EP3328706A1 - Procédé de sécurisation et système de sécurisation pour réseau de voies ferrées - Google Patents

Procédé de sécurisation et système de sécurisation pour réseau de voies ferrées

Info

Publication number
EP3328706A1
EP3328706A1 EP16767170.0A EP16767170A EP3328706A1 EP 3328706 A1 EP3328706 A1 EP 3328706A1 EP 16767170 A EP16767170 A EP 16767170A EP 3328706 A1 EP3328706 A1 EP 3328706A1
Authority
EP
European Patent Office
Prior art keywords
track
vehicle
elements
route
sections
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
EP16767170.0A
Other languages
German (de)
English (en)
Other versions
EP3328706B1 (fr
Inventor
Sven Adomeit
Uwe Deichmann
Norbert Geduhn
Carlos Del Pozo
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 EP3328706A1 publication Critical patent/EP3328706A1/fr
Application granted granted Critical
Publication of EP3328706B1 publication Critical patent/EP3328706B1/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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L11/00—Operation of points from the vehicle or by the passage of the vehicle
    • B61L11/08—Operation of points from the vehicle or by the passage of the vehicle using electrical or magnetic interaction between vehicle and track
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L13/00—Operation of signals from the vehicle or by the passage of the vehicle
    • B61L13/04—Operation of signals from the vehicle or by the passage of the vehicle using electrical or magnetic interaction between vehicle and track, e.g. by conductor circuits using special means or special conductors
    • 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

