the guided vehicle is calculated for avoiding a kinetic energy at the bumper position B that overcomes the maximum kinetic energy that might be absorbed by the bumper in case of a collision of the guided vehicle 2 with said bumper 4 at the position B when the guided vehicle triggers an emergency braking at the position x.
  • the ATP system 1 for each position x of the guided vehicle 2, is configured for comparing the speed of the guided vehicle 2 at the position x with the maximum authorized speed defined by the FSP for said position x and/or the speed limit defined by the SSP if such a speed limit has been determined by the control unit 11 for said position x. If the speed of the guided vehicle at said position x is higher than the speed limit defined for said position if such a speed limit has been defined, or higher than the maximum authorized speed for said position x if no speed limit has been determined for said position x, then the ATP system 1 automatically triggers an emergency brake for decelerating the guided vehicle 2 according to the EBD.
  • the guided vehicle 2 can overrun/pass the position B-Ds that was imposed by the FSP until reaching a position B-Da that might be defined for example in function of the bumper parameters.
  • the control unit 11 determines said SSP if and only if the database comprises track element, e.g. bumper, parameters, in particular if and only if said bumper parameters allow to determine said maximum kinetic energy.
  • the ATP system 1 is in particular configured for being installed on-board the guided vehicle 2 and allows a closer approach of bumpers 4 compared to prior art ATP systems.
  • the control unit 11 is configured for calculating/determining said SSP for positions of the guided vehicle comprised within an engaging distance ED from the bumper position B.
  • the control unit 11 is in particular configured for calculating a speed limit only for positions of the guided vehicle comprised between B-ED and B, i.e. for a set of positions comprised within the interval [B-ED, B].
  • the control unit 11 is in particular configured for
  • control unit 11 is configured for storing the calculated/determined SSP in the database 12.
  • control unit 11 is capable of classifying the SSP in function of bumper parameters, so that classes of bumpers are automatically determined, wherein each class might be characterized by one SSP.
  • the present invention proposes a simple system and method allowing a guided vehicle 2 to overrun a security distance Ds while maintaining a high degree of safety for the guided vehicle 2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (15)

  1. Automatisches Zugsicherungssystem (1) (nachfolgend "AZS-System") zum Steuern eines spurgebundenen Fahrzeugs (2), das sich einem Gleiselement (4) nähert, wobei das AZS-System (1) Folgendes umfasst:
    - eine Steuereinheit (11), die so konfiguriert ist, dass sie die Geschwindigkeit des spurgebundenen Fahrzeugs einem ersten Geschwindigkeitsprofil (FSP) entsprechend regelt, wobei das erste Geschwindigkeitsprofil (FSP) so konfiguriert ist, dass es eine zulässige Höchstgeschwindigkeit für das spurgebundene Fahrzeug (2) in Abhängigkeit von dessen Position im Verhältnis zur Position (B) des Gleiselements (4) definiert, wobei die zulässige Höchstgeschwindigkeit für Positionen des spurgebundenen Fahrzeugs (2), die in einen vorgegebenen Sicherheitsabstand (DS) zur Position (B) des Gleiselements (4) fallen, null beträgt,
    wobei
    - das AZS so konfiguriert ist, dass es eine Notbremse auslöst, wenn eine Geschwindigkeit des spurgebundenen Fahrzeugs (2) an einer Position x über der von dem ersten Geschwindigkeitsprofil (FSP) für die Position x definierten zulässigen Höchstgeschwindigkeit liegt, es sei denn, für die Position x liegt ein zweites Geschwindigkeitsprofil (SSP) vor, wobei die Steuereinheit (11) so konfiguriert ist, dass sie automatisch das zweite Geschwindigkeitsprofil (SSP) für das spurgebundene Fahrzeug (2) bestimmt, wobei das zweite Geschwindigkeitsprofil (SSP) eine Geschwindigkeitsbegrenzung für das spurgebundene Fahrzeug (2) in Abhängigkeit von dessen Position im Verhältnis zur Position (B) des Gleiselements (4) definiert, wobei das zweite Geschwindigkeitsprofil (SSP), wenn eine solche Geschwindigkeitsbegrenzung in dem zweiten Geschwindigkeitsprofil (SSP) für die Position x definiert ist, beim Auslösen der Notbremse dem ersten Geschwindigkeitsprofil (FSP) gegenüber Priorität besitzt.
