EP3331747A1 - 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

Info

Publication number
EP3331747A1
EP3331747A1 EP16767175.9A EP16767175A EP3331747A1 EP 3331747 A1 EP3331747 A1 EP 3331747A1 EP 16767175 A EP16767175 A EP 16767175A EP 3331747 A1 EP3331747 A1 EP 3331747A1
Authority
EP
European Patent Office
Prior art keywords
track
data
vehicle
elements
route
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16767175.9A
Other languages
German (de)
English (en)
Other versions
EP3331747B1 (fr
Inventor
Sven Adomeit
Uwe Deichmann
Norbert Geduhn
Carlos Del Pozo
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP3331747A1 publication Critical patent/EP3331747A1/fr
Application granted granted Critical
Publication of EP3331747B1 publication Critical patent/EP3331747B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions
    • 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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/70—Details of trackside communication
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

  • the invention relates to a safety method and a safety system for a railroad track network.
  • a safety method and a safety system for a railroad track network which is subdivided into track sections by track elements and can be driven by vehicles, are known.
  • the vehicles of selected of the route elements request steps for allocation as Fahrwegele- element and each of the selected track elements is shared for each vehicle, which requests the steps for Zutei ⁇ tion as Fahrwegelement at him, under predetermined conditions automatically as Fahrwegelement to.
  • the vehicles are suitably designed, from selected ones of the route elements
  • each of the selected line elements is suitable ⁇ forms, each automatically for each vehicle that requests the steps for allocation as a track element at him under specified conditions zuzutei ⁇ len as track element.
  • This object is achieved in a backup method with the features of claim 1 or in a hedging ⁇ system with the features of claim 14 there ⁇ by that the data of at least one of the components of the route Atlas in parts related to the track elements in the form of records locally are deposited or deposited with the route elements.
  • the claims 2 to 13 relate to advantageous further ⁇ formations of the securing method according to the invention and the claims 15 to 23 relate to advantageous Ausgestal ⁇ tions of the security system.
  • the route atlas thus developed by the respective vehicle is automatically checked for valid version (integrity) during the further use of the route elements and, if necessary due to modifications, updated with the aid of the relevant route element (s) on the respective vehicle. This update is thus technically ensured ⁇ - an oral or telephone information of the driver of the respective vehicle is not he ⁇ required.
  • Figure la a section of a track route network as a function of data components of a route atlas is divided by distance elements in a plurality of Stre ⁇ ckenabitesen and passable by vehicles, and with a first
  • Embodiment of a security system according to the invention is equipped, at a first time ⁇ point, Figure lb the section of the track network according to Figure la at the time of Figure la, which is equipped with a second embodiment of the security system according to the invention, Figures 2 to 10 the section of the track network 1a, which is lateststat ⁇ tet with the first embodiment of the security system according to the invention, at further times, Figure 11 shows the detail of the track network according to Figure la with a schematic representation of the route atlas, FIG. 12 shows a further detail from the railroad track network which adjoins the section shown on the right in FIG. 11, likewise with a schematic illustration of the route atlas and FIG
  • FIG. 13 a mobile device as a working area having formed ⁇ th element of the route Siche ⁇ assurance system according to the invention.
  • FIG. 1 shows a detail of a railroad track network 1 with a first embodiment of the safety system 2 according to the invention.
  • the safety 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 Sl, S2, Sp with track element controllers TSC1, TSC2, TSCp, the track elements dividing the railroad track network 1 into a plurality of track sections Gl, G2, Gq.
  • the route elements include, for example, turnout devices, railroad crossings, level transitions for travelers, buffer stops and derailment detector devices.
  • the route elements also include mobile workspaces. In detail shown verknüp ⁇ fen first four route elements Sl to S4 eight Streckenab ⁇ cuts Gl to G8.
  • a third 5 of the subsystems is formed by vehicles ZI, Z2, Zr in the form of trains with vehicle controls OBU1, OBU2, OBUr.
  • the fourth subsystem 6 is gebil ⁇ det of 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 configured as a non-secure computer.
  • the communication system 2 is preferably formed as a wireless radio communication system from ⁇ .
  • a first train ZI in the direction of travel from left to right, which is retracted via a not shown in the figures route element in the form of an entry / exit element FEAFE 1 in the Gleisstre ⁇ ckennetz 1 and the track network 1 via a not shown in the figures stretch element in the form of an entry / exit element FEAFE 2 is on the stretch Gl at a braking target HP1 (-) in front of the minus side of the switch Wl (see also Figure 11).
  • a route map of train ZI, he possessed, for example prior to its entrance into the track route network 1 or he has received in his driveway in the track route network 1 from the control center OCC is, toward ⁇ clear the track section shown: ZIIFEAFE1
