EP3331747B1 - 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
EP3331747B1
EP3331747B1 EP16767175.9A EP16767175A EP3331747B1 EP 3331747 B1 EP3331747 B1 EP 3331747B1 EP 16767175 A EP16767175 A EP 16767175A EP 3331747 B1 EP3331747 B1 EP 3331747B1
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EP
European Patent Office
Prior art keywords
track
data
vehicle
route
elements
Prior art date
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Application number
EP16767175.9A
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German (de)
English (en)
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EP3331747A1 (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 EP3331747A1 publication Critical patent/EP3331747A1/fr
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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 rail network.
  • a safety method and a safety system for a track network which is divided into track sections by track elements and can be driven on by vehicles, are known.
  • the vehicles request steps for allocation as a route element from selected ones of the route elements and each of the selected route elements is automatically assigned as a route element under specified conditions for each vehicle that requests the steps for allocation as a route element from it.
  • the data of at least one of the components of the route atlas is stored locally with the route elements in parts related to the route elements in the form of data records.
  • the vehicles are suitably designed to request steps for allocation as a route element from selected ones of the route elements, and each of the selected route elements is suitably designed for each vehicle that requests the steps for allocation as a route element from it under predetermined conditions Automatically assign conditions as a route element.
  • the data of at least one of the components of the route atlas is stored locally with the route elements in parts relating to the route elements in the form of data records.
  • vehicles In practice, vehicles usually receive their route atlas, depending on which they travel on the track network, from a control center. This requires precise deployment planning, knowing when which vehicle will drive which route sections and the load of each correct route atlas can be ensured. In particular, short-term changes, such as deviations from the planned route through short-term diversions, cannot be transferred to the vehicles in the track network and are therefore communicated to the vehicle drivers by a person working in the control center orally or by telephone. Otherwise, the safety system must be deactivated on the affected sections of the route.
  • a trackside communication device is to be provided at a position which is located on a boundary of a route section of a route.
  • the trackside communication device sends a radio signal to an on-board communication device.
  • a control of the train determines the position of the train from this radio signal.
  • the route-side communication device accesses a digital memory in which an overall digital map of a route network is stored.
  • the overall map consists of several partial maps, which depict the parcels of the route network.
  • the communication device records an actuality identifier of the overall map.
  • the up-to-dateness identifier indicates when the entire map was last updated.
  • the radio signal emitted by the wayside communication device encodes an update request which encodes the point in time at which the last change was made to the overall map.
  • the update request is stored in a central map management system, which is connected to the trackside communication device via a communication link. Only the control of the train compares the update request with the update identifier of the overall map and determines whether the update identifier corresponds to the update request corresponds to. If it turns out that the update identifier of the overall map does not correspond to the update request, then the control of the train accesses a local digital partial map in the train in which the position of the train is recorded and determines the update identifier of this partial map.
  • this partial map on the train fulfills the timeliness requirement, no local map is updated in the train and the train is located with the help of the partial map in the train. If the partial map in the train does not correspond to the update identifier, a message is sent via the vehicle-mounted communication device to the communication device of the route which identifies the update identifier of the partial map present in the train.
  • the central map management system holds all partial maps with all update identifiers, determines the difference between the two partial maps from the transmitted topicality identifier of the partial map and the associated current partial map and transmits the difference in coded form to the train.
  • an update identifier of the overall map and an update request are required.
  • this map management system must be communicatively connected to the trackside and vehicle-side communication devices.
  • the invention is based on the object of further developing the generic security method and the generic security system for a rail network in such a way that the aforementioned disadvantages are overcome.
  • Claims 2 to 12 relate to advantageous developments of the security method according to the invention and claims 14 to 21 relate to advantageous embodiments of the security system.
  • the route atlas are or are stored locally with the route elements as a whole in parts relating to the route elements in the form of data records.
  • the parts of the route atlas relating to it can be transferred from the route elements to the respective vehicle, so that the respective vehicle can automatically work out its current route atlas or actually work it out . It is then no longer necessary to store data from components of the route atlas in a control center (control center).
  • the vehicles can thus also load the route atlas corresponding to them on diversion routes and can thus drive in the relevant route sections with a functioning safety system without having to deactivate it.
  • the route atlas which is initially compiled by the respective vehicle, is automatically checked for its valid version (integrity) when the route elements are used further and - if necessary due to modifications - updated with the help of the relevant route element (s) on the respective vehicle. This update is therefore technically ensured - verbal or telephone information to the driver of the respective vehicle is not required.
