EP3124351A1 - Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train - Google Patents

Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train Download PDF

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Publication number
EP3124351A1
EP3124351A1 EP15178643.1A EP15178643A EP3124351A1 EP 3124351 A1 EP3124351 A1 EP 3124351A1 EP 15178643 A EP15178643 A EP 15178643A EP 3124351 A1 EP3124351 A1 EP 3124351A1
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European Patent Office
Prior art keywords
train
computer
etcs
data
vehicle
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EP15178643.1A
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German (de)
English (en)
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Peter Winter
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Priority to EP15178643.1A priority Critical patent/EP3124351A1/fr
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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
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • 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
    • B61L27/60—Testing or simulation
    • 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
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction

Definitions

  • the invention relates to a method for retrofitting existing, standard-gauge railway power supply units with the ETCS Level 2 train protection system.
  • ECS European Train Control System
  • the Functional Requirement Specifications provide for normal train travels at the ETCS Level 1 application level Full Supervision or Limited Supervision modes, while at the ETCS application level Level 2 only the operating mode "full monitoring" is used.
  • the ETCS vehicle equipment When driving in full monitoring mode, the ETCS vehicle equipment ensures that the train does not exceed the maximum permissible speed and moves within the limits of the assigned track sections. For this purpose, the ETCS vehicle equipment continuously calculates and monitors the remaining distance to the end of the driving license and the maximum speed and the brake application point based on the received track data and the train data entered by the train driver. The guide is shown the permissible speed and the actual speed continuously on the screen; Outside signals are not mandatory.
  • ETCS Vehicle Equipment
  • the ETCS vehicle equipment When driving in Partial Monitoring mode, the ETCS vehicle equipment will protect the train, either continuously or in sections, from exceeding the maximum speed limit and / or the assigned track sections. ETCS only shows the leader the actual speed; the maximum permissible driving speed must be derived from the service timetable and the external signals.
  • ETCS Level 1 was used in the "partial monitoring" mode, a solution whose inclusion in the European ETCS specification had to be fought against considerable resistance.
  • rail vehicles are each provided with a computer which, during operation, performs monitoring only for selected points along a route.
  • the outside signaling which indicates to a leader of a train information about allowed speeds, is maintained, and an allowable speed may be zero, for example, when the outside signal indicates a stop. Maintaining outside signaling simplifies retrofitting to ETCS Level 2, as it eliminates the need for cab signaling, which is always provided for in the ETCS Level 2 state of the art.
  • no complete and secure route data is required along the entire route. Only selected points along the route are monitored while, for example, uncritical points are not monitored. This allows a more flexible introduction of ETCS Level 2.
  • the security requirements for the radio link between train and radio block headquarters can be reduced.
  • a demolition of the radio link during driving does not necessarily mean that an emergency braking initiated becomes.
  • the leader can continue to control the train due to the external signaling, for example at uncritical places, even if a temporary ETCS monitoring is not guaranteed.
  • ETCS Level 2 is made possible, which is less susceptible to interference.
  • Fig. 1 shows the various components 2-9 of an ETCS vehicle device for level 2 with partial monitoring operation.
  • the components 2-9 have the following meaning:
  • the vehicle 1 is equipped with a computer 2, which also is called the "European Vital Computer” (EVC) and forms the core of the ETCS vehicle equipment.
  • the computer 2 is connected to the components 3, 6, 8, 9 for the exchange of signals and to the components 2a and 4, 5a, 5b for the reception of signals.
  • the computer 2 is equipped with a program, in the execution of a partial monitoring along the route is feasible.
  • Interface Unit 3 (English: "Train Interface Unit” TIU):
  • the balise reader 4 is set up to supply a Eurobalise with energy when driving over.
  • the Eurobalise then transmits its telegram, which is received by the balise reader 4 and forwarded to the computer 2 via the balise transmission module 2a ("BTM").
  • the tachometers 5a are used to measure the rotational speed of the axles on the vehicle 1.
  • a radar device 5b which cooperates with Eurobalises, supplies additional measurement data, by means of which a speed measured by the speedometer 5a can be calibrated. Such Calibration is required because, for example, the axles can slide while driving or braking with high torque, especially on steep roads.
  • the data determined by the speed measuring device 5a, 5b are supplied to the computer 2.
  • GSM-R module 6 Global System for Mobile Communication, Railway
  • antenna 7
  • the GSM-R module 6 and antenna 7 form the data radio device.
  • the GSM-R module 6 can exchange data by means of antenna 7 via radio data to the outside.
  • the GSM-R module 6 is connected to the computer 2 for receiving or passing on the data.
  • the interface 8 is located in the cab and serves as a control and display device. ETCS can communicate with the driver about these. For example, the actual speed of the vehicle 1 is displayed on a screen ("driver-machine interface") via the interface 8. The guide can also input data via the interface 8, which are received by the computer 2.
  • the recording unit 9 is for recording data such that it is e.g. be available for evaluation in the event of an accident.
  • Fig. 2 shows a track section of a track, which is operable in ETCS level 2 with partial monitoring.
  • a track 15 there are Eurobalises 16 (hereinafter also “balises”) for the transmission of information as well as Outside signals 17 for optical information display (“signal concept") for the driver 12 (“train driver”).
  • a signal box 18 via the radio link which is given by the components 7, 19, 20, transmit route data to a vehicle 1.
  • External signals 17 include signals indicating, for example, information about maximum speeds or a reduction in speed, and signals indicating information about the release or blocking of a section of road.
  • An external signal 17 can be designed to be switchable or fixed.