  • train 1 would therefore like the switch Wl lying in negative position and thus in the direction of passage F4 and the switch W2 lying from its pointed side in negative position and thus driven in Passierrich- tion F3.
  • train ZI wants to stop for 20 seconds. After his stop, he wants the diverter W3 lying on its plus side in plus position and thus lying in Passiercardi F2 and the diverter W4 from its pointed side in plus position and thus in Passiercardi Fl.
  • the train ZI would like to continue its journey on the sections G3, G5, G6 and G7.
  • the train Z2 would therefore like the switch Wl lying in positive position and thus in passing direction F2, the switch W2 lying from its pointed side in negative position and thus in Passierrich ⁇ tion F3, after a stop of 25 seconds in the station Bl the switch W3 from its plus side lying in positive position and thus lying in the direction of passage F2 and the switch W4 from its pointed side in plus position and thus in Passiercardi Fl be ⁇ drive to continue its journey on the sections G3, G5, G6 and G7.
  • the train Z3 would therefore like the switch W2 from its pointed side lying in negative position and thus in the direction of passage F3, after a stop of 20 seconds in the station Bl the switch W3 lying from its plus side in plus position and thus lying in Passier ⁇ direction F2 and the switch W4 from its pointed side in negative position and thus driven in passing direction F3 to his ride on the sections G5 , G6 and G7 fortzu set ⁇ .
  • a fourth train Z4 in the direction of travel from right to left, which is retracted via the entry / exit element FEAFE 4 into the track network 1 and which is to leave the track network 1 via the entry / exit element FEAFE 1, stands on the track section G6 a braking target point HP3 (Sp) in front of the pointed side of the diverter W3.
  • His route plan is in terms of the section shown:
  • the route element prevents an entry of the authorization only if there is already an entry of an authorization for another vehicle in the direct opposite direction with regard to the requested entry.
  • the respective track element for other vehicles trains
  • the route element makes this entry and then issues a confirmation of the entry of the license to the respective vehicle.
  • the respective vehicle requests ei ⁇ NEN second step for allocation in the form of a recording of a registration R.
  • the respective vehicle issues a request to the registration of the registration R of the route element as a route element for the vehicle to the respective track element lying in its track.
  • the route element then automatically checks whether this registration of the registration is possible.
  • the route element prevents entry of the registration under given circumstances.
  • the respective track element for other vehicles trains
  • the route element makes this entry and then issues a confirmation of the registration of the registration to the respective vehicle.
  • the respective vehicle requests a third allocation step in the form of an entry of a marking M.
  • the respective vehicle For this purpose, are the respective vehicle to the respective lying in its path Stre ⁇ ckenelement a request for the registration of the markings tion of the track element as a track element for generating the driving ⁇ from.
  • the link element automatically checks whether this marking of the registration is possible.
  • the track element prevents under certain circumstances a Eintra ⁇ tion of the mark. If the registration of the mark possible borrowed, so the route element takes these registration of the Mar ⁇ k ist before, causes, if necessary, change the position of the track element, and then a confirmation of the registration of the mark on the respective vehicle. All other vehicles requesting the registration of a marking must wait until the marking has been canceled.
  • the receipt of the confirmation of the recording of the mark entitled the respective vehicle is now to use the route element as a road element and advance through the stretching Enele ⁇ ment in the following path section up to a specified differently surrounded point before the next track element, said him the predetermined Point from the route topology - al ⁇ so 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 With the passing of the track element, the respective vehicle outputs a Passierbestä ⁇ actuation of the respective section element. Upon receipt of this pass confirmation the respective route element deletes the registered authorization, the registered registration and the registered marking. 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 load of the respective track element.
  • the points shown each have four in the figures by arrows Fl, F2, F3 and F4 marked types of stress.
  • Other route elements such as entry / exit elements, derailment detector devices, or mobile working zones, have two types of stresses indicated by arrows fl and f2 in the figures.
  • the route control element of a formed as a buffer device manages route element SpeI ⁇ cherumble two kinds of stress, wherein the storage places of a type of stress, however, are permanently occupied by a marked "/" lock entry.
  • Vehicles ZI, Z2, Zr suitably designed to request from selected ⁇ th the track elements steps B, R, M for allocation as Fahrwegelement.
  • Track element control TSCi assigned communication means KMSi to the respective vehicle Zm with m 1 to p off.
  • the given conditions are as follows:
  • the storage locations of the individual route elements Si each form cells of two separate tables.
