EP3381766B1 - Procédé d'évitement des collisions entre véhicules ferroviaires - Google Patents

Procédé d'évitement des collisions entre véhicules ferroviaires Download PDF

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Publication number
EP3381766B1
EP3381766B1 EP18163997.2A EP18163997A EP3381766B1 EP 3381766 B1 EP3381766 B1 EP 3381766B1 EP 18163997 A EP18163997 A EP 18163997A EP 3381766 B1 EP3381766 B1 EP 3381766B1
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EP
European Patent Office
Prior art keywords
rail vehicle
message
distance
control device
vehicle
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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.)
Active
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EP18163997.2A
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German (de)
English (en)
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EP3381766A1 (fr
Inventor
Bernd Foißner
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Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
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    • 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
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • the present invention relates to a method for collision avoidance of rail vehicles, in particular on single-track routes by determining further rail vehicles in the immediate vicinity of a rail vehicle, and an extension to multi-track routes, and its technical implementation and configuration.
  • this procedure presupposes that such dangers are recognized in good time
  • this type of contacting the vehicle driver is prone to errors because, among other things, the wrong vehicle driver could be contacted in the short time.
  • this type of contacting the vehicle driver is complex and relatively lengthy.
  • the DE 201 14 284 U1 discloses a way to transmit information through railroad tracks and / or overhead lines.
  • EP 0 704 366 A1 an arrangement for securing railway lines, GPS technology also being used and additional information, such as a braking distance, being transmitted.
  • a rail vehicle sends a message cyclically and waits for the reception of messages from other rail vehicles between the individual transmission breaks.
  • the messages thus sent preferably contain a central signal, for example in the form of a time signal or time stamp, in order to inform the receiving rail vehicle of the time at which the message was sent.
  • a central signal for example in the form of a time signal or time stamp, in order to inform the receiving rail vehicle of the time at which the message was sent.
  • the time signal which is used to determine the transmission times, is preferably made available centrally, so that each rail vehicle that uses this method has the same synchronous time signal.
  • the method is preferably able to determine the distances and directions of movement of rail vehicles in relation to the own rail vehicle in the vicinity of the own rail vehicle by means of the information contained in the received messages and the information of the own messages.
  • the term “close range” is described in more detail in the exemplary embodiments.
  • the active rail vehicle waits for the receipt of a message as long as it does not itself send a message cyclically.
  • the method is thus able, using its own and the information received from the message, to determine whether there is a critical situation in which a rail vehicle is approaching its own, that is to say a collision is imminent.
  • the method can determine the distance between two rail vehicles according to the above calculation rule.
  • the method also preferably takes into account the transit time of the messages in the transmission medium.
  • the transmitted message additionally contains information about the position of the rail vehicle.
  • This information can be used in addition to determining the distance from the running time to evaluate the driving situation.
  • the transmitted message additionally contains information about the current direction of movement of the rail vehicle.
  • this can only be an indication corresponding to "direction of travel: A to B” or “direction of travel: B to A”, or, if a coordinate system exists, a sign.
  • This information can also be used to evaluate whether the distance is further reduced, ie the rail vehicles are moving towards one another, or the distance is further increasing if the rail vehicles are moving away from one another.
  • the transmitted message additionally contains information about the current speed of the rail vehicle.
  • This can be, for example, a speed determined by GPS, or a speed calculated from the wheel speed.
  • This information can also be used to evaluate how quickly the distance has changed or will change during transmission, or how long a possible braking distance would be.
  • the transmitted message additionally contains information about the track currently being traveled by the sending rail vehicle.
  • this can be a unique track number known to all rail vehicles.
  • This information can also be used to assess whether a rail vehicle is on the same track in the case of multi-track operation.
  • the transmitted message additionally contains information about the sending rail vehicle.
  • This can be, for example, a train number for unique identification.
  • This information can also be used to carry out a comparison with data known to the method for plausibility checking or to determine a possible braking distance.
  • the transmitted message additionally contains at least one piece of information about the sending rail vehicle.
  • this information is used to evaluate how large a possible braking distance would be.
