EP3331743B1 - Procédé de sécurisation d'un réseau de lignes ferroviaires - Google Patents

Procédé de sécurisation d'un réseau de lignes ferroviaires Download PDF

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Publication number
EP3331743B1
EP3331743B1 EP16766509.0A EP16766509A EP3331743B1 EP 3331743 B1 EP3331743 B1 EP 3331743B1 EP 16766509 A EP16766509 A EP 16766509A EP 3331743 B1 EP3331743 B1 EP 3331743B1
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EP
European Patent Office
Prior art keywords
vehicle
route
point
braking
track
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EP16766509.0A
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German (de)
English (en)
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EP3331743A1 (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 EP3331743A1 publication Critical patent/EP3331743A1/fr
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    • B61L15/0062—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • B61L15/0058—

Definitions

  • the invention relates to a safety method for a track network which is divided into track sections by track elements and can be driven on by vehicles.
  • the vehicles receive driving licenses (Movement authorities) to train following points EOAs (Ends of authorities), whereby the train following points EOAs each with the same braking curve of a braking curve type, namely the so-called " Approach SBD curve to EOA ".
  • Further braking curves of other braking curve types of the vehicles are active at the same time - for example the so-called "EBD curve to SL” but also an "SBI” and an "EBI”.
  • the one braking curve of the respective braking curve type of each of the vehicles, on which the vehicle sequence (train sequence) in the track network depends, is tailored to the worst case.
  • the invention is based on the object of optimizing the vehicle sequence in the track network.
  • This object is achieved in a security method with the features of claim 1 in that different braking curves of the same braking curve type are provided by the vehicles, each of the different braking curves of the same braking curve type of the respective vehicle being assigned to one of the different train sequence point types.
  • a vehicle When approaching a train following point of a train following point type, a vehicle activates a braking curve of one type of braking curve and when approaching a further train following point of another type of train following another braking curve of the same braking curve type.
  • a braking curve of one type of braking curve When approaching a train following point of a train following point type, a vehicle activates a braking curve of one type of braking curve and when approaching a further train following point of another type of train following another braking curve of the same braking curve type.
  • Claims 2 to 9 relate to advantageous developments of the securing method according to the invention.
  • At least one braking target point which is a danger point, forms a train following point of a first train following point type, to which a first braking curve of the respective vehicle is assigned.
  • a route element designed as a switch device specifies at least one braking target point, which is a danger point.
  • a section element designed as a buffer stop specifies at least one braking target point, which is a danger point.
  • At least one braking target point which is a danger point, is specified for a following vehicle in a route section based on the current position of the end of a vehicle at a standstill.
  • At least one braking target point which is not a danger point, forms a train following point of a second train following point type, to which a second braking curve of the respective vehicle is assigned.
  • a route element designed as a fallback switch device specifies at least one further braking target point which is not a danger point.
  • At least one further braking target point which is not a hazard point, is specified for a following vehicle in a route section based on the current position of the end of a vehicle of a moving vehicle.
  • a section element designed as a fictitious double retraction / extension element specifies at least one braking target point that is not a danger point.
  • the Figure 1 shows a section from a track network 1 with a first embodiment of the security system 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 one another.
  • a second 4 of the subsystems is formed by track elements S1, S2, ..., Sp with track element controls TSC1, TSC2, ..., TSCp, the track elements dividing the track network 1 into a plurality of track sections G1, G2, ..., Gq subdivide.
  • the route elements include, for example, points devices, level crossings, level crossings for travelers, buffer stop devices and derailment detector devices.
  • the route elements also include mobile work zones.
  • four route elements S1 to S4 initially link eight route 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.
  • vehicles Z1 to Z4 are four vehicles Z1 to Z4 by way of example.
  • the fourth subsystem 6 is formed by a control center OCC.
  • the line element controls TSC1, TSC2, ..., TSCp and the vehicle controls 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, which can be designed as a non-secure computer.
  • the communication system 2 is preferably designed as a wireless radio communication system.
  • the train 1 would like to pass the switch W1 in the negative position and thus in the direction of passage F4 and the switch W2 from its pointed side in the negative position and thus in the direction of passage F3.
  • Train Z1 wants to stop for 20 seconds in station B1. After his stop, he would like to pass the switch W3 from its plus side in the plus position and thus in the passing direction F2 and the switch W4 from its pointed side in the plus position and thus drive on in the passing direction F1.