Definitions

  • the invention relates to a safety method and a safety system for a railroad track network.
  • a safety method and a safety system for a railroad track network which is subdivided into track sections by track elements and can be driven by vehicles, are known.
  • the vehicles of selected of the route elements request steps for allocation as Fahrwegele- element and each of the selected track elements is shared for each vehicle, which requests the steps for Zutei ⁇ tion as Fahrwegelement at him, under predetermined conditions automatically as Fahrwegelement to.
  • the vehicles are suitably designed, from selected ones of the route elements
  • each of the selected line elements is suitable ⁇ forms, each automatically for each vehicle that requests the steps for allocation as a track element at him under specified conditions zuzutei ⁇ len as track element.
  • Modified route properties in the railroad track network which are recognized by a vehicle driver, are communicated in the usual way by the driver orally to a control center.
  • the control center then informs all drivers of the vehicles about these changed route properties and causes a change in a route Atlas depending ⁇ speed of which the vehicles drive the track network.
  • the invention is based on the object of further developing the generic securing method and the generic securing system for a railroad track network such that the vehicles or their drivers can be informed better and faster about changes in track characteristics.
  • the security system according to the invention can thereby advantageously automatic information of all subsequent vehicles via changed route properties in the track network through the track elements and a quick technical consideration of the changed track characteristics by the following vehicles or their drivers done.
  • the claim 2 relates to an advantageous washerfelun conditions of the securing method according to the invention, which corresponds to the advantageous embodiment of the security system, which is specified in the patent claim 4.
  • Figure la a section of a track route network as a function of data components of a route atlas is divided by distance elements in a plurality of Stre ⁇ ckenabitesen and passable by vehicles, and the system is equipped with a first embodiment of a fuse according to the invention, at a first time ⁇ point,
  • FIG. 1b shows the section from the railroad track network according to FIG. 1a at the time in accordance with FIG. 1a, which is equipped with a second embodiment of the securing system according to the invention
  • Figures 2 to 10 show the detail of the track route network according to figure la, which is the first embodiment of the security system according to the invention equipped kitchens ⁇ tet, at other times,
  • FIG. 11 shows the detail of the railroad track network according to FIG. 1a with a schematic representation of the route atlas, FIG.
  • FIG. 12 shows a further detail from the railroad track network which adjoins the section shown on the right in FIG. 11, likewise with a schematic illustration of the route atlas and FIG Figure 13 a mobile device as a working area having formed ⁇ th element of the route Siche ⁇ assurance system according to the invention.
  • 1 shows a detail of a railroad track network 1 with a first embodiment of the security system 2 according to the invention.
  • the security system 2 comprises four subsystems 3 to 6.
  • a first 3 of the subsystems is a communication system via which the three further subsystems 4 to 6 communicate with one another.
  • a second 4 of the subsystems is formed by track elements Sl, S2, Sp with track element controllers TSC1, TSC2, TSCp, the track elements dividing the railroad track network 1 into a plurality of track sections Gl, G2, Gq.
  • the route elements include, for example, turnout devices, railroad crossings, level transitions for travelers, buffer stops and derailment detector devices.
  • the route elements also include mobile workspaces. In detail shown verknüp ⁇ fen first four route elements Sl to S4 eight Streckenab ⁇ cuts Gl to G8.
  • a third 5 of the subsystems is formed by vehicles ZI, Z2, Zr in the form of trains with vehicle controls OBU1, OBU2, OBUr.
  • vehicle controls OBU1, OBU2, OBUr In the section shown are four examples of vehicles ZI to Z4.
  • the fourth subsystem 6 is formed by a control center OCC.
  • the line element controllers TSC1, TSC2, TSCp and the vehicle controllers OBU1, OBU2, OBUr each have a secure computer - for example in the form of a 2v2 computer or a 2v3 computer.
  • the control center OCC also has a computer that can be designed as non-secure computer.
  • the communication system 2 is preferably formed as a wireless radio communication system from ⁇ .
  • a first train ZI in the direction of travel from left to right, which is retracted via a not shown in the figures route element in the form of an entry / exit element FEAFE 1 in the Gleisstre ⁇ ckennetz 1 and the track network 1 via a not shown in the figures stretch element in the form of an entry / exit element FEAFE 2 is on the stretch Gl at a braking target HP1 (-) in front of the minus side of the switch Wl (see also Figure 11).
  • a route plan of the train ZI, he possessed, for example prior to its entrance into the track route network 1 or he has received in his driveway in the track route network 1 from the control center OCC is, toward ⁇ clear the track section shown: ZIIFEAFE1
  • train 1 would therefore like the switch Wl lying in negative position and thus in the direction of passage F4 and the switch W2 lying from its pointed side in negative position and thus driven in Passierrich- tion F3.
  • train ZI wants to stop for 20 seconds. After his stop, he wants the diverter W3 lying on its plus side in plus position and thus lying in Passiercardi F2 and the diverter W4 from its pointed side in plus position and thus in Passiercardi Fl.
