EP3222490B1 - System und verfahren zur verwaltung der bewegungsauthorität eines geführten fahrzeugs - Google Patents

System und verfahren zur verwaltung der bewegungsauthorität eines geführten fahrzeugs Download PDF

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Publication number
EP3222490B1
EP3222490B1 EP16380013.9A EP16380013A EP3222490B1 EP 3222490 B1 EP3222490 B1 EP 3222490B1 EP 16380013 A EP16380013 A EP 16380013A EP 3222490 B1 EP3222490 B1 EP 3222490B1
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European Patent Office
Prior art keywords
guided vehicle
section
tcmag
track
radar
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EP16380013.9A
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English (en)
French (fr)
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EP3222490A1 (de
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David Celestino Salmeron
Angel Luis Garcia Frutos
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Siemens Rail Automation SA
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Siemens Rail Automation SA
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Priority to ES16380013T priority Critical patent/ES2825750T3/es
Priority to PT163800139T priority patent/PT3222490T/pt
Priority to EP16380013.9A priority patent/EP3222490B1/de
Publication of EP3222490A1 publication Critical patent/EP3222490A1/de
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    • 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
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]
    • 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
    • B61L3/125—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 short-range radio transmission

Definitions

  • the present invention concerns a system and a method for safely and efficiently managing the movement of a guided vehicle on a railway network.
  • the present invention is essentially related to the control of the movement of guided vehicles within a railway network and the issuance of movement authority by trackside Radio Block Centre (RBC), wherein “guided vehicle” refers to public transport means such as subways, trains or train subunits, 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 route or railway by at least one rail, in particular by two rails.
  • RBC Radio Block Centre
  • ERTMS European Rail Traffic Management System
  • ECS European Train Control System
  • a fitted guided vehicle i.e. comprising equipment fitting the guided vehicle for radio-based signaling
  • the guided vehicle then reports periodically its position to trackside devices, for example the RBC, and receives movement authority based on its position from the latter.
  • the RBC has to determine when, where and under which conditions a movement authority can be issued so that guided vehicle may operate safely.
  • information from track vacancy detection systems using techniques based on track circuit occupation is analyzed by the RBC to locate guided vehicles along tracks of the railway network and determine if there is no other guided vehicle in front of an incoming guided vehicle. If the track circuit in front of the incoming guided vehicle is proved clear, then the RBC sends a movement authority (i.e. a permission to proceed with moving forward) to the incoming guided vehicle.
  • a movement authority i.e. a permission to proceed with moving forward
  • One technique proposes a "Track Ahead Free" process handled on-board by the driver.
  • the driver of the guided vehicle shall confirm that the track section between the position of the head of the guided vehicle and the position of the next signal or board marking signal is free.
  • the driver has the responsibility to acknowledge if conditions to receive the movement authority are fulfilled. Nevertheless, human failures occur and additional safety measures are required.
  • Another process is an automatic Track Ahead Free process called "Prove Clear Ahead" (PCA).
  • a movement authority is granted if the distance separating the front of the guided vehicle from the next track section for which a movement authority is requested is smaller than the smallest length of guided vehicles operating on the railway network and if the occupancy status of said next track section was in a vacant state. Nevertheless, the above-mentioned distance is sometimes very small which causes problems for high speed trains and infrastructure failures may also occur, requiring therefore complementary systems for ensuring the safety of the guided vehicle movement.
  • An objective of the present invention is to propose a system and a method for safely and efficiently managing the movement of a guided vehicle in a railway network, specifically for issuing the first movement authority in a manner free of any driver input, wherein the first movement authority is issued when a guided vehicle enters for the first time an operating part of a railway network.
  • the present invention proposes to use an on-board radar system as disclosed by the objects of independent claims 1, 7 and 10.
  • Other advantages of the invention are presented in the dependent claims.