  • the train Z1 would like to continue its journey on the route sections G3, G5, G6 and G7.
  • a second train Z2 also in the direction of travel from left to right, which has entered the track network 1 via a track element (not shown in the figures) in the form of an entry / exit element FEAFE 3 and which leaves the track network 1 via the entry / exit element FEAFE 2 is on the route section G2 at a braking target point HP1 (-) in front of the plus side of the switch W1.
  • his route plan reads: Z 2
  • StopB 1 25th
  • the train Z2 would like the switch W1 to be in the plus position and thus in the direction of passage F2, the switch W2 to be in the minus position from its pointed side and thus in the direction of passage F3, and after a stop of 25 seconds in the station B1, the switch W3 to be in the plus position from its plus side lying and thus in the passing direction F2 and the switch W4 from its pointed side in the plus position and thus driven on in the passing direction F1 in order to continue its journey on the route sections G3, G5, G6 and G7.
  • the train Z3 would like the point W2 from its pointed side in the minus position and thus in the direction of passage F3, after a stop of 20 seconds in the station B1, the point W3 from its plus side in the plus position and thus in the direction of passage F2 and the switch W4 from its pointed side lying in the minus position and thus drive in passing direction F3 in order to continue your journey on the route sections G5, G6 and G7.
  • a fourth train Z4 in the direction of travel from right to left, which has entered the track network 1 via the entry / exit element FEAFE 4 and which is to leave the track network 1 via the entry / exit element FEAFE 1, is on the route section G6 at a braking target point HP3 (Sp) in front of the pointed side of the switch W3.
  • the train Z4 would like the point W3 from its pointed side in the minus position and thus in the direction of passage F3, after a stop of 25 seconds in the station B1, the point W2 from its plus side in the plus position and thus in the direction of passage F2 and the switch W1 from its pointed side lying in the minus position and thus driven in passing direction F3 to to continue driving on sections G4, G3 and G1.
  • the respective vehicle When checking the route, the respective vehicle requests a first step for allocation in the form of an entry of a permit B. For this purpose, the respective vehicle issues a request to the respective route element lying in its route element for the entry of the permit B of the route element as a route element for the vehicle. The route element then automatically checks whether this entry of the permit is possible. The route element only prevents the entry of the permit if there is already an entry of a permit for another vehicle in the direct opposite direction with regard to the requested entry. Incidentally, the respective route element can still be used for other vehicles (trains). It can therefore issue allocations to other vehicles as a route element so that they can use the route element in their own route. If the entry of a permit is possible, the route element makes this entry and then issues a confirmation of the entry of the permit to the respective vehicle.
  • the respective vehicle When defining the route, the respective vehicle requests a second step for allocation in the form of an entry of a registration R. For this purpose, the respective vehicle issues a request to the respective route element lying in its route element for the registration R of the route element to be entered as a route element for the vehicle. The route element then automatically checks whether this entry of the registration is possible. The route element prevents the registration from being entered under given circumstances. Incidentally, the respective route element can still be used for other vehicles (trains). It can therefore issue allocations to other vehicles as a route element so that they can use the route element in their own route. If the entry of a registration is possible, the route element makes this entry and then issues a confirmation of the entry of the registration to the respective vehicle.
  • the respective vehicle When the driver's license is issued, the respective vehicle requests a third step for allocation in the form of an entry of a marking M.
  • the respective vehicle issues a request to the respective route element lying in its route element for the marking of the route element to be entered as a route element for the vehicle.
  • the route element again automatically checks whether this marking of the registration is possible.
  • the route element prevents the marking from being entered under given circumstances. If the marking can be entered, the route element makes this entry of the marking, arranges, if necessary, to switch the route element and then issues a confirmation of the marking to the respective vehicle. All other vehicles that request the entry of a marking must wait until the registered marking is deleted again.
  • the receipt of the confirmation of the entry of the marking now authorizes the respective vehicle to use the route element to use as a route element and to advance via the route element in the following route section to a specified point before the next route element, the specified point being known to him from the route topology - i.e. from a topological component of a route atlas.
  • the vehicle also has a tracking system so that it always knows at what point in the track network it is currently located.
  • the respective vehicle With the passage of the route element, the respective vehicle issues a confirmation of passage to the respective route element. Upon receipt of this confirmation of passage, the respective route element deletes the entered permit, the registered registration and the entered marking.
