EP3247609A1 - Procédé et dispositif servant à influencer de manière automatique des véhicules guidés sur rails - Google Patents

Procédé et dispositif servant à influencer de manière automatique des véhicules guidés sur rails

Info

Publication number
EP3247609A1
EP3247609A1 EP16706382.5A EP16706382A EP3247609A1 EP 3247609 A1 EP3247609 A1 EP 3247609A1 EP 16706382 A EP16706382 A EP 16706382A EP 3247609 A1 EP3247609 A1 EP 3247609A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
track
bound
disturbed
vehicles
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
EP16706382.5A
Other languages
German (de)
English (en)
Other versions
EP3247609B1 (fr
Inventor
Karsten Rahn
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 EP3247609A1 publication Critical patent/EP3247609A1/fr
Application granted granted Critical
Publication of EP3247609B1 publication Critical patent/EP3247609B1/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
    • 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
    • B61L3/16—Continuous control along the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • 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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • 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
    • B61L15/0081—On-board diagnosis or maintenance
    • 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
    • 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
    • B61L27/33—Backup systems, e.g. switching when failures occur

Definitions

  • the present invention relates to a method for automatically influencing rail-bound vehicles, wherein in a normal operation of the track-bound vehicles their respective position is reported to a trackside device, determined by the trackside device taking into account the reported positions for the tracked vehicles a respective driving license and to the respective track-bound vehicle is transmitted.
  • a method for automatically affecting track-bound vehicles which are, for example, to
  • Rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains can, for example, from the company publication "Trainguard ® MT - Optimal performance with the leading train control system for mass transit" known (order no .: A19100-V100-B976, Siemens AG 2014).
  • network capacities and network throughputs are optimized by enabling moving in a movable space interval (moving block operation) by means of continuous, bidirectional communication between the vehicles and the route. This presupposes that the lane-bound vehicles cyclically report their position to a trackside facility of the train control system during operation.
  • the present invention has for its object to provide a method of the type mentioned, which makes it possible to maintain a high-performance operation of the track-bound vehicles even in the event that one of the track-bound vehicles is disturbed that it can not ensure its integrity, and consequently is unable to report a valid or reliable position.
  • This object is achieved according to the invention for a method of the type mentioned in that in the event that one of the track-bound vehicles is disturbed to the effect that it can not guarantee its integrity, without interrupting the driving operation of the track-bound vehicles is switched to a fault mode, said in the disturbance mode, the disturbed tracked vehicle detects a position of one of its vehicle ends and, together with information that it can not assure its integrity, notifies the trackside device and the travel permits for the tracked vehicles are determined by the trackside device such that with respect to the disturbed track-bound vehicle with respect to the one vehicle end, the reported position and with respect to the other end of the vehicle free field information of a track-side free-reporting system is taken into account.
  • the method according to the invention is characterized firstly by the fact that in the event that one of the tracked vehicles is disturbed to the extent that it can not ensure its integrity, it is switched to a fault mode without interrupting the travel operation of the tracked vehicles.
  • the disturbed track-bound vehicle can not ensure its integrity, that is, completeness, this can be, for example, that a vehicle-side Component has failed or a communication link between the two vehicle ends of the track-bound vehicle is disturbed and thus there is only information about the position of one of the two vehicle ends.
  • a corresponding disturbance may in principle also be caused by the track-bound vehicle having broken down or having lost a vehicle part, for example in the form of one of its carriages, on the track.
  • the track-bound vehicles can consist of any number of driven and / or non-driven, fixed or loosely interconnected or coupled or coupled units in the context of the inventive method. Ensuring the integrity of the tracked vehicles is, especially in the
  • Moving-block operation of high safety relevance, since the track-side device currently does not release track sections for other track-bound vehicles occupied by the respective tracked vehicle based on the position reports of the tracked vehicles.
  • the switchover from the normal mode to the interference mode takes place without interrupting the travel mode, that is to say dynamically during the current travel mode.