  • the present invention proposes in claim 1 a method for automatically managing, i.e. free of any driver intervention, a movement authority, preferentially the first movement authority, for a guided vehicle A moving on a track of a railway network, wherein said track comprises a plurality of sections, wherein each section comprises a detection device for detecting a presence or absence of a guided vehicle on the section it equips, the guided vehicle A moving on a first section of said railway network in direction of a second section consecutive to (i.e. directly following) the first section, said method comprising the steps:
  • the method comprises reporting a position of the guided vehicle A to the TCMAG, for instance a RBC, by means of the on-board system.
  • the on-board system of guided vehicle A is capable of determining the position of the guided vehicle A, e.g. the position of the head and tail end of the guided vehicle A, on said railway network and reporting said position to the TCMAG, which may belong to a control system of the railway network configured for managing movement authorities over said railway network.
  • the on-board system periodically reports the position of the guided vehicle, and the TCMAG determines if the distance between the reported position of the guided vehicle A and the boundary between the first section and the second section is smaller than the predefined distance.
  • the on-board system is configured for determining the position of the guided vehicle A on the track and for sending to the TCMAG a request for movement authority (hereafter movement authority request) when the distance between a position of the guided vehicle A and said boundary is smaller than the predefined distance.
  • the TCMAG Upon reception of the movement authority request, the TCMAG is configured for responding by sending said request for checking the occupancy of the part of the first section located directly ahead the guided vehicle A.
  • the predefined distance according to the invention is calculated for a section of track, preferentially for each section, from railway network track geometry and/or a maximum detection length of the radar system, so that said predefined distance is a function of the maximum detection length and/or the track section geometry.
  • the TCMAG comprises for instance a database comprising for the section on which the guided vehicle is moving, preferentially for each section of the railway network, at least one predefined distance, preferentially different predefined distances in function of guided vehicle features.
  • at least one predefined distance is stored in said database for each guided vehicle of the railway network and/or for each section.
  • the TCMAG comprises a processing unit configured for determining for each section said predefined distance, in function of specificities of the guided vehicle A (e.g. specificities of its radar system, like its detection length) and/or track section geometry.
  • the TCMAG is configured for selecting in the database one predefined distance for the guided vehicle A whose on-board system reports the position, said selection being in particular based on the specificities of the radar system of the guided vehicle A.
  • the present invention also concerns in particular an on-board system according to claim 7, the on-board system being configured for being installed on-board a guided vehicle A, said on-board system comprising:
  • the present invention concerns also a Trackside Centralized Movement Authority Generator, hereafter TCMAG, for managing a movement authority for a guided vehicle A, wherein said TCMAG is for instance a trackside device or a device located at a central command station of the railway network.
  • TCMAG Trackside Centralized Movement Authority Generator
  • control system designed for controlling and managing a movement authority for a guided vehicle A operating on a railway network, said control system comprising:
  • Figures 1A-1D and figures 2A-2D illustrate preferred embodiments of the method for automatically managing movement authority, in particular the first movement authority, according to the invention.
  • Figures 1A to 1D as well as figures 2A to 2D show chronologically the steps according to the claimed method in the case of a vacant state of a section in front of a guided vehicle ( Fig. 1A-1D ) and in the case of an occupied section in front of the guided vehicle ( Fig. 2A-2D ).
  • a section of track according to the present invention is a part or an area of a track that comprises a detection device for detecting if the section, i.e. if said part or area of track it equips, is occupied or vacant, i.e. if a guided vehicle is respectively present or not on said track section, said detection device being usually a track circuit.
  • Both figure 1 and figure 2 show a track 1 of a railway network, wherein different guided vehicles may move, for instance a guided vehicle A and another guided vehicle, e.g. a guided vehicle B.
  • guided vehicle A is a fitted guided vehicle
  • guided vehicle B is a non-fitted guided vehicle.
  • the track 1 is divided into a plurality of sections, for instance a first section 10, a second section 11 and a third section 12.
  • guided vehicle B is moving on the third section 12, and therefore, the second section 11 and the part of the first section 10 located ahead the guided vehicle A are free.