  • the columns in these tables correspond to the different types of stress on the respective route element.
  • the switches shown each have four types of stress indicated in the figures by arrows F1, F2, F3 and F4.
  • Other track elements such as entry / exit elements, derailment detector devices or mobile work zones have two types of stress indicated in the figures by arrows f1 and f2.
  • the line element control of a line element designed as a buffer stop device also manages storage locations of two types of stress, the storage locations of one stress type, however, being permanently occupied by a lock entry marked with "/".
  • the security system for a track network which is divided into a plurality of route sections G1, G2, ..., Gq by route elements S1, S2, ..., Sp and, depending on data from components of a route atlas, by vehicles Z1, Z2,. .., Zr is passable, so the vehicles Z1, Z2, ..., Zr are designed to request steps B, R, M from selected ones of the route elements for allocation as a route element.
  • the storage locations of the individual route elements Si each form cells of two separate tables.
  • a section element S5 is provided which, after being integrated into the track network, forms a work zone AZ.
  • the track element S5 which forms the work zone AZ, is temporarily integrated into the track network between two initially adjacent track elements (S1, S2) and removed again from there.
  • the at least one track element S5, which forms the work zone AZ, is therefore designed to be temporarily integrated into the track network between two initially adjacent track elements (S1, S2) and to be removed again from there.
  • the at least one line element S5, which forms the work zone AZ, is provided with means MO5 for determining its current position and specifies the current position of the work zone AZ between the two line elements (S1, S2) as a function of its current position.
  • the at least one line element S5 that forms the work zone AZ thus has means MO5 for determining its current position and is suitably designed to specify the current position of the work zone AZ between the two line elements (S1, S2) as a function of its current position.
  • the route element control TSC5 the means MF5 for enabling and the means MO5 for determining the current position are provided as components of a mobile device D, in particular one portable by a person.
  • the route element control TSC5 the means MF5 for enabling and the means MO5 for determining the current position are designed as components of a mobile device D, in particular one that can be carried by a person.
  • the data are at least one of the components K geo , K top , K fb of the route atlas SA in parts D s (K geo ) 1, D s (K top ) 1, D s (K fb) related to the route elements.
  • a first component of the route atlas (SA), the data of which is or is stored in parts of D s (K geo ) 1, D s (K geo ) 2, ..., D s (K geo ) p with the route elements, is or is as a geometric component K geo with geometry and location data provided for determining the position of the vehicles in the track network.
  • a second component of the route atlas SA is or is stored in parts D s (K fb ) 1, D s (K fb ) 2, ..., D s (K fb ) p with the route elements, is or is is provided as a driving operation 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.
  • the data records of the route elements affected by the modification are modified locally in the route elements.
  • the route elements are thus designed in such a way that when the track network is modified, the data records of the route elements affected by the modification can be modified locally in the route elements.
  • first-time permit B or in the case of a first-time registration R of a respective route element For each vehicle, the entire data record of the route element is transferred to the vehicle and stored there.
  • the track elements and the vehicles are designed in such a way that in the case of a first-time authorization B or in the case of a first-time registration R of a respective track element for a respective vehicle, the entire data record of the track element is transferred to the vehicle and stored there.
  • At least some of the data from the data record that was stored with the route element is transferred to the vehicle if the degree of currency of one of the data stored on the vehicle and the The data record assigned to the route element differs from the degree of currency of the data record stored in the route element.
  • the route elements and the vehicles are designed in such a way 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, at least some of the data is transferred to the vehicle from the data record that was stored with the route element and be stored there if the degree of currency of a data record stored on the vehicle and assigned to the route element differs from the degree of currency of the data record stored in the route element.
  • the vehicles Z1, Z2, ..., Zr store manually entered and / or manually released dynamic driving data D d 1, D d 2, ..., D d p as a dynamic component K dyn of the route atlas SA in Line elements related parts D d (K dyn ) 1, D d (K dyn ) 2, ..., D d (K dyn ) p for the line elements.
  • the vehicles Z1, Z2,..., Zr are thus designed to accept manually entered and / or manually released dynamic driving data D d 1, D d 2,..., D d p as dynamic component K dyn of the route atlas in parts related to the route elements D d (K dyn ) 1, D d (K dyn ) 2, ..., D d (K dyn ) p for the route elements.
  • ZS before.
