EP3395642B1 - Verbessertes system zur automatischen kontrolle von zügen, und entsprechendes verfahren - Google Patents

Verbessertes system zur automatischen kontrolle von zügen, und entsprechendes verfahren Download PDF

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Publication number
EP3395642B1
EP3395642B1 EP18169752.5A EP18169752A EP3395642B1 EP 3395642 B1 EP3395642 B1 EP 3395642B1 EP 18169752 A EP18169752 A EP 18169752A EP 3395642 B1 EP3395642 B1 EP 3395642B1
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Prior art keywords
train
atc
board
instantaneous position
ground
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English (en)
French (fr)
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EP3395642A1 (de
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Andy PRESTAIL
Javier BALLESTEROS
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • 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
    • B61L15/0062—On-board target speed calculation or supervision
    • 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
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • 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
    • B61L25/021—Measuring and recording of train speed
    • 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
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • 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
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • 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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • 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
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
    • 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

Definitions

  • the present invention relates to an automatic train control system of the communication-based train management type, in particular of the CBTC (Communication Based Train Control) type defined by the IEEE 1474 standard.
  • the present invention relates more particularly to the component of such a system which is on board a train.
  • train is here to be understood in the broad sense of a guided vehicle, that is to say any type of vehicle circulating along a track, such as trains, subways, trams, etc.
  • the automatic train supervision system or ATS system (for "Automatic Train Supervision” in English), is implemented in an operational center. It comprises various subsystems which make it possible to assign a route to each train and to request the opening of a portion of this route in front of the corresponding train.
  • the interlocking system manages track equipment, such as light signals, switch actuators, etc., to open a road to the traffic of a train in accordance with a request from the ATS system.
  • the IXL system verifies and performs a plurality of logical conditions and logical actions to place the various equipment items of a portion of the road to be opened in a required interlocking state.
  • the IXL system is then said to trace the corresponding route.
  • the IXL system is now based on computers. It is then called the CBI system (for “computer based interlocking” in English).
  • the automatic train control system or ATC system (for "Automatic Train Control” in English), comprises various pieces of equipment cooperating with each other to allow trains to travel safely on the network.
  • An ATC system of the “communication-based train management” type, or CBTC system (for “Communication Based Train Control” in English), comprising a component on board each train, or on-board ATC system, and a ground component, or ground ATC.
  • the on-board ATC comprises at least one computer on board a train, capable of determining a certain number of operating parameters of the train.
  • the on-board ATC is then able to communicate this information to the ground ATC to enable the train to carry out, in safety, the mission assigned to it.
  • On-board ATC ensures, on the one hand, the coverage of functional needs (stopping at the various stations to be served, for example) and, on the other hand, the control of safety points (verification that the train has not not excessive speed for example).
  • the train's on-board computer is connected to an on-board radio communication unit, capable of establishing a radio link with the base stations of a radio communication infrastructure on the ground, to which the on-board ATC are connected, as well as the ATS and IXL systems.
  • the ground ATC includes a zone controller, or ZC system (for "Zone Controller” in English), in particular in charge of monitoring the presence of each train on the network, the ATC on board each train communicating to it regularly the instantaneous position of the train.
  • ZC system for "Zone Controller” in English
  • the ZC system is also responsible for providing the ATC on board each train with a movement authorization, which guarantees the safety of movement of the train in question on a section of track of the rail network (for example not providing a train with an authorization of movement that would allow it to go beyond the rear of the train in front of it).
  • the occupation of a zone is determined by the ZC system from the information that it receives, on the one hand, from a primary system detection and, on the other hand, a secondary detection system.
  • the primary detection system makes it possible to determine the zone occupied by a train as a function of the instantaneous position of the train determined by the ATC on board the latter and communicated to the ZC system of the ground ATC.
  • the system ZC is then able to generate a first occupancy information item.
  • the secondary detection system is able to redundant the primary detection system, in the event that, for example, the radio communication unit of a train no longer functioning, the ZC system cannot obtain the instantaneous position of the train.
