EP3448736B1 - Procédé et dispositif de commande d'un passage à niveau - Google Patents

Procédé et dispositif de commande d'un passage à niveau Download PDF

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Publication number
EP3448736B1
EP3448736B1 EP17728155.7A EP17728155A EP3448736B1 EP 3448736 B1 EP3448736 B1 EP 3448736B1 EP 17728155 A EP17728155 A EP 17728155A EP 3448736 B1 EP3448736 B1 EP 3448736B1
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EP
European Patent Office
Prior art keywords
control device
railroad crossing
securing
level crossing
track
Prior art date
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EP17728155.7A
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German (de)
English (en)
Other versions
EP3448736A1 (fr
Inventor
Jens-Harro Oechsner
Thomas Schmidt
Christoph Kutschera
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication date
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Priority to PL17728155T priority Critical patent/PL3448736T3/pl
Publication of EP3448736A1 publication Critical patent/EP3448736A1/fr
Application granted granted Critical
Publication of EP3448736B1 publication Critical patent/EP3448736B1/fr
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Classifications

    • 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
    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/08—Operation of gates; Combined operation of gates and signals
    • B61L29/18—Operation by approaching rail vehicle or train
    • B61L29/22—Operation by approaching rail vehicle or train electrically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
    • B61L29/24—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning
    • B61L29/28—Means for warning road traffic that a gate is closed or closing, or that rail traffic is approaching, e.g. for visible or audible warning electrically operated
    • B61L29/32—Timing, e.g. advance warning of approaching train
    • 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
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • level crossings are of great importance in practice when operating track-bound vehicles, which can be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains.
  • track-bound vehicles which can be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains.
  • track-bound vehicles which can be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains.
  • track-bound vehicles which can be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains.
  • track-bound vehicles which can be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains.
  • the effects on crossing traffic should be kept as low as possible by not securing the level crossing for longer than necessary.
  • the level crossing can be appropriately secured, for example, by means of a barrier or several barriers.
  • the level crossing is only secured by a corresponding signaling indicating a traffic ban.
  • Such signaling can be a light signal, for example.
  • further devices and methods for securing level crossings are known, which can also be combined with one another if necessary. For example, there is the possibility that a level crossing is secured by means of barriers and, at the same time or in particular, approaching traffic is warned by a corresponding light signal and / or a warning tone.
  • the DE 10 2007 022 837 A relates to a device and a method for influencing trains at a level crossing, wherein a rail vehicle has an ETCS vehicle device and level crossing safety devices, in particular railway barriers, are controlled by switch-on contacts on the track.
  • an evaluation device monitoring the level crossing safety devices is connected to a fixed switching balise on the track, located behind the switch-on contact and at least at the braking distance in front of the level crossing, which interacts with the ETCS vehicle equipment.
  • the document DE 10 2011 079 186 A1 shows a method for operating a railway safety system with at least one line facility, taking into account a speed measurement value recorded when the rail vehicle enters the switch-on line of the railway safety system, whereby when the rail vehicle enters the switch-on line, the speed measurement value is used to check whether a correction time for forwarding a message from the a route device is to be set to an assigned railway safety arrangement according to the speed measurement variable, and a set correction time is then checked to determine whether this should remain effective as a function of at least one further influencing variable of the rail vehicle that determines the travel time.
  • the present invention is based on the object of specifying a method for securing a level crossing that allows timely securing of the respective level crossing and at the same time is particularly efficient and reliable.
  • this object is achieved by a method for securing a level crossing, with sensor data relating to a track-bound vehicle approaching the level crossing being detected by a track-side sensor device, which include at least the current speed of the track-bound vehicle, the detected sensor data from the track-side sensor device to a stationary control device are transmitted, a switch-on time is determined by the stationary control device taking into account the transmitted sensor data as well as route data, when the switch-on time is reached, the stationary control device initiates securing of the level crossing and after the successful securing of the At the level crossing, a control device of a train control system determines a driving license that extends beyond the level crossing and transfers it to the lane-bound vehicle as a replacement for a previous driving license that ended before the level crossing.