  • the specified conditions are then as follows: i: A vehicle can only be entered in the route request table RRTi as long as there is no other vehicle entered for the opposite direction of travel. ii: Only one vehicle can be marked in the travel order table DSTi. Any further request for entry of a marking in the driving sequence table DSTi is rejected if a marking has already been issued or the vehicle is not the first vehicle in the columns of the driving sequence table DSTi. iii: A vehicle can only be registered in the column "SP" ⁇ trated, as long as there is no mark in the column "plus” or "minus” iv.
  • a mark for a vehicle in one of the columns "plus” or “Minus” can only be assigned as long as no vehicle is registered in the column "Sp”.
  • v In order to use a section between two link elements, a vehicle requires a confirmed registration in both tables both of the route element via which the vehicle enters the respective route section (which forms an entry point) and of the route element via which the Vehicle from the respective Streckenab ⁇ section extends (which thus forms an exit point).
  • a vehicle may request registration in the departure point table DSTi if it has an entry point marker. A vehicle can therefore drive up to a track element if it is registered with this track element and all track elements are marked on the way there for him.
  • a track element S5 is seen before ⁇ , which forms a work area AZ after its integration into the railroad track network.
  • the track element S5, which forms the working zone AZ is temporarily integrated between two initially adjacent track elements (Sl, S2) in the railroad track network and removed therefrom.
  • the at least one track element S5, which forms the working zone AZ is thus suitably designed to be temporarily integrated into the rail track network between two initially adjacent track elements (S1, S2) and removed therefrom.
  • the at least one distance element S5, which constitutes the working zone Z is provided with means M05 for determining its current position and returns the current position of the Ar ⁇ beitszone AZ between the two track elements (Sl, S2) in dependence of its current position in front.
  • the at least one track element S5, which forms the work zone AZ thus has means M05 for determining its current position and is adapted to predefine the current position of the work zone AZ between the two track elements (S1, S2) as a function of its current position.
  • the route element control TSC5 the means MF5 for release and the means M05 for determining the current position are provided as components of a mobile device D, in particular portable by a person.
  • at least one distance element S5, which constitutes the working ⁇ zone AZ, that is, the distance element control are TSC5, the means MF5 formed to release and the means M05 for determining the current position as the components of a mobile, and in particular by one person portable device D ,
  • the data of at least one of the components K geo , K t0 p / K fb of the branch atlas SA are in parts D s (K geo ) 1 related to the track elements.
  • the inventive system are thus the data of at least one of the components K geo, K t0 p / K fb of Stre ⁇ ckenatlas SA related to the track elements parts D s (K geo) l, D s (K top) l, 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 l, D s 2, D s p stored locally at the track elements Sl, S2, Sp.
  • a first component of the route atlas (SA), the data of which are stored or stored in parts D s (K geo ) 1, D s (K geo ) 2, D s (K geo ) p in the route elements, is or is stored is provided as a geometric component K geo with geometry and positioning ⁇ data for determining the position of the vehicles in the railroad track network.
  • SA route atlas
  • a second component of the route atlas SA the data of which are stored or stored in parts D s (K fb ) 1, D s (K fb ) 2, D s (K fb ) p is or is stored as ei ⁇ ne fahr
  • driving operation data inclination profile data of the route sections linked by the route elements and / or
  • a third component of the route atlas SA the data in parts D s (K t0 p) l, D s (K t0 p) 2, D s p are deposited with the Streckenelemen ⁇ th or deposited (K t0 p), is or is formed as a topographical component K 0 p topological data representing the topological structure of the track route network resist spat ⁇ rules provided.
  • - link data of the track section ends linked by the distance elements in the sections Gleisstre ⁇ ckennetz and / or - Orientation data of linked by the track elements ⁇ track sections in the rail network.
  • the data sets of the track elements affected by the modification are locally modified in the track elements.
  • the Stre ⁇ ckenimplantation are thus designed such that the records of the track elements are affected by the modification can be modified locally in the route elements at a Mo ⁇ ification of the track route network.
  • the entire data record of the route element is transmitted to the vehicle and deposited there.
  • the track elements and the vehicles are thus formed so transmitted that, in the case of an initial loading ⁇ Willi supply B, or in case of an initial registration R a respective distance element for a respective driving ⁇ generating generating the entire data of the track element to the driving and stored there becomes.
  • the route ⁇ elements and the vehicles are thus designed such that in the case of a repeated authorization B or in the case of repeated registration R of each Streckenelemen- tes for a particular vehicle from the record, which was deposited at the link element, at least some of the data the vehicle transferred and deposited there, if the degree of actuality of a stored on the vehicle and the track element associated data set from the degree of actuality of deposited at the distance element record differs ⁇ .