  • the method preferably has suitable evaluation regulations in order to evaluate the current driving situation from the information available.
  • information about the position, the speed, the direction of movement and the transmission times are preferably in the Messages contain, from which the method determines the distance between the two rail vehicles.
  • the method then evaluates the driving situation described in this way, preferably by comparing the distance between the two rail vehicles with a predetermined limit value for the minimum distance.
  • This limit value can preferably be a fixed value which is predetermined by the method.
  • this limit value is a variable limit value that adapts preferably taking into account topographical data and avoidance options.
  • the direction of movement and the speed are included in the determination of the limit value.
  • the embodiments for designing the limit value are not limited to the described embodiments. Rather, a limit value can also include combinations of the described embodiments and criteria that go beyond this.
  • the rail vehicle receives no message. This is the case if there are no other vehicles in the vicinity of the rail vehicle that could send messages. This situation should be viewed as uncritical.
  • the rail vehicle receives a message from another rail vehicle located in front of the rail vehicle in the direction of travel.
  • the following situations can now be differentiated by comparing the speeds and directions of movement of both vehicles:
  • the distance between the vehicles is above a critical limit and both vehicles are moving in the same direction.
  • the speed of the vehicle in front is greater than that of your own rail vehicle. This automatically increases the distance between the two vehicles, which means that the situation can essentially be classified as uncritical.
  • the distance between the vehicles is above a critical limit and both vehicles are moving in the same direction.
  • the speed of the vehicle in front is slower than that of your own rail vehicle. This reduces the distance between the two vehicles, which means that the situation can still be classified as uncritical as long as the corresponding minimum distance has not yet been reached, but it is advisable to take measures so that the distance is not too small.
  • the distance between the vehicles is below a critical limit and both vehicles are moving in the same direction.
  • the speed of the vehicle in front is slower than or equal to that of your own rail vehicle.
  • the distance between the two vehicles remains the same or decreases further, which essentially means that the situation has to be classified as critical. Measures must be taken to increase the distance again above the critical limit.
  • the distance between the vehicles is above a critical limit and both vehicles are moving towards each other. This further reduces the distance between the two vehicles, which essentially means that the situation has to be classified as critical. Measures must be taken to prevent the critical limit value from falling below or to prevent a collision.
  • the distance between the vehicles is below a critical limit and both vehicles are moving towards each other. This further reduces the distance between the two vehicles, which essentially means that the situation has to be classified as critical. In particular, this situation represents the most critical of the driving situations listed here, since it will inevitably lead to a collision of the two rail vehicles. Measures must be taken to prevent a collision.
  • the rail vehicle can receive a message from a vehicle that is located behind the rail vehicle.
  • another situation can be described:
  • a second rail vehicle is located behind the rail vehicle and moves away from it, which further increases the distance. This situation can be assessed as uncritical. It is irrelevant whether the distance between the two Vehicles is smaller or larger than a limit because the vehicles move away from each other.
  • the method is preferably designed in such a way that the individual situations can be determined / classified / weighed and the method then triggers at least one action in the rail vehicle.
  • situation 6 in the rail vehicle triggers a braking of the rail vehicle to a standstill in order to prevent an impending collision.
  • an alarm is triggered in the rail vehicle in situation 6 in order to inform the driver of the danger of an impending collision.
  • the rail vehicle in situation 6 the rail vehicle sends a message to the other rail vehicle which triggers at least one action in the other rail vehicle in order to prevent an impending collision.
  • the method transmits a message to the vehicle driver of the rail vehicle in order to inform him of a slower rail vehicle on the route.
  • an ideal speed is preferably transmitted to him at which the rail vehicle is to travel in order not to dangerously approach the vehicle in front.
  • the method preferably uses the power supply line of the rail vehicles as a transmission medium for sending and receiving the periodically sent messages.
  • a message signal is preferably modulated onto the power supply line or messages received from there are demodulated.
  • the carrier frequency on which the messages are modulated is preferably a frequency that is substantially higher than the frequency of the supply voltage of the power supply line of the rail vehicles.