  • the train ZI would like to continue its journey on the sections G3, G5, G6 and G7.
  • a second train Z2 also in the direction of travel from left to right, which is retracted via a not shown in the figures route element in the form of an entry / exit element FEAFE 3 in the track network 1 and the track network 1 via the input / output element FEAFE 2 leave is, stands on the section G2 at a braking target ⁇ point HP1 (-) in front of the plus side of the switch Wl.
  • the train Z2 would therefore like the switch Wl lying in positive position and thus in passing direction F2, the switch W2 lying from its pointed side in negative position and thus in Passierrich ⁇ tion F3, after a stop of 25 seconds in the station Bl the switch W3 from its plus side lying in positive position and thus lying in the direction of passage F2 and the switch W4 from its pointed side in plus position and thus in Passiercardi Fl be ⁇ drive to continue its journey on the sections G3, G5, G6 and G7.
  • the train Z3 would therefore like the switch W2 from its pointed side lying in negative position and thus in passing direction F3, after a stop of 20 seconds in the station Bl the switch W3 lying from its plus side in plus position and thus in Passier ⁇ direction F2 and the switch W4 lying on its pointed side in minus position and thus driven in Passiercardi F3 to fortzu ⁇ put his drive on the road sections G5, G6 and G7.
  • the train Z4 would therefore like the switch W3 from its pointed side lying in negative position and thus in passing direction F3, after a stop of 25 seconds in the station Bl the switch W2 lying from its plus side in plus position and thus in passing direction F2 and the switch Wl their tips facing in the minus position horizontal and navigate in passing direction F3 to put his drive on the road sections G4, G3 and Gl fortzu ⁇ .
  • a first of these procedural ⁇ rensabête is a track test.
  • a second of these method sections is a route specification.
  • the third of these procedural stages is a driving license.
  • These three methods portions of Erarbei ⁇ processing of the allocation of a track element as a track element for a vehicle serving on the one hand of conflict resolution. On the other hand, they advantageously ensure a demand-optimized and optimized use of the track elements and track sections of the railroad track network.
  • the respective vehicle requests a first step for allocation in the form of a registration of a permit B.
  • the respective vehicle issues to the respective track element lying in its track a request for the entry of the authorization B of the track element as a track element for the vehicle.
  • the route element then automatically checks whether this registration of the permit is possible.
  • the route element prevents an entry of the authorization only if there is already an entry of a license for another vehicle in the direct opposite direction with regard to the requested entry.
  • the respective track element for other vehicles trains is still available. It can output to other vehicles allocations as a road element, so that they can nut ⁇ zen the route element in their own driveway. If the entry of a permit is possible, the route element makes this entry and then issues a confirmation of the entry of the license to the respective vehicle.
  • the respective vehicle requests ei ⁇ NEN second step for allocation in the form of a recording of a registration R.
  • the respective vehicle issues a request to the registration of the registration R of the route element as a route element for the vehicle to the respective track element lying in its track.
  • the route element then automatically checks whether this registration of the registration is possible.
  • the route element prevents entry of the registration under given circumstances.
  • the respective track element for other vehicles (trains) is still available. It can therefore output to other vehicles allotments as track element, so that they can use the track element in their own infrastructure. If the registration of a registration is possible, the route element undertakes this entry and then issues a confirmation of registration of the registration to the respective vehicle.
  • the respective vehicle When issuing the driving license, the respective vehicle requests a third allocation step in the form of an entry of a marking M.
  • a marking M For this purpose, are the respective vehicle to the respective lying in its path Stre- ckenelement a request to the registration of Markie ⁇ tion of the track element as a track element for the driving ⁇ convincing.
  • the link element automatically checks whether this marking of the registration is possible.
  • the route element prevents entry of the marking under given circumstances. If the registration of the mark possible, so the route element takes these registration of the Mar ⁇ ktechnik before, causes, if necessary, change the position of the track element, and then a confirmation of the registration of the mark on the respective vehicle. All other vehicles requesting the registration of a marking must wait until the registered marking is deleted.
  • the receipt of the confirmation of the registration of the markings tion entitled the respective vehicle is now to use the stretching Enele ⁇ ment as a road element and advance through the stretching Enele ⁇ ment in the following path section up to a specified differently surrounded point before the next track element, said him the given point from the route topology - thus from a topological component of a route atlas - is known.
  • the vehicle also has a location system so that it always knows at what point in the rail network it is currently located. By passing the track element gives the respective
  • each route element controller TSCi of the route elements In order to carry out the three mentioned steps for allocation, storage locations are managed by each route element controller TSCi of the route elements.