  • At least one of the signals is or is specified 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 that is not a danger point.
  • various train sequence point types ZFT.I, ZFT.II are specified.
  • different braking curves BKm A .I, BKm A .II of the same braking curve type A are provided by the vehicles.
  • 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 (-), HP6 (Sp), HP6 (+), HP7 (-), HP7 (Sp) and HP9, although this list is not exhaustive.
  • a route element designed as a switch device specifies at least one braking target point HP, which is a danger point.
  • a section element designed as a buffer stop PB also specifies at least one braking target point HP, which is a danger point.
  • Such braking target points ZP are, for example, the braking target points in the figures: ZP2 (-), ZP3 (+), ZP6 (-), ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (left) and ZS8 (right) , although this list is not exhaustive.
  • a route element designed as a fallback switch W R specifies at least one further braking target point ZP which is not a danger point.
  • a route element designed as a fictitious double entry / exit element FDME specifies at least one braking target point ZP which is not a danger point.
  • the route element S1 has Z2 made its marking M as a guideway element for the vehicle Z2. This is identified in table T1 by the subscript "M" attached to the reference symbol "Z1".
  • the memory entry made by route element S1 for vehicle Z2 is therefore designated as a whole in table T1 as Z2 BRM .
  • the cell to the left of it has - according to the rules - a lock entry marked with a "/”.
  • route element S1 For the vehicle Z1, the route element S1 has also made its registration R in addition to its authorization B in the stress type F4.
  • the memory entry made by route element S1 for vehicle Z1 is therefore designated as a whole in table T1 with Z1 BR .
  • the next cell to the left is - according to the rules - again provided with a lock entry marked with "/".
  • the vehicle Z2 is therefore allowed to pass the route element S1 in front of the vehicle Z1.
  • the route element S1 together with the assignment of the marking, had the switch W1 switched to its plus position by the control element STW1, provided it was not yet in the plus position.
  • the vehicle issues a corresponding confirmation of passage to route element S1, which then stores entry Z2 BRM and the left deletes the blocking entry "/" shown next to it - i.e. withdraws or cancels its authorization, registration and marking for vehicle Z2 (cf. Figure 2 ).
  • the vehicle Z1 could only approach the switch W1 as far as the braking target point HP1 (-).
  • route element S2 has its entries Z3 BRM in column “F3” for vehicle Z3, Z4 BR in column “F2” for vehicle Z4, Z2 BR in column “F3” for vehicle Z2 and Z1 B in column “ F3 "for the vehicle Z1 in the storage locations of the line element control TSC2 (in the Cells of table T2) and the resulting lock entries "/”.
  • the route element S2 has thus become the one in the Figure 1a time shown only automatically assigned to vehicle Z3 as a route element.
  • the vehicle Z2 may, however, approach the switch W2 up to the braking target point HP2 (Sp).
  • the vehicle Z4 is allowed to approach the switch W2 up to the braking target point HP2 (+).
  • the line element S3 has to that in the Figure 1a shown time his 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 storage locations of the line element control TSC3 (in the cells of table T3) and also the resulting lock entries "/".
  • the line element S3 has thus become the one in the Figure 1 time shown only automatically assigned to vehicle Z4 as a route element.
  • the vehicle Z3 may, however, approach the switch W3 up to the braking target point ZP3 (+).
  • the route element S4 has to that in the Figure 1a time shown his 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 line element control TSC4 (in the cells of the Table T4) and the resulting lock entries "/".
  • the route element S4 has thus become the one in the Figure 1
  • the time shown is not assigned to any of the vehicles as a route element and must therefore not be driven over by any of the vehicles. Since it has also not issued a license as a route element, none of the vehicles may enter the sections of the route that are linked by the switch W4.
  • the vehicle Z4 has already passed a release point related to the route element S4, which is not shown here for the sake of clarity, and has issued a corresponding confirmation of passage to the route element S4, so that the route element S4 can make its entries has already withdrawn - i.e. deleted - for vehicle Z4.
  • the route element S1 has deleted its entry Z2 BRM for the vehicle Z2 and the resulting lock entry "/”. Furthermore, the line element S2 has deleted its entry Z3 BRM and the resulting lock entry "/”. In addition, the link element S3 has deleted its entry Z4 BRM and the resulting lock entry "/”.
  • the line element S2 has to that in the Figure 3 time shown his marking M made for the vehicle Z2 and thus completed its automatic allocation for the vehicle Z2.