  • the vehicles ZI, Z2, Zr store manually entered and / or manually released dynamic driving operation data D d 1, D d 2, D d p as dynamic component K dyn of the route atlas SA in parts D d (K dyri ) l, D d (K dyn ) 2,
  • the vehicles ZI, Z2, Zr are thus designed to be manually entered and / or released manually dynamic driving operation data D d 1, D d 2, D d p as dynamic component K dyn the Streckenat ⁇ las in relation to the track elements Divide D d (K dyn ) 1, D d (K dyn ) 2, D d (K dyn ) p at the track elements.
  • 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 (-),
  • a trained as a switching device track element specifies at least one braking target HP, which is a danger point.
  • PB distance element Designed as a buffer PB distance element is just ⁇ if at least one brake destination HP before, which is rentician a hazard.
  • At least one braking target point ZP which is not a danger point, forms a train following point of a second train following point type ZFT.II, which has a second braking curve BKm A .II of the respective
  • brake ⁇ target points ZP are, for example, the brake ⁇ target points in the figures: ZP2 (-), ZP3 (+), ZP6 (-) ZP6 (SP), ZP7 (+), ZP7 (Sp), ZS8 (Ii), and ZS8 (re), but this enumeration is not complete.
  • Designed as a relapse diverter W R path element is at least before an additional braking target point ZP, which is not a Ge ⁇ drive point.
  • a double as a fictitious input / extending element FDME are formed distance member includes at least one brake ⁇ target point ZP before which is not a danger point.
  • the track elements Si shown in FIGS. 1a and 1b and 2 to 10 have the following entries in the tables Ti and RRi and DSTi with respect to the vehicles (trains) Zm:
  • the track element Sl has made its approval B in response to the first request ... of the vehicle Z2 in the type of load F2 requested by the vehicle Z2. This is indicated in the table T1 by the subscript "B” at the reference “ZI”.
  • the track element Sl has made in response to the two ⁇ te request ... of the vehicle Z2 its registration R as Fahrwegelement for the vehicle Z2. This is indicated in the table T1 by the subscript "R” on the reference symbol "ZI”.
  • the stretching Enele ⁇ ment Sl has made in response to the third request ... of the vehicle Z2 its mark M as a track element for generating the driving ⁇ Z2. This is indicated in the table T1 by the subscript "M” at the reference "ZI”.
  • the memory entry that the track element Sl has made for the vehicle Z2 is therefore designated in the table T1 as a whole with Z2 B RM.
  • the cell to the left is - According to the rules - provided with a by "/" gekennzeichne ⁇ lock entry.
  • the track element Sl has also made its registration R in addition to its approval B in the load type F4.
  • the memory entry that the track element Sl has made for the vehicle ZI is thus designated in the table T1 as a whole with Z1 B R.
  • the cell next to it is - according to the rules - again provided with a lock entry marked by "/".
  • the vehicle Z2 may therefore pass in front of the vehicle ZI the track element Sl.
  • the track element Sl had along with the award of the mark, the conversion of the switch Wl by the actuator STW1 in its plus position ver ⁇ causes, if this was not yet in the plus position.
  • the vehicle outputs a corresponding pass confirmation to the track element Sl, which then the memory entry Z2 BRM and the left
  • the blocking entry "/" shown next to it deletes its authorization, registration and marking for the vehicle Z2 (see FIG.
  • the route element S2 has the route element S2 its A ⁇ transmissions Z3 BRM in column “F3" of the vehicle Z3, Z4 B R in column “F2” for the vehicle Z4, Z2 B R in column “F3” of the vehicle Z2 and Z1 B in column “F3” for the vehicle ZI in the memory locations of the track element control TSC2 (in the cells of the table T2) and also the resulting lock entries "/" made
  • the track element S2 has thus at the time shown in the figure la only
  • the vehicle Z2 may however be assigned to the vehicle Z3 as a travel element, but the vehicle Z2 may be connected to the braking target point HP2 (Sp) Drive on soft W2.
  • the vehicle Z4 may approach the turnout point HP2 (+) to the switch W2.
  • the track element S3 has at the time shown in the figure la its entries Z4 BRM in column "F3" for the
  • Section element S3 has thus automatically allocated to the ge in the Figure 1 ⁇ time showed only the vehicle as driving Z4 ⁇ path element.
  • the vehicle Z3 may however until the
  • the route element S4 has the structure shown in the figure la date his entries Z3 B in column "F3" for the driving ⁇ generating Z3, Z2 B in column “FL” for the vehicle Z2 and Z1 B in column “FL” for the vehicle ZI in the memory locations of the track element control TSC4 (in the cells of the table T4) and also the resulting lock entries "/" pre ⁇ taken.
  • the route element S4 has therefore allocated to that shown in Figure 1 at the time none of the vehicles as a road ⁇ element and must therefore be hit by any of the vehicles. Since it has also made no approval as a track element, none of the Fahrzeu ⁇ ge may enter into the track gates that links the switch W4.
  • the vehicle Z4 has a related to the Stre ⁇ ckenelement S4 release point, the sichtritt here the excess is not shown for simplicity, has passed, and a corresponding Passierbestschist of the route element S4 so that the route element S4 its regis ⁇ conditions for the vehicle Z4 already withdrawn - that is deleted - has.