  • the columns of these tables correspond to the different types of stress of the respective track element.
  • the points shown each have four in the figures by arrows Fl, F2, F3 and F4 marked types of stress.
  • Other route elements such as entry / exit elements, derailment detector devices, or mobile working zones, have two types of stresses indicated by arrows fl and f2 in the figures.
  • the track element control of a track element designed as a buffer device also manages memory locations of two types of load, the memory locations of one type of load, however, being permanently occupied by a lock entry marked with "/".
  • the vehicles ZI, Z2, Zr of selected ones of the route elements request the steps B, R, M for allocation as a route element.
  • the vehicles are ZI, Z2, Zr suitably designed to request from selected ⁇ th the track elements steps B, R, M for allotment as infrastructure element.
  • the given conditions are as follows:
  • the storage locations of the individual route elements Si each form cells of two separate tables.
  • a vehicle In order to use a section between two route elements, a vehicle requires a confirmed registration in both tables of both the route element via which the vehicle enters the respective route section (ie forms an entry point) and the route element the vehicle extends out of the respective route section (which thus forms an exit point).
  • a vehicle may request registration in the departure point table DSTi if it has an entry point marker. A vehicle can therefore drive up to a track element if it is registered with this track element and all track elements are marked on the way there for him.
  • a track element S5 is provided, which forms a working zone AZ after its integration into the railroad track network.
  • the track element S5 which forms the working zone AZ, is temporarily integrated between two initially adjacent track elements (Sl, S2) in the railroad track network and removed therefrom.
  • the at least one track element S5, which forms the working zone AZ, is thus designed to be temporarily temporarily inserted between two adjacent track elements (S1, S2)
  • the at least one distance element S5, which constitutes the working zone Z is provided with means M05 for determining its current position and returns the current position of the Ar ⁇ beitszone AZ between the two track elements (Sl, S2) in dependence of its current position in front.
  • the at least one track element S5, which forms the work zone AZ thus has means M05 for determining its current position and is adapted to predefine the current position of the work zone AZ between the two track elements (S1, S2) as a function of its current position.
  • the route element control TSC5 the release means MF5 and the current position determination means M05 are provided as components of a mobile device D, which is portable in particular by a person.
  • At least one distance element S5, which constitutes the working zone ⁇ AZ, that is, the distance element control are TSC5, the means MF5 for release and the means M05 for determining the current position as components of a mobile, in particular of a person portable device D formed.
  • the distance element control are TSC5
  • the data of at least one of the components K geo , t0 p / K fb of the branch atlas SA are related to the track elements D s (K geo ) 1, D s (K t0 p) 1, D s (Kfb) 1, D s (K geo ) 2, D s (K top ) 2, D s (K fb ) 2, D s (K geo ) p, D s (K 0 p) p, D s (K fb ) p in the form of data records D s l, D s 2, D s p lo ⁇ cal deposited in the track elements Sl, S2, Sp.
  • the data of at least one of the components K geo , t0 p / K fb of the route atlas SA are parts D s (K geo ) 1, D s (K top ) 1, D s (FIG. K fb ) 1, D s (K geo ) 2, D s (K top ) 2, D s (K fb ) 2, D s (K geo ) p, D s (K top ) p, D s (K fb ) p stored in the form of data sets D s l, D s 2, D s p locally at the track elements Sl, S2, Sp.
  • a first component of the route atlas (SA), the data in parts D s (K geo) l, D s (K geo) 2, D s (K geo) p will be deposited with the Streckenelemen ⁇ th or are stored, is or is provided as a geometric component K geo with geometry and location data for determining the position of the vehicles in the railroad track network.
  • a second component of the route atlas SA the data of which are stored or stored in parts D s (K fb ) 1, D s (K fb ) 2, D s (K fb ) p is or is stored as ei ⁇ ne driving component K fb provided with location-based Fahrbe ⁇ drive data for controlling and monitoring the driving behavior of the vehicles and / or for controlling the track elements.
  • the data sets of the track elements affected by the modification are locally modified in the track elements.
  • the Stre ⁇ ckenimplantation are thus designed such that the records of the track elements are affected by the modification can be modified locally in the Stre ⁇ ckenmaschinen at a Mo ⁇ ification of the track route network.
  • the entire data record of the route element is transmitted to the vehicle and deposited there.
  • the track elements and the vehicles are thus formed so transmitted that, in the case of an initial loading ⁇ Willi supply B, or in case of an initial registration R a respective distance element for a respective driving ⁇ generating the entire data of the track element to the driving ⁇ generating and deposited there, becomes.
  • At least some of the data is transmitted to the vehicle from the data record deposited with the route element if the degree of actuality a stored on the vehicle and associated with the distance element data set from the degree of actuality of the ⁇ ckenelement deposited with the Stre data set from the original.
  • the route ⁇ elements and the vehicles are thus designed such that in the case of repeated approval B or in the case of repeated registration R of each route element for a particular vehicle from the record that was deposited at the link element, at least some of the data to the vehicle be transmitted and deposited there when the degree of actuality of a stored on the vehicle and the link element associated data set of Aktu Runds ⁇ degree of deposited at the link element record differs ⁇ .
