EP3105103A1 - Procédé et configuration de système pour relocaliser un véhicule ferroviaire - Google Patents

Procédé et configuration de système pour relocaliser un véhicule ferroviaire

Info

Publication number
EP3105103A1
EP3105103A1 EP15712554.3A EP15712554A EP3105103A1 EP 3105103 A1 EP3105103 A1 EP 3105103A1 EP 15712554 A EP15712554 A EP 15712554A EP 3105103 A1 EP3105103 A1 EP 3105103A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
monitoring device
distance
rail
route monitoring
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15712554.3A
Other languages
German (de)
English (en)
Other versions
EP3105103B1 (fr
Inventor
Jacob Johannes KOHLRUSS
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP3105103A1 publication Critical patent/EP3105103A1/fr
Application granted granted Critical
Publication of EP3105103B1 publication Critical patent/EP3105103B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L25/026—Relative localisation, e.g. using odometer
    • 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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween

Definitions

  • the invention relates to a method for reortening a first rail vehicle whose locating function has failed, as well as a corresponding system configuration.
  • the location of rail vehicles that is the permanent location of each individual rail vehicle, is of crucial importance for safety.
  • trackside for example, in a signal box or a control center
  • the current position of the individual rail vehicles must be known at any time.
  • this rail vehicle In case of failure of the localization of a rail vehicle, this rail vehicle must be stopped. Subsequent rail vehicles must also be stopped because the trackside is not known where the rail vehicle with the failed locating function and thus the possibility of collision with another rail vehicle. This significantly affects the performance of the overall system.
  • the causative failure of the locating function can occur, for example, in the case of technical faults or due to certain tolerance violations.
  • the invention has for its object to provide a method and a system configuration, which allow a faster and staff-independent reortening of a first rail vehicle whose locating function has failed.
  • Step 7 receiving data.
  • the object is also achieved with a system configuration in which a track monitoring device for on-demand communication with a train control unit of a rail vehicle is provided, wherein the Glasêt réelle is connected to a locating device of the rail vehicle and a distance sensor of the rail vehicle for determining the distance to a further rail vehicle located in the direction of travel of the rail vehicle.
  • the delocalized first rail vehicle is located by a second rail vehicle whose location is intact and a track monitor.
  • the second rail vehicle approaches the first rail vehicle up to a safety distance and then determines its distance to the delocalized first rail vehicle by means of a distance sensor.
  • the distance sensor also allows compliance with the safety distance between see the trains, which usually corresponds to at least the braking distance. After stopping the second rail vehicle this transmits its own position and the measured distance to the track monitoring device, which determines the position data of the first rail vehicle from these data.
  • the method is continued with the following steps:
  • this information is transmitted to the route monitoring device and the regular operation is continued by the first rail vehicle or, if the answer is negative, this information is continued by the first
  • Rail car is transmitted to the route monitoring device, which then move orders to the first rail vehicle for slow travel and the second Rail vehicle for tracking the first rail vehicle at a safe distance granted, with the steps 7, 8 and 9 are cyclically repeated until safe stop positions of the two rail vehicles.
  • the position data determined by the route monitoring device according to step 8 are transmitted to the first rail vehicle, which then undertakes a comparison attempt with its own location data, if available.
  • the aim is to restore their own locating function.
  • the now intact locating function of the first rail vehicle is used to continue the regular driving operation of the first rail vehicle.
  • the first rail vehicle transmits the affirmative information to the route monitoring device whose activities are thereby terminated.
  • the track monitoring device undertakes the coordination of the two rail vehicles, with the first rail vehicle being guided with the aid of the second rail vehicle to a safe holding position by the second rail vehicle constantly transmits position and distance to the distance monitoring device, which determines it from current position data of the first rail vehicle and transmits it to the first rail vehicle.
  • a safe passage of the first rail vehicle whose locating function is defective, is virtually possible until a safe stop position, in which passengers can possibly get off, is reached.