  • the guided vehicle A and the guided vehicle B are both located on the first section 10, the guided vehicle B being located in front of guided vehicle A.
  • Each section comprises preferentially said detection device for determining its occupancy state, i.e. either vacant or occupied.
  • Said detection device is preferentially configured for communicating with a TCMAG 4 which is in charge of managing issuance of movement authority to the guided vehicles on said railway network, and so in particular, for issuing or not a movement authority to the guided vehicle A moving from the first section 10 to the second section 11. Due to the presence of two guided vehicles on the same track section, there is a risk that the detection device does not distinguish the guided vehicle A from the guided vehicle B and considers that there is only one guided vehicle on the first track section 10.
  • Each track section might comprise also a device enabling a guided vehicle to determine its position, like for example a beacon 13 that is able to communicate with the guided vehicle in order to exchange information, like position on the track or track section.
  • Each track section is separated from the next track section by a boundary, like the boundary 15 separating the first track section 10 from the second track section 11, a guided vehicle being authorized to pass said boundary 15 for entering the next track section only if the next track section has been proved clear, i.e. has a vacant state.
  • an entry signal 16 might be positioned at the boundary 15 between two track sections for signaling if the next track section is vacant or not and providing a visual authorization to entry the next track section.
  • the guided vehicle A comprises an on-board system 20 configured for managing a movement of the guided vehicle A on the track 1, said on-board system 20 comprising a position determination unit for determining the position of the guided vehicle A on the track 1.
  • said position determination unit is able to communicate with beacons 13 for determining the position of the guided vehicle A according to techniques known in the art.
  • said position determination unit may also comprise, additionally or alternately, a GPS system and/or an odometry system for determining said position of the guided vehicle A.
  • the on-board system 20 further comprises a communication device 21 for communicating with a communication device 41 of the TCMAG 4 in order to exchange, via a communication canal 23, messages or information, notably about the position of the guided vehicle A and occupancy state of the track sections.
  • the on-board system 20 further comprises a radar system 22 preferentially installed at the front end of the guided vehicle A, wherein said radar system comprises at least one radar, preferentially a first radar and a second radar redundant with the first radar.
  • Each radar of the radar system 22 is configured for detecting if another guided vehicle, like guided vehicle B, is located in front of the guided vehicle A.
  • said radar system is used for detecting if a guided vehicle B is located on a part of the first track section comprised between the head of the guided vehicle A and the end of said first track section, i.e. the boundary 15 when the distance between said head and said boundary matches a maximum detection length of the radar.
  • the first radar and the second radar provide to a processing unit of the radar system 22 respectively a first detection signal and a second detection signal, wherein said first and second detection signal are used by the processing unit for safely determining if a guided vehicle B is present in front of the guided vehicle A, notably by checking a coincidence of the first signal with the second signal: if they coincide and indicate an absence, respectively a presence, of a guided vehicle B in front of the guided vehicle A, then the processing unit is configured for informing the on-board system 20 about said absence, respectively presence, otherwise, if they do not coincide, the processing unit is configured for informing the on-board system 20 about a presence of a guided vehicle until checking said coincidence gives rise to a matching result.
  • the TCMAG 4 and the on-board system 20 cooperate together for the determination of a possible issuance of a movement authority to the guided vehicle A as it will be explained in more details by reference to the figures 1A-1D in the case of a free section in front of the guided vehicle A and by reference to the figures 2A-2D in the case of an occupied section in front of the guided vehicle.
  • the on-board system 20 is configured for reporting to the TCMAG 4, notably in real time and preferentially periodically, the position of the guided vehicle A by sending 23S, to the TCMAG 4 and via the communication device 21, messages comprising position information.
  • the TCMAG Upon a reception of a position information sent by the on-board system 20 of the guided vehicle A, the TCMAG is configured for determining if a distance d between the reported position of the guided vehicle A and a boundary 15 between the first section 10 and the second section 11 is smaller than a predefined,distance. Then, if said distance is smaller than the predefined distance and as illustrated in Fig. 1B and 2B , the TCMAG is configured for sending to the on-board system 20 of the guided vehicle A a request for checking an occupancy state of a part of the first section 10, wherein said part is ahead the guided vehicle A.
