EP3331745B1 - Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées - Google Patents

Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées Download PDF

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Publication number
EP3331745B1
EP3331745B1 EP16766506.6A EP16766506A EP3331745B1 EP 3331745 B1 EP3331745 B1 EP 3331745B1 EP 16766506 A EP16766506 A EP 16766506A EP 3331745 B1 EP3331745 B1 EP 3331745B1
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EP
European Patent Office
Prior art keywords
vehicle
route
track
assignment
elements
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EP16766506.6A
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German (de)
English (en)
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EP3331745A1 (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 EP3331745A1 publication Critical patent/EP3331745A1/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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route

Definitions

  • the invention relates to a security method for a track network that is divided into track sections by track elements and can be driven on by vehicles, in which the vehicles request steps from selected ones of the track elements for allocation as a track element and in which each of the selected track elements is for each vehicle that requests the steps for allocation as a route element from it, automatically allocates it as a route element under predetermined conditions and issues an allocation confirmation to the respective vehicle.
  • the invention also relates to a security system for a track network which is divided into track sections by track elements and can be driven on by vehicles, in which the vehicles are designed to request steps for allocation as a track element from selected ones of the track elements, and in which Each of the selected route elements is designed to be automatically assigned as a route element under predetermined conditions for each vehicle that requests the steps for allocation as a route element and to issue an allocation confirmation to the respective vehicle.
  • a generic security method and a generic security system are for example from the patent DE 44 06 720 C2 known and have the advantage that they do not require a central signal box.
  • construction and / or maintenance work is regularly required in a known manner, which is carried out by construction site personnel, known as the Rotte Need to become.
  • a crew must be protected during their work in the danger area of the affected route section on which the construction and / or maintenance work is to be carried out.
  • Known rotten warning systems consist of a number of signal lights and acoustic alarms, which are to be activated by marshals after their installation on the edge of the track bed of the affected route section and when a vehicle is approaching. As long as the gang warning system is active, the gang must stay away from the danger area of the relevant route section and allow the approaching vehicle to pass. The information that a vehicle is approaching the danger zone is based on the reliable work of marshals.
  • WO 2014/033089 A1 known methods can, for example, give a site manager responsible for a work zone by telephone, upon request by a vehicle, permission for the vehicle to enter the work zone.
  • the publication also discloses DE 10 2008 020 700 A1 a security procedure for a work zone in a track network, in which a vehicle is prevented from entering the work zone if not all persons in the work zone have acknowledged a warning manually.
  • the invention is based on the object of better safeguarding construction and / or maintenance work in the danger area of a rail network.
  • At least one of the track elements forms a work zone after its integration into the track network and only issues the allocation confirmation for the respective vehicle after receipt of an allocation release, with at least one Route element is provided with means for release, via which the allocation release is entered manually.
  • a security-assisted formation of the work zone takes place, which can only be passed by a vehicle, for which an allocation of the at least one route element has been determined as a route element, if the release means has previously been manually operated.
  • the construction site personnel who can recognize the determination of the allocation can therefore safely leave the danger area of the relevant route section and only then actuate the release means.
  • At least one of the track elements is designed to form a work zone after its integration into the track network and to issue the allocation confirmation for the respective vehicle only after receipt of an allocation release, whereby the at least one route element has release means, via which the allocation release can be entered manually.
  • Claims 2 to 6 relate to advantageous developments of the security method according to the invention, to which the advantageous configurations of the security system that are specified in claims 8 to 12 correspond.
  • a work zone can be set up particularly flexibly in various ways.
  • the at least one track element that forms the work zone is temporarily integrated into the track network between two initially adjacent track elements and removed again from there.
  • the at least one section element that forms the work zone is suitably designed, between two initially adjacent ones of the track elements to be temporarily integrated into the track network and removed from there again.
  • the at least one line element that forms the work zone is provided with means for determining its current position and specifies the current position of the work zone between the two line elements as a function of its current position.
