EP3328706B1 - 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 Download PDF

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Publication number
EP3328706B1
EP3328706B1 EP16767170.0A EP16767170A EP3328706B1 EP 3328706 B1 EP3328706 B1 EP 3328706B1 EP 16767170 A EP16767170 A EP 16767170A EP 3328706 B1 EP3328706 B1 EP 3328706B1
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EP
European Patent Office
Prior art keywords
track
vehicle
route
elements
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.)
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Application number
EP16767170.0A
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German (de)
English (en)
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EP3328706A1 (fr
Inventor
Sven Adomeit
Uwe Deichmann
Norbert Geduhn
Carlos Del Pozo
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3328706A1 publication Critical patent/EP3328706A1/fr
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    • 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle 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 road elements and passable by vehicles, are known.
  • the vehicles of selected ones of the route elements request steps for allocation as the route element, and each of the selected route elements is automatically allocated as a route element under predetermined conditions for each vehicle requesting the steps for allocation as a route element.
  • the vehicles are adapted to request steps of allocation of route elements from selected ones of the route elements, and each of the selected route elements is adapted to be preset for each vehicle requesting the steps of allocation as a route element thereto Automatically allocate conditions as a 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 characteristics and initiates a change of a route Atlas depending on the vehicles drive on the rail 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 claim 2 relates to an advantageous developments 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.
  • FIG. 1 shows a section of a railroad track network 1 with a first embodiment of the security system according to the invention 2.
  • 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 each other.
  • a second 4 of the subsystems is formed by track elements S1, S2,..., Sp with track element controllers TSC1, TSC2,..., TSCp, the track elements dividing the railroad track network 1 into a plurality of track sections G1, G2,..., Gq divide.
  • 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.
  • initially four track elements S1 to S4 link eight track sections G1 to G8.
  • a third 5 of the subsystems is formed by vehicles Z1, Z2, ..., Zr in the form of trains with vehicle controls OBU1, OBU2, ..., OBUr.
  • the section shown contains four examples of vehicles Z1 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 designed as a wireless radio communication system.
  • a first train Z1 in the direction of travel from left to right, which is retracted over a not shown in the figures route element in the form of an entry / exit element FEAFE 1 in the track network 1 and the track network 1 via a not shown in the figures stretch element in shape of an entry / exit element FEAFE 2 is on the stretch section G1 at a braking target HP1 (-) in front of the minus side of the switch W1 (see also FIG. 11 ).
  • a route plan of the train Z1, for example, which it already possessed prior to its entry into the rail network 1 or which it had received when it entered the rail network 1 from the OCC, is as follows: Z 1 FEAFE 1 ... W 1 - W 2 - Stopb 1 : 20 W 3 + W 4 + ... FEAFE 2
  • train 1 would therefore like the switch W1 lying in negative position and thus in Passier therapies F4 and the switch W2 from its pointed side lying in negative position and thus driven in Passier therapies F3.
  • train Z1 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 Passier therapies F2 and the diverter W4 from its pointed side in plus position and thus in pass direction F1.
  • the train Z1 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 over a not shown in the figures route element in the form of an entry / exit element FEAFE 3 in the track network 1 and leave the track network 1 on the inlet / outlet FEAFE element 2 is, stands on the section G2 at a braking target HP1 (-) in front of the plus side of the switch W1.
  • the train Z2 would therefore like the switch W1 lying in plus position and thus in Passier therapies F2, the switch W2 lying from its pointed side in negative position and thus in Passier therapies F3, after a stop of 25 seconds in the station B1, the switch W3 from its plus side in plus position lying and thus in Passier therapies F2 and the switch W4 lying from its pointed side in plus position and thus traveled in the direction F1 to continue its journey on the sections G3, G5, G6 and G7.
  • the train Z3 would therefore like the switch W2 lying on its pointed side in minus position and thus in passing direction F3, after a stop of 20 seconds in the station B1, the switch W3 from its plus side lying in positive position and thus in passing direction F2 and the switch W4 of hers Pointed side lying in minus position and thus driven in Passiercardi F3 to continue its journey on 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 B1, the switch W2 lying from its plus side in plus position and thus in passing direction F2 and the switch W1 of hers Pointed side lying in negative position and thus driven in passing direction F3 to continue his journey on the sections G4, G3 and G1.