  • this is done without an interim forced or emergency braking of the disturbed track-bound vehicle or one of the other of these preceding or following track-bound vehicles.
  • the disturbed rail-bound vehicle detects a position of one of its vehicle ends and notifies it to the trackside device together with information that it can not assure its integrity.
  • the method according to the invention is thus characterized in that, in the disturbance mode, the disturbed track-bound vehicle at least determines the position of one of its vehicle ends and, together with information that it can not guarantee its integrity, and consequently lied with respect to his other vehicle end can not report a position reports to the trackside facility.
  • the disturbed rail-bound vehicle is not switched from the moving block mode, that is from a driving in the movable space distance, to a driving in fixed space distance based on free field information of a trackside free reporting system in interference mode.
  • the travel authorizations for the track-bound vehicles are determined by the trackside device in such a way that with respect to the one vehicle end, for the vehicle Furthermore, a fuse-technically valid position has been reported by the faulty track-bound vehicle, this reported position will continue to be used in fault mode. Only with respect to the other end of the vehicle, that is to say the end of the vehicle for which there is no position report due to the fact that the disturbed track-bound vehicle can not guarantee its integrity, free field information of a track-side free-field system is taken into account.
  • the method according to the invention is therefore distinguished by the fact that in the event that a track-bound vehicle can no longer ensure its integrity, it is dynamically switched from normal operation to interference operation.
  • a distinction is then made with respect to the two vehicle ends of the faulty track-bound vehicle. used for position determination. While the travel authorizations for the track-bound vehicles with regard to the one vehicle end are determined taking into account the available registered position, free field information of a route-side free-field system is taken into account with respect to the other vehicle end.
  • This has the advantage that in the disturbance mode still largely moving block operation can be maintained.
  • the robustness and availability of the system for automatically influencing the track-bound vehicles that is, for example, the CBTC system, is advantageously improved.
  • the method according to the invention has the particular advantage that systems for automatically influencing rail-bound vehicles as fallback systems in the event of a failure of the automatic train control system usually also have trackside automatic message systems, for example in the form of track-free signaling devices. This means that the method according to the invention can advantageously be implemented regularly, without the need for new trackside components.
  • the method according to the invention can be developed in such a way that, in the event that the one vehicle end is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the driving permit for the disturbed track-bound vehicle takes into account the reported position of the one, front vehicle end is determined.
  • the driver's license for the disturbed lane-bound vehicle can advantageously be determined taking into account the reported position of the one front end of the vehicle. This means that for that disturbed track-bound vehicle itself continues to be a moving block operation is possible.
  • inventive method is carried out such that for the
  • the one vehicle end is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the respective travel permission for at least one track-bound vehicle following the disturbed, track-bound vehicle at the other, rear end of the vehicle
  • the method according to the invention can also be so pronounced that, in the event that the one vehicle end is the rear end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the respective Permitted driving permission for at least one the tracked vehicle following the faulty track-bound vehicle at the one, rear end of the vehicle is determined taking into account the reported position of the one, rear end of the vehicle.
  • This preferred embodiment thus relates to the case where the one vehicle end, for which there is still a reported position, is the rear end of the vehicle of the disturbed track-bound vehicle.
  • the free-of-charge information taken into consideration with regard to the other end of the vehicle may in principle be a free-field information of any free-field reporting system known per se.
  • the method according to the invention can advantageously also be configured such that with regard to the other vehicle end of the disturbed track-bound vehicle, free field information of a track-side free-field system based on track circuits is taken into account.
  • Track circuits are also a tried-and-tested free-field system, which is often present anyway as a fallback, and which can thus advantageously be used in the context of the method according to the invention for providing the release information.
