EP3406503A1 - Optimiertes verfahren zur steuerung des fahrverkehrs eines zugs, und entsprechendes cbtc-signalisierungssystem - Google Patents

Optimiertes verfahren zur steuerung des fahrverkehrs eines zugs, und entsprechendes cbtc-signalisierungssystem Download PDF

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Publication number
EP3406503A1
EP3406503A1 EP18174146.3A EP18174146A EP3406503A1 EP 3406503 A1 EP3406503 A1 EP 3406503A1 EP 18174146 A EP18174146 A EP 18174146A EP 3406503 A1 EP3406503 A1 EP 3406503A1
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EP
European Patent Office
Prior art keywords
train
zone
route
cbtc
section
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Granted
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EP18174146.3A
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English (en)
French (fr)
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EP3406503B1 (de
Inventor
Mathieu Bresson
Javier BALLESTEROS
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication of EP3406503A1 publication Critical patent/EP3406503A1/de
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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
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • 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]

Definitions

  • the subject of the invention is that of methods for managing the movement of a train along a section of a railway track, implemented by a signaling system of the "Communication Based Train Control" type - CBTC, the signaling system being clean, in a nominal mode, defining a route on the section allowing the train to flow in a nominal traffic direction, the road extending over a plurality of successive zones between an original signal and a signal of destination.
  • a train travels along roads that are traced by a supervisory system (ATS) and opened by an interlocking system (CBI).
  • ATS supervisory system
  • CBI interlocking system
  • a road is a section of the railway line that is traversed in a predetermined nominal direction of travel.
  • a section groups together several successive zones between an origin signal and a destination signal.
  • the object of the invention is therefore to overcome the aforementioned problem, in particular by proposing a degraded mode of traffic management by the CBTC signaling system, in which a train may be authorized to change direction of traffic while it has been engaged on a road, to bring it out of the corresponding section of railway.
  • the figure 1 represents a signaling system 10 based on an "Automatic Train Control” (ATC) architecture of the “communication-based train management” type, also called CBTC architecture, for "Communication Based Train Control".
  • a CBTC architecture is based on the presence of embedded computers on board trains, also called embedded part of an ATP system ("Automatic Train Protection").
  • the computer 6 of the train T provides, on the one hand, the coverage of the functional requirements of the train T, that is to say for example the stations to be served, and, on the other hand, on the other hand, the control of security points, that is to say example to verify that the train T does not have an excessive speed at a particular Telec point of the line.
  • the computer 6 of the train T determines a certain number of operating parameters of the train T and communicates with different systems on the ground to allow the train T to perform, safely, the mission that has been assigned.
  • the computer 6 is connected to at least one onboard radio communication unit 7, able to establish a radio link with base stations 8 of a ground communication infrastructure, itself connected to a communication network 19 of the architecture CBTC.
  • the signaling system 10 comprises an interlocking system 14, also called CBI according to the acronym for "Computer Based Interlocking".
  • the CBI 14 is capable of controlling the equipment by the track, such as signal lights, switching actuators, etc., these equipment allowing the safe movement of trains while avoiding the conflicting movements between them.
  • the interlocking system is now computerized by adapted computers.
  • the CBI 14 is located at a distance from the equipment of the track and is connected thereto by a communication network 13 adapted, preferably of the ETHERNET type.
  • CBI 14 includes on the figure 1 a storage memory 15, in particular for storing the information relating to the sub-roads.
  • the signaling system 10 comprises a zone controller 16, also called ZC ("Zone Controller"), which is the ground portion of an ATP system ("Automatic Train Protection”).
  • ZC Zone Controller
  • the ZC 16 is in particular in charge, firstly, to track the presence of trains on the rail network and, secondly, in a centralized architecture, to provide movement authorizations to trains. These movement authorizations must guarantee the safety of train movements, that is to say for example not to provide a train with a movement authorization that would lead it to go beyond the train that precedes it.
  • the ZC 16 has on the figure 1 a storage memory 17, in particular for storing the information relating to the obstacles to be taken into account in the determination of the movement authorizations.
  • the signaling system 10 comprises an automatic train monitoring system 18, also called ATS ("Automatic Train Supervision") system.
  • ATS Automatic Train Supervision
  • the ATS system 18 is implemented in an operational central office and comprises man / machine interfaces allowing operators to intervene on the various components of the signaling system 10.
  • the railway network 2 is subdivided into sections, each section extending between two signaling signals and being subdivided into a plurality of zones.
  • On the figure 1 three successive zones, 24, 25 and 26 are represented.
  • a section is traversed by a train in a predetermined direction of circulation D1.
  • the ZC 16 receives information on the one hand from a primary detection system and on the other hand from a secondary detection system and reconciles this information to determine the occupied and free areas of the network.
  • the primary detection system determines the area occupied by a train from the instantaneous position of the train calculated by the onboard computer thereof. For example, this position is determined by the on-board computer from the detection of beacons implanted along the track and whose geographical positions are known, and from the measurements delivered by odometry sensors fitted to the train and allowing the calculator 6 to determine the distance traveled since the last cross tag.