  • 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 therefore output to other vehicles allotments as track element, so that they can use the track element in their own infrastructure. 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 When setting the route, the respective vehicle requests a second allocation step in the form of registration of a registration R. For this purpose, 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. Incidentally, 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 entry of a registration is possible, then the route element makes this entry and then issues a confirmation of the 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.
  • the respective vehicle issues a request to the entry of the marking of the track element as a track element for the vehicle to the respective track element lying in its track.
  • the link element automatically checks whether this marking of the registration is possible. The track element prevents under certain circumstances, an entry of the mark. If the registration of the marking is possible, then the route element prescribes this registration of the marking, causes, if necessary, the changeover of the route element and then issues a confirmation of the entry of the marking to 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 mark entitles the respective vehicle now to use the track element as Fahrwegelement and advance over the track element in the following section to a predetermined point in front of the next track element, where the given point from the line topology - ie 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.
  • the respective vehicle issues a pass confirmation to the respective track element.
  • the respective route element deletes the registered authorization, the registered registration and the registered marking.
  • 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 types of stress indicated by arrows F1, F2, F3 and F4 in the figures.
  • Other route elements such as entry / exit elements, derailment detector devices, or mobile work zones, have two types of stresses indicated by arrows f1 and f2 in the figures.
  • the route element control of a link element designed as a buffer device also manages memory locations of two types of stress, the memory locations of one type of stress, however, being permanently occupied by a barrier entry marked with "/".
  • the railway track network safety system which is divided into a plurality of track sections G1, G2,..., Gq by track elements S1, S2,... Sp and depending on data of components of a route atlas by vehicles Z1, Z2, ..., Zr is passable, so the vehicles Z1, Z2, ..., Zr are designed to request from selected of the track elements steps B, R, M for allocation as Fahrwegelement.
  • the memory locations of the individual line elements Si each form cells of two separate tables.
  • a track element S5 is provided, which forms a work 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 (S1, S2) in the railroad track network and removed therefrom.
  • the at least one track element S5, which forms the work zone AZ, is thus suitably designed to be temporarily integrated into the railroad track network between two initially adjacent track elements (S1, S2) and removed therefrom.
  • the at least one track element S5, which forms the work zone AZ, is provided with means MO5 for determining its current position and predefines the current position of the work zone AZ between the two track elements (S1, S2) as a function of its current position.
  • the at least one track element S5, which forms the working zone AZ thus has means MO5 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 controller TSC5 the release means MF5 and the current position determining means MO5 are provided as components of a mobile device D, in particular portable by a person.
  • the track element control TSC5 In the case of the at least one track element S5, which forms the working zone AZ, the track element control TSC5, the means MF5 for release and the means MO5 for determining the current position as components of a mobile, in particular of a person portable device D formed.
  • the data of at least one of the components K geo , K top , K fb of the route atlas SA in the parts D s (K geo ) 1, D s (K top ) 1, D s (D) related to the route elements are used in the hedging method for a track network according to the invention.
  • the data of at least one of the components K geo , K top , K fb of the route atlas SA are parts D s (K geo ) 1, D s (K top ) 1, D s (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 in the form of data records D s 1, D s 2,..., D s p are stored locally at the track elements S1, S2,..., Sp.
  • a first component of the route atlas (SA), whose data are stored or are stored in the route elements in parts D s (K geo ) 1, D s (K geo ) 2, ..., D s (K geo ) p, 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 is or is stored is provided as a driving component K fb with location-related driving operation data for controlling and monitoring the driving behavior of the vehicles and / or for controlling the route elements.
  • a third component of the route atlas SA whose data is 1, D s (K top) 2, ..., D s (K top) are p be deposited with the track elements or deposited in parts D s (top K), or is provided as a topographic component K top with topological data reflecting the topology structure of the rail network.
  • the data sets of the track elements affected by the modification are locally modified in the track elements.