  • the line element control TSC2 causes the switch W2 to be switched to its minus position by the control element STW2.
  • the vehicle Z2 must not enter the track section G5 as long as the route element S3 has not yet registered R for the vehicle Z2. Accordingly, the vehicle Z1 may not yet enter the track section G3 either.
  • the vehicle Z2 issues its second request for registration of the route element S3 as a route element to the route element S3.
  • the route element S3 informs the vehicle Z2 that it has already registered for the vehicle Z3 and gives it the communication address of the vehicle Z3 with and makes its registration for the vehicle Z2.
  • the vehicle Z2 then makes contact with the vehicle Z3.
  • vehicle Z2 Based on the current position of the end of the vehicle of vehicle Z3, vehicle Z2 is given a current braking target point ZP (Z3) or HP (Z3) up to which vehicle Z2 is currently moving up behind vehicle Z3.
  • the current target braking point ZP (Z3) is not a danger point and therefore a train following point of the second train following point type ZFT.II as long as the vehicle Z3 is traveling in the direction of the route element S3 - that is, it continues to move forward. Vehicle Z2 therefore switches on its steep braking curve BK2 A .II in order to follow vehicle Z3 quickly, even if it should slip slightly over braking target point ZP (Z3).
  • the current braking target point is a danger point and thus a train following point of the second train following point 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, since it must not slip over the brake target point HP (Z3).
  • the vehicle Z1 outputs its second request for registration of the route element S2 as a route element to the route element S2.
  • the route element S2 informs the vehicle Z1 that it has already registered for the vehicle Z2, informs it of the communication address of the vehicle Z2 and registers it for the vehicle Z1.
  • the vehicle Z1 then makes contact with the vehicle Z2.
  • vehicle Z1 is given a current braking target point up to which vehicle Z1 then currently moves up behind vehicle Z2.
  • the current braking target point ZP (Z2) is not a danger point and therefore a train following point of the second train following point type ZFT.II, as long as the vehicle Z2 travels in the direction of the route element S2 - that is, continues to move forward. Therefore, the vehicle Z1 shifts its steep expiring braking curve BK1 A .II in order to follow vehicle Z2 quickly, even if it should slip slightly over the braking target point ZP (Z2).
  • the vehicle Z2 would, for example, come to a standstill 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 thus a train following point of the second train following point type ZFT.II. Therefore, the vehicle Z1 would then switch from its steep braking curve BK1 A .II to its flat braking curve BK1 A .I, since it must not slide over the braking target point HP2 (SP).
  • SP braking target point
  • the vehicle Z1 may initially not enter the track section G5, since the route element S3 has not yet made a registration R for the vehicle Z1.
  • the vehicle Z1 issues its second request for registration of the route element S3 as a route element to the route element S3.
  • the route element S3 informs the vehicle Z1 that it has already registered for the vehicle Z2, informs it of the communication address of the vehicle Z2 and registers it for the vehicle Z1.
  • the vehicle Z1 then makes contact with the vehicle Z2. Based on the current position of the vehicle end of vehicle Z2, vehicle Z1 is given a current braking target point ZP (Z2) or HP (Z2) up to which vehicle Z1 is currently moving up behind vehicle Z2.
  • the current target braking point ZP (Z2) is not a danger point and therefore a train following point of the second train following point type ZFT.II as long as the vehicle Z2 is traveling in the direction of the route element S3 - that is, it continues to move forward.
  • the vehicle Z1 therefore switches on its steep braking curve BK1 A .II in order to follow the vehicle Z2 quickly, even if it should slip a little over the braking target point ZP (Z2).
  • the vehicle Z2 then switches from its steep braking curve BK1 A .II to its flat braking curve BK1 A .I, since it must not slide over the braking target point HP (Z2).
  • a train driver of vehicle Z1, not shown here, has to work at the in Figure 5
  • the position of the track section G3 shown in the figure shows distortions in the track bed. He therefore inputs characteristic data of a slow speed area LFS including point P as dynamic driving data into the vehicle control OBU1 via an interface of the vehicle control.
  • the vehicle stores its dynamic driving data at least for the route element S2 lying in its direction of travel as soon as the manual input has been completed by saving.
  • Dynamic driving data for example in the form of slippery sections, can also be recorded by sensors of the respective vehicle and only released manually by the train driver, with the respective vehicle then also storing its dynamic driving data at least for the route element in its direction of travel as soon as it is released are.