  • the ZC 16 determines, by means of a geographical plane of the network identifying each zone in a unique manner, the zone inside which the train is located. The zone is then placed in the "busy" state. In this way, a first occupation information of each zone is determined by the ZC 16 and stored in the memory 17.
  • the secondary detection system is capable of redundant the primary detection system, in case, for example, the communication unit 7 of a train T no longer functions and the ZC 16 can no longer obtain the instantaneous position of the train. . While a "purely CBTC" system may only work with primary detection, a secondary detection system is required to cover the ground-based communication failure modes for a CBTC train and, on the other hand, to on the other hand, to allow traffic on the network of non-CBTC trains, that is to say which are not equipped with an on-board computer compatible with the CBTC architecture.
  • the secondary detection system is able to detect the presence of a train in an area.
  • these sensors may be axle counter sensors 11 located at each end of an area, such as zone 25.
  • the upstream sensor 11 (according to FIG. the nominal circulation direction D1) allows the incrementation of a unit of a state counter associated with the zone 25, at each detection of the passage of an axle 4 of the train T.
  • the downstream sensor 11 makes it possible to decrement the same state counter by one unit, at each detection of the passage of a Axle 4 of the train T.
  • the zone 25 is in the "free" state when the associated state counter is equal to zero. Otherwise, zone 25 is in the "busy" state.
  • these sensors are track circuits ("Track Circuit”) for detecting the presence of a short circuit between the rows of rails caused by the presence of the axle of a train.
  • the secondary detection system comprises, in addition to a plurality of sensors 11, a plurality of intermediate devices 12 making it possible to generate, from the analog measurement signals at the output of the sensors 11, the information of occupation. This is transmitted via network 13 to CBI 14 and then to ZC 16.
  • the Figures 3 to 9 illustrate different times of traffic on the railway 2.
  • Section B comprises nine successive zones (referenced from 20 to 28) between the signaling signals S1 and S3.
  • Area 20 which incorporates a needle, has a common border with section A.
  • a train can enter section B from section A.
  • the zone 20 is framed by the signals S1 and S2.
  • the sections 21 to 28 are linear sections which succeed one another and define a running lane of the trains in a direction of nominal traffic D1 (from left to right on the Figures 3 to 9 ).
  • the zones 21, 24, 26 and 28 are more particularly associated with stations 31, 32, 33 and 34 allowing the exchange of passengers.
  • Zone 28 allows a train to leave section B by engaging on section C.
  • Section C includes a zone 29, which incorporates a needle and is framed by two signals S3 and S4.
  • section B a route R, delimited by the signal S1 as the original signal and the signal S3 as the destination signal.
  • the ATS 18 traces, for the train T2, the road R.
  • ATS 18 communicates this route R to CBI 14.
  • the CBI 14 opens this road R by reserving, for the train T2, each of the zones 20 to 28 in the direction of nominal traffic D1.
  • the CBI 14 locks objects referred to as sub-roads: a sub-route associates a reserved zone for the T2 train and a direction of movement of the T2 train on this zone.
  • the sub-roads are stored in the memory associated with CBI 14.
  • the ZC 16 determines, from the locked sub-roads for the T2 train and the current running direction of the train T2 corresponding to the nominal traffic direction D1, a movement authorization.
  • This movement authorization is determined according to the areas of the open road R for the T2 train which are occupied by other trains. In this case, on the figure 3 zone 27 is occupied by a train T1.
  • the train T1 moves according to the nominal circulation direction D1. It precedes the T2 train on section B.
  • the movement authorization issued to the T2 train by the ZC 16 extends further to the border between the zones 26 and 27.
  • the train T2 engages on the road R. It returns to the section B by crossing the original signal S1. It then progresses along the road R.
  • the CBI 14 releases the sub-road associated with the zone that has just left the T2 train. So, on the figure 4 when the T2 train is in the zone 24, the zones 20 to 23 previously locked are now released. They are erased from CBI memory 14.
  • train T1 In nominal mode, train T1 should continue to move in the nominal traffic direction D1 and eventually leave section B crossing signal S3. With each movement of the train T1, the ZC 16 determines the areas of the road R which are no longer occupied by the train T1 and updates the movement authorization of the T2 train. In nominal mode, the train T2 should therefore continue its movement along the road R to exit the section B crossing the signal S3.
  • Such an event may be, for example, a breakdown of the train T1 or a person on the track at the zone 28 requiring the power supply to be cut off in this zone so that the train T1 can no longer continue to move.
  • the method 100 according to the invention is then implemented as follows.
  • an operator decides to switch the signaling system 10 in a degraded mode of operation of the line in which the trains will be allowed to turn back and their supervised safety maneuvers.
  • step 110 from the control center of the ATS 18, the operator takes the hand and selects a train engaged on the considered section of track to make it change direction of circulation so that it comes out of the section considered.
  • the operator selects the train T2 to move in a direction of opposite traffic D2, which is the direction opposite to the nominal flow direction D1, so that it comes out of the section B on which it was engaged.
  • step 120 after selecting a train from the trains to be turned back, the operator also selects the zone from which the selected train will be allowed to move in the opposite traffic direction D2 and the signal destination that the selected train must cross to get out of the section on which it has engaged.
  • the zones from which to initiate a change of direction of movement of the trains are predetermined. These are, for example, areas belonging to sections of extended tracks on which several trains can be engaged at the same time. In general, on a section, these zones correspond to waiting zones where a train is brought during the occurrence of an event before making the decision to switch to the degraded mode. These are essentially zones corresponding to stations, such as zone 24.