  • the track elements are thus designed such that, in the case of a modification of the rail track network, the data sets of the track elements affected by the modification can be locally modified in the track elements.
  • first-time authorization B or in the case of a first-time registration R of a respective route element for a respective vehicle the entire data record of the route element is transmitted to the vehicle and deposited there.
  • the route elements and the vehicles are thus designed in such a way that in the case of a first authorization B or in the case of a first registration R of a respective route element for a respective vehicle, the entire data record of the route element is transmitted to the vehicle and deposited there.
  • 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 data stored on the vehicle and the link element data set differs from the degree of actuality stored in the link element record.
  • the route elements and the vehicles are thus designed such that in the case of a repeated authorization B or in the case of a repeated registration R of a respective route element for a respective vehicle from the record that was deposited at the link element, at least some of the data transmitted to the vehicle and be deposited there, if the degree of actuality of a stored on the vehicle and the distance element associated data set of the degree of actuality of the deposited element in the route record differs.
  • the vehicles Z1, Z2,..., Zr deposit dynamic driving operating data D d 1, D d 2,..., D d p entered manually and / or manually as dynamic component K dyn of the route atlas SA in the track elements related parts D d (K dyn ) 1, D d (K dyn ) 2, ..., D d (K dyn ) p at the track elements.
  • the vehicles Z1, Z2,..., Zr are thus designed appropriately, manually entered and / or manually released dynamic driving data D d 1, D d 2, ..., D d p as a dynamic component K dyn des Route atlas in terms of the track elements related parts D d (K dyn ) 1, D d (K dyn ) 2, ..., D d (K dyn ) p deposit at the track elements.
  • 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.
  • At least one braking target point HP which is a danger point, forms a train following point of a first train following point type ZFT.I, to which a first braking curve BKm A .I of the respective vehicle is assigned.
  • Such braking target points HP are, for example, the braking target points in the figures: HP1 (-), HP1 (+), HP1 (Sp), HP2 (Sp), HP2 (+), HP3 (-), HP3 (Sp), HP4 (Sp) , HP4 (+), HP4 (-), HS6 (Sp), HP6 (+), HP7 (-), HP7 (Sp), and HP9, but this list is not exhaustive.
  • a trained as a switching device track element specifies at least one braking target HP, which is a danger point.
  • a track element designed as a buffer block PB also specifies at least one braking target point HP, which is a danger point.
  • Such braking target points ZP in the figures are for example the braking target points: ZP2 (-), ZP3 (+), ZP6 (-), ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (left) and ZS8 (right) , but this list is not exhaustive.
  • a trained as a return path W R route element specifies at least one further braking target point ZP, which is not a danger point.
  • a track element designed as a fictitious double drive-in / drive-out element FDME predefines at least one brake target point ZP, which is not a danger point.
  • route elements Si made the following entries in the tables Ti and RRi and DSTi with respect to the vehicles (trains) Zm:
  • the track element S1 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 "Z1".
  • the route element S1 has made its registration R as a travel element for the vehicle Z2.
  • the track element S1 also has its approval B in the load type F4 Registration R made.
  • the memory entry that the distance element S1 has made for the vehicle Z1 is therefore designated in the table T1 as a whole with Z1 BR .
  • the cell next to it is - according to the rules - again provided with a lock entry marked by "/".
  • the vehicle Z2 may therefore pass the track element S1 in front of the vehicle Z1.
  • the line element S1 in conjunction with the awarding of the mark, caused the changeover of the switch W1 into its plus position by the setting element STW1, provided that it was not yet in the plus position.
  • the vehicle outputs a corresponding pass confirmation to the link element S1, which then the memory entry Z2 BRM and the left Lock entry "/" shown next to it deletes - ie withdraws its authorization, registration and marking for the vehicle Z2 or removes it (cf. FIG. 2 ).
  • the vehicle Z1 could only drive up to the braking point HP1 (-) to the switch W1.
  • the line element S2 has its entries Z3 BRM in column “F3” for the vehicle Z3, Z4 BR in column “F2” for the vehicle Z4, Z2 BR in column “F3” for the vehicle Z2 and Z1 B in column “ F3 "for the vehicle Z1 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 therefore to the in the FIG. 1a shown time only the vehicle Z3 automatically assigned as a track element.