  • suitable track equipment such as axle counters or track circuits, arranged along the track, the secondary detection system is able to detect the presence of a train in such and such an area and to communicating a second occupancy information to the ZC system.
  • the ZC system reconciles the first and second occupancy information. Different strategies are then implemented when these two pieces of information differ from each other. It should be noted that a ZC system transmits "occupied” or "free” zone information to the IXL system, the occupancy status of the zone entering into the logical conditions verified by the IXL system for the opening of a road.
  • the on-board ATC when the on-board ATC is powered up, it cannot determine the instantaneous position of the train. It cannot therefore communicate to ground ATC the instantaneous position of the train and the latter cannot travel on the network in full supervision. It is in fact necessary to implement an initialization phase of the instantaneous position of the train, during which the train moves visually on the track until it crosses a positioning beacon placed on or the along the way. From the information received from this beacon, the on-board ATC is able to determine the instantaneous position of the train and to transmit it to the ground ATC. From this moment, the on-board ATC can switch to “active” operating mode, for complete supervision.
  • this initialization phase is detrimental, in particular for unmanned autonomous metros, since it is carried out by piloting the train on sight. That is to say that the train must be taken out of the garage by a driver until it crosses a positioning beacon.
  • the document US 2016/0214631 A1 discloses the use of a radar device installed along the sidings of the railway network and able to follow the movement of a train parked on the monitored portion of track. By comparing successive radar images, the radar device is able to determine whether a particular train is moving while its on-board ATC system is off. In the event of movement, an appropriate message is transmitted to ground ATC. When the on-board ATC is switched on again, if the ground ATC has not received a message from the radar device, it then transmits to the on-board ATC the instantaneous position of the train at the time when the on-board ATC was switched off in as an instantaneous position of the train allowing the on-board ATC to operate immediately in the "active" operating mode.
  • the ground ATC has received a message from the radar device indicating a movement of the train, the ground ATC indicates to the on-board ATC that the instantaneous position of the train is no longer known. Consequently, an initialization phase of the instantaneous position of the train must be carried out, before the on-board ATC can operate in the “active” operating mode.
  • the comparison of radar images is complex and leads to numerous false alarms, corresponding either to the detection of a movement of the train when it has in fact remained immobilized, or to the non-detection of certain associated events. moving or uncoupling the train.
  • the document US 2015/274183 A1 proposes to add to the on-board ATC a passive detection device capable of identifying the movement of the train while the on-board ATC is in "inactive" mode.
  • a passive detection device capable of identifying the movement of the train while the on-board ATC is in "inactive" mode.
  • the document CN 106314485 A discloses a train is equipped with a wake-up unit, which is connected to an antenna for receiving a wake-up signal allowing the train to be switched from a standby mode to an active mode.
  • the position of the train before it switches to standby mode is stored.
  • the measurement of the current position of the train is compared with the stored position to determine whether the train has moved while it was in standby mode.
  • the object of the present invention is to respond to this problem by proposing an alternative solution to that of the prior art document presented above.
  • the subject of the invention is an automatic train control system and a method of using such an automatic train control system in accordance with the claims.
  • the figure 1 represents an ATC system 8 comprising a ground ATC 9 and an on-board ATC 10, which is on board a train 1 traveling on a track 2.
  • the ATC edge 10 is more particularly detailed. In a redundant configuration, it comprises, for operation in “active” mode, a first subsystem 11 and a second subsystem 12 which are identical to one another. As a variant, in a simple and non-redundant configuration, the on-board ATC 10 comprises only one subsystem, 11 or 12.
  • the first subsystem 11 is installed at a first end of the train 1, for example at the head of the train (the train 1 moving from right to left on the figure 1 ), while the second subsystem 12 is installed at a second end of the train 1, for example a rear end of the train.
  • the first subsystem 11 and the second subsystem 12 are connected to each other by a first communications network 13 and by a second communications network 14.
  • the first and second communications networks 13, 14 are for example local networks of the Ethernet type.