  • the at least one line element that forms the work zone has means for determining its current position and is suitably designed to specify the current position of the work zone between the two line elements as a function of its current position .
  • the construction site personnel can carry these means with them to determine the current position of the route element. This means that the current location of the working area can be continuously adapted to the current location of the construction site personnel.
  • a vehicle controller of the respective vehicle determines requirements for requesting the steps for allocation for the respective route element and outputs the requirements to the respective route element by means of a communication means assigned to the vehicle control.
  • a vehicle control of the respective vehicle is designed to request the steps for allocation for the respective route element for certain requirements and to output the requirements to the respective route element using a communication means assigned to the vehicle control .
  • a line element control of the respective line element receives the requirements for the respective line element relating to the respective vehicle by means of a communication means assigned to the line element control, based on the received requests the allocation of the respective line element as a route element for determines the respective vehicle and issues the respective allocation confirmation to the respective vehicle by means of the communication means assigned to the route element control.
  • a line element control of the respective line element is designed to receive the requests pertaining to the respective line element to the respective vehicle by means of a communication means assigned to the line element control, based on the received requests the allocation of the respective route element as a route element for the respective vehicle and to output the respective allocation confirmation to the respective vehicle by means of the communication means assigned to the route element control.
  • Such a device can be carried and operated in a simple manner, for example by the leader of a team.
  • the leader of the gang is thus enabled to allow a vehicle to pass through the work zone only when the entire gang has left the danger area of the work zone on the track.
  • the Figure 1 shows a section from a 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 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, switch devices, level crossings, level crossings for travelers, buffer stop devices and derailment detector devices.
  • the route elements also include mobile work zones.
  • initially four route elements S1 to S4 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.
  • a route plan for train Z1, which he already had at his disposal before entering the track network 1 or which he received from the control center OCC when he entered the track network 1, is with regard to the route section shown: Z1
  • the train 1 would therefore 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.
  • the train Z2 would like the switch W1 to be in the plus position and thus in the passing direction F2, the switch W2 from its pointed side in the minus position and thus in the passing direction F3, after a stop of 25 seconds in the station B1, the switch W3 from its plus side in the plus position 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 driven in passing direction F3 to to continue driving on 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 to be in the minus position from its pointed side and thus in the direction of passage F3, after a stop of 25 seconds in the station B1, the point W2 to be in the plus position from its plus side and thus in the direction of passage F2 and the switch W1 in its direction pointed side lying in the minus position and thus drive in the direction of passage F3 in order to continue your journey 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 located in its route for 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 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. In addition, 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 determining 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. Under given circumstances, the route element prevents the registration from being entered.
  • 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 for the entry of the marking of the route element as a route element for the vehicle.
  • the route element 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 apply for a mark to be entered must wait until the mark entered has been deleted again.
  • Receipt of the confirmation of the entry of the marking entitles the respective vehicle to use the route element 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, whereby the specified point from the route topology - i.e. 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 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 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 its integration 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 removed from there again.
  • 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) depending on 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 line element control TSC5 In the at least one line element S5 that forms the work zone AZ, the line 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 portable 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 D s (K geo ) 1, D s (K geo ) 2, ..., D s (K geo ) p with the route elements, is or is provided as a geometric component K geo with geometry and location data 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.