  • the TCMAG is configured for waiting until receiving a position information for which the distance between the reported position and the boundary is smaller than the predefined distance.
  • the on-board system 20 is configured for determining the distance between the head of the guided vehicle A and the boundary 15 and for automatically checking the occupancy state of a part of the first section directly ahead the guided vehicle A by means of the radar system 22 if and only if said distance is smaller than the predefined distance. The result of this check of the occupancy state might be automatically sent by the on-board system to the TCMAG for triggering or not the issuance of a movement authority.
  • the predefined distance might be stored in a database of the TCMAG 4, wherein for each section, at least one predefined distance is stored.
  • the predefined distance is the maximum detection length of the radar system 22 equipping the on-board system 20 of the guided vehicle A, in particular, the maximum detection length for the section on which the guided vehicle is moving, for example, for the first section 10 in the present case.
  • said maximum detection length is in particular not simply the maximum detection length that might be achieved by the radar of the radar system 22, but is preferentially defined for each section in function of a track geometry and a detection capacity of the radar for said track geometry, taking thus into account the track geometry in the detection achievable by the radar.
  • the TCMAG is also configured for determining for each section said predefined distance, for instance in function of specificities of the guided vehicle A (e.g. specificities of its radar system, like its detection length) and/or track section (e.g. its geometry that might be stored in its database), and then, optionally, saving the predefined distance in its database.
  • specificities of the guided vehicle A e.g. specificities of its radar system, like its detection length
  • track section e.g. its geometry that might be stored in its database
  • the TCMAG is configured for determining, from the position information reported by the on-board system 20, on which section the guided vehicle A is moving, and for determining, from the previously determined section, the predefined distance, e.g. by calculating it or by selecting it in its database in function of the section, wherein the predefined distance may depend on the maximum detection length of the radar, and optionally the track geometry of the determined section.
  • the on-board system 20 of the guided vehicle A is configured for automatically launching a detection process, wherein the radar system 22 is configured for detecting by means of its radar if a guided vehicle B is located in front of the guided vehicle A within the predefined distance, i.e. in particular within the maximum detection length that has been determined for the specific geometry of the track located in front of the guided vehicle A until the boundary 15 for the first section 10. If an object is located in front of the guided vehicle A, then the radar system is configured for providing a signal to the on-board system indicating the presence of a guided vehicle in front of the guided vehicle A, otherwise, if no object is detected, the radar system provides a signal indicating a free track ahead.
  • the on-board system 20 is configured for automatically sending a message 23M to the TCMAG informing the latter about a vacant state of the part of the first section 10 located in front of the guided vehicle A. If a guided vehicle B is detected in front of the guided vehicle A, then no message is sent to the TCMAG as illustrated in Fig. 2C , or a message comprising information reporting an occupied state of the track section in front of guided vehicle A is sent to the TCMAG.
  • the TCMAG Upon reception of the message 23M reporting the vacant state of the part of the first section 10 in front of the guided vehicle, the TCMAG is configured for automatically issuing a movement authority for each next section that has been proved clear, in the present case as illustrated in Fig. 1D , for the second section 11. Otherwise and in particular if the TCMAG 4 receives the message reporting the occupied state or if the next track section, e.g. said second section 11 is occupied, then the TCMAG is configured for preventing the guided vehicle A to enter the next section, e.g. said second section 11, notably by preventing an issuance of a movement authority to the guided vehicle A.