  • the track-side free-field system will generally be either an axle counting system or an open-field system based on track circuits, it is basically also conceivable for a track-side open-reporting system to comprise both axle counters and track circuits.
  • Such a combined track-side free-reporting system can also be used in the context of the method according to the invention.
  • the present invention further relates to a device for automatically influencing rail-bound vehicles, the device comprising vehicle-mounted devices arranged on the track-bound vehicles and a trackside device and is designed such that in a normal operation, the vehicle-mounted devices a position of the respective track-bound vehicle to the Report link side device, the trackside device, taking into account the reported positions for the tracked vehicles determined a respective driving license and transmits to the vehicle-mounted device of the respective tracked vehicle.
  • Such a device is known from the aforementioned company publication of Siemens AG.
  • the device is designed such that it in the event that one of the track-bound vehicles is disturbed that it can not ensure its integrity, without interrupting the driving operation of the track-bound Switching vehicles into a disturbance mode, in which the vehicle-mounted device of the disturbed track-bound vehicle determines a position of one of its vehicle ends and, together with an information that the disturbed track-bound vehicle can not ensure its integrity, reports to the link-side device, and the track-side device determines the travel authorizations for the track-bound vehicles in such a way that, with respect to the disturbed lane-bound vehicle, with respect to one vehicle end, the notified position and with respect to the other vehicle end, free field information of a track-side free-reporting system considered.
  • the device according to the invention can be designed such that, in the event that the one vehicle end is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the trackside device the driving permit for the disturbed track-bound vehicle taking into account the reported
  • the device according to the invention is so pronounced that, in the event that one end of the vehicle is the front end of the vehicle relative to a direction of travel of the disturbed track-bound vehicle, the trackside device indicates the respective driving permission for at least one disturbed track-bound vehicle the other, rear end of the vehicle following track-bound vehicle, taking into account the free message information of the trackside free-field system determined.
  • the device according to the invention can also be embodied such that, in the event that one end of the vehicle is the rear end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the route-side device passes the respective driving permission for at least one disturbed track-bound vehicle on the one , rear end of the vehicle subsequent track-bound vehicle taking into account the reported position of the one, rear end of the vehicle determined.
  • the track-side device takes into account, with respect to the other vehicle end of the disturbed track-bound vehicle, a free-field information of a track-side free-field system in the form of an axle counting system.
  • the device according to the invention can also be configured in such a way that the track-side device takes into account free field information of a track-side free-field system based on track circuits relative to the other vehicle end of the faulty track-bound vehicle.
  • Figure 1 is a schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which the track-bound vehicles are operated in a normal mode
  • FIG. 1 shows a schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which the track-bound vehicles are operated in normal operation.
  • the track-bound vehicles 10, 20 are rail vehicles, each having a vehicle-side device 11 and 21 respectively.
  • the vehicle-side devices 11, 21 may be e.g. to act vehicle equipment of an automatic train control system.
  • a track-side device 40 is indicated on the track 30 in the form of a track, which may include, for example, at least one distance device of the automatic train control system.
  • the track-side device 40 may furthermore also have at least one central track-side control device connected to the at least one route device in terms of communication technology.
  • the axle counters 50, 51 are part of a track-side free-field system in the form of an axle counting system, which is provided in the event that an automatic Switzerlandbeeinhne- operation in moving block operation is not possible due to a fault.
  • the axle counters 50, 51 or a corresponding free message information provided by them are not used in normal operation of the automatic train control system.
  • the track-bound vehicles 10, 20 in normal operation their respective position is reported to the trackside device 40.
  • the position reported by the track-bound vehicle 10 in the form of a "position band" or "position range" 60 is indicated by way of example in FIG.
  • This position band encompasses the area between the two vehicle ends of the track-bound vehicle 10 and preferably also takes into account additional aspects such as buffer overhangs or safety margins due to the accuracy of the spatial resolution.