  • a third component of the route atlas SA is or is stored in parts D s (K top ) 1, D s (K top ) 2, ..., D s (K top ) p with the route elements, is or is is provided as a topographical component K top with topological data that reflect the topological structure of the track network.
  • 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.
  • the entire data record of the route element is transmitted to the vehicle and stored there.
  • the route 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 an initial registration R of a respective route element for a respective vehicle, the entire data record of the route element is transferred to the vehicle and stored there.
  • 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 transmitted to the vehicle from the data record that was stored with the route element and are 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 suitably designed to manually input 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 to be stored in parts related to the line elements D d (K dyn ) 1, D d (K dyn ) 2, ..., D d (K dyn ) p with the line elements.
  • 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 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 that is not a danger point.
  • route element S1 has made its marking M as a route element for the vehicle Z2 in response to the third request ... of 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 with Z2 BRM .
  • the cell to the left of it has - according to the rules - a lock entry marked with "/".
  • 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 as Z1 BR .
  • the cell to the left of it is - according to the rules - again provided with a lock entry marked with "/”.
  • the vehicle Z2 may therefore 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 that 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 removes 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 route element control TSC2 (in the cells of the table T2) and also the resulting lock entries" / ".
  • the route element S2 has thus become that 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 shown Time 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.
  • Vehicle Z4 has already passed a release point related to route element S4, which is not shown here for the sake of clarity, and has issued a corresponding confirmation of passage to route element S4 so that route element S4 has already withdrawn its entries for vehicle Z4 - i.e. deleted - Has.
  • 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 point in time shown has the line element S1 at that in the Figure 3 time shown now made his marking M for the vehicle Z1 and thus completed its automatic allocation for the vehicle Z1.
  • the line element control TSC1 initiates the switching of the switch W1 by the control element STW1 into its minus position.
  • 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 section element control TSC2 causes the switch W2 to be switched to its minus position by the control element STW2.
  • the vehicle Z2 may 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, 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.
  • vehicle Z2 Based on the current position of the vehicle end 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.
  • the vehicle Z2 therefore switches on its steep braking curve BK2 A .II in order to follow the vehicle Z3 quickly, even if it should slip slightly over the braking target point ZP (Z3).
  • the current braking target point is a danger point and thus a train following point of the second train 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 issues 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 carries out its registration 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 target braking point ZP (Z2) is not a danger point and thus 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 S2 - 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 slightly over the braking target point ZP (Z2).
  • the vehicle Z2 came to a stop, 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 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).
  • the vehicle Z1 is initially not allowed to 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 makes its registration for the vehicle Z1.
  • the vehicle Z1 then makes contact with the vehicle Z2.
  • vehicle Z1 is given a current braking target point ZP (Z2) or HP (Z2) up to which vehicle Z1 is then 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 - i.e. 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 slightly over the braking target point ZP (Z2).
  • the current braking target point for the vehicle Z1 is a danger point and thus a train following point of the second train following point type ZFT.II. Therefore, the vehicle Z1 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 enters 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 in its direction of travel as soon as the manual input has been completed by saving is.
  • 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 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 about the temporarily inserted route element S5, which forms the work zone AZ, and in particular gives it the communication address of the route element S5 with.
  • the vehicle now requests registration as a route element from route element S5.
  • the route element S5 makes 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 makes 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 now 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (12)