  • 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 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 direction of passage F2 and the switch W4 from its point Side lying in the plus position and therefore drive in the direction of passage 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 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 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 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 can. 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 apply for a marking to be registered, have to wait until the entered marking is 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, using the specified point from the route topology - i.e. from a topological component of a route atlas - is known.
  • 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 but are 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.
  • 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 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 the data of which is or is stored in parts D s (K fb ) 1, D s (Kfb) 2, ..., D s (K fb ) p with the route elements. 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 track elements are designed in such a way that when the track network is modified, the data records from the Modification affected route elements can be modified locally in the route elements.
  • 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.
  • 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 Track 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.
  • 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.
  • route element S1 has made its registration R as a route element for the vehicle Z2 in response to the second request ... of the vehicle Z2. This is identified in table T1 by the subscript "R” on the reference symbol “Z1". Furthermore, the 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 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 route element control TSC2 (in the cells of the table T2) and also the lock entries" / "resulting therefrom.
  • 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 line element S4 has its 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 at the time shown in FIG the storage locations of the line element control TSC4 (in the cells of table T4) and also 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 the switch W4 connected.
  • 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 has already withdrawn its entries for the 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 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, 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. 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. Based on the current position of the end of the vehicle of vehicle Z2, a current braking target point is given to vehicle Z1, up to which the vehicle Z1 is currently moving up behind the 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.
  • 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 would come 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).
  • 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 in the direction of the Line element S3 moves - so 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 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 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 gang leader conducts this portable device D with it, 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.

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  • 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)

Claims (21)

  1. Procédé de sécurisation d'un réseau de voies ferrées, qui est subdivisé en sections (G1, G2...,Gq) de voie par des éléments (S1, S2..., Sp) de voie et qui, en fonction de données d'éléments d'un atlas (SA) de voies, peut être parcouru par des véhicules (Z1, Z2..., Zr),
    dans lequel les véhicules (Z1, Z2..., Zr) demandent aux éléments de voie choisis des pas (B, R, M) pour l'affectation comme élément d'itinéraire,
    - dans lequel chacun (Si avec i = 1 à p) des éléments de voie choisis s'affecte comme élément d'itinéraire de soi-même dans des conditions données à l'avance, respectivement pour chaque véhicule (Zm avec m = 1 à r), qui demande auprès de lui les pas pour l'affectation comme élément d'itinéraire, et
    - dans lequel les données de l'un au moins des éléments (Kgeo, Ktop, Kfb) de l'atlas (SA) de voies sont, localement auprès des éléments (S1, S2..., Sp) de voie, mises en mémoire sous la forme d'ensembles (Ds1, Ds2, ...Dsp) de données, dans des parties (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) rapportées aux éléments de voie, caractérisé en ce que
    on met à disposition comme partie de chacun des ensembles de données une caractérisation (AKi avec i = 1 à p) de mise à jour, qui caractérise un degré de mise à jour de l'ensemble (Dsi avec i = 1 à p) de données.
  2. Procédé de sécurisation suivant la revendication 1,
    caractérisé en ce que
    on met à disposition, comme élément (Kgeo) géométrique ayant des données de géométrie et de localisation pour la détermination de position des véhicules dans le réseau de voie ferrée, un premier élément de l'atlas (SA) de voies, dont les données sont mises en mémoire auprès des éléments de voie dans des parties (Ds(Kgeo)1, Ds(Kgeo)2..., Ds(Kgeo)p).
  3. Procédé de sécurisation suivant la revendication 2,
    caractérisé en ce que
    on met à disposition comme données de géométrie et de localisation :
    - des données de position des éléments de voie dans le réseau de voies ferrées et/ou
    - des données de position d'extrémités des sections de voie, interconnectées par les éléments de voie, dans le réseau de voies ferrées et/ou
    - des données de position d'éléments de réglage dans les sections de voie interconnectées par les éléments de voie et/ou
    - des données de longueur des sections de voie interconnectées par les éléments de voie et/ou
    - des données de parcours des sections de voie interconnectées par les éléments de voie.
  4. Procédé de sécurisation suivant l'une des revendications 1 à 3,
    caractérisé en ce que
    l'on met un deuxième élément de l'atlas (SA) de voies, dont les données sont mises en mémoire dans des parties (Ds(Kfb)1, Ds(Kfb)2,... Ds(Kfb)p) auprès des éléments de voies, à disposition sous la forme d'un élément (Kfb) de service, avec des données de fonctionnement de circulation rapportées au lieu, pour la commande et le contrôle du comportement de circulation des véhicules et/ou pour la commande des éléments de voies.