  • the vehicles ZI, Z2, Zr are thus designed to be manually entered and / or released manually dynamic driving operation data D d 1, D d 2, D d p as dynamic component K dyn the Streckenat ⁇ las in relation to the track elements Divide D d (K dyn ) 1, D d (K dyn ) 2, D d (K dyn ) p at the track elements.
  • dynamic driving data are or be ⁇ provided here are:
  • At least one of the signals is given as a virtual main signal HS at a braking target point HP, which is a danger point.
  • At least one of the signals is or is specified as a virtual target signal ZS at a braking target point ZP, which is not a danger point.
  • a trained as a switching device track element specifies at least one braking target HP, which is a danger point.
  • Designed as a buffer PB distance element is just ⁇ if at least one brake destination HP before, which is a Gefah ⁇ rentician.
  • Such brake ⁇ target points ZP are in the figures, for example, the braking target points: ZP2 (-), ZP3 (+), ZP6 (-) ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (Ii), and ZS8 (re), but this enumeration is not complete.
  • a double as a fictitious input / extending element FDME are formed distance member includes at least one brake ⁇ target point ZP before which is not a danger point.
  • the track elements Si shown in FIGS. 1a and 1b and 2 to 10 have the following entries in the tables Ti and RRi and DSTi with respect to the vehicles (trains) Zm:
  • the track element Sl has made its approval B in response to the first request ... of the vehicle Z2 in the type of load F2 requested by the vehicle Z2. This is indicated in the table T1 by the subscript "B” at the reference “ZI”.
  • the track element Sl has made in response to the two ⁇ te request ... of the vehicle Z2 its registration R as Fahrwegelement for the vehicle Z2. This is indicated in the table T1 by the subscript "R” at the reference "ZI”.
  • the stretching Enele ⁇ ment Sl has made in response to the third request ... of the vehicle Z2 its mark M as a track element for generating the driving ⁇ Z2. This is indicated in the table T1 by the subscript "M” at the reference "ZI”.
  • the memory entry that the track element Sl has made for the vehicle Z2 is therefore designated in the table T1 as a whole with Z2 B RM.
  • the cell to the left is - according to the rules - provided with a lock entry marked "/”.
  • the vehicle Z2 may therefore pass in front of the vehicle ZI the track element Sl.
  • the track element Sl had along with the award of the mark, the conversion of the switch Wl by the actuator STW1 in its plus position ver ⁇ causes, if this was not yet in the plus position.
  • the vehicle outputs a corresponding pass confirmation to the link element Sl, which then the memory entry Z BRM and the left
  • the blocking entry "/" shown next to it deletes its authorization, registration and marking for the vehicle Z2 (see FIG.
  • the route element S2 has its A ⁇ transmissions Z3 BRM in column “F3" of the vehicle Z3, Z4 BR in column “F2” for the vehicle Z4, Z2 BR in column “F3” of the vehicle Z2 and Z1 B in Column “F3” for the vehicle ZI in the memory locations of the track element control TSC2 (in the cells of the table T2) and also the resulting lock entries "/" made
  • the track element S2 has so at the time shown in the figure la only the vehicle However, the vehicle Z2 is allowed to approach the diverter W2 as far as the braking target point HP2 (Sp) and the vehicle Z4 is allowed to approach the diverter W2 as far as the braking target point HP2 (+).
  • the track element S3 has at the time shown in the figure la its entries Z4 BRM in column “F3" for the vehicle Z4, Z3 BR in column “F2" for the vehicle Z3, Z2 B in The distance element S3 column “F2” for the vehicle Z2 and made Z1 B in column “F2” for the vehicle ZI TSC3 in the memory locations of the track element ⁇ control (in the cells of the T3 table) and the resulting lock entries "/". has thus automatically allocated to the ge in the Figure 1 ⁇ time showed only the vehicle as driving Z4 ⁇ path element. however, the vehicle Z3 may, until
  • the track element S4 has to that shown in the figure la
  • the vehicle Z4 has already has a related to the Stre ⁇ ckenelement S4 release point, which is of clarity not shown here for the sake happened, and a corresponding Passierbestschist of the route element S4 so that the route element S4 its regis ⁇ conditions for the vehicle Z4 already withdrawn - that is deleted - has.
  • the route element Sl Furthermore has canceled the registration Z2 BRM for the vehicle Z2 and the resulting lock entry "/”.
  • the route element S3 has deleted its entry Z4 BRM and the resulting lock entry "/".
  • the track element S1 has now made its mark M for the vehicle ZI for the time point shown in FIG. 3, thus completing its automatic allocation for the vehicle ZI.
  • the track element controller TSC1 causes the switchover of the switch Wl by the actuator STW1 in its negative position.
  • the track element S2 has made its mark M for the vehicle Z2 for the time shown in Figure 3 and thus completed its automatic allocation for the vehicle Z2.
  • the track element controller TSC2 causes the switchover of the shunt W2 by the actuator STW2 in its minus position.
  • the vehicle Z2 must not cut ⁇ in the Gleisab retract G5, as long as the route element has no registration for the vehicle R Z2 made S3. Accordingly, the vehicle ZI must not initially enter the track section G3.
  • the vehicle Z2 outputs its second request to Regis Trie ⁇ tion of the distance element S3 as a road element to the Stre ⁇ ckenelement S3.
  • the route element S3 informs the vehicle Z2 about the fact that it has already taken his registration for the vehicle Z3 before ⁇ , tells him the communication address of driving ⁇ zeugs Z3 with and accepts the registration for the vehicle Z2 before.