  2. AZS-System (1) nach Anspruch 1, wobei die Steuereinheit (11) so konfiguriert ist, dass sie überprüft, ob die Geschwindigkeit des spurgebundenen Fahrzeugs entweder die in dem zweiten Geschwindigkeitsprofil (SSP) definierte Geschwindigkeitsbegrenzung oder die in dem ersten Geschwindigkeitsprofil (FSP) definierte zulässige Höchstgeschwindigkeit überschreitet, und nur dann automatisch eine Notbremse auslöst, wenn die für eine Position x des spurgebundenen Fahrzeugs (2) gemessene Geschwindigkeit des spurgebundenen Fahrzeugs
    - entweder die in dem zweiten Geschwindigkeitsprofil (SSP) für die Position x definierte Geschwindigkeitsbegrenzung überschreitet, wenn in dem zweiten Geschwindigkeitsprofil (SSP) für die Position x eine Geschwindigkeitsbegrenzung definiert ist,
    - oder die von dem ersten Geschwindigkeitsprofil (FSP) für die Position x definierte zulässige Höchstgeschwindigkeit überschreitet, wenn in dem zweiten Geschwindigkeitsprofil (SSP) für die Position x keine Geschwindigkeitsbegrenzung definiert ist.
  3. AZS-System (1) nach Anspruch 1 oder 2, wobei das zweite Geschwindigkeitsprofil (SSP) nur für Positionen des spurgebundenen Fahrzeugs (2) definiert ist, die in einen Vorabstand (ED) zur Gleiselementposition (B) fallen, wobei der Vorabstand (ED) mindestens dem vorgegebenen Sicherheitsabstand (Ds) entspricht.
  4. AZS-System (1) nach Anspruch 3, wobei das zweite Geschwindigkeitsprofil (SSP) für eine in dem Vorabstand (ED) liegende Position x mindestens eine Geschwindigkeitsbegrenzung definiert, die über der von dem ersten Geschwindigkeitsprofil (FSP) für die Position x definierten zulässigen Höchstgeschwindigkeit liegt.
  5. AZS-System (1) nach Anspruch 3 oder 4, wobei das zweite Geschwindigkeitsprofil (SSP) eine Geschwindigkeitsbegrenzung definiert, die über der zulässigen Höchstgeschwindigkeit für eine Reihe von Positionen des spurgebundenen Fahrzeugs (2) liegt, die in dem Vorabstand (ED) liegen und für die eine zulässige Höchstgeschwindigkeit von dem ersten Geschwindigkeitsprofil (FSP) als streng positiv definiert ist.
  6. AZS-System (1) nach einem der Ansprüche 1 bis 5, wobei die Geschwindigkeitsbegrenzung für Positionen des spurgebundenen Fahrzeugs (2), die in einen vorgegebenen Anfahrabstand (Da) zur Gleiselementposition (B) fallen, null beträgt.
  7. AZS-System (1) nach Anspruch 6, wobei die Geschwindigkeitsbegrenzung für Positionen x des spurgebundenen Fahrzeugs, bei denen der Abstand zwischen der Position x und der Gleiselementposition (B) größer als der vorgegebene Anfahrabstand (Da) und kleiner als der Vorabstand (ED) ist, streng positiv ist.