  • the first subsystem 11 comprises a first switch 15, one port of which is connected to the first communications network 13 and a second switch 16, one port of which is connected to the second communications network 14.
  • the first subsystem 11 comprises a radio communication means 20, for example connected to a port of the first switch 15.
  • the radio communication means 20 comprises a module connected to an antenna to allow the establishment of a wireless communication between the first subsystem 11 and an access point of a radio communication infrastructure 7 on the ground.
  • the first subsystem 11 also comprises a wake-up unit 21 of the first subsystem 11, this wake-up unit being for example connected to a port of the first switch 15.
  • the wake-up unit 21 is, for example, able to receive a switchover signal from the first subsystem from the active operating mode to the operating mode “on standby” or vice versa from “standby” operating mode to “active” operating mode.
  • This signal can for example be emitted by the ground ATC and received via the radio communication means 20.
  • the signal can correspond to the fact that the train driver turns a security key in the active cabin of the train.
  • the alarm unit incorporates an infrared receiver able to receive a changeover signal emitted by a remote control used by an operator wishing to modify the mode of operation of the train in one direction or the other.
  • the first subsystem 11 comprises a main computer 18 advantageously connected, on the one hand, to a port of the first switch 15 and, on the other hand, to a port of the second switch 16.
  • the main computer 18 constitutes the on board train 1 and is capable of being programmed in such a way as to carry out various functions.
  • the first subsystem 11 includes odometry means. These means comprise at least one detection device and acquisition electronics 17.
  • the detection device is a phonic wheel 23 consisting of a disc bearing a pattern and coupled to one of the wheels of the train 1 and an optical sensor coupled to a fixed part of the train 1 and capable of detecting the scrolling of the pattern carried by the disc.
  • the raw signal generated by the phonic wheel 23 is applied as input to the acquisition electronics 17 which is capable of calculating a quantity of movement of the train.
  • the odometric means also comprise an antenna 24, for example of the RFID type, capable of picking up the signals emitted by positioning beacons installed on the ground, for example between the two rows of rails of track 2.
  • the signals received by the antenna 24 are transmitted to the acquisition electronics 17 which is capable of processing them to extract the information transmitted by a beacon, such as an identifier of this beacon, the position of installation of this beacon, etc.
  • the phonic wheel 23 makes it possible to determine the distance traveled by the train 1 since the last crossed positioning beacon and, from the position of this beacon, to determine the instantaneous position of the train, that the ATC on board then transmits, via the radio communication module and the antenna, to ATC on the ground.
  • the first subsystem 11 comprises an input/output interface 19 making it possible to connect to the communication networks of the train, various sensors and actuators (not represented in the figures), such as for example a braking system of the train 1 .
  • the first subsystem 11 may also comprise a man/machine interface 22, for example connected to a port of the second switch 16.
  • This man/machine interface 22 is installed in the head cabin of the train for the driver's use. As a variant, in particular for an unmanned train, such an interface is not provided.
  • the on-board ATC system 10 is powered by two low-voltage power supply lines.
  • the first supply line 61 is connected via a converter 63 to the high voltage supply line 65 of the train.
  • the second power supply line 62 is connected to a battery 64 suitable for, in the event of an interruption of the high voltage power supply of the train, allowing the operation of the on-board ATC system 11.
  • the on-board ATC system 10 can be placed in a standby operating mode.
  • the input/output interface 19 and 39 for connection to other train systems, the man/machine interface 22 and 42 in the cabin and the antenna 24 and 44 of the odometry means are deactivated.
  • Phase 100 which corresponds to the "active" mode of operation, comprises a step 110, during which the on-board ATC, for example the subsystem 11, determines the instantaneous position of the train from the signals received from the odometry means, that is to say both of the antenna 24 to retrieve the position of the last beacon crossed and of the phonic wheel 23 so as to determine the distance traveled since this beacon was crossed.
  • the on-board ATC for example the subsystem 11
  • the determined instantaneous position is stored in a random access memory of the main computer 18.