  • the storage is preferably carried out during the next communication with the respective route element lying in the direction of travel.
  • the vehicle Z1 therefore stores the characteristic data of the speed limit stop at the point in time at which it issues its confirmation of passage to the route element S2.
  • a pack R is already approaching position P of track section G3 in order to eliminate the distortions in the track bed.
  • a foreman carries the portable device D with him, which, in addition to the line element control 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 after its integration forms the work zone AZ to protect the pack.
  • the line element control TSC5 specifies the current position of the work zone AZ depending on its current position and logs on to the line elements S1 and S2.
  • the route element S1 informs the route element S5 that it has entered its approval as a route element for the vehicle Z4.
  • the route element S5 also enters its approval for the vehicle Z4 as a route element.
  • the route section G3 is thus temporarily divided by the route element S5.
  • the route element S2 has made its marking for the vehicle Z4 and the vehicle Z4 requests the registration of the route element S1.
  • the route element S1 thereupon informs the vehicle Z4 of the temporarily inserted route element S5, which forms the work zone AZ, and in particular notifies it of the communication address of the route element S5.
  • the vehicle now requests registration as a route element from route element S5.
  • the route element S5 carries out its registration for the vehicle Z4, so that the vehicle Z4 can advance to the braking target point HP4 (re).
  • the vehicle Z4 requests the marking of the route element S5.
  • the route element carries out its marking, but does not yet issue a marking confirmation to the vehicle Z4.
  • the device D indicates on a display and / or acoustically that the vehicle Z4 would like to pass the work zone.
  • the vehicle Z4 requests the registration of the route element S1.
  • the route element S1 carries out this registration.
  • the vehicle Z4 advances to the braking target point HP1 (Sp).
  • the vehicle Z4 issues a corresponding confirmation of passage to the route element S5, which then deletes the memory entry Z4 BRM and the blocking entry "/" shown to the left - that is, withdraws or cancels its authorization, registration and marking for vehicle Z4.
  • the crew can then return to work in the danger area.

Claims (9)

  1. Procédé de sécurisation d'un réseau (1) de voie ferrée, qui est subdivisé par des éléments (S1, S2, ..., Sp) de voie en sections (G1, G2, ..., Gq) de voie et sur lequel peuvent passer des véhicules (Z1, Z2, ..., Zr),
    dans lequel on prescrit divers types (ZFT.I, ZFT.II) de point de block de train,
    caractérisé
    - en ce qu'il est mis à disposition, par les véhicules (Z1, Z2, ..., Zr), diverses courbes (BKA.I, BKA.II) de freinage du même type (A) de courbe de freinage,
    - dans lequel on associe chacune des diverses courbes (BKA.I, BKA.II) de freinage du même type (A) de courbe de freinage du véhicule (Zm avec m = 1 à r) respectif à, respectivement, l'un des divers types (ZFT.I, ZFT.II) de point de block de train.
  2. Procédé de sécurisation suivant la revendication 1, caractérisé en ce que
    au moins un point (HP) cible de freinage, qui est un point de danger, forme un point de block de train d'un premier type (ZFT.I) de point de block de train, auquel est associée une première courbe (BKA.I) de freinage du véhicule (Zm avec m = 1 à r) respectif.
  3. Procédé de sécurisation suivant la revendication 2, caractérisé en ce qu'
    un élément (S1 ; S2 ; S3 ; S4 ; S6 ; S7) de voie, constitué en système (WV) d'aiguillage, prescrit au moins un point (HP) cible de freinage, qui est un point de danger.
  4. Procédé de sécurisation suivant l'une des revendications 2 ou 3, caractérisé en ce qu'un élément (S9) de voie, constitué en heurtoir (PB), prescrit au moins un point (HP) cible de freinage, qui est un point de danger.
  5. Procédé de sécurisation suivant l'une des revendications 2 à 4,
    caractérisé en ce que,
    dans une section (Gx avec x= 1 à q) de voie, à l'aide de la position en cours d'une fin (ZEm avec m = 1 à r) d'un véhicule (Zm avec m = 1 à r) à l'arrêt, on prescrit, pour un véhicule (Zn avec n = 1 à r et n # m ) suivant au moins un point (HP) cible de freinage, qui est un point de danger.