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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)

Claims (12)

  1. Verfahren zum automatischen Verwalten einer Fahrterlaubnis für ein spurgebundenes Fahrzeug A auf einem Gleis (1) eines Schienennetzes, wobei das Gleis (1) einen ersten Abschnitt (10) und einen auf den ersten Abschnitt (10) folgenden zweiten Abschnitt (11) umfasst, wobei das spurgebundene Fahrzeug A auf dem ersten Abschnitt (10) in Richtung des zweiten Abschnitts (11) fährt, wobei das Verfahren chronologisch folgende Schritte umfasst:
    - Senden einer Anforderung, einen Belegungszustand eines Teils des ersten Abschnitts (10) zu überprüfen, der sich vor dem spurgebundenen Fahrzeug A befindet, mithilfe eines nachfolgend TCMAG genannten Trackside Centralized Movement Authority Generator (4) zu einem Bordsystem (20) des spurgebundenen Fahrzeugs A,
    - bei Empfang der Anforderung durch das Bordsystem (20) automatisches Starten eines Erfassungsprozesses anhand eines Radarsystems (22) des spurgebundenen Fahrzeugs A, wobei der Erfassungsprozess das Verwenden des Radarsystems (22) zum Erfassen umfasst, ob sich vor dem spurgebundenen Fahrzeug A ein spurgebundenes Fahrzeug B befindet,
    - wenn vor dem spurgebundenen Fahrzeug A kein spurgebundenes Fahrzeug B erfasst wird, automatisches Senden einer Nachricht zum TCMAG (4), die diesen über einen freien Zustand des vor dem spurgebundenen Fahrzeug A liegenden Teils des ersten Abschnitts (10) informiert,
    - automatisches Ausgeben einer Fahrterlaubnis an das Bordsystem (20) mithilfe des TCMAG (4) nur dann, wenn der Belegungszustand des zweiten Abschnitts (11) "frei" lautet und die Nachricht, die über den freien Zustand des vor dem spurgebundenen Fahrzeug liegenden Teils des ersten Abschnitts informiert, von dem TCMAG empfangen wird,
    dadurch gekennzeichnet, dass die Anforderung nur dann gesendet wird, wenn ein Abstand zwischen einer Position des spurgebundenen Fahrzeugs A auf dem Gleis und einer Grenze (15) zwischen dem ersten Abschnitt (10) und dem zweiten Abschnitt (11) geringer ist als ein vorgegebener Abstand, der in Abhängigkeit von einer maximalen Erfassungsreichweite des Radarsystems und/oder der Gleisabschnittsgeometrie berechnet wird.
  2. Verfahren nach Anspruch 1, wobei das Bordsystem (20) die Position des spurgebundenen Fahrzeugs A an den TCMAG (4) meldet und dieser bestimmt, ob der Abstand zwischen der gemeldeten Position und der Grenze (15) zwischen dem ersten Abschnitt (10) und dem zweiten Abschnitt (11) geringer ist als der vorgegebene Abstand.
  3. Verfahren nach Anspruch 1, wobei das Bordsystem (20) die Position des spurgebundenen Fahrzeugs A auf dem Gleis bestimmt und nur dann eine Anforderung für eine Fahrterlaubnis an den TCMAG (4) sendet, wenn der Abstand zwischen der Position des spurgebundenen Fahrzeugs A und der Grenze geringer ist als der vorgegebene Abstand.
  4. Verfahren nach einem der Ansprüche 1 bis 3, wobei der vorgegebene Abstand von dem TCMAG und/oder dem Bordsystem (20) für den ersten Abschnitt (10) in Abhängigkeit von der maximalen Erfassungsreichweite des Radarsystems (22) und wahlweise einer Gleisgeometrie des vor dem spurgebundenen Fahrzeug A liegenden Teils des ersten Abschnitts (10) bestimmt wird.
  5. Verfahren nach den Ansprüchen 1 bis 4, wobei der TCMAG (4) eine Datenbank umfasst und zum Auswählen des in der Datenbank gespeicherten vorgegebenen Abstands konfiguriert ist.
  6. Verfahren nach einem der Ansprüche 1 bis 5, wobei von dem Bordsystem (20) automatisch eine Nachricht an den TCMAG (4) gesendet wird, die diesen über einen belegten Zustand des vor dem spurgebundenen Fahrzeug A liegenden Teils des ersten Abschnitts (10) informiert, wenn vor dem spurgebundenen Fahrzeug A ein spurgebundenes Fahrzeug B erfasst wird.