  • the switchable signals which are typically light signals, are connected to an interlocking 18, which is used for technical securing of the routes of the trains and / or maneuvering.
  • the interlocking 18 is connected to one or more radio block centers 19 (Radio Block Center RBC), which allow by means of antennas 20 by radio data exchange with the vehicle 1.
  • Radio Block Center RBC Radio Block Center
  • the signal box 18 determines the release of a section of track and issues appropriate licenses to a vehicle 1 by switching the corresponding external signals and transmits the license via a radio block center 19 to the vehicle 1.
  • Fig. 2 is also a part of a track-clearing device 21 is shown, which is connected to the interlocking 18 and which serves to determine whether a track section is occupied by a train or not.
  • the track-free reporting device 21 includes, for example axle counter or rail circuits.
  • the information content of selected external signals 17 is supplied to the computer 2, e.g. via balises 16 and / or from the signal box 18 via a radio block center 19.
  • the interlocking 18 sets for the respective vehicle 1, the driving license, which defined on which section of the vehicle may drive 1 ("track vacancy"), and transmits the license via the above-mentioned radio connection to the vehicle 1.
  • the interlocking 18 switches according to the driver's license Switchable external signals 17 on the section of the route.
  • the driver 12 can communicate current vehicle data to the computer 2 as needed for the partial monitoring.
  • This vehicle data may e.g. include the length and / or mass of the current turn.
  • the computer 2 may also already contain preconfigured vehicle data.
  • the ETCS equipment of the vehicle 1 is set up so that only the actual speed is displayed on the screen 13 in the cab of the vehicle 1, but no signaling. (This is different from an operation in ETCS level 2 with full monitoring, in which the signaling is not by external signals, but by displaying corresponding information on the screen 13.)
  • the guide controls the vehicle 1 on the basis of the external signals 17 and the service timetable. In particular, it derives the maximum permissible travel speed from the service timetable, the regulations and / or the outside signals.
  • the ETCS equipment of the vehicle 1 is preferably not set up to display a target speed on the screen 13.
  • the computer 2 of the vehicle 1 carries out a partial monitoring in the background in which it compares actual and target speeds at selected points and / or along selected sections and, in the case of impermissible deviations via the train interface unit 3, changes the speed, e.g. initiates an emergency stop.
  • the vehicle 1 receives when crossing over appropriately equipped Beautysen 16 and / or via radio from the signal box 18 information u.a. permissible speeds on a section of track and possibly on the geometry of the section of track.
  • the computer 2 of the vehicle 1 determines selectively and / or for certain sections of the route the target speed.
  • the computer 2 can also check whether a certain point has been run over and outputs a warning signal via the interface 8 to the driver 12 and / or initiates an emergency braking via the unit 8.
  • Fig. 3 shows an example of such partial monitoring.
  • the lower diagram shows a track section 15 with switchable external signals 17a, 17b, 17c, 17d.
  • the current switching state of an external signal 17a, 17b, 17c, 17d, which is to be monitored, is transmitted from the signal box 18 via radio to the vehicle 1.
  • the locations 25 have e.g. a warning function. At these locations 25 are e.g. Beautyses that are read by the vehicle 1 when driving over.
  • the computer 2 then generates a warning signal which is given to the leader 12 and which is e.g. indicates a speed reduction or predicts a switchable external signal 17a, 17b, 17c, 17d.
  • the leader 12 must acknowledge the warning signal within a predetermined time. If he does not do so, then the computer 2 initiates emergency braking via the train interface unit 3.
  • the location 26a has e.g. a speed check function. At this point 26a is e.g. a Beautyse that gives information about the maximum speed to the vehicle 1 when driving over.
  • the calculator 2 compares the actual speed with the information obtained about the maximum speed. If the actual speed is too high, then the computer 2 initiates emergency braking via the train interface unit 3.
  • the point 26b has, for example, a function in which the speed is continuously monitored on a section.
  • the point 26b is, for example, a balise, which passes on information about the maximum speed to the vehicle 1 when driving over. From this information and possibly vehicle data, the computer 2 calculates a desired speed profile for the distance between x3 and x4. (In the present example, the outside signal 17c indicates a stop.) The setpoint speed profile therefore goes to zero at x4.) If the actual speed of the vehicle 1 is somewhere above the setpoint speed on the path x3-x4, Thus, the computer 2 causes a speed change via the train interface unit 3.
  • balises it is also possible to transmit information required to monitor the points 25, 26a, 26b via radio from the signal box 18 to the vehicle 1.
  • the locations 27 have e.g. a stop function. At these locations 27 are e.g. switchable external signals 17a, 17b, 17c, 17d, which can indicate a stop. If this is the case and the driver 12 drives over such a point 20, then the computer 2 causes an emergency braking via the train interface unit 3, so that the vehicle 1 comes to a standstill.
  • Information about the switching state of the external signals 17a, 17b, 17c, 17d is e.g. transmitted via radio from the signal box 18 to the vehicle 1.
  • the final solution is a step-by-step transition to ETCS Level 2 in full monitoring mode, which eliminates the need for external signals.
  • This strategy offers for the first time a perspective for the departure from the external signals in a whole railway network, e.g. in Switzerland.
  • the prerequisite for this approach is the introduction of a network-wide digital radio system with high availability and security in the final state, as it is e.g. provides strategic planning for the standard gauge railways in Switzerland.
  • Such rail vehicles may have driver's cabs on both sides or even be provided with a single driver's cab.
  • a respective rail vehicle is in each case set up in such a way that it has a data radio device 6, 7 and a computer 2 with a program, in the execution of which the above-described partial monitoring at ETCS level 2 can be carried out.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP15178643.1A 2015-07-28 2015-07-28 Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train Withdrawn EP3124351A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15178643.1A EP3124351A1 (fr) 2015-07-28 2015-07-28 Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train