  • the vehicle Z2 then makes contact with the vehicle Z3. Based on the current position of the accelerator ⁇ convincing Z3 of the vehicle in each case a brake current target point ZP (Z3) or HP (Z3) is specified to the vehicle Z2, then alsschscht up to which the vehicle is currently behind the vehicle Z2 Z3.
  • the current Bremszielunkt ZP (Z3) is rentician no hazard and therefore allow a Werner no hazard and therefore allow a Werner no hazard and therefore allow a Werner no hazard and therefore allow a Werner the second Werfol ⁇ ge Vietnamesetyps ZFT.II while the vehicle Z3 moves toward the track element S3 - So be further forward moved ⁇ . Therefore the vehicle Z2 shifts its steeply de braking curve BK2 A .II one to the vehicle Z3 quickly fol ⁇ gen, even if they should learn about the brake destination ZP (Z3) slip. But as soon as the vehicle has come Z3 on the brake target ⁇ point ZP3 (+) to a stop, the current braking destination is a danger point and therefore allow a Switzerland colorful Vietnamese the second Switzerland plausibletyps ZFT.II. Therefore, the vehicle Z2 then switches from its steep leaking brake curve BK1 A .II to its flat outgoing braking curve BK2 A .I, as it must not exceed
  • the vehicle ZI are its second Anforde ⁇ tion for registration of the distance element S2 from a track ⁇ element of the route element S2.
  • the route element S2 informs the vehicle ZI about the fact that it has already made the registration for the vehicle Z2, tells him the Kommunikati ⁇ ons address the vehicle Z2 and takes his registration for the vehicle ZI ago. Then the vehicle takes ZI Kon ⁇ clock on to the vehicle Z2.
  • each a brake current target point is specified to the vehicle ZI to which the vehicle is currently ZI then advances behind the vehicle Z2 ⁇ .
  • the current braking target point ZP (Z2) is not a danger point and thus therefore a train following point of the second train sequence type ZFT.II, as long as the vehicle Z2 is in
  • the vehicle ZI would then switch from its steep leaking brake curve BK1 A .II to ⁇ to his flat leaking brake curve BK1 A .I as it is not on the brake destination point HP2 (SP) ⁇ rut rule allowed.
  • the vehicle must not ZI einfah ⁇ ren in the track section G5 at first because the route element S3 still registering R has carried out for the vehicle ZI.
  • the vehicle ZI outputs its second request to Regis Trie ⁇ tion of the distance element S3 as a road element to the Stre ⁇ ckenelement S3.
  • the route element S3 informs the vehicle ZI about the fact that it has already taken his registration for the vehicle Z2 before ⁇ , tells him the communication address of driving ⁇ zeugs Z2 and takes his registration for the vehicle ZI ago.
  • the vehicle ZI then makes contact with the vehicle Z2.
  • the vehicle ZI On the basis of the respective current position of the vehicle end of the vehicle Z2, the vehicle ZI is given a respective current braking target point ZP (Z2) or HP (Z2), up to which the vehicle ZI then actually advances behind the vehicle Z2.
  • the vehicle ZI then switches from its steep leaking brake curve A BK1. II on its flat leaking brake curve BK1 A. I um, because it must not slip over the braking target HP (Z2).
  • a train driver, not shown here, of the vehicle ZI has detected faults in the track bed at the position of the track section G3 shown in FIG. He therefore gives an interface of the vehicle control characteristics of the Point P enclosing slow driving LFS as dynamic driving operation data in the vehicle control OBU1.
  • the vehicle deposits its dynamic driving operation data at least at the lying in its direction element S2 road as soon as the manual input is concluded by saving ist ⁇ concluded.
  • dynamic driving operation data for example in the form of slippery sections
  • the placement is preferably done at the next commu nication ⁇ ckenelement with the respective lying in the direction of travel Stre-.
  • the vehicle ZI thus stored the characteristics of the speed restriction to the time at which it outputs its Pas ⁇ sierbestrucist of the route element S2.
  • a group R already approaches the position P of the track section G3 in order to eliminate the distortions in the track bed.
  • a Rotteninch the portable device D with it which in addition to the Streckenelementsteu ⁇ tion TSC5, the means for release MF5 and the means for determining its current position M05 has.
  • the track element 5 can be integrated into the track ⁇ network, which forms the working zone AZ after its integration to protect the rotting.
  • the track element controller TSC5 predefines the current position of the work zone AZ as a function of its current position and logs on to the track elements S1 and S2.
  • the route section G3 is temporarily divided by the route element S5.
  • the track element S2 has made its mark for the vehicle Z4 and the vehicle Z4 requests the registration of the track element S1.
  • the route element Sl informed the vehicle on the Z4 temporarily turn attached section element S5, which forms the working zone AZ and informs him in particular the communication address of Stre ⁇ ckenimplantations S5.
  • the vehicle calls at the ⁇ stretch element S5 registration as infrastructure element.
  • the route element S5 performs its Regis Trie ⁇ delay for the vehicle Z4, Z4 so that the vehicle can advance up to the target braking punk HP4 (re).
  • the vehicle Z4 requests the marking of the route element S5.
  • the link element takes its mark, but does not yet output a mark confirmation to the vehicle Z4.
  • the device D displays on a display and / or acoustically that the vehicle Z4 would like to pass through the working zone.
  • the vehicle Z4 requests the registration of the route element Sl.
  • the route element Sl makes this registration.
  • the vehicle Z4 now advances to the braking target point HP1 (Sp).
  • the vehicle Z4 gives an appropriate