  • step 130 this updated instantaneous position is transmitted to the ground ATC, via the radio communication means 20 and the radio communication infrastructure 7 on the ground.
  • Steps 110, 120 and 130 are repeated periodically.
  • Phase 200 begins when the wake-up unit 21 of train 1 receives a signal to switch from the “active” operating mode to the “standby” operating mode.
  • This control signal is for example transmitted by the ground ATC 9 via the infrastructure 7 and the radio communication means 20.
  • the wake-up unit 21 asks the main computer 18 to verify a certain number of conditions to authorize the on-board ATC being placed on standby. For example, it is verified that the train has no current mission to perform; that the instantaneous position of the train on the rail network corresponds to a siding (the random access memory of the main computer 18 comprising a database describing the rail network); or even that the train is stopped, that is to say that no movement is detected by the odometry means.
  • step 220 the train, on command from the main computer 18, interrupts the power supply to the input/output interface 19, the man/machine interface 22 in the cabin and the antenna 24 for short-range communications with the track positioning beacons.
  • step 230 the wake-up unit 21 transmits to the ground ATC 9 an acknowledgment message indicating that the train 1 is placed in the “standby” operating mode. This message is transmitted by the radio communication means 20.
  • step 310 from the signals received from the tone wheel 23 and processed by the acquisition electronics 17, the main computer 18 determines a movement d of the train since the last iteration of step 310.
  • step 320 it is verified whether this displacement d is zero (possibly to within a measurement margin).
  • step 330 the main computer 18 calculates the position F of the train. This position is calculated, as in the “active” mode, from the total displacement since the last cross beacon (that is to say the last cross beacon in “active” mode before switching to “standby” mode). As the displacement is zero since switching to “standby” mode, this instantaneous position F is equal to the last instantaneous position determined by the onboard ATC in “active” mode.
  • the onboard ATC in “standby” mode communicates this instantaneous position F to the ground ATC each time it recalculates it.
  • the ground ATC knows the position of the trains stopped on the network and can take it into account in the supervision of the traffic of the other trains in circulation. Safety is therefore increased.
  • Steps 310, 320, 330 are iterated periodically.
  • the train wake-up phase 400 is initiated by receiving a control signal adapted by the wake-up unit 21.
  • the wake-up unit 21 commands the main computer 18 to turn on the train by powering up all of the off equipment (input/output interface, man/machine interface, communication antenna with beacons positioning on the ground).
  • the off equipment input/output interface, man/machine interface, communication antenna with beacons positioning on the ground.
  • the on-board ATC verifies whether the instantaneous position F of the train is defined.
  • the main computer 18 transmits to the ATC ground the instantaneous position F of the train.
  • the ATC is immediately placed in the “active” mode of operation and the train is completely supervised (step 440).
  • step 450 the train 1 is moved visually until it crosses a positioning beacon , from which the on-board ATC will be able to calculate the instantaneous position of the train. It is only at this instant and with this instantaneous train position information that the on-board ATC is switched to the "active" operating mode, that it communicates an instantaneous position of the train to the ground ATS and that the movement of the train can be supervised by the ATS and controlled in safety by the ATC (step 440).
  • the ground 9 ATC places a flag from the “train remained stationary” (zero) state to “train moved” (one).
  • a wake-up command is generated during phase 400.
  • the ATC ground reads the current value of the flag and compares it to the zero value. If the flag has the value zero, indicating that train 1 was not moved while it was parked and its on-board ATC "on standby", ground ATC indicates in the wake-up command that on-board ATC can consider the value of the position of the train stored in the main computer 18 as the instantaneous position of the train to initialize the “active” mode of operation.
  • the ground ATC issues a wake-up command indicating to proceed with a recovery phase. initialization of the instantaneous position of the train.
  • this embodiment has the weakness of not being able to allow the detection, while the train is parked and the on-board ATC on standby, of the uncoupling of one or more cars from the cabin whose subsystem is kept in day before.