  • the stop position may also be a parking facility or a repair depot.
  • the claimed automatic procedure also eliminates a tunnel closure in which the entire would have to be shut down because people do not have to enter the tunnel.
  • a reaction takes place immediately after detection of the failure of the locating function of the first rail vehicle and no delays occur during sharpening with the aid of the second rail vehicle. Impairment of the operation and its performance is reduced to a minimum.
  • the system configuration according to claim 3 consists of components that are already largely available and can be shared for the procedure.
  • the distance sensor according to claim 4 may be formed as a radar sensor, which is usually provided for distance and / or speed measurements over ground, with only an orientation of the radar sensor in the direction of travel must be possible.
  • other embodiments of the distance sensor are also conceivable, for example based on RFID radio frequency identification or laser scanners.
  • a first rail vehicle 1 and a second rail vehicle 2 are located on a common track 3, the second rail vehicle 2 following the first rail vehicle 1.
  • the rail vehicles 1 and 2 are each equipped with a train control unit 4 and 5, which cooperates with a distance sensor 6 and 7 and a locating device 8 and 9 respectively.
  • the train control unit 4 or 5 via a transmitting / receiving device 10 or 11 with a stationary route monitoring device 12th
  • This system configuration is designed such that the re-locating of the first rail vehicle 1 is possible, if whose locating device 8 fails.
  • the second rail vehicle 2 by means of the distance sensor 7 and the track monitoring device 12 as close as possible - while maintaining a safe distance - to the first Schienenfahr- tool 1, which was stopped because of Ortungsausfalls.
  • the locating device 9 of the second rail vehicle 2 transmits its locating data to the track monitoring device 12 via the train control device 5 and the transceiver 11.
  • the distance sensor 7 measures the distance to the first rail vehicle 1, the distance data also being transmitted via the train control device 5 and the transmitting / receiving device 11 are sent to the route monitoring device 12. With the location data and the distance data, the distance monitoring device 12 determines the position of the first rail vehicle 1. The re-location of the first rail vehicle 1 is thus carried out.
  • the system configuration can also be used to guide the rail vehicle 1 with the aid of the second rail vehicle 2 and its distance and location data at a slow speed to a position at which it is possible to restore the locating function of the first rail vehicle 1 or a certain other location. where the train service on track 3 is no longer impaired.
  • This method is automatic and without time delay, with a particular advantage is that personnel deployment to locate the first rail vehicle and its safety-related move out of the danger area is not required.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de relocalisation d'un premier véhicule ferroviaire (1), dont la fonction de localisation est défaillante, ainsi qu'une configuration de système correspondante. Le procédé permet d'effectuer une relocalisation rapide sans intervention humaine, par le biais des étapes suivantes : 1. arrêter le premier véhicule ferroviaire (1), 2. transférer des informations de défaillance du premier véhicule ferroviaire (1) à un dispositif de surveillance de voie (12), 3. transférer l'information de défaillance de l'unité de surveillance de voie (12) à un deuxième véhicule ferroviaire (2), qui suit le premier véhicule ferroviaire (1), 4. approcher le deuxième véhicule ferroviaire (2) du premier véhicule ferroviaire (1), 5. activer un capteur de distance (7) du deuxième véhicule ferroviaire (2) et mesurer la distance au premier véhicule ferroviaire (1), 6. arrêter le deuxième véhicule ferroviaire (2) à une position avec une distance de sécurité par rapport au premier véhicule ferroviaire (1), 7. transférer la position du deuxième véhicule ferroviaire (2) et sa distance par rapport au premier véhicule ferroviaire (1) à l'unité de surveillance de voie (12) et 8. déterminer les données de position du premier véhicule ferroviaire (1) par le biais de l'unité de surveillance de voie (12) à partir des données reçues à l'étape 7.
EP15712554.3A 2014-04-08 2015-03-17 Procédé et configuration de système pour relocaliser un véhicule ferroviaire Active EP3105103B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014206741.3A DE102014206741A1 (de) 2014-04-08 2014-04-08 Verfahren und Systemkonfiguration zum Reorten eines Schienenfahrzeuges
PCT/EP2015/055500 WO2015154950A1 (fr) 2014-04-08 2015-03-17 Procédé et configuration de système pour relocaliser un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3105103A1 true EP3105103A1 (fr) 2016-12-21
EP3105103B1 EP3105103B1 (fr) 2017-12-13