  6. Procédé de sécurisation suivant l'une des revendications 1 à 5,
    caractérisé en ce qu'au moins un point (ZP) cible de freinage, qui n'est pas un point de danger, forme un point de block de train d'un deuxième type (ZFT.II) de point de block de train, auquel est associée une deuxième courbe (BKA.II) de freinage du véhicule (Zm avec m = 1 à r) respectif.
  7. Procédé de sécurisation suivant la revendication 6, caractérisé en ce qu'
    un élément (S6 ; S7) de voie, constitué en système (WRV) d'aiguille talonnable, prescrit au moins un autre point (ZP) cible de freinage, qui n'est pas un point de danger.
  8. Procédé de sécurisation suivant l'une des revendications 6 ou 7,
    caractérisé en ce que,
    dans une section (Gx avec x= 1 à q) de voie, à l'aide de la position en cours d'une fin (ZE) d'un véhicule (Zm avec m = 1 à r) en circulation, on prescrit, pour un véhicule (Zn avec n = 1 à r et n # m) suivant le véhicule en circulation, au moins un autre point (ZP) cible de freinage, qui n'est pas un point de danger.
  9. Procédé de sécurisation suivant l'une des revendications 6 à 8,
    caractérisé en ce qu'
    un élément de voie, constitué en élément (FDME) d'entrée/sortie double fictif, prescrit au moins un point (ZP) cible de freinage, qui n'est pas un point de danger.
EP16766509.0A 2015-09-30 2016-09-07 Procédé de sécurisation d'un réseau de lignes ferroviaires Active EP3331743B1 (fr)

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DE102015218971.6A DE102015218971A1 (de) 2015-09-30 2015-09-30 Sicherungsverfahren für ein Gleisstreckennetz
PCT/EP2016/071047 WO2017055037A1 (fr) 2015-09-30 2016-09-07 Procédé de sécurisation d'un réseau de lignes ferroviaires

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AU (1) AU2016332491B2 (fr)
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ES (1) ES2874660T3 (fr)
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US10279823B2 (en) * 2016-08-08 2019-05-07 General Electric Company System for controlling or monitoring a vehicle system along a route
CN110799405B (zh) * 2017-09-28 2021-12-28 株式会社日立制作所 列车控制装置
DE102018212768A1 (de) * 2018-07-31 2020-02-06 Siemens Aktiengesellschaft Verfahren zum Erzeugen einer Bewegungsinformation
DE102019200777A1 (de) * 2019-01-23 2020-07-23 Siemens Mobility GmbH Verfahren zum sicheren Bedienen einer eisenbahntechnischen Anlage und Netzwerkknoten eines Datennetzwerks

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DE1405716B2 (de) 1961-05-05 1972-01-20 Societe Industrielle de Liaisons Electriques, Paris Verfahren und geraet zur ueberwachung und beeinflussung der geschwindigkeit von schienenfahrzeugen
DE4442196A1 (de) 1994-11-15 1996-05-23 Siemens Ag Verfahren zur Zielbremsung von Zügen/Fahrzeugen auf Haltepunkte
CN1163592A (zh) * 1994-11-15 1997-10-29 西门子公司 用于将列车/机车制动到停车点的目标制动方法
FR2856645B1 (fr) 2003-06-27 2005-08-26 Alstom Dispositif et procede de commande de trains, notamment du type ertms
CN101480962B (zh) 2009-01-22 2011-02-02 北京全路通信信号研究设计院 组合列车运行的速度控制方法
DE102009018616A1 (de) 2009-04-23 2010-10-28 Siemens Aktiengesellschaft Verfahren zum Betrieb eines Schienenfahrzeugs
US8200380B2 (en) * 2009-05-19 2012-06-12 Siemens Industry, Inc. Method and apparatus for hybrid train control device
CN102358336B (zh) * 2011-09-07 2014-02-05 广东工业大学 一种列车临时限速的断链处理方法
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HK1256202A1 (zh) 2019-09-13
AU2016332491B2 (en) 2020-01-23
CN108290588B (zh) 2021-02-23
US20180273065A1 (en) 2018-09-27
WO2017055037A1 (fr) 2017-04-06
US10882544B2 (en) 2021-01-05
EP3331743A1 (fr) 2018-06-13
AU2016332491A1 (en) 2018-04-19
ES2874660T3 (es) 2021-11-05
DE102015218971A1 (de) 2017-03-30

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