  1. Procédé de sécurisation d'un réseau (1) de voie ferrée qui, par des éléments (S1, S2, ...,Sp) de voie, est subdivisé en tronçons (G1, G2, ..., Gq) de voie et qui peut être parcouru par des véhicules (Z1, Z2 ..., Zr),
    - dans lequel les véhicules (Z1, Z2 ..., Zr) demandent à des éléments de voie sélectionnés des pas (B, R, M) pour l'affectation comme élément de chemin et
    - dans lequel chacun (Si avec i = 1 à p) des éléments de voie sélectionnés s'accorde, respectivement, pour chaque véhicule (Zm avec m = 1 à r), qui lui demande les stades pour l'affectation comme élément de chemin dans des conditions données à l'avance automatiquement comme élément de chemin et envoie une confirmation (QMm, i avec m = 1 à r et i = 1 à p) d'affectation au véhicule respectif,
    caractérisé en ce qu'
    au moins un (S5) des éléments de voie forme, après son intégration dans le réseau (1) de voie ferrée, une zone (AZ) de travail et envoie la confirmation (QMm, 5 avec m = 1 à r) de l'affectation pour le véhicule (Zm avec m = 1 à r) respectif, seulement après entrée d'une validation (Fm,5 avec m = 1 à r) d'affectation, le au moins un élément (S5) de voie étant mis à disposition avec des moyens (MF5) de validation par lesquels la validation (Fm,5 avec m = 1 à r) d'affectation est entrée manuellement.
  2. Procédé de sécurisation suivant la revendication 1,
    caractérisé en ce que
    le au moins un élément (S5) de voie, qui forme la zone (AZ) de travail, est intégré temporairement dans le réseau de voie ferrée entre deux d'abord voisins des éléments (S1, S2) de voie et en est retiré.
  3. Procédé de sécurisation suivant la revendication 2,
    caractérisé en ce que
    le au moins un élément (S5) de voie, qui forme la zone (AZ) de travail, reçoit à disposition des moyens (MO5) de détermination de sa position en cours et prescrit l'état en cours de la zone (AZ) de travail entre les deux éléments (S1, S2) de voie en fonction de sa position en cours.
  4. Procédé de sécurisation suivant l'une des revendications 1 à 3,
    caractérisé en ce qu'
    une commande (OBUm avec m = 1 à r) de véhicule du véhicule (Zm avec m = 1 à r) respectif détermine, pour la demande des pas pour l'affectation à chaque élément (Si avec i = 1 à p) de voie respectif, des demandes (ABm, i, ARm, i, AMm, i avec m = 1 à r et i = 1 à p) et envoie les demandes à l'élément (Si avec i = 1 à p) de voie respectif au moyen d'un moyen (KMZm) de communication associé à la commande (OBUm) de véhicule.
  5. Procédé de sécurisation suivant la revendication 4,
    caractérisé en ce qu'
    une commande (TSCi avec i = 1 à p) d'élément de voie de l'élément (Si avec i = 1 à p) de voie respectif reçoit les demandes (ABm, i, ARm, i, AMm, i avec m = 1 à r et i = 1 à p) concernant l'élément de voie respectif sur le véhicule (Zm avec m = 1 à p) respectif au moyen d'un moyen (KMSi) de communication associé à la commande (TSCi) d'éléments de voie, détermine à l'aide des demandes reçues l'affectation de l'élément (Si avec i = 1 à p) de voie respectif comme élément de chemin pour le véhicule (Zm avec m = 1 à r) respectif et envoie au véhicule (Zm avec m = 1 à p) respectif la confirmation (QMm, i avec m = 1 à r et i = 1 à p) respective d'affectation au moyen du moyen (KMSi) de communication associé à la commande (TSCi) d'élément de voie.
  6. Procédé de sécurisation suivant la revendication 5,
    caractérisé en ce que
    le au moins un élément (S5) de voie, qui forme la zone (AZ) de travail, la commande (TSC5) d'élément de voie, les moyens (MF5) de validation et les moyens (MO5) de détermination de la position en cours sont mis à disposition comme parties constitutives d'un appareil (D) mobile pouvant notamment être portée par une personne.
  7. Système de sécurisation d'un réseau de voie ferrée qui, par des éléments (S1, S2, ..., Sp) de voie, est subdivisé en tronçons (G1, G2, ..., Gq) de voie et qui peut être parcouru par des véhicules (Z1, Z2 ..., Zr),
    - dans lequel les véhicules (Z1, Z2 ..., Zr) sont réalisés de manière appropriée à demander à des éléments de voie sélectionnés des pas (B, R, M) pour l'affectation comme élément de chemin et
    - chacun (Si avec i = 1 à p) des éléments de voie sélectionnés est constitué de manière appropriée pour, respectivement pour chaque véhicule (Zm avec m = 1 à r), qui demande auprès de lui les pas pour l'affectation comme élément de chemin, s'affecter dans des conditions données à l'avance automatiquement comme élément de chemin et envoyer au véhicule respectif une confirmation (QMm, i avec m = 1 à r et i = 1 à p) d'affectation,