  • the operator selects the zone 24 as the origin zone of the maneuver and the signal S2 as the destination or output signal.
  • This information is used by the ATC 18 which, in step 130, traces, that is to say defines, a pseudo-route between the zone of origin and the destination signal selected at step 120 for the train selected in step 110.
  • This is a pseudo-route since a route is normally defined between two signaling signals, an origin signal and a destination signal. It is the possibility of choosing a zone as the origin of a road rather than a signal that allows the automatic management of the maneuver by the signaling system.
  • This pseudo-route once drawn is indicated in CBI 14, which opens it to step 140.
  • the CBI 14 reserves, for the selected train, the different zones of the pseudo-route between the zone of origin (included) and the destination signal, associating with each of these zones a direction of circulation corresponding to the opposite direction of circulation.
  • the pseudo-road PR is opened by the CBI 14 for the train T2 by locking the zones 21 to 24 in the opposite traffic direction D2.
  • the CBI 14 memorizes and updates the corresponding sub-routes in the memory 15.
  • the ATS 18 after having drawn the pseudo-route, informs the on-board computer of the selected train that it must change the current running direction of the train so that it corresponds to the direction of travel. opposite traffic.
  • the train is a totally automatic train and the on-board computer manages this change of direction of movement by itself; or the train is piloted and the driver is prompted to change cabs so that the active cab, which was the head cabin when the train was moving in the D1 direction of travel, is now the head cabin when the train moves in the opposite traffic direction D2.
  • This change of active cabin is made in a secure manner by the use of a suitable key that the driver must use to indicate the active cabin.
  • the onboard computer After the active cabin change has been validated by the onboard computer, it transmits the current running direction information of the train to the ZC 16.
  • the train T2 informs the ZC 16 that its current traffic direction is now the direction D2.
  • the ZC 16 knowing the current running direction of the train and receiving CBI 14 the locked sub-roads for this train, calculates a movement authorization for this train.
  • the ZC 16 knowing that the T2 train will now flow in the direction D2, goes periodically calculate a movement authorization from the reserved sub-roads corresponding to the opposite traffic direction D2.
  • Step by step the movement authorizations calculated by the ZC 16 must allow the train T2 to advance along the pseudo-road PR, until it crosses the destination signal S2 and come out of section B.
  • the ZC 16 takes into account, when calculating a movement authorization for the train considered, a list of obstacles. This list of obstacles is kept up to date (step 200) by the ZC 16.
  • the obstacles are defined from the set of movement authorizations already calculated and transmitted for execution to the other trains traveling on the section B and moving in the direction D1.
  • the ZC 16 determines the movement authorization for the train T2 taking into account the constraint that the train T2, flowing in the direction D2, must not be allowed to go beyond the point P. Thus the movement authorization transmitted to the T2 train may not extend beyond zone 23.
  • the ZC 16 determines the zone on which the non-CBTC train is at the current time and calculates, around this instantaneous position, a security envelope E. This is the case which is represented on the figure 8 by the thick line for the train T3, considered in this figure as a non-CBTC train.
  • the security envelope E determined by the ZC 16 for the train T3 covers, for example, the zones 21 and 22.
  • This security envelope E constitutes an obstacle in the list to be taken into account for the determination of a movement authorization for the train T2 because it limits the movement in the direction D2 (but not the direction D1). So on the figure 8 if the safety envelope E of the train T3 extends to the point P, the movement authorization which will be calculated by the ZC 16 for the train T2 can not extend beyond the point P ( according to direction D2). This avoids any face-to-face risk between the T2 train, which is a CBTC train, and the non-CBTC T3 train.
  • the on-board computer of the train T2 controls the train T2 in accordance with this movement authorization. For example, as shown in figure 9 if the movement authorization given to the train T2 makes it possible to advance to the point P, the train T2 leaves the zone 24 and advances on the zone 23.
  • step 170 the movement authorization calculated by the ZC 16 is transmitted to the train for execution.
  • the movement authorization is represented by a dashed arrow on the Figures 7 and 8 .
  • step 180 the method 100 repeats step 160 to update the movement authorization of the train.
  • the train T3 can be maneuvered so as to turn back.
  • the list of obstacles is updated (step 200) by the ZC 16, which allows it to update a movement authorization for the train T2.
  • Another case consists of a train T3 which would be a train of the CBTC type but in manual driving, the security mechanisms of the ATP system then being shunted. However, the train T3 communicates on the ground the identifier of its active cabin.
  • the security envelope E around the train T3 remains active preventing a movement in the direction D2 of the train T2 on the corresponding zones only if the active cabin of the train T3 is the right one in the figures, this active cabin indicating that the train T3 moves in the direction D1.
  • the invention therefore allows operation of the line in degraded mode allowing the movement of trains on a portion of the track in the opposite direction of the nominal flow direction.
  • the invention makes it possible to control these movements safely.
  • the invention is particularly well suited to an unmanned automatic metro.
  • the possibility of a change of direction of movement of a train in a CBTC architecture is a characteristic allowing a good flexibility of the management of the traffic and an optimal management of the traffic during the occurrence of operational events blocking in nominal mode of operation of the line.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP18174146.3A 2017-05-24 2018-05-24 Optimiertes verfahren zur steuerung des fahrverkehrs eines zugs, und entsprechendes cbtc-signalisierungssystem Active EP3406503B1 (de)