  5. Procédé de sécurisation suivant la revendication 4, caractérisé en ce que
    on met à disposition comme données de fonctionnement de circulation :
    - des données de profil d'inclinaison des sections de voie interconnectées par les éléments de vois et/ou
    - des données de limitation de vitesse en fonction de la classe du train, concernant les sections de voie interconnectées par les éléments de voie et/ou
    - des données de points cibles de freinage sur les sections de voie interconnectées par les éléments de voie et/ou
    - des données de points de déblocage sur les sections de voie interconnectées par les éléments de voie et/ou
    - des données de points de soutien sur les sections de voie interconnectées par les éléments de voie.
  6. Procédé de sécurisation suivant l'une des revendications 1 à 5,
    caractérisé en ce que
    on met un troisième élément de l'atlas (SA) de voies, dont les données sont mises en mémoire dans des parties (Ds(Kfb)1, Ds(Kfb)2,... Ds(Kfb)p) auprès des éléments de voie, à disposition sous la forme d'un élément (Ktop) topographique ayant des données topologiques, qui reflètent la structure topologique du réseau de voies ferrées.
  7. Procédé de sécurisation suivant la revendication 6,
    caractérisé en ce que
    on met à disposition comme données topologiques :
    - des données d'interconnexion d'extrémités des sections de voie interconnectées par les éléments de voie dans le réseau de voies ferrées et/ou
    - des données d'orientation des sections de voie interconnectées par les éléments de voie dans le réseau de voies ferrées.
  8. Procédé de sécurisation suivant l'une des revendications 1 à 7,
    caractérisé en ce que
    on met en disposition, comme partie de chacun des ensembles de données, une caractérisation (SKi avec i = 1 à p) d'élément de voie, qui caractérise de manière univoque l'élément de voie auquel l'ensemble (Dsi avec i = 1 à p) de données se rapporte.
  9. Procédé de sécurisation suivant l'une des revendication 1 à 8,
    caractérisé en ce que
    l'on met à disposition la caractérisation (SKi avec i = 1 à p) d'élément de voie et/ou la caractérisation (AKi avec i = 1 à p) de mise à jour par un numéro (VNi avec i = 1 à p) de version.
  10. Procédé de sécurisation suivant l'une des revendications 1 à 8,
    caractérisé en ce que,
    s'il y a une modification du réseau (1) de voies ferrées, on modifie localement dans les éléments de voie les ensembles de données des éléments de voie concernés par la modification.
  11. Procédé de sécurisation suivant l'une des revendications 1 à 10,
    caractérisé en ce que,
    dans le cas d'une autorisation (B) pour la première fois ou dans le cas d'un enregistrement (R) pour la première fois d'un élément de voie respectif pour un véhicule respectif, on transmet l'ensemble de données de l'élément de voie au véhicule et on l'y met en mémoire.
  12. Procédé de sécurisation suivant la revendication 11,
    caractérisé en ce que,
    dans le cas d'une autorisation (B) répétée ou dans le cas d'un enregistrement (R) répété d'un élément de voie respectif pour un véhicule respectif, on transmet de l'ensemble de données, qui a été mis en mémoire auprès de l'élément de voie, au moins certaines des données au véhicule, si le degré de mise à jour d'un ensemble de données, mis en mémoire sur le véhicule et associé à l'élément de voie, s'écarte du degré de mise à jour de l'ensemble de données mis en mémoire auprès de l'élément de voie.
  13. Système de sécurisation d'un réseau de voies ferrées, qui est subdivisé en sections (G1, G2...,Gq) de voie par des éléments (S1, S2..., Sp) de voie et qui, en fonction de données d'éléments d'un atlas (SA) de voies, peut être parcouru par des véhicules (Z1, Z2..., Zr),
    - dans lequel les véhicules (Z1 Z2, ..., Zr) sont constitués de manière propre à demander aux éléments de voie choisis des pas (B, R, M) pour l'affectation comme élément d'itinéraire,
    - dans lequel chaque (Si avec i = 1 à p) des éléments de voie choisis est constitué de manière appropriée pour s'affecter respectivement pour chaque véhicule (Zm avec m = 1 à r), qui lui a demandé des pas pour l'affectation, comme élément d'itinéraire de soi-même dans des conditions données à l'avance, et
    - dans lequel les données d'au moins l'un des éléments (Kgeo, Ktop, Kfb) de l'atlas (SA) de voies sont mises en mémoire dans des parties (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), rapportées aux éléments de voie, sous la forme d'ensembles (Ds1, Ds2, ..., Dsp) de données, localement auprès des éléments (S1, S2, ..., Sp) de voie,
    caractérisé en ce que
    comme partie de chacun des ensembles de données est mise à jour une caractérisation (AKi avec i = 1 à p) de mise à jour, qui caractérise un degré de mise à jour de l'ensemble (Dsi avec i = 1 à p) de données.