  • the track-bound vehicle 20 also cyclically reports its position to the trackside device 40.
  • the train position indicated by the position range 60 can be determined, for example, in a known manner by means of a vehicle-side odometry system, for example using a position encoder in combination with trackside beacons.
  • a vehicle-side odometry system for example using a position encoder in combination with trackside beacons.
  • the positions of the vehicle ends of the track-bound vehicle 10 satellite-based that is, by means of a GNSS (Global Navigation Satellite System) receiver, are determined.
  • GNSS Global Navigation Satellite System
  • a determination of the position of the vehicle ends of the track-bound vehicle 10 for example, by the Locating a vehicle-side receiver done in a wireless network.
  • the radio network can be, for example, a WLAN (Wireless Local Area Network), for example in accordance with the IEEE 802.11 standard, or a mobile radio network, for example in accordance with one of the GSM (Global System for Mobile Communications) standards, GPRS (General Packed Radio Service), UMTS (Universal Mobile Telecommunications System) or LTE (Long Term Evolution).
  • GSM Global System for Mobile Communications
  • GPRS General Packed Radio Service
  • UMTS Universal Mobile Telecommunications System
  • LTE Long Term Evolution
  • the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20 comprise corresponding means for determining the position of the respective track-bound vehicle 10, 20.
  • a corresponding vehicle-side device or at least means for determining the position of the relevant vehicle end may be provided at the respective other vehicle end.
  • the respective vehicle-side device 11, 21 it may be sufficient for the respective vehicle-side device 11, 21 to determine the position of the one vehicle end in the present case and to ensure the integrity of the track-bound vehicles 10 and 20 by means of a corresponding vehicle-side monitoring. This can be done, for example, by a corresponding communication link between the vehicle ends of the track-bound vehicles 10, 20.
  • the track-bound vehicles 10, 20 generally each consist of a plurality of interconnected or coupled or coupled units.
  • a monitoring of the integrity of the track-bound vehicles 10, 20 is usually especially in such cases of importance. in which these consist of several units, such as wagons.
  • the track-side device 40 taking into account the positions for the lane-bound vehicles 10, 20 reported by the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20, determines a respective travel permit 70, 71 and transmits it to the respective lane-bound vehicle 10, 20 .
  • the respective driving permits 70, 71 in FIG. 1 are indicated by curves, which in particular show the point up to which the respective driving permit 70, 71 of the respective track-bound vehicle 10, 20 extends. It can be seen here that with regard to the track-bound vehicle 20 following the track-bound vehicle 10, the travel permission 71 is limited by the position of the rear end of the vehicle 10 in the direction of travel 25 as indicated by the area 60.
  • the travel permission 70 of the lane-bound vehicle 10 extends to a point bounded by the position of a lane-bound vehicle ahead of the lane-bound vehicle 10 at a shorter distance, not shown in FIG.
  • the scenario shown in FIG. 1 is therefore the normal operation of a CBTC train control system.
  • FIG. 2 shows, in a further schematic sketch, a device for automatically influencing track-bound vehicles in a situation in which due to the fact that one of the track-bound vehicles can no longer ensure its integrity, it has been switched from normal operation to a fault mode.
  • the track-bound vehicle 10 is disturbed in such a way that it can not or no longer ensure its integrity.
  • This is indicated by a "break symbol" 80 which may represent both actual physical separation of the tracked vehicle 10 and units thereof, as well as component failure or communication failure that cause the track bound vehicle 10 to remain intact
  • the track-bound vehicle 10 could, for example, have, in addition to the vehicle-side device 11 arranged at the front end of the vehicle, a further vehicle-side device arranged at the rear end of the vehicle, including the determination the position of the vehicle end in question and / or the communication with the vehicle-mounted device 11 may serve to confirm the integrity of the tracked vehicle 10.
  • the disturbed rail-bound vehicle 10 further determines a position of one of its vehicle ends, that is, the front end of the vehicle on which the on-vehicle device 11 is located.
  • the determined position of the one vehicle end notifies the track-bound vehicle 10 or its vehicle-side device 11 together with information in such a way that it can not guarantee its integrity to the track-side device 40.
  • the trackside device 40 determines the travel permits 61 and 72 for the tracked vehicles 10, 20 in such a way that with respect to the faulty tracked vehicle 10 with respect to the one, front vehicle end the reported position and with respect to the other, rear end of the vehicle free clearance information the track-side free-reporting system is taken into account.