Family

ID=52745865

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15712554.3A Active EP3105103B1 (fr) 2014-04-08 2015-03-17 Procédé et configuration de système pour relocaliser un véhicule ferroviaire

Country Status (8)

Country Link
EP (1) EP3105103B1 (fr)
CN (1) CN106103236B (fr)
DE (1) DE102014206741A1 (fr)
DK (1) DK3105103T3 (fr)
ES (1) ES2662612T3 (fr)
HU (1) HUE038476T2 (fr)
NO (1) NO2748793T3 (fr)
WO (1) WO2015154950A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016220215A1 (de) * 2016-10-17 2018-04-19 Siemens Aktiengesellschaft Verfahren zum Betreiben von Schienenfahrzeugen
CN107878513B (zh) * 2017-09-11 2020-07-24 浙江众合科技股份有限公司 一种无人驾驶列车失位救援方法
CN107856703B (zh) * 2017-09-11 2020-07-24 浙江众合科技股份有限公司 一种无人驾驶列车定位自动恢复方法
CN108216302B (zh) * 2017-12-22 2020-02-14 交控科技股份有限公司 一种基于主动识别的列车虚拟连挂救援方法
DE102018203665A1 (de) * 2018-03-12 2019-09-12 Siemens Aktiengesellschaft Positions- und Geschwindigkeitsermittlung durch Kooperation zwischen einer Mehrzahl von Fahrzeugen
CN114559982B (zh) * 2020-11-27 2023-07-14 比亚迪股份有限公司 故障列车定位恢复方法、ats及列车控制系统
CN114524003B (zh) * 2022-04-24 2022-07-15 北京北交信通科技有限公司 调车顶送作业中车尾和停留车之间距离计算的方法

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FR2530568B1 (fr) * 1982-07-22 1986-04-04 Transports Commun Ste Lyonnai Procede et dispositif de reconnaissance et de controle de position pour vehicules de transport
DE4436011B4 (de) * 1994-10-08 2009-05-14 Alcatel Sel Ag System zur Steuerung von spurgebundenen Fahrzeugen mit verbesserter Fahrzeugortung
DE19523726A1 (de) * 1995-06-23 1997-01-02 Siemens Ag Verfahren zur streckenseitigen Zugschlußerkennung im Eisenbahnwesen
DE19713481A1 (de) * 1997-03-18 1998-09-24 Siemens Ag Einrichtung zur Eigenortung spurgeführter Fahrzeuge
DE19822803A1 (de) * 1998-05-20 1999-11-25 Alcatel Sa Verfahren zum Betrieb von Schienenfahrzeugen sowie Zugsteuerzentrale und Fahrzeuggerät hierfür
DE102008060185A1 (de) * 2008-11-28 2010-06-10 Siemens Aktiengesellschaft Verfahren zur Kollisionswarnung und Kollisionswarnsystem
CN103260994A (zh) * 2010-12-09 2013-08-21 西门子公司 车载控制单元与公共交通网之间的信息通讯方法
CN102700571A (zh) * 2012-05-25 2012-10-03 兰州交通大学 基于车车通信的ctcs安全叠加列车碰撞防护系统及方法
CN202703635U (zh) * 2012-07-31 2013-01-30 上海中科高等研究院 基于声波示警的列车防撞系统
CN102923167B (zh) * 2012-10-25 2015-10-14 北京交通大学 列车追踪接近预警系统
DE202013000437U1 (de) * 2013-01-16 2013-01-24 Pepperl + Fuchs Gmbh Sensorvorrichtung für ein Fahrzeug

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Also Published As

Publication number Publication date
ES2662612T3 (es) 2018-04-09
DE102014206741A1 (de) 2015-10-08
CN106103236A (zh) 2016-11-09
DK3105103T3 (en) 2018-02-26
EP3105103B1 (fr) 2017-12-13
NO2748793T3 (fr) 2018-03-10
CN106103236B (zh) 2018-06-22
WO2015154950A1 (fr) 2015-10-15
HUE038476T2 (hu) 2018-10-29

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