  • PLC power line communication
  • the invention preferably uses the property that the signals modulated on the power supply line by means of PLC reduce their amplitude over the transmission path. This is essentially due to the physical damping of an electrical vibration within an electrical conductor.
  • the method described so far is preferably intended to be carried out on single-track routes.
  • an extension to multi-track operation is also conceivable.
  • the position of other active rail vehicles can also be monitored in multi-track areas.
  • the route can also be used to transmit route or track numbers. This information must also be taken into account in the evaluation process. In this way, a potential collision can be recognized or prevented early simply by informing the track number.
  • the messages are transmitted wirelessly between the rail vehicles via suitable radio connections, as a result of which the method can also be used on routes without an overhead line, on which e.g. only drive diesel-powered rail vehicles.
  • the method is preferably available as a computer program program product with machine-readable code, which can be transferred to a suitable device for execution in the rail vehicle.
  • the invention can be in the form of a control device which uses a computer program product which processes the method described above and which is preferably stored on a machine-readable carrier.
  • a control device has the advantage that it can be retrofitted independently of existing devices.
  • control device has suitable interfaces for triggering an action in the rail vehicle. These can e.g. in the form of controllable warning lights in the driver's cab or controllable actuators of the brake system.
  • Fig. 1 shows a basic side view of a driving situation of a rail vehicle 1 on a single track 2.
  • the rail vehicle 1 moves from left to right.
  • the rail vehicle 1 is in contact with the power supply line 6 via the one pantograph 4, via which the rail vehicle 1 obtains the electricity required for operation.
  • the rail vehicle 1 sends a message 8 via the power supply line 6 both in the direction of travel and in the opposite direction.
  • the amplitude of the message 8, which is modulated on the power supply line 6, is attenuated more and more until the signal is finally too weak to be able to be received by other rail vehicles.
  • the effective propagation length of the message 8 thus results in a close range 9 of the rail vehicle 1. Messages 8 of the rail vehicle 1 can therefore only be received in this area.
  • the second rail vehicle 10 is located with its current collector 12 in the vicinity 9 of the first rail vehicle 1 and receives its message 8.
  • the device 13 of the second rail vehicle 10 demodulates the message 8 received via the pantograph 12. From the contents of the message 8, the device 13 and thus the second rail vehicle 10 can analyze the driving situation and the distance 11 between the, in accordance with the above description determine the first rail vehicle 1 and the second rail vehicle 10.
  • the device 13 triggers an action in the second rail vehicle 10.
  • This action can be, for example, braking the second rail vehicle 10 to a standstill, a notification to the driver of the second rail vehicle 10 or a further message to the first rail vehicle 1.
  • the third rail vehicle 14 is not in the vicinity 9 of the first rail vehicle 1 and the second rail vehicle 10. This also means that no message 8 is received, which could influence driving operations.
  • the device 17 of the third rail vehicle 14 evaluates this situation as uncritical since no message 8 from another rail vehicle 1, 10 is received has been.
  • the route 2 is free for the third rail vehicle 14, since the first rail vehicle 1 and the second rail vehicle 10 are not yet in critical proximity to the third rail vehicle 14.
  • this driving situation corresponds to situation 1 described above.
  • Fig. 2 shows a top view of a basic driving situation on a double track.
  • the first rail vehicle 1 travels on track 2.
  • the second rail vehicle 10 moves towards the first rail vehicle.
  • a fourth rail vehicle 18 also moves from right to left on a track 3 running parallel to it, like the second rail vehicle 10.
  • the message 8 contains additional information such as the number of the track 2, 3 currently occupied.
  • the fourth rail vehicle 18, which is located on the side track 3, is not endangered, since it receives the message 8 from the first rail vehicle 1 that it is on the adjacent track 2.
  • This embodiment of the method thus realizes monitoring of single-track and multi-track sections of the route which are in the vicinity of a rail vehicle 1, 10, 18, comparable to the radar image in aircraft.