  • the vehicle Z2 may approach the turnout W2 up to the braking target point HP2 (Sp).
  • the vehicle Z4 may approach the turnout point HP2 (+) to the switch W2.
  • the track element S3 has to that in the FIG. 1a time shown its entries Z4 BRM in column “F3" for the vehicle Z4, Z3 BR in column “F2” for the vehicle Z3, Z2 B in Column “F2” for the vehicle Z2 and Z1 B in column “F2” for the vehicle Z1 in the memory locations of the track element controller TSC3 (in the cells of the table T3) and also the resulting lock entries "/" made.
  • the track element S3 has therefore to that in the FIG. 1 shown time only the vehicle Z4 assigned automatically as Fahrwegelement. However, vehicle Z3 may approach shut-off point W3 as far as braking target point ZP3 (+).
  • the track element S4 has to that in the FIG. 1a its time entries Z3 B in column “F3" for the vehicle Z3, Z2 B in column “F1” for the vehicle Z2 and Z1 B in column “F1” for the vehicle Z1 in the memory locations of the track element control TSC4 (in the cells of Table T4) and also the resulting lock entries "/" made.
  • the track element S4 has therefore to the in the FIG. 1 shown time assigned to any of the vehicles as a track element and may therefore not be run over by any of the vehicles. Since it has also made no approval as a track element, neither of the vehicles may enter the track gates that links the switch W4.
  • the vehicle Z4 has already passed a release point related to the route element S4, which is not shown here for clarity, and has issued a corresponding pass confirmation to the route element S4, so that the route element S4 has already withdrawn its entries for the vehicle Z4 - thus deleted - Has.
  • the distance element S1 has its entry Z2 BRM for the vehicle Z2 and the resulting lock entry "/" deleted. Furthermore, the link element S2 has its entry Z3 BRM and the resulting lock entry "/" deleted. In addition, the route element S3 has deleted its entry Z4 BRM and the resulting lock entry "/”.
  • the track element S2 has to that in the FIG. 3 shown time his mark M made for the vehicle Z2 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 enter the track section G5, as long as the route element S3 has not yet made a registration R for the vehicle Z2. Accordingly, the vehicle Z1 must not initially enter the track section G3.
  • the vehicle Z2 issues its second request for registration of the track element S3 as a track element to the track element S3.
  • the route element S3 informs the vehicle Z2 that it has already made its registration for the vehicle Z3, informs it of the communication address of the vehicle Z3 and makes its registration for the vehicle Z2.
  • the vehicle Z2 then makes contact with the vehicle Z3.
  • the vehicle Z2 is given a respectively current braking target point ZP (Z3) or HP (Z3), up to which the vehicle Z2 then actually advances behind the vehicle Z3.
  • the current braking target point ZP (Z3) 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 Z3 is traveling in the direction of the distance element S3 - thus moving forward. Therefore, the vehicle Z2 turns off its steeply going Braking curve BK2 A .II to quickly follow the vehicle Z3, even if it should slip slightly over the braking target point ZP (Z3).
  • the current braking target point is a danger point and thus thus a train sequence point of the second train sequence type 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 brake target point HP (Z3) slip.
  • the vehicle Z1 outputs its second request for registration of the track element S2 as a track element to the track element S2.
  • the route element S2 informs the vehicle Z1 that it has already made its registration for the vehicle Z2, informs it of the communication address of the vehicle Z2 and makes its registration for the vehicle Z1.
  • the vehicle Z1 then makes contact with the vehicle Z2.
  • the vehicle Z1 is given a respective current braking target point, up to which the vehicle Z1 then actually 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 traveling in the direction of the distance element S2 - thus moving forward. Therefore, the vehicle Z1 turns on its steep leaking brake curve BK1 A .II to follow the vehicle Z2 quickly, even if you should have something about the brake destination ZP (Z2) slip.