  8. AZS-System (1) nach einem der Ansprüche 1 bis 7, wobei das Auslösen einer Notbremse für eine Geschwindigkeit des spurgebundenen Fahrzeugs, die die in dem ersten Geschwindigkeitsprofil (FSP) für eine Position x des spurgebundenen Fahrzeugs definierte zulässige Höchstgeschwindigkeit überschreitet, widerrufen und, sobald das zweite Geschwindigkeitsprofil (SSP) bestimmt wird und eine Geschwindigkeitsbegrenzung für die Position x definiert, durch ein Auslösen einer Notbremse für eine Geschwindigkeit des spurgebundenen Fahrzeugs ersetzt wird, die die in dem zweiten Geschwindigkeitsprofil (SSP) für die Position x definierte Geschwindigkeitsbegrenzung überschreitet.
  9. AZS-System (1) nach einem der Ansprüche 1 bis 8, wobei die Steuereinheit (11) so konfiguriert ist, dass sie das zweite Geschwindigkeitsprofil (SSP) aus Gleiselementparametern und/oder Parametern des spurgebundenen Fahrzeugs bestimmt.
  10. AZS-System (1) nach einem der Ansprüche 1 bis 8, wobei die Steuereinheit (11) so konfiguriert ist, dass sie das zweite Geschwindigkeitsprofil (SSP) automatisch in einer Datenbank (12) speichert.
  11. Spurgebundenes Fahrzeug (2) mit dem AZS-System (1) nach einem der Ansprüche 1 bis 10.
  12. Verfahren zum Steuern einer Anfahrt eines spurgebundenen Fahrzeugs an ein Gleiselement (4), wobei das Verfahren folgende Schritte umfasst:
    - Bestimmen eines ersten Geschwindigkeitsprofils (FSP) für eine Anfahrt des spurgebundenen Fahrzeugs (2) an das Gleiselement (4), wobei das erste Geschwindigkeitsprofil eine zulässige Höchstgeschwindigkeit des spurgebundenen Fahrzeugs (2) in Abhängigkeit von dessen Position im Verhältnis zur Position (B) des Gleiselements (4) definiert, wobei die zulässige Höchstgeschwindigkeit für Positionen des spurgebundenen Fahrzeugs (2), die in einen vorgegebenen Sicherheitsabstand (Ds) zum Gleiselement (4) fallen, null beträgt,
    wobei das Verfahren ferner Folgendes umfasst:
    - automatisches Bestimmen eines zweiten Geschwindigkeitsprofils (SSP) für das spurgebundene Fahrzeug (2), wobei das zweite Geschwindigkeitsprofil (SSP) eine Geschwindigkeitsbegrenzung für das spurgebundene Fahrzeug in Abhängigkeit von der Position des spurgebundenen Fahrzeugs im Verhältnis zur Gleiselementposition (B) definiert,
    - Überprüfen, ob das spurgebundene Fahrzeug die in dem ersten Geschwindigkeitsprofil definierte zulässige Höchstgeschwindigkeit oder die in dem zweiten Geschwindigkeitsprofil definierte Geschwindigkeitsbegrenzung überschreitet,
    - automatisches Auslösen einer Notbremse des spurgebundenen Fahrzeugs (2), wenn eine Geschwindigkeit des spurgebundenen Fahrzeugs (2) an einer Position x über der von dem ersten Geschwindigkeitsprofil (FSP) für die Position x definierten zulässigen Höchstgeschwindigkeit liegt, es sei denn, für die Position x liegt das zweite Geschwindigkeitsprofil (SSP) vor, und in diesem Fall besitzt das zweite Geschwindigkeitsprofil (SSP) beim automatischen Auslösen der Notbremse dem ersten Geschwindigkeitsprofil (FSP) gegenüber Priorität.