  • the track element S1 has now made its mark M for the vehicle ZI for the time point shown in FIG. 3, thus completing its automatic allocation for the vehicle ZI.
  • the track element controller TSC1 causes the switchover of the switch Wl by the actuator STW1 in its negative position.
  • the track element S2 has made its mark M for the vehicle Z2 for the time shown in Figure 3 and thus completed its automatic allocation for the vehicle Z2.
  • the track element controller TSC2 causes the switchover of the shunt W2 by the actuator STW2 in its minus position.
  • the vehicle Z2 must not cut ⁇ in the Gleisab retract G5, as long as the route element has no registration for the vehicle R Z2 made S3. Accordingly, the vehicle ZI must not initially enter the track section G3.
  • the vehicle Z2 outputs its second request to Regis Trie ⁇ tion of the distance element S3 as a road element to the Stre ⁇ ckenelement S3.
  • the route element S3 informs the vehicle Z2 about the fact that it has already taken his registration for the vehicle Z3 before ⁇ , tells him the communication address of driving ⁇ zeugs Z3 with and accepts the registration for the vehicle Z2 before.
  • the vehicle Z2 then makes contact with the vehicle Z3.
  • Based on the current position of the accelerator of the vehicle ⁇ convincing Z3 (Z3) Z2 is the vehicle a respective brake current target point ZP (Z3) or HP set to which the vehicle is currently Z2 then Z3 behind the vehicle aufschscht.
  • the vehicle ZI are its second Anforde ⁇ tion for registration of the distance element S2 from a track ⁇ element of the route element S2.
  • the vehicle ZI about the fact that it has already made the registration for the vehicle Z2, tells him the Kommunikati ⁇ ons address of the vehicle with Z2 and takes his registration for the vehicle before ZI.
  • the vehicle takes ZI Kon ⁇ clock on to the vehicle Z2.
  • each a brake current target point is specified to the vehicle ZI to which the vehicle is currently ZI then advances behind the vehicle Z2 ⁇ .
  • the current braking target point ZP (Z2) is not a danger point and therefore also a train following point of the second train sequence type ZFT. II, as long as the vehicle Z2 in
  • the vehicle must not ZI einfah ⁇ ren in the track section G5 at first because the route element S3 still registering R has carried out for the vehicle ZI.
  • the vehicle ZI outputs its second request to Regis Trie ⁇ tion of the distance element S3 as a road element to the Stre ⁇ ckenelement S3.
  • the route element S3 informs the vehicle ZI about the fact that it has already taken his registration for the vehicle Z2 before ⁇ , tells him the communication address of driving ⁇ zeugs Z2 and takes his registration for the vehicle ZI ago.
  • the vehicle ZI then makes contact with the vehicle Z2.
  • the vehicle ZI On the basis of the respective current position of the vehicle end of the vehicle Z2, the vehicle ZI is given a respective current braking target point ZP (Z2) or HP (Z2), up to which the vehicle ZI then actually advances behind the vehicle Z2.
  • the current Bremszielunkt ZP (Z2) is rentician no hazard and therefore allow a Werner no hazard and therefore allow a Werner the second Werner ⁇ geddlingtyps ZFT.II while the vehicle travels in the direction Z2 of the distance element S3 - So further advanced be moved ⁇ . Therefore, the vehicle ZI switches its steep run ⁇ de braking curve BK1 A .II one, called to fol- the vehicle Z2 quickly, even if you should have something about the brake destination ZP (Z2) slip.
  • a group R already approaches the position P of the track section G3 in order to eliminate the distortions in the track bed.
  • a Rotteninch the portable device D with it which in addition to the Streckenelementsteu ⁇ tion TSC5, the means for release MF5 and the means for determining its current position M05 has.
  • the track element 5 can be integrated into the track ⁇ network, which forms the working zone AZ after its integration to protect the rotting.
  • the track element controller TSC5 predefines the current position of the work zone AZ as a function of its current position and logs on to the track elements S1 and S2.
  • the track element Sl notifies the track element S5 that it has entered its authorization as a track element for the vehicle Z4. In response, it also contributes the track element S5 its authorization for the vehicle Z4 as a track element.
  • the route section G3 is temporarily divided by the route element S5.
  • the track element S2 has made its mark for the vehicle Z4 and the vehicle Z4 requests the registration of the track element S1.
  • the route element Sl informed the vehicle Z4 on the temporarily joined a ⁇ section element S5, which forms the working zone AZ and informs him in particular the communication address of Stre ⁇ ckenimplantations S5.
  • the vehicle calls at the ⁇ stretch element S5 registration as infrastructure element.
  • the distance 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 Streckenele- takes ment before its mark, but gives no marking ⁇ confirmation to the vehicle from Z4.
  • the device D displays on a display and / or acoustically ⁇ tically that the vehicle Z4 would like to pass through the work area.
  • the vehicle Z4 requests the registration of the route element Sl.
  • the route element Sl makes this registration.
  • the vehicle now proceeds Z4 HP1 (Sp) to the brake target ⁇ point.
  • the vehicle Z4 is a corresponding Passierbestreliologist on the route element S5 that the memory entry B clears out ⁇ out Z4 RM and the lock entry shown its left "/" - so his approval, Regis Trie ⁇ tion and marking for the vehicle Z4 withdraws or on ⁇ Then the group can return to work in the danger area.