  • sensor data relating to a lane-bound vehicle approaching the level crossing are recorded by a trackside sensor device, which include at least the current speed of the lane-bound vehicle.
  • the trackside sensor device used for this purpose can in principle be any desired sensor device known per se. This includes, for example, cameras or light barriers as well as other systems known per se for determining the speed of lane-bound vehicles.
  • the trackside sensor device can preferably be designed as a two-channel wheel sensor or axle counter. This is advantageous because the corresponding sensor devices are highly reliable sensor devices that are widespread in the field of railway signal technology. Regardless of the type of trackside sensor device used, the detection of the track-bound vehicle also detects the location of the same at the time of detection, which usually corresponds to the location of the trackside sensor device.
  • the sensed sensor data are transmitted from the trackside sensor device to a stationary control device.
  • the term “stationary” expresses the fact that the relevant control device is arranged outside the track-bound vehicle at a fixed location.
  • the stationary control device can be localized on the route side, ie in the area or in the vicinity of a route of the track-bound vehicle, or it can also be arranged at any desired distance from the respective route.
  • the transmission of the sensor data from the track-bound vehicle to the stationary control device can in principle take place in any manner known per se.
  • the sensor data are preferably transmitted from the trackside sensor device to the stationary control device, but at least in part of the communication path wirelessly, ie for example radio-based.
  • a switch-on time is determined by the stationary control device, taking into account the transmitted sensor data and route data.
  • the route data include at least one parameter related to a route of the lane-bound vehicle.
  • the relevant, at least one parameter will relate to a region of the route between the route-side sensor device and the level crossing.
  • the route data relate wholly or partially to an area of the route of the lane-bound vehicle behind the level crossing when viewed in the direction of travel, provided that this has an impact on the driving behavior of the lane-bound vehicle in an area in front of the level crossing.
  • the stationary control device when the switch-on time is reached, causes the level crossing to be secured.
  • the stationary control device acts directly or indirectly on at least one component provided for securing the level crossing in such a way that it initiates or carries out the securing of the level crossing.
  • a corresponding safeguarding can take place, for example, by switching on one or more signal lamps, closing railway barriers or initiating another action to secure the level crossing.
  • a control device of a train control system determines a driving license that extends beyond the level crossing and replaces a previous one that ended before the level crossing Transfer the driving license to the track-bound vehicle.
  • the stationary control device it is possible for the stationary control device to act on the track-bound vehicle in the case of the confirmed security of the level crossing by transmitting a driving license to it that extends beyond the level crossing.
  • a corresponding driving license is also referred to as a "movement authority" and in this specific case has the consequence that the lane-bound vehicle does not come to a standstill in front of the level crossing according to the previous driving license, but can pass the level crossing without stopping and possibly without reducing its speed.
  • the method according to the invention is characterized in that it includes the control device of the train control system in the method for securing the level crossing beyond the usual system boundaries.
  • This advantageously makes it possible to provide feedback to the track-bound vehicle by transmitting a corresponding upgraded driving license, whereby a communication channel that is already provided for communication between the track-bound vehicle and the control device of the train control system is advantageously used for the transmission of the driving license.
  • the method according to the invention is also particularly powerful in that it uses both sensor data relating to the respective lane-bound vehicle approaching the level crossing and route data to determine the switch-on time.
  • the method according to the invention enables a timely securing of the level crossing in a particularly reliable manner, with a closing time of the level crossing being achievable depending on the respective circumstances, which is largely constant regardless of the speed of the respective lane-bound vehicle.
  • the switch-on time can be determined or specified in absolute terms, i.e. for example by specifying a time that is preferably at least a second, or also indirectly.
  • a switch-on time is determined in the form of a switch-on delay.
  • the switch-on delay is a period of time after which the level crossing is secured.
  • the determination of a switch-on time in the form of a switch-on delay is advantageous because it enables the method to be implemented in a particularly simple manner. Specifying a switch-on delay has the advantage that this specification is independent of an absolute time and allows direct comparability and plausibility checks regardless of the respective time.