  • This is indicated in FIG. 2 by a position band 61, which indicates the position of the track-bound vehicle 10 that is reported in the fault mode or used by the trackside device 40. It can be seen here that there is no change with respect to the one, front vehicle end of the track-bound vehicle 10 in comparison to FIG. This means that the disturbed track-bound vehicle 10 can continue to travel in moving block mode.
  • the one end of the vehicle in deviation from the illustration of FIGS. 1 and 2, it is also possible for the one end of the vehicle to be the rear end of the vehicle with respect to the direction of travel 25 of the disturbed track-bound vehicle 10.
  • the respective travel permission for at least one track-bound vehicle 20 following the disturbed track-bound vehicle 10 at the one rear end of the vehicle can advantageously be determined taking into account the reported position of the one rear end of the vehicle. That is, in this case, moving block operation can be maintained with respect to the following track-bound vehicle 20.
  • the method described above and the associated device are characterized in particular by the fact that the clever combination of available information improves the performance of the system for automatically influencing the track-bound vehicles 10, 20 in the form of the respective train control system for train integrity errors.
  • This applies in particular with regard to the robustness and availability of CBTC systems since moving block operation is maintained as far as possible and only to the extent absolutely necessary to use the free field information of the trackside free-field system is changed. As a result, this leads to the fact that even in the event that one of the track bound vehicle 10, 20 can no longer ensure its integrity and therefore is switched to a fault mode, the driving operation can be largely maintained. This has the consequence that even a disturbed track-bound vehicle can advantageously still finish the day before the elimination of the disturbance. As a result, operational disturbances caused by train integrity errors can be minimized as well as in the event of their occurrence
  • components and mechanisms already present in the corresponding system are frequently dynamically combined in such a way that an increase in the robustness and thus in the performance of the overall system results.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé servant à influencer de manière automatique des véhicules (10, 20) guidés sur rails. Lors d'un fonctionnement normal des véhicules (10, 20) guidés sur rails, la position respective de ces derniers est annoncée à un système (40) côté parcours. Le système (40) côté parcours détermine, en tenant compte des positions annoncées pour les véhicules (10, 20) guidés sur rails, une autorisation (70, 71) respective de déplacement et la transmet au véhicule (10, 20) guidé sur rails respectif. L'invention vise à maintenir un fonctionnement performant des véhicules (10, 20) guidés sur rails dans le cas également où l'un des véhicules (10, 20) guidés sur rails est perturbé de telle manière qu'il ne peut pas garantir son intégrité et qu'il n'est plus en mesure par voie de conséquence d'annoncer une position valide ou fiable. À cet effet, sans interrompre le mode de déplacement des véhicules (10, 20) guidés sur rails, on passe dans un mode anormal, dans lequel le véhicule (10) guidé sur rails perturbé détermine une position d'une de ses extrémités et l'annonce au système (40) côté parcours conjointement avec une information, selon laquelle il ne peut pas garantir son intégrité. Les autorisations de déplacement (70, 72) pour les véhicules (10, 20) guidés sur rails sont déterminées dès lors par le système (40) côté parcours de telle manière qu'on tient compte, concernant le véhicule (10) guidé sur rails perturbé, de la position annoncée eu égard à l'une des extrémités du véhicule ainsi que d'une information d'annonce libre d'un système d'annonce libre côté parcours eu égard à l'autre extrémité de véhicule.
EP16706382.5A 2015-03-17 2016-02-26 Procédé et dispositif servant à influencer de manière automatique des véhicules guidés sur rails Active EP3247609B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015204769.5A DE102015204769A1 (de) 2015-03-17 2015-03-17 Verfahren sowie Vorrichtung zur automatischen Beeinflussung spurgebundener Fahrzeuge
PCT/EP2016/054099 WO2016146365A1 (fr) 2015-03-17 2016-02-26 Procédé et dispositif servant à influencer de manière automatique des véhicules guidés sur rails

Publications (2)

Publication Number Publication Date
EP3247609A1 true EP3247609A1 (fr) 2017-11-29
EP3247609B1 EP3247609B1 (fr) 2019-08-14

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EP16706382.5A Active EP3247609B1 (fr) 2015-03-17 2016-02-26 Procédé et dispositif servant à influencer de manière automatique des véhicules guidés sur rails

Country Status (6)

Country Link
US (1) US10457300B2 (fr)
EP (1) EP3247609B1 (fr)
CN (1) CN107406089B (fr)
DE (1) DE102015204769A1 (fr)
ES (1) ES2757727T3 (fr)
WO (1) WO2016146365A1 (fr)

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DE102015204769A1 (de) 2016-09-22
US10457300B2 (en) 2019-10-29
CN107406089B (zh) 2019-09-27
WO2016146365A1 (fr) 2016-09-22
ES2757727T3 (es) 2020-04-30
CN107406089A (zh) 2017-11-28
US20180105192A1 (en) 2018-04-19
EP3247609B1 (fr) 2019-08-14

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