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Application Number Priority Date Filing Date Title
FR1754618A FR3066746B1 (fr) 2017-05-24 2017-05-24 Procede optimise de gestion de la circulation d'un train et systeme de signalisation cbtc associe

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EP3406503A1 true EP3406503A1 (de) 2018-11-28
EP3406503B1 EP3406503B1 (de) 2020-05-13

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US (1) US10435053B2 (de)
EP (1) EP3406503B1 (de)
CN (1) CN108928368B (de)
BR (1) BR102018010261B1 (de)
CA (1) CA3005046A1 (de)
FR (1) FR3066746B1 (de)
HK (1) HK1256457A1 (de)

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DE102015204437A1 (de) * 2015-03-12 2016-09-15 Siemens Aktiengesellschaft Verfahren und Vorrichtung zum Ermitteln eines Signalbegriffes für ein Schienenfahrzeug
DE102015210427A1 (de) * 2015-06-08 2016-12-08 Siemens Aktiengesellschaft Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug
FR3066746B1 (fr) * 2017-05-24 2019-07-19 Alstom Transport Technologies Procede optimise de gestion de la circulation d'un train et systeme de signalisation cbtc associe
CN111232025B (zh) * 2018-11-28 2021-06-18 比亚迪股份有限公司 临时限速管理方法、系统、区域控制器和列车信号系统
CN112572542B (zh) * 2019-09-30 2022-09-30 西门子交通有限责任公司 列车自动保护系统以及方法
CN110920693B (zh) * 2019-11-27 2021-10-08 通号城市轨道交通技术有限公司 一种对轨旁设备进行控制的方法及装置
EP4073464A4 (de) 2019-12-09 2024-01-24 Thales Canada Inc. Positionier- und wegmesssystem
US11529981B2 (en) 2020-01-31 2022-12-20 Siemens Mobility, Inc. Ultra-wideband based vital train tracking
CN115158411A (zh) * 2022-09-08 2022-10-11 北京城建智控科技股份有限公司 一种基于轨道交通跨灯泡线运行方法

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Publication number Publication date
BR102018010261B1 (pt) 2024-02-20
EP3406503B1 (de) 2020-05-13
US20180339721A1 (en) 2018-11-29
FR3066746A1 (fr) 2018-11-30
CN108928368A (zh) 2018-12-04
FR3066746B1 (fr) 2019-07-19
CA3005046A1 (fr) 2018-11-24
CN108928368B (zh) 2021-12-28
US10435053B2 (en) 2019-10-08
BR102018010261A2 (pt) 2018-12-18
HK1256457A1 (zh) 2019-09-27

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