  • the vehicle Z2 would come to a standstill, for example, in front of the switch W2 at the braking target point HP2 (Sp)
  • the current braking target point for the vehicle Z1 would be a danger point and therefore also a train sequence point of the second train follower type ZFT.II. Therefore, the vehicle Z1 would then switch from its steeply decelerating brake curve BK1 A .II to its flat-running brake curve BK1 A .I, since it must not slip over the braking target point HP2 (SP).
  • the vehicle Z1 must not initially enter the track section G5, since the track element S3 has not made any registration R for the vehicle Z1.
  • the vehicle Z1 outputs its second request for registration of the track element S3 as a track element to the track element S3.
  • the route element S3 informs the vehicle Z1 that it has already made its registration for the vehicle Z2, informs it of the communication address of the vehicle Z2 and makes its registration for the vehicle Z1.
  • the vehicle Z1 then makes contact with the vehicle Z2.
  • the vehicle Z1 is given a respective current braking target point ZP (Z2) or HP (Z2), up to which the vehicle Z1 then actually 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 traveling in the direction of the distance element S3 - thus moving forward. Therefore, the vehicle Z1 turns on its steep leaking brake curve BK1 A .II to follow the vehicle Z2 quickly, even if you should have something about the brake destination ZP (Z2) slip.
  • the current braking target point for the vehicle Z1 is a danger point and thus thus a train sequence point of the second train sequence type ZFT.II. Therefore, the vehicle Z1 then switches from its steeply decelerating brake curve BK1 A .II to its flat-out braking curve BK1 A .I, since it must not slip over the braking target point HP (Z2).
  • a not shown here platoon leader of the vehicle Z1 has at the in FIG. 5 shown position of the track section G3 distortions found in the track bed. 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 of travel element S2 as soon as the manual input is completed by saving. Dynamic driving data, for example in the form of slippery sections, but can also be detected by sensors of the respective vehicle and released by the driver only manually, then the respective vehicle his dynamic driving data then also deposited at least in the lying in his direction line element as soon as they released are. The deposit is preferably carried out during the next communication with the respective track element lying in the direction of travel.
  • the vehicle Z1 thus deposits the characteristic data of the slow driving point at the time at which it issues its pass confirmation to the route element S2.
  • a roving leader carries the portable device D which, in addition to the track element controller TSC5, has the means for enabling MF5 and the means for determining its current position MO5.
  • 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 track element S1 part of the track element S5 with that it has registered for the vehicle Z4 its authorization as Fahrwegelement.
  • the track element S5 also enters its authorization for the vehicle Z4 as a track element.
  • the route section G3 is temporarily divided by the route element S5.
  • FIG. 6 has the track element S2 made its mark for the vehicle Z4 and the vehicle Z4 requests the registration of the track element S1.
  • the link element S1 then informs the vehicle Z4 about the temporarily inserted route element S5, which forms the work zone AZ, and in particular informs it of the communication address of the route element S5. Now, the vehicle requests the route element S5 registration as Fahrwegelement.
  • the route member S5 makes its registration for the vehicle Z4 so that the vehicle Z4 can advance to the braking target punk HP4 (re).
  • the vehicle Z4 requests the marking of the track element S5.
  • the track element makes its mark but does not yet issue a tag acknowledgment to the vehicle Z4.
  • the device D displays on a display and / or acoustically that the vehicle Z4 would like to pass through the work zone.
  • the vehicle Z4 requests the registration of the route element S1.
  • the link element S1 makes this registration.
  • the vehicle Z4 advances to the braking target point HP1 (Sp).
  • the vehicle Z4 issues a corresponding pass confirmation to the route element S5, which then deletes the memory entry Z4 BRM and the lock entry "/" shown on the left next to it - ie its authorization, registration and marking for the vehicle Z4 takes or picks up.
  • the rotting can then return to work in the danger area.