  14. Système de sécurisation suivant la revendication 13,
    caractérisé en ce que
    un premier élément de l'atlas de voies, dont la donnée est mise en mémoire dans des parties (Ds(Kgeo)1, Ds(Kgeo)2,... Ds(Kgeo)p) auprès des éléments de voie, est mis à disposition sous la forme d'un élément (Kgeo) géométrique ayant des données géométriques et de localisation pour la détermination de la position des véhicules dans le réseau de voies ferrées.
  15. Système de sécurisation suivant l'une des revendications 13 ou 14,
    caractérisé en ce que
    un deuxième élément de l'atlas de voies, dont la donnée (Ds(Kfb)1, Ds(Kfb)2,... Ds(Kfb)p) est mise en mémoire dans des parties auprès des éléments de voie, est mis à disposition sous la forme d'un élément (Kfb) de fonctionnement de la circulation ayant des données de fonctionnement de la circulation rapportées au lieu pour la commande et le contrôle du comportement de circulation des véhicules et/ou pour la commande des éléments de voie.
  16. Système de sécurisation suivant l'une des revendications 13 à 15,
    caractérisé en ce que
    un troisième élément de l'atlas de voies, dont la donnée est mise en mémoire dans des parties (Ds(Ktop)1, Ds(Ktop)2,...
    Ds(Ktop)p) auprès des éléments de voie, est mis à disposition sous la forme d'un élément (Ktop) topographique ayant des données topologiques, qui reflètent la structure topologique du réseau de voies ferrées.
  17. Système de sécurisation suivant l'une des revendications 13 à 16,
    caractérisé en ce que
    comme partie de chaque ensemble de données, est mise à disposition une caractérisation (SKi avec i = 1 à p) d'éléments de voie, qui caractérise de manière univoque l'élément de voie, auquel se rapporte l'ensemble (Dsi avec i = 1 à p) de données.
  18. Système de sécurisation suivant l'une des revendications 13 ou 17,
    caractérisé en ce que
    on ce que la caractérisation (SKi avec i = 1 à p) d'éléments de voie et/ou la caractérisation (AKi avec i = 1 à p) de mise à jour est ou sont mis à disposition par un numéro (VNi avec i = 1 à p) de version.
  19. Système de sécurisation suivant l'une des revendications 13 à 18,
    caractérisé en ce que
    les éléments de voie sont constitués de manière à ce que, s'il se produit une modification du réseau de voie ferroviaires, les ensembles de données des éléments de voie concernés par la modification puissent être modifiés localement dans les éléments de voie.
  20. Système de sécurisation suivant l'une des revendications 13 à 19,
    caractérisé en ce que
    les éléments de voie et les véhicules sont constitués de manière, dans le cas d'une autorisation (B) pour la première fois ou dans le cas d'un enregistrement (R) pour la première fois d'un élément de voie respectif pour un véhicule respectif, à transmettre l'ensemble de données de l'élément de voie au véhicule et à l'y mettre en mémoire.
  21. Système de sécurisation suivant la revendication 20,
    caractérisé en ce que
    les éléments de voie et les véhicules sont constitués de manière, dans le cas d'une autorisation (B) répétée ou dans le cas d'un enregistrement (R) répété d'un élément de voies respectif pour un véhicule respectif, à transmettre de l'ensemble de données, qui a été mis en mémoire auprès de l'élément de voie, au moins certaines des données au véhicule, si le degré de mise à jour d'un ensemble de données mis en mémoire sur le véhicule et associé à l'élément de voie s'écarte du degré de mise à jour de l'ensemble de données mis en mémoire auprès de l'élément de voie.
EP16767175.9A 2015-09-30 2016-09-07 Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées Active EP3331747B1 (fr)

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