  • the method according to the invention can preferably also be designed in such a way that the route data include at least one of the following parameters: distance between the route-side sensor device and the level crossing, permissible route speed, position of a stop, position of a speed limit stop, route topology.
  • This embodiment of the method according to the invention is advantageous in that the parameters mentioned are those which have a direct influence on how long the approach time is, i.e. the time that the track-bound vehicle needs to be detected by the trackside sensor device (at the earliest ) to get to the level crossing.
  • all available and relevant parameters are preferably taken into account as route data.
  • the route data generally relate to a route between the route-side sensor device and the level crossing.
  • a route between the route-side sensor device and the level crossing For example in relation to the position of a stop or At a speed limit stop, however, there is also the possibility that a section or area of the route located behind the level crossing, viewed in the direction of travel, has an impact on the driving behavior of the lane-bound vehicle in the area in front of the level crossing.
  • the method according to the invention can preferably be further developed in such a way that specific vehicle data, in particular a vehicle type, are taken into account when determining the switch-on time for the respective lane-bound vehicle. Taking corresponding vehicle data into account has the advantage that it allows the accuracy of the determination of the switch-on time to be further improved and thus in particular to avoid unnecessarily early switch-on or securing of the level crossing.
  • a vehicle type or a vehicle type for example in the form of a distinction between passenger trains and freight trains, can take into account vehicle-type-specific properties, such as permissible maximum speed, acceleration capacity or braking capacity.
  • the stationary control device can be any component of a lane-bound traffic system in which or by which the lane-bound vehicle is operated.
  • a different implementation of the stationary control device can be expedient.
  • a local control component of the level crossing is used as the stationary control device.
  • a corresponding local control component can be, for example, a level crossing control of the relevant level crossing.
  • This has the advantage that corresponding level crossing controls are frequent for the purpose of control and monitoring are already connected to an interlocking in terms of communication or signaling technology, and thus communication with the interlocking and possibly other components connected to the interlocking is possible.
  • the use of the local control component of the level crossing as a stationary control device also offers the advantage that a largely decentralized solution is implemented as a result. This leads in particular to the fact that, in the event of a malfunction or failure of the stationary control device, this preferably only affects the relevant level crossing.
  • the local control component can also be an independent control of the level crossing. In this case, however, it is linked to the usual level crossing control in terms of communication technology, so that the level crossing can be secured via this.
  • the method according to the invention is designed in such a way that a signal box is used as the stationary control device and the level crossing is secured by transmitting a safety signal from the signal box to a local control component of the level crossing and from the local control component to the Receipt of the safety signal to the safety of the level crossing is triggered.
  • This embodiment of the method according to the invention offers the advantage that interlockings are usually already connected to local control components of level crossings in terms of communication or signaling and are preferably designed to control corresponding external elements in a preferably signal-technically secure manner.
  • a corresponding central implementation of the stationary control device as a signal box advantageously avoids changes to the respective level crossings or their local control components. This can result in particular savings or advantages in Relation to effort and costs for the realization of the procedure result.
  • this is designed in such a way that the control device of the train control system is used as the stationary control device and the level crossing is secured in that the control device of the train control system sends a request to secure the level crossing to a level crossing connected to the level crossing in terms of communication technology Interlocking is transmitted, from the interlocking thereupon a security signal is transmitted to a local control component of the level crossing and the security of the level crossing is triggered by the local control component upon receipt of the security signal.
  • control device of the train control system as a stationary control device has the advantage that it often has a communication link to the track-bound vehicle on the one hand, but is also connected in terms of communication technology to a local control component of the level crossing via an interlocking, on the other hand. Depending on the particular situation, this can lead in particular to the fact that no additional, new communication connections need to be provided for implementing the method, which simplifies the implementation of the method and saves costs.
  • a confirmation signal is transmitted from the local control component to the stationary control device.
  • the stationary control device itself is not located in the immediate vicinity of the level crossing or is implemented as a local control component thereof, to provide the stationary control device with a corresponding feedback after the level crossing has been successfully secured by means of the confirmation signal admit.