  • the embodiment presented in detail above makes it possible, at any time, to check the integrity of the train, for example by circulating a bit of life along the first and second communication networks 13 and 14 between the first and second subsystems 11 and 12, so as to ensure that the train's communications networks are functional and therefore that the train cars are not uncoupled.
  • This information as to the integrity of the train can advantageously be transmitted to the ground ATC at the same time as the position of the train, for example when waking up the train.
  • the position of the train transmitted at each instant from the ATC on board to the ATC on the ground in the "standby" mode of operation is the instantaneous position of the train, calculated by the main computer before switching from "active" operating mode to "standby" operating mode.
  • the present invention has the following advantages: It offers increased availability, since the train when it is restarted is able to immediately know its precise instantaneous position and to circulate without manual intervention. This is particularly advantageous in the case of an unmanned automatic metro.
  • the on-board ATC in order to be able to implement the method described previously, is only very slightly modified with respect to those of the state of the art. It is simply a matter of defining the components that should be switched off when switching from "active" mode to "standby” mode and reprogramming the main computer so that it checks the movement of the train from information obtained by the phonic wheel, and periodically retransmit the position of the train as long as it has not moved or invalidate the position of the train as soon as it is moved.
  • the on-board ATC determines the validity of the current potion calculated independently of the ground ATC, which can therefore break down or be reset without losing the information allowing a train to restart immediately in supervision mode.

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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 (8)

  1. Automatisches Zugsteuerungssystem vom Typ mit kommunikationsbasierter Zugsteuerung, umfassend eine Bodenkomponente, genannt Boden-ATC (9), und eine Komponente an Bord eines Zugs (1), genannt Bord-ATC (10), wobei die Bord-ATC geeignet ist, um über eine Weckeinheit (21; 41) von einem "aktiven" Betriebsmodus in einen "Standby"-Betriebsmodus und umgekehrt umgeschaltet zu werden, wobei in dem "Standby"-Betriebsmodus nur die folgenden Komponenten der Bord-ATC mit elektrischer Leistung von einer Stromversorgungsquelle (64) versorgt bleiben:
    - Odometrieeinrichtungen (23, 17; 43, 37), die es ermöglichen, eine Bewegung des Zugs zu messen;
    - einen Hauptrechner (18; 38);
    - eine Funkkommunikationseinrichtung (20; 36) zwischen der Bord-ATC und der Boden-ATC, und vorteilhafterweise die Weckeinheit (21; 41),
    wobei der Hauptrechner (18; 38) programmiert ist, um in dem "Standby"-Betriebsmodus zu überprüfen, ob die von den Odometrieeinrichtungen gemessene Bewegung des Zugs seit einem Zeitpunkt des Umschaltens von dem "aktiven" Betriebsmodus in den "Standby"-Betriebsmodus null ist, und, wenn ja, eine momentane Position (F) des Zugs unter Verwendung der Funkkommunikationseinrichtung (20; 36) an die Boden-ATC (9) zu übertragen,
    wobei die momentane Position (F) des Zugs (1), die von der Bord-ATC (10) an die Boden-ATC (9) übertragen wird, eine momentane Position des Zugs ist, die durch den Hauptrechner (18; 38) bestimmt wird, und,
    die Bord-ATC (10) die momentane Position (F) jedes Mal an die Boden-ATC (9) übermittelt, wenn die Bord-ATC (10) sie neu berechnet, sodass die Boden-ATC (9) die Position der auf dem Netz angehaltenen Züge kennt und sie bei der Überwachung des Verkehrs anderer fahrender Züge berücksichtigen kann, wodurch die Sicherheit erhöht wird.
  2. System nach Anspruch 1, wobei im negativen Fall der Hauptrechner (18; 38) geeignet ist, um die momentane Position des Zugs ungültig zu machen und keine momentane Position (F) des Zugs bis zu einem vorbestimmten Zeitpunkt an die Boden-ATC (9) zu übertragen, der vorteilhafterweise der Erfassung einer Positionsbake entspricht, die entlang eines Eisenbahngleises, auf dem der Zug fährt, platziert ist.