Claims (4)

  1. Procédé de sécurisation d'un réseau de voies ferrées, qui, par des éléments (S1, S2, ..., Sp) de voie, est subdivisé en des tronçons (G1, G2, ..., Gq) de voie et qui, en fonction de données de composants d'un atlas de voie, peut être parcouru par des véhicules (Z1, Z2, ..., Zr),
    - dans lequel les véhicules (Z1, Z2, ..., Zr) demandent aux éléments de voie sélectionnés des étapes (B, R, M) d'affectation, comme élément de trajet,
    - dans lequel chacun (Si avec i = 1 à p) des éléments de voie sélectionnés s'affecte automatiquement, comme élément de trajet, dans des conditions données à l'avance, respectivement, pour chaque véhicule (Zm avec m = 1 à r), qui en demande les étapes d'affectation comme élément de trajet et
    caractérisé en ce que
    les véhicules (Z1, Z2, ..., Zr) mémorisent des données (Dd1, Dd2, ..., Ddp) dynamiques de conduite entrées manuellement et/ou validées manuellement, comme composant (Kdyn) dynamique de l'atlas (SA) de voie dans des parties (Dd(Kdyn)1, Dd(Kdyn)2, ..., Dd(Kdyn p) rapportées aux éléments de voie pour les éléments (Si avec i = 1 à p) de voie.
  2. Procédé de sécurisation suivant la revendication 1,
    caractérisé
    en ce que l'on met à disposition, comme données dynamiques de conduite :
    - des données caractéristiques sur des tronçons glissants de tronçons de voie interconnectés par les éléments de voie et/ou
    - des données caractéristiques de points de ralentissement sur les tronçons de voie interconnectés par les éléments de voie et/ou
    - des données caractéristiques d'obstructions à la voie sur les tronçons de voie interconnectés par les éléments de voie.
  3. Système de sécurisation d'un réseau de voies ferrées, qui, par des éléments (S1, S2, ..., Sp) de voie est subdivisé en des tronçons (G1, G2, ..., Gq) de voie et qui, en fonction de données de composants d'un atlas de voie, peut être parcouru par des véhicules (Z1, Z2, ..., Zr),
    - dans lequel les véhicules (Z1, Z2, ..., Zr) sont constitués de manière à demander aux éléments de voie sélectionnés des étapes (B, R, M) d'affectation, comme élément de trajet,
    - dans lequel chaque (Si avec i = 1 à p) des éléments de voie sélectionnés est constitué de manière à s'affecter, respectivement, automatiquement, comme élément de trajet dans des conditions données à l'avance pour chaque véhicule (Zm avec m = 1 à r), qui en demande les étapes d'affectation, comme élément de trajet et
    caractérisé en ce que
    les véhicules (Z1, Z2, ..., Zr) sont constitués de manière à mémoriser des données (Dd1, Dd2, ..., Ddp) dynamiques de conduite entrées manuellement et/ou validées manuellement, comme composant (Kdyn) dynamique de l'atlas (SA) de voie dans des parties (Dd(Kdyn)1, Dd(Kdyn) 2, ..., Dd(Kdyn)p) rapporté aux éléments de voie pour les éléments (Si avec i = 1 à p) de voie.
  4. Système de sécurisation suivant la revendication 3
    caractérisé
    en ce que l'on met à disposition, comme données dynamiques de conduite :
    - des données caractéristiques sur des tronçons glissants de tronçons de voie interconnectés par les éléments de voie et/ou
    - des données caractéristiques de points de ralentissement sur les tronçons de voie interconnectés par les éléments de voie et/ou
    - des données caractéristiques d'obstructions à la voie sur les tronçons de voie interconnectés par les éléments de voie.
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)

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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

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

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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
US9296402B2 (en) * 2011-10-11 2016-03-29 General Electric Company Vehicle location identification systems and methods
DE102013219763A1 (de) 2013-09-30 2014-08-28 Siemens Aktiengesellschaft Schienenbrucherkennung

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CN108290593B (zh) 2020-08-21
US10899373B2 (en) 2021-01-26
EP3328706A1 (fr) 2018-06-06
ES2755806T3 (es) 2020-04-23
HK1256201A1 (zh) 2019-09-13
DE102015218985A1 (de) 2017-03-30
AU2016332485A1 (en) 2018-04-19
CN108290593A (zh) 2018-07-17
US20180290676A1 (en) 2018-10-11
AU2016332485B2 (en) 2019-02-21
WO2017055023A1 (fr) 2017-04-06

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