    caractérisé en ce qu'
    au moins l'un (S5) des éléments de voie est conformé de manière appropriée pour former, après son intégration dans le réseau de voie ferrée, une zone (AZ) de travail et pour envoyer la confirmation (QMm, 5 avec m = 1 à r) d'affectation pour le véhicule (Zm avec m = 1 à r) respectif seulement après l'entrée d'une validation (Fm,5 avec m = 1 à r) d'affectation, le au moins un élément (S5) de voie ayant des moyens (MF5) de validation par lesquels la validation (Fm, 5 avec m = 1 à r) d'affectation est entrée manuellement.
  8. Système de sécurisation suivant la revendication 7,
    caractérisé en ce que
    le au moins un élément (S5) de voie, qui forme la zone (AZ) de travail est constituée de manière appropriée pour être intégré entre deux d'abord voisins des éléments (S1, S2) de voie temporairement dans le réseau (1) de voie ferrée et y en être retiré.
  9. Système de sécurisation suivant la revendication 8,
    caractérisé en ce que
    le au moins un élément (S5) de voie, qui forme la zone (AZ) de travail, a des moyens (MO5) de détermination de sa position en cours et est constitué d'une manière appropriée pour permettre de prescrire la position en cours de la zone (AZ) de travail entre les deux éléments (S1, S2) de voie en fonction de sa position en cours.
  10. Système de sécurisation suivant l'une des revendications 7 à 9,
    caractérisé en ce qu'
    une commande (OBUm avec m = 1 à r) de véhicule du véhicule (Zm avec m = 1 à r) respectif est constitué de manière appropriée pour demander les pas pour l'affectation auprès de chaque élément (Si avec i = 1 à p) de voie respectif pour déterminer des demandes (ABm, i, ARm, i, AMm, i avec m = 1 à r et i = 1 à p) et pour envoyer à l'élément (Si avec i = 1 à p) de voie respectif les demandes au moyen d'un moyen (KMZm) de communication associé à la commande (OBUm) de véhicule.
  11. Système de sécurisation suivant la revendication 10,
    caractérisé en ce qu'
    une commande (TSCi avec i = 1 à p) d'élément de voie de l'élément (Si avec i = 1 à p) de voie respectif est constitué de manière appropriée pour recevoir les demandes (ABm, i, ARm, i, AMm, i avec m = 1 à r et i = 1 à p) concernant l'élément de voie respectif au véhicule (Zm avec m = 1 à r) respectif au moyen d'un moyen (KMSi) de communication associé à la commande (TSCi) d'élément de voie, à l'aide des demandes reçues, déterminer l'affectation de l'élément (Si avec i = 1 à p) de voie respectif comme élément de chemin pour le véhicule (Zm avec m = 1 à r) respectif et envoyer au véhicule (Zm avec m = 1 à r) respectif la confirmation (QMm, i avec m = 1 à r et i = 1 à p) d'affectation respective au moyen du moyen (KMSi) de communication associé à la commande (TSCI) d'élément de voie.
  12. Système de sécurisation suivant la revendication 11,
    caractérisé en ce que
    au au moins un élément (S5) de voie, qui forme la zone (AZ) de travail, la commande (TSC5) d'élément de voie, les moyens (MF5) de validation et les moyens (MO5) de détermination de la position en cours sont constitués en parties constitutives d'un appareil (D) mobile, notamment d'un appareil pouvant être porté par une personne.
EP16766506.6A 2015-09-30 2016-09-07 Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées Active EP3331745B1 (fr)

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DE102015218965.1A DE102015218965A1 (de) 2015-09-30 2015-09-30 Sicherungsverfahren und Sicherungssystem für ein Gleisstreckennetz
PCT/EP2016/071027 WO2017055033A1 (fr) 2015-09-30 2016-09-07 Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées

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CN (1) CN108290591B (fr)
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US20180099684A1 (en) * 2016-10-10 2018-04-12 Westinghouse Air Brake Technologies Corporation System, method, and apparatus for verifying railroad work zone instructions
DE102016222907A1 (de) * 2016-11-21 2018-05-24 Siemens Aktiengesellschaft Schienenfahrzeug und Verfahren zu dessen Betrieb

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US10618535B2 (en) 2020-04-14
EP3331745A1 (fr) 2018-06-13
AU2016332488A1 (en) 2018-04-19
DE102015218965A1 (de) 2017-03-30
AU2016332488B2 (en) 2019-02-21
WO2017055033A1 (fr) 2017-04-06
CN108290591A (zh) 2018-07-17
CN108290591B (zh) 2020-08-28
US20180281832A1 (en) 2018-10-04
ES2830349T3 (es) 2021-06-03

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