  • This then allows the stationary control device to determine the driving license that extends beyond the level crossing or to pass on feedback on the successful securing of the level crossing to the control device of the train control system.
  • the method according to the invention can preferably also be designed in such a way that the switch-on time is determined by the stationary control device while additionally taking into account a speed profile that is possible for a further approach of the lane-bound vehicle to the level crossing.
  • a speed profile that is possible for a further approach of the lane-bound vehicle to the level crossing.
  • an acceleration of the track-bound vehicle measured by the trackside sensor device or a known acceleration capacity of the track-bound vehicle can be taken into account.
  • This offers the advantage that, in contrast to an alternative procedure, which assumes driving at a constant speed of the track-bound vehicle, an increase in the speed of the track-bound vehicle is taken into account by the method with a view to securing the level crossing in good time.
  • the switch-on time is determined by the stationary control device, taking into account a period of time required to secure the level crossing.
  • the time taken into account here preferably includes all times or delays that can occur when securing the level crossing. This includes, for example, a barrier running time, a pre-lighting / clearing time and / or required communication and activation times.
  • the method according to the invention can preferably also be developed in such a way that a control device of a train control system with continuous communication between the control device and the track-bound vehicle is used, in particular a control device according to one of the standards ETCS (European Train Control System), CTCS (Chinese Train Control System) or PTC (Positive Train Control).
  • ETCS European Train Control System
  • CTCS Choinese Train Control System
  • PTC Positive Train Control
  • This embodiment of the method according to the invention is advantageous in that, in particular, train control systems with continuous communication between the track-bound vehicles and the control device of the train control system are suitable for implementing the method according to the invention.
  • the present invention now makes it possible to ensure reliable and timely protection of level crossings also and especially in such systems and thereby to minimize
  • the present invention also relates to an arrangement for securing a level crossing.
  • the present invention is based on the object of specifying an arrangement that supports a method for securing a level crossing that allows the respective level crossing to be secured in a timely manner and at the same time is particularly efficient and reliable.
  • an arrangement for securing a level crossing with a track-side sensor device for detecting sensor data relating to a lane-bound vehicle approaching the level crossing, which at least the current speed of the lane-bound vehicle, and to transmit the detected sensor data from the trackside sensor device to a stationary control device, the stationary control device to determine a switch-on time taking into account the transmitted sensor data and route data and to initiate the safety of the level crossing when the switch-on time is reached and to a control device a train control system for determining a driving license that extends beyond the level crossing after successfully securing the level crossing and for transferring the determined driving license to the track-bound vehicle as a replacement for a previous driving license that ended before the level crossing.
  • the stationary control device is a local control component of the level crossing.
  • the arrangement according to the invention can advantageously also be designed in such a way that the stationary control device is an interlocking.
  • the stationary control device is the control device of the train control system.
  • this is to carry out the Method designed according to one of the aforementioned preferred developments of the method according to the invention.
  • Figure 1 shows in a first schematic sketch to explain a first embodiment of the method according to the invention a first embodiment of the arrangement 100 according to the invention.
  • a level crossing 10 is indicated in detail, which is approached by a lane-bound vehicle 20 coming from the left.
  • a control device 30 of a train control system can also be seen.
  • the control device 30 is a route control center in the form of a radio block center (RBC) of a train control system according to the standard or the ETCS (European Train Control System) level 2 standard.
  • RBC radio block center
  • ETCS European Train Control System
  • the representation of the Figure 1 an interlocking 40 and a local control component 50 of the level crossing 10 are indicated.
  • the interlocking 40 is on the one hand connected to the control device 30 in terms of communication via a bidirectional communication link 41.
  • the interlocking 40 is also connected to the local control component 50 of the level crossing 10 via a bidirectional communication link 51 in terms of communication or signaling.
  • the indicated mobile radio network identified by the reference numeral 70 has a base station 60 via which bidirectional communication between the track-bound vehicle 20 and the control device 30 is possible by means of partial routes or partial communication connections 61 and 62. To avoid misunderstandings, it should be pointed out at this point that the corresponding communication connection could of course also be at least partially wired.