  3. System nach einem der Ansprüche 1 bis 2, wobei die Odometrieeinrichtungen ein Organ zur Erfassung der Zugbewegung umfassen, wobei das Organ zur Erfassung der Zugbewegung vorteilhafterweise ein phonisches Rad (23; 43) und eine Erfassungselektronik (17; 37) umfasst, die mit dem Hauptrechner (18, 38) verbunden sind.
  4. System nach einem der Ansprüche 1 bis 3, wobei das Bord-ATC (10) ein erstes Untersystem (11) und ein zweites Untersystem (12) umfasst, wobei das zweite Untersystem das erste Untersystem redundant macht, jedes Untersystem umfassend Odometrieeinrichtungen, einen Hauptrechner und eine Funkkommunikationseinrichtung, wobei das erste und das zweite Untersystem über mindestens ein lokales Kommunikationsnetz (13, 14) miteinander verbunden sind.
  5. Verfahren zur Verwendung eines automatischen Zugsteuerungssystems (8) nach einem der Ansprüche 1 bis 4, das Verfahren umfassend die folgenden Schritte: wenn die Bord-ATC (10) in einer "Standby"-Betriebsart ist, Iterieren der Schritte, die darin bestehen, eine Bewegung (d) des Zugs (1) zwischen einer aktuellen Iteration und einer vorherigen Iteration zu messen und zu überprüfen, ob die gemessene Bewegung (d) Null ist, und, wenn ja, Übertragen einer momentanen Position (F) an die Boden-ATC (9),
    wobei die momentane Position (F) des Zugs (1), die von der Bord-ATC (10) an die Boden-ATC (9) übertragen wird, eine momentane Position des Zugs ist, die durch den Hauptrechner (18; 38) bestimmt wird, und,
    die Bord-ATC (10) die momentane Position (F) jedes Mal an die Boden-ATC (9) übermittelt, wenn die Bord-ATC (10) sie neu berechnet, sodass die Boden-ATC (9) die Position der auf dem Netz angehaltenen Züge kennt und sie bei der Überwachung des Verkehrs anderer fahrender Züge berücksichtigen kann, wodurch die Sicherheit erhöht wird.
  6. Verfahren nach Anspruch 5, das im negativen Fall darin besteht, die momentane Position (F) des Zugs ungültig zu machen und bis zu einem vorbestimmten Zeitpunkt, der vorteilhafterweise der Erfassung einer Positionsbake entspricht, die entlang eines Eisenbahngleises, auf dem der Zug fährt, angebracht ist, keine momentane Position (F) des Zugs an die Boden-ATC (9) zu übertragen.
  7. Verfahren nach Anspruch 5 oder Anspruch 6, wobei, wenn die Bord-ATC (10) in einem "Standby"-Betriebsmodus ist, die momentane Position (F) des Zugs eine Position ist, die von der Bord-ATC bei jeder Iteration neu berechnet wird.
  8. Verfahren nach einem der Ansprüche 5 bis 7, wobei beim Umschalten des Bord-ATC (10) von der "Standby"-Betriebsart auf die "aktive" Betriebsart, wenn die Bord-ATC (10) keine Bewegung des Zugs erfasst hat, während sie in der "Standby"-Betriebsart war, die momentane Position des Zugs (1) als dessen momentane Position für den "aktiven" Betriebsmodus verwendet wird und, wenn die Bord-ATC (10) eine Bewegung des Zugs erfasst hat, während sie in dem "Standby"-Modus war, das Verfahren eine Phase einer Initialisierung der momentanen Position des Zugs umfasst, bevor es in den "aktiven" Betriebsmodus umschaltet.
EP18169752.5A 2017-04-27 2018-04-27 Verbessertes system zur automatischen kontrolle von zügen, und entsprechendes verfahren Active EP3395642B1 (de)

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US20180312182A1 (en) 2018-11-01
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AU2018202848A1 (en) 2018-11-15
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