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

Claims (18)

  1. Procédé pour empêcher la collision d'un premier véhicule (1) ferroviaire avec un deuxième véhicule (10) ferroviaire, dans lequel
    le premier véhicule (1) ferroviaire envoie cycliquement un message (8), et
    le deuxième véhicule (10) ferroviaire attend la réception d'un message (8) s'il n'envoie pas soi-même cycliquement un message (8), dans lequel
    le deuxième véhicule (10) ferroviaire, après avoir reçu le message (8), détermine, à partir du contenu du message (8), une distance (11) du premier véhicule (1) ferroviaire au deuxième véhicule (10) ferroviaire, dans lequel
    on compare cette distance (11) pour évaluer une situation de marche en cours à des critères, qui décrivent une situation critique, dans lequel
    le procédé, à la reconnaissance d'une situation critique, déclenche au moins une action dans le deuxième véhicule (10) ferroviaire, caractérisé en ce que
    le message (8) contient une indication sur le poids d'ensemble du premier véhicule (1) ferroviaire et on en détermine une grandeur d'un trajet de freinage possible.
  2. Procédé suivant la revendication 1, dans lequel
    tant le premier véhicule (1) ferroviaire qu'également le deuxième véhicule (10) ferroviaire accèdent à un signal (7) central pour la synchronisation.
  3. Procédé suivant la revendication 2, dans lequel
    le message (8) du premier véhicule (1) ferroviaire contient au moins une information sur l'instant d'émission du message (8) .
  4. Procédé suivant la revendication 3, dans lequel
    on détermine dans le deuxième véhicule (10) ferroviaire au moins un instant de réception du message (8) du premier véhicule (1) ferroviaire.
  5. Procédé suivant au moins l'une des revendications 1 à 4, dans lequel
    Le message (8) contient au moins une information supplémentaire sur la position en cours et/ou
    sur le sens de déplacement en cours et/ou
    sur la vitesse en cours et/ou
    sur une voie utilisée en cours et/ou
    d'identification et/ou
    d'un type autre du premier véhicule (1) ferroviaire.
  6. Procédé suivant la revendication 4 ou 5, lorsque la revendication 5 dépend de la revendication 4, dans lequel
    le procédé détermine dans le deuxième véhicule (10) ferroviaire, au moyen de l'instant d'émission et de l'instant de réception du message (8), la distance (11) du premier véhicule (1) ferroviaire au deuxième véhicule (10) ferroviaire.
  7. Procédé suivant la revendication 5 ou 6, dans lequel
    le procédé détermine, à partir de l'indication de position en cours du message (8) reçu et d'une indication de position propre, la distance (11) du premier véhicule (1) ferroviaire au deuxième véhicule (10) ferroviaire.
  8. Procédé suivant au moins l'une des revendications 5 à 7, dans lequel
    le procédé détermine, à partir du sens de déplacement en cours, à partir du message (8) reçu et d'un sens de déplacement propre, si la distance (11) entre le premier véhicule (1) ferroviaire et le deuxième véhicule (10) ferroviaire augmente ou diminue.
  9. Procédé suivant au moins l'une des revendications 5 à 8, dans lequel
    le procédé détermine, à partir de la vitesse en cours, à partir du message (8) reçu et d'une vitesse propre, la variation de la distance (11) du premier véhicule (1) ferroviaire au deuxième véhicule (10) ferroviaire.
  10. Procédé suivant au moins l'une des revendications 5 à 9, dans lequel
    le procédé évalue, à l'aide du numéro de voie en cours à partir du message (8) reçu du premier véhicule (1) ferroviaire et d'un numéro de voie en cours du deuxième véhicule (10) ferroviaire, si le premier véhicule (1) ferroviaire et le deuxième véhicule (10) ferroviaire se trouvent sur la même voie.
  11. Procédé suivant au moins l'une des revendications 6 à 10, dans lequel
    on compare la distance (8) déterminée à une valeur limite pour évaluer la situation de marche en cours, dans lequel
    on considère comme critique la situation de marche en cours si l'on passe en dessous de la valeur limite.
  12. Procédé suivant la revendication 11, dans lequel
    on prend comme valeur limite une valeur fixe ou une valeur en fonction de la "vitesse.