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EP15178643.1A EP3124351A1 (fr) 2015-07-28 2015-07-28 Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107571889A (zh) * 2017-09-11 2018-01-12 湖南中车时代通信信号有限公司 一种线路资源控制器
DE102017208712A1 (de) 2017-05-23 2018-11-29 Siemens Aktiengesellschaft Kommunikationsanordnung sowie Verfahren zu deren Betrieb
CN112319508A (zh) * 2020-10-30 2021-02-05 山西省交通规划勘察设计院有限公司 一种轨道交通地下自动化停车场
CN115571202A (zh) * 2022-11-10 2023-01-06 卡斯柯信号(北京)有限公司 一种列控中心系统的复盘方法及装置
EP4116170A1 (fr) * 2021-07-06 2023-01-11 Thales Management & Services Deutschland GmbH Procédé permettant de faire fonctionner un système de commande des trains
WO2024002687A1 (fr) * 2022-06-27 2024-01-04 Siemens Mobility GmbH Procédé de protection d'une liaison de données

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014033089A1 (fr) * 2012-09-03 2014-03-06 Siemens Aktiengesellschaft Fonctionnement d'un véhicule ferroviaire

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WO2014033089A1 (fr) * 2012-09-03 2014-03-06 Siemens Aktiengesellschaft Fonctionnement d'un véhicule ferroviaire

Non-Patent Citations (3)

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ANDREAS INDERMÜHLE ET AL: "ETCS-Ausrüstung von über 240 Fahrzeugen im Zug der Schweizer ETCS-Strategieumsetzung", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 106, no. 5, 1 May 2014 (2014-05-01), pages 13 - 17, XP001587961, ISSN: 0037-4997 *
ANONYMOUS: "European Train Control System - Wikipedia", 5 January 2016 (2016-01-05), XP055238857, Retrieved from the Internet <URL:https://de.wikipedia.org/wiki/European_Train_Control_System> [retrieved on 20160105] *
ZWEERS M ET AL: "Amsterdam - Utracht: ERTMS L2 as an overlay to conventional signalling", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 103, no. 4, 1 April 2011 (2011-04-01), pages 23 - 28, XP001560519, ISSN: 0037-4997 *

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017208712A1 (de) 2017-05-23 2018-11-29 Siemens Aktiengesellschaft Kommunikationsanordnung sowie Verfahren zu deren Betrieb
CN107571889A (zh) * 2017-09-11 2018-01-12 湖南中车时代通信信号有限公司 一种线路资源控制器
CN107571889B (zh) * 2017-09-11 2019-12-20 湖南中车时代通信信号有限公司 一种线路资源控制器
CN112319508A (zh) * 2020-10-30 2021-02-05 山西省交通规划勘察设计院有限公司 一种轨道交通地下自动化停车场
EP4116170A1 (fr) * 2021-07-06 2023-01-11 Thales Management & Services Deutschland GmbH Procédé permettant de faire fonctionner un système de commande des trains
DE102021117366A1 (de) 2021-07-06 2023-01-12 Thales Management & Services Deutschland Gmbh Verfahren zum Betreiben eines Zugbeeinflussungssystems
WO2024002687A1 (fr) * 2022-06-27 2024-01-04 Siemens Mobility GmbH Procédé de protection d'une liaison de données
CN115571202A (zh) * 2022-11-10 2023-01-06 卡斯柯信号(北京)有限公司 一种列控中心系统的复盘方法及装置
CN115571202B (zh) * 2022-11-10 2023-03-28 卡斯柯信号(北京)有限公司 一种列控中心系统的复盘方法及装置

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