  13. Verfahren nach Anspruch 12, das für jede Position des spurgebundenen Fahrzeugs (2), für die in dem zweiten Geschwindigkeitsprofil (SSP) beziehungsweise dem ersten Geschwindigkeitsprofil (FSP) eine Geschwindigkeitsbegrenzung und eine zulässige Höchstgeschwindigkeit definiert sind, das Widerrufen des Auslösens einer Notbremse für eine Geschwindigkeit des spurgebundenen Fahrzeugs, die die in dem ersten Geschwindigkeitsprofil (FSP) definierte zulässige Höchstgeschwindigkeit überschreitet, und dessen Ersetzen durch ein Auslösen einer Notbremse für eine Geschwindigkeit des spurgebundenen Fahrzeugs umfasst, die die in dem zweiten Geschwindigkeitsprofil (SSP) definierte Geschwindigkeitsbegrenzung überschreitet.
  14. Verfahren nach Anspruch 12 oder 13, wobei nur dann eine Notbremse ausgelöst wird, wenn die für eine Position des spurgebundenen Fahrzeugs gemessene Geschwindigkeit des spurgebundenen Fahrzeugs
    - entweder die für die Position definierte Geschwindigkeitsbegrenzung überschreitet, wenn von dem zweiten Geschwindigkeitsprofil (SSP) für die Position eine solche Geschwindigkeitsbegrenzung definiert wird,
    - oder die zulässige Höchstgeschwindigkeit für die Position überschreitet, wenn in dem zweiten Geschwindigkeitsprofil (SSP) für die Position keine Geschwindigkeitsbegrenzung definiert wird.
  15. Verfahren nach einem der Ansprüche 12 bis 14, das das Bestimmen des zweiten Geschwindigkeitsprofils (SSP) aus Gleiselementparametern und/oder Parametern des spurgebundenen Fahrzeugs umfasst.
EP15290125.2A 2015-05-04 2015-05-04 System und verfahren für automatische schienenelementannäherung Active EP3090918B1 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP15290125.2A EP3090918B1 (de) 2015-05-04 2015-05-04 System und verfahren für automatische schienenelementannäherung
ES15290125T ES2902218T3 (es) 2015-05-04 2015-05-04 Sistema y método para la aproximación automática a elementos de vía
PCT/EP2016/058004 WO2016177541A1 (en) 2015-05-04 2016-04-12 System and method for automatic track element approach
BR112017023387A BR112017023387A2 (pt) 2015-05-04 2016-04-12 sistema e método para aproximação automática de elemento de via
CN201680026071.6A CN107548368B (zh) 2015-05-04 2016-04-12 用于自动接近轨道元件的系统和方法
HK18107411.6A HK1247899A1 (zh) 2015-05-04 2018-06-07 用於自動接近軌道元件的系統和方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15290125.2A EP3090918B1 (de) 2015-05-04 2015-05-04 System und verfahren für automatische schienenelementannäherung

Publications (2)

Publication Number Publication Date
EP3090918A1 EP3090918A1 (de) 2016-11-09
EP3090918B1 true EP3090918B1 (de) 2021-09-15

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CN (1) CN107548368B (de)
BR (1) BR112017023387A2 (de)
ES (1) ES2902218T3 (de)
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DE2626617C2 (de) * 1976-06-14 1982-08-12 Siemens AG, 1000 Berlin und 8000 München Bremsüberwachungseinrichtung
JPS5823274B2 (ja) * 1976-08-24 1983-05-13 日本国有鉄道 自動列車停止保安制御方法
KR101079903B1 (ko) * 2009-08-24 2011-11-04 엘에스산전 주식회사 열차자동운전에서의 속도 제어장치 및 방법
JP5859365B2 (ja) * 2012-03-30 2016-02-10 日本信号株式会社 列車制御装置
CN103350709B (zh) * 2013-07-23 2015-07-22 兰州交通大学 缩短列车安全距离的方法

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BR112017023387A2 (pt) 2018-07-17
CN107548368A (zh) 2018-01-05
WO2016177541A1 (en) 2016-11-10
CN107548368B (zh) 2020-10-27
HK1247899A1 (zh) 2018-10-05
EP3090918A1 (de) 2016-11-09
ES2902218T3 (es) 2022-03-25

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