  13. Procédé suivant la revendication 11 ou 12, dans lequel
    on prend la valeur limite en fonction des informations supplémentaires du message (8).
  14. Procédé suivant au moins l'une des revendications précédentes, dans lequel
    l'action déclenchée dans le deuxième véhicule (10) ferroviaire à la détection d'une situation critique par le procédé est
    un avertissement au conducteur du véhicule et/ou
    un freinage déclenché automatiquement du véhicule ferroviaire, de préférence jusqu'à l'arrêt et/ou
    l'envoi d'un autre message au premier véhicule (1) ferroviaire, dans lequel
    ce message déclenche au moins une autre action dans le premier véhicule (1) ferroviaire.
  15. Procédé suivant au moins l'une des revendications précédentes, dans lequel
    le procédé peut être combiné à d'autres procédés existants empêchant une collision.
  16. Produit de programme d'ordinateur ayant un code de programme mis en mémoire sur un support déchiffrable par ordinateur pour effectuer les stades du procédé qui sont réalisés suivant au moins l'une des revendications 1 à 15 par le deuxième véhicule (10) ferroviaire et qui comprend aussi les stades de procédé qui sont effectués par le premier véhicule (1) ferroviaire suivant au moins l'une des revendications 1 à 15.
  17. Système de commande pour effectuer le procédé suivant au moins l'une des revendications 1 à 15, dans lequel
    le système de commande est constitué pour utiliser un produit de programme d'ordinateur suivant la revendication 16, qui exécute aussi le procédé suivant l'une des revendications 1 à 15, et
    le système de commande est prévu dans un véhicule ferroviaire, dans lequel
    le système de commande a des interfaces appropriées avec la ligne d'alimentation en courant afin, lorsque le dispositif de commande est prévu dans le premier véhicule ferroviaire, de moduler le message (8) sur la première ligne d'alimentation en courant et, lorsque le système de commande est prévu dans le deuxième véhicule (10) ferroviaire, de l'y redémoduler, le message (8) contenant une indication sur le poids d'ensemble du premier véhicule (1) ferroviaire et le système de commande étant constitué pour en déterminer une grandeur d'un trajet de freinage possible.
  18. Système de commande suivant la revendication 17, dans lequel
    le système de commande a des interfaces pour le déclenchement d'au moins une action dans le véhicule ferroviaire.
EP18163997.2A 2017-03-28 2018-03-26 Procédé d'évitement des collisions entre véhicules ferroviaires Active EP3381766B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017106641.1A DE102017106641A1 (de) 2017-03-28 2017-03-28 Verfahren zur Kollisionsvermeidung von Schienenfahrzeugen

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EP3381766B1 true EP3381766B1 (fr) 2020-07-29

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DE102018213581A1 (de) * 2018-08-13 2020-02-13 Siemens Mobility GmbH Verfahren zum Kollisionsschutz von Schienenfahrzeugen
GB2597348A (en) * 2020-03-26 2022-01-26 Mtr Corporation Ltd Monitoring trains on a railway
DE102022210107A1 (de) 2022-09-26 2024-03-28 Siemens Mobility GmbH Verfahren und Einrichtung zum Orten eines Schienenfahrzeugs

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US5377938A (en) * 1992-12-01 1995-01-03 Pulse Electronics, Inc. Railroad telemetry and control systems
DE4434861A1 (de) * 1994-09-29 1996-04-04 Grundig Emv Anordnung zur Sicherung von Bahnstrecken
DE4434789A1 (de) * 1994-09-29 1996-04-04 Dieter Dipl Phys Dr Zwingel GPS-gestütztes Sicherheitssystem für Verkehrswege
DE20114284U1 (de) * 2001-08-31 2002-06-20 Schreiber Joerg Informationsübertragung durch Eisenbahnschienen und/oder Oberleitung
DE102008003872A1 (de) * 2008-01-08 2009-08-27 Siemens Aktiengesellschaft Verfahren zur Kollisionswarnung und Kollisionswarnsystem
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