  7. Bordsystem (20), das zum Installieren an Bord eines spurgebundenen Fahrzeugs A konfiguriert ist, wobei das Bordsystem (20) Folgendes umfasst:
    - eine Positionsbestimmungseinheit, die zum Bestimmen einer Position des spurgebundenen Fahrzeugs A auf einem Gleis (1) konfiguriert ist,
    - ein Kommunikationssystem (21) zum Kommunizieren mit einem nachfolgend TCMAG genannten Trackside Centralized Movement Authority Generator (4),
    - ein Radarsystem (22), das mindestens ein Radargerät umfasst, das zum Erfassen eines Vorhandenseins eines spurgebundenen Fahrzeugs B vor dem spurgebundenen Fahrzeug A konfiguriert ist,
    wobei das Bordsystem (20) so konfiguriert ist, dass es das Radarsystem (22) bei Empfang (23R) einer Anforderung aus dem TCMAG (4), einen Belegungszustand eines vor dem spurgebundenen Fahrzeug A liegenden Teils des Gleises (1) zu überprüfen, automatisch startet und automatisch eine Nachricht an den TCMAG (4) sendet (23M), die diesen über einen freien Zustand des vor dem spurgebundenen Fahrzeug A liegenden Teils des Gleises (1) informiert, wenn vor dem spurgebundenen Fahrzeug A von dessen Radarsystem (22) kein spurgebundenes Fahrzeug B erfasst wird,
    dadurch gekennzeichnet, dass
    das Bordsystem (20) so konfiguriert ist, dass es nur dann eine Anforderung für eine Fahrterlaubnis an den TCMAG (4) sendet, wenn der Abstand zwischen der Position des spurgebundenen Fahrzeugs A und einer Grenze zwischen einem ersten Abschnitt (10) und einem zweiten Abschnitt (11) geringer ist als ein vorgegebener Abstand, der von einer maximalen Erfassungsreichweite des Radarsystems (22) abhängig ist.
  8. Bordsystem (20) nach Anspruch 7, wobei das Kommunikationssystem (21) so konfiguriert ist, dass es vorzugsweise regelmäßig die Position des spurgebundenen Fahrzeugs A an den TCMAG (4) meldet (23S).
  9. Bordsystem (20) nach Anspruch 8, das so konfiguriert ist, dass es die Nachricht nur dann sendet, wenn ein von einem ersten Radargerät stammendes erstes Erfassungssignal mit einem von einem zweiten Radargerät des Radarsystems (22) stammenden zweiten Erfassungssignal zusammenfällt.
  10. Nachfolgend TCMAG genannter Trackside Centralized Movement Authority Generator (4), der so konfiguriert ist, dass er eine Fahrterlaubnis für ein spurgebundenes Fahrzeug A verwaltet, das auf einem Gleis (1) eines Schienennetzes fährt, wobei das Gleis (1) mehrere Abschnitte umfasst, wobei der TCMAG (4) eine Kommunikationsvorrichtung (41) zum Kommunizieren mit einem Bordsystem (20) eines spurgebundenen Fahrzeugs A umfasst und so konfiguriert ist, dass er eine Anforderung an das Bordsystem (20) sendet, eine Belegung eines vor dem spurgebundenen Fahrzeug A liegenden Teils des Gleises (1) zu überprüfen, und die Anforderung so konfiguriert ist, dass sie automatisch ein Radarsystem (22) des Bordsystems (20) startet, das zum Überprüfen eines Belegungszustands des vor dem spurgebundenen Fahrzeug A liegenden Teils ausgelegt ist, wobei der TCMAG (4) ferner so konfiguriert ist, dass er nur dann eine Fahrterlaubnis an das spurgebundene Fahrzeug A ausgibt, wenn eine Nachricht aus dem Bordsystem (20) empfangen wird, die einen freien Zustand des Teils meldet, und auch der nachfolgende nächste Gleisabschnitt frei ist, wobei der TCMAG (4) ferner eine Verarbeitungseinheit umfasst, die so konfiguriert ist, dass sie einen Abstand zwischen einer Position des spurgebundenen Fahrzeugs A und einer Grenze (15) zwischen einem ersten Abschnitt (10) des Gleises (1), auf dem das spurgebundene Fahrzeug A fährt, und einem nachfolgenden zweiten Abschnitt (11) bestimmt, auf den das spurgebundene Fahrzeug fahren wird,
    dadurch gekennzeichnet, dass die Verarbeitungseinheit ferner so konfiguriert ist, dass sie einen vorgegebenen Abstand für den ersten Abschnitt (10) bestimmt und die Anforderung nur dann sendet, wenn der Abstand geringer ist als der vorgegebene Abstand, wobei der vorgegebene Abstand anhand einer maximalen Erfassungsreichweite des Radarsystems des spurgebundenen Fahrzeugs A und/oder einer Gleisabschnittsgeometrie des ersten Abschnitts (10) bestimmt wird.