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

L'invention concerne un procédé de sécurisation d'un réseau de lignes ferroviaires qui est divisé par des éléments de ligne (S1, S2, …, Sp) en sections de ligne (G1, G2, …, Gq) et qui peut être parcouru par des véhicules (Z1, Z2, …, Zr) en fonction de données de composants d'un atlas des lignes dans lequel les véhicules (Z1, Z2, …, Zr) d'éléments de ligne sélectionnés demandent des étapes (B, R, M) à attribution comme élément de voie de circulation et dans lequel chacun (Si avec i = 1 à p) des éléments de ligne sélectionnés pour chaque véhicule (Zm avec m = 1 à r), qui demande les étapes à attribution comme élément de voie circulation, est attribué automatiquement comme élément de voie circulation dans des conditions spécifiées. Selon l'invention, pour pouvoir mieux informer, et plus rapidement, les véhicules et leurs conducteurs de l'évolution des caractéristiques de la ligne, les véhicules (Z1, Z2, …, Zr) mémorisent des données de conduite dynamique (Dd1, Dd2, …, Ddp) saisies manuellement et/ou validées manuellement en tant que composant dynamique (Kdyn) de l'atlas des lignes (SA) dans des parties (Dd (Kdyn)1, Dd (K dyn)2, …, Dd (Kdyn)p), se rapportant aux éléments de ligne, pour les éléments de ligne (Si avec i = 1 à p). L'invention concerne également un système de sécurisation d'un réseau de voies ferrées.
EP16767170.0A 2015-09-30 2016-09-06 Procédé de sécurisation et système de sécurisation pour réseau de voies ferrées Active EP3328706B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015218985.6A DE102015218985A1 (de) 2015-09-30 2015-09-30 Sicherungsverfahren und Sicherungssystem für ein Gleisstreckennetz
PCT/EP2016/070949 WO2017055023A1 (fr) 2015-09-30 2016-09-06 Procédé de sécurisation et système de sécurisation pour réseau de voies ferrées