Landscapes

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

Abstract

L'invention concerne un procédé de sécurisation d'un réseau de voies ferrées (1) qui est divisé par des éléments de ligne (S1, S2,..., Sp) en tronçons de voie (G1, G2, ..., Gq) et peut être emprunté par des véhicules (Z1, Z2, Zr) en fonction de données d'éléments d'un atlas ferroviaire (SA), procédé selon lequel les véhicules (Z1, Z2,..., Zr) demandent à des éléments de ligne sélectionnés des étapes (B, R, M) d'affectation en tant qu'éléments de voie, et selon lequel chacun des éléments de ligne sélectionnés (Si, avec i = 1 à p), pour respectivement chaque véhicule (Zm, avec m = 1 à r) qui lui demande les étapes d'affectation en tant qu'élément de voie, s'affecte automatiquement en tant qu'élément de voie dans des conditions prédéterminées L'invention vise à optimiser la charge de l'atlas de voies concernant chaque véhicule. À cet effet, les données d'au moins un des composants (Kgeo, Ktop, Kfb) de l'atlas des voies (SA) sont mémorisées localement dans les éléments de ligne (S1, S2,..., Sp) en différentes parties relatives aux éléments de ligne (Ds(Kgeo)1, Ds(Ktop)1, Ds(Kfb)1, Ds(Kgeo)2, Ds(Ktop)2, Ds(Kfb)2,..., Ds(Kgeo)p, Ds(Ktop)p, Ds(Kfb)p) sous la forme d'ensembles de données (Ds1, Ds2, Dsp). L'invention concerne également un système de sécurisation d'un réseau de voies ferrées.
EP16767175.9A 2015-09-30 2016-09-07 Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées Active EP3331747B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015218988.0A DE102015218988A1 (de) 2015-09-30 2015-09-30 Sicherungsverfahren und Sicherungssystem für ein Gleisstreckennetz
PCT/EP2016/071038 WO2017055035A1 (fr) 2015-09-30 2016-09-07 Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées

Publications (2)

Publication Number Publication Date
EP3331747A1 true EP3331747A1 (fr) 2018-06-13
EP3331747B1 EP3331747B1 (fr) 2021-05-05

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EP16767175.9A Active EP3331747B1 (fr) 2015-09-30 2016-09-07 Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées

Country Status (8)

Country Link
US (1) US20180319415A1 (fr)
EP (1) EP3331747B1 (fr)
CN (1) CN108290595B (fr)
AU (1) AU2016330131B2 (fr)
DE (1) DE102015218988A1 (fr)
ES (1) ES2879817T3 (fr)
HK (1) HK1255435A1 (fr)
WO (1) WO2017055035A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102015218971A1 (de) * 2015-09-30 2017-03-30 Siemens Aktiengesellschaft Sicherungsverfahren für ein Gleisstreckennetz
CN113609627B (zh) * 2021-05-24 2023-12-22 交控科技股份有限公司 一种模块化轨道交通的线路拓扑设计方法及装置

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Publication number Priority date Publication date Assignee Title
DE4406720C2 (de) 1994-02-25 1996-08-14 Siemens Ag Zugsicherungssystem
US5533695A (en) * 1994-08-19 1996-07-09 Harmon Industries, Inc. Incremental train control system
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
JP4375253B2 (ja) * 2005-02-25 2009-12-02 株式会社日立製作所 信号保安システム
DE102006061811A1 (de) * 2006-12-21 2008-06-26 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zum Orten eines Fahrzeugs
DE102007031138A1 (de) 2007-06-29 2009-01-02 Siemens Ag Verfahren und Anordnung zum Betreiben einer Eisenbahnstrecke
US8170732B2 (en) * 2008-03-17 2012-05-01 General Electric Company System and method for operating train in the presence of multiple alternate routes
CN101497342B (zh) * 2009-01-13 2011-02-09 杭州创联电子技术有限公司 自轮运转特种设备运行安全的系统综合监管方法及其系统
CN101739314B (zh) * 2010-01-13 2013-07-10 浙江大学 列车运行监控装置地面基础数据存储更新方法及系统
DE102010013442A1 (de) 2010-03-30 2011-10-06 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren und Einrichtung zur Informationsversorgung des Führers eines Schienenfahrzeugs
EP2572955A1 (fr) 2011-09-23 2013-03-27 Siemens SAS Procédé et système de gestion d'un poste d'aiguillage
FR2982230B1 (fr) * 2011-11-07 2015-09-04 Alstom Transport Sa Installation et procede de gestion de la circulation de vehicules sur un reseau ferroviaire
EP2607199B1 (fr) * 2011-12-23 2018-07-25 Siemens S.A.S. Inter-verrouillage décentralisé
CN103978996B (zh) * 2014-05-15 2015-12-30 南京理工大学 一种高速铁路环境信息采集、评估和预警装置与方法

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Publication number Publication date
ES2879817T3 (es) 2021-11-23
WO2017055035A1 (fr) 2017-04-06
US20180319415A1 (en) 2018-11-08
EP3331747B1 (fr) 2021-05-05
HK1255435A1 (zh) 2019-08-16
DE102015218988A1 (de) 2017-03-30
CN108290595B (zh) 2021-02-12
AU2016330131A1 (en) 2018-04-19
AU2016330131B2 (en) 2019-10-31
CN108290595A (zh) 2018-07-17

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