  11. Steuersystem, das zum Steuern und Verwalten einer Fahrterlaubnis für ein spurgebundenes Fahrzeug A ausgelegt ist, welches auf einem Gleis (1) eines Schienennetzes in Betrieb ist, wobei das Steuersystem Folgendes umfasst:
    - ein Bordsystem (20), das zum Installieren an Bord eines spurgebundenen Fahrzeugs A konfiguriert ist und Folgendes umfasst:
    • eine Positionsbestimmungseinheit, die zum Bestimmen einer Position des spurgebundenen Fahrzeugs A auf einem Gleis (1) konfiguriert ist,
    • ein Kommunikationssystem (21) zum Kommunizieren mit einem nachfolgend TCMAG genannten Trackside Centralized Movement Authority Generator (4),
    • ein Radarsystem (22), das mindestens ein Radargerät umfasst, das zum Erfassen eines Vorhandenseins eines spurgebundenen Fahrzeugs B vor dem spurgebundenen Fahrzeug A konfiguriert ist,
    und so konfiguriert ist, dass es das Radarsystem (22) bei Empfang (23R) einer Anforderung aus dem TCMAG (4), einen Belegungszustand eines vor dem spurgebundenen Fahrzeug A liegenden Teils des Gleises (1) zu überprüfen, automatisch startet und automatisch eine Nachricht an den TCMAG (4) sendet (23M), die diesen über einen freien Zustand des vor dem spurgebundenen Fahrzeug A liegenden Teils des Gleises (1) informiert, wenn vor dem spurgebundenen Fahrzeug A von dessen Radarsystem (22) kein spurgebundenes Fahrzeug B erfasst wird,
    - wobei der TCMAG (4) Anspruch 10 entspricht.
  12. Steuersystem nach Anspruch 11, wobei das Kommunikationssystem (21) so konfiguriert ist, dass es vorzugsweise regelmäßig die Position des spurgebundenen Fahrzeugs A an den TCMAG (4) meldet (23S).
EP16380013.9A 2016-03-23 2016-03-23 System und verfahren zur verwaltung der bewegungsauthorität eines geführten fahrzeugs Active EP3222490B1 (de)

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ES16380013T ES2825750T3 (es) 2016-03-23 2016-03-23 Sistema y método para gestionar la autorización de movimiento de un vehículo guiado
PT163800139T PT3222490T (pt) 2016-03-23 2016-03-23 Sistema e método de gestão de uma autorização de movimento de veículos guiados
EP16380013.9A EP3222490B1 (de) 2016-03-23 2016-03-23 System und verfahren zur verwaltung der bewegungsauthorität eines geführten fahrzeugs

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CN101934807B (zh) * 2010-08-24 2011-09-28 北京交大资产经营有限公司 基于列车控制系统的移动授权计算方法
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