Publications (2)

Publication Number Publication Date
EP3328706A1 true EP3328706A1 (fr) 2018-06-06
EP3328706B1 EP3328706B1 (fr) 2019-08-14

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EP16767170.0A Active EP3328706B1 (fr) 2015-09-30 2016-09-06 Procédé de sécurisation et système de sécurisation pour réseau de voies ferrées

Country Status (8)

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US (1) US10899373B2 (fr)
EP (1) EP3328706B1 (fr)
CN (1) CN108290593B (fr)
AU (1) AU2016332485B2 (fr)
DE (1) DE102015218985A1 (fr)
ES (1) ES2755806T3 (fr)
HK (1) HK1256201A1 (fr)
WO (1) WO2017055023A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018212768A1 (de) * 2018-07-31 2020-02-06 Siemens Aktiengesellschaft Verfahren zum Erzeugen einer Bewegungsinformation
US20230171135A1 (en) 2020-05-12 2023-06-01 David V. Plant Chromatic Dispersion Tolerant PAM-M Transceiver for Optical Routing to Extended Paths

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4406720C2 (de) 1994-02-25 1996-08-14 Siemens Ag Zugsicherungssystem
DE19630575A1 (de) 1996-07-30 1998-02-05 Sel Alcatel Ag System zur semikontinuierlichen Steuerung von spurgeführten Fahrzeugen
DE10018967C1 (de) 2000-04-06 2002-01-10 Siemens Ag Funkbasiertes Zugsicherungssystem für ein von einer Mehrzahl von Zügen befahrbares Bahn-Streckennetz
US20070225878A1 (en) * 2006-03-20 2007-09-27 Kumar Ajith K Trip optimization system and method for a train
DE102007031138A1 (de) 2007-06-29 2009-01-02 Siemens Ag Verfahren und Anordnung zum Betreiben einer Eisenbahnstrecke
CN101607565B (zh) * 2008-06-16 2013-06-19 唐德尧 一种钢轨裂纹地面在线监测装置及其地面在线监测方法
US9834237B2 (en) * 2012-11-21 2017-12-05 General Electric Company Route examining system and method
CN101786459B (zh) 2009-12-31 2011-12-28 华南理工大学 基于自组织网的列车临时限速方法
EP2572955A1 (fr) 2011-09-23 2013-03-27 Siemens SAS Procédé et système de gestion d'un poste d'aiguillage
AU2012238325B2 (en) * 2011-10-11 2016-05-19 Ge Global Sourcing Llc A method and system for identifying train location in a multiple track area
DE102013219763A1 (de) 2013-09-30 2014-08-28 Siemens Aktiengesellschaft Schienenbrucherkennung

Also Published As

Publication number Publication date
HK1256201A1 (zh) 2019-09-13
US20180290676A1 (en) 2018-10-11
DE102015218985A1 (de) 2017-03-30
AU2016332485A1 (en) 2018-04-19
WO2017055023A1 (fr) 2017-04-06
US10899373B2 (en) 2021-01-26
CN108290593A (zh) 2018-07-17
ES2755806T3 (es) 2020-04-23
AU2016332485B2 (en) 2019-02-21
EP3328706B1 (fr) 2019-08-14
CN108290593B (zh) 2020-08-21

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