  • a trackside sensor device 80 can be seen, which in the context of the illustrated embodiment is a radio feedback device arranged at a distance s in front of the level crossing 10.
  • the trackside sensor device 80 comprises a wheel sensor 81 and a radio module 82, via which the trackside sensor device 80 via the cellular network 70 or the base station 60 of the same (or another base station of the cellular network 70) set up a communication connection 83, 84 with the local control component 50 and to can transmit this data.
  • the local control component 50 of the level crossing 10 has an antenna 55.
  • a wired communication connection between the local control component 50 and the mobile radio network 70 or between the local control component 50 of the level crossing 10 and the trackside sensor device 80 would also be conceivable.
  • the communication connection 83, 84 is designed as a unidirectional connection; alternatively, this could of course also be a bidirectional communication connection.
  • the arrangement 100 shown can now be used, for example, to secure the level crossing 10 in such a way that the track-side sensor device 80 when the lane-bound vehicle 20 drives past the lane-bound vehicle 20 which is approaching the level crossing 10 is recorded, which at least the current speed of the lane-bound vehicle 20 Vehicle 20 include.
  • the sensor data could also include, for example, information on a possible acceleration of the lane-bound vehicle in the detection area, the number of axles of the lane-bound vehicle 20 or also the position of the lane-bound vehicle 20 on the route. The latter results implicitly from the fact that the track-bound vehicle 20 is at the position or at the time of its detection by the sensor device 80 stays at the location of the sensor device 80 or the wheel sensor 81 of the same.
  • the recorded sensor data can now be transmitted from the trackside sensor device 80 to the local control component 50 of the level crossing 10 by means of the radio module or the antenna 82 via the communication link or partial communication links 83, 84 and the antenna 55.
  • the local control component 50 of the level crossing 10 which can also be referred to as a stationary control device, can for example be designed either as part of a level crossing control or as a separate component. Independently of this, the local control component 50 of the level crossing 10 is “local” in that it is assigned to the level crossing 10 and is arranged in the area of the level crossing 10.
  • a switch-on time is now determined by the stationary control device in the form of the local control component 50 of the level crossing 10, taking into account the transmitted sensor data and route data.
  • the route data here preferably include, in particular, the distance or distance between the route-side sensor device 80 and the level crossing 10, that is to say the length of the approach route.
  • the route data can preferably also include further parameters, such as a permissible route speed, a stop located between the route-side sensor device and the level crossing or close behind the level crossing when viewed in the direction of travel, a stop between the route-side sensor device and the level crossing (or close behind the level crossing ) arranged speed limit stop or also the route topology in general, for example in the form of information on the inclination of the route, ie, for example, on sections with an uphill or downhill gradient.
  • further parameters such as a permissible route speed, a stop located between the route-side sensor device and the level crossing or close behind the level crossing when viewed in the direction of travel, a stop between the route-side sensor device and the level crossing (or close behind the level crossing ) arranged speed limit stop or also the route topology in general, for example in the form of information on the inclination of the route, ie, for example, on sections with an uphill or downhill gradient.
  • the switch-on time can generally be specified in any format. It is only essential here that a point in time lying in the future is clearly determined in this way. This means that the switch-on time can be specified as the time, for example. However, the switch-on time is preferably determined in the form of a switch-on delay.
  • the switch-on delay indicates after which period of time (based on the detection of the lane-bound vehicle 20 by the trackside sensor device 80) the switch-on or the securing of the level crossing 10 is to be initiated. Consequently, one result of the determination of the switch-on time, taking into account the transmitted sensor data and the route data, can be, for example, that a switch-on delay of 28 seconds is determined, i.e. that the level crossing must be secured after 28 seconds.
  • the time required for actually securing the level crossing 10 is preferably taken into account when determining the switch-on time.
  • the stationary control device in the form of the local control component 50 of the level crossing 10 initiates the securing of the level crossing 10.
  • the local control component 50 detects itself or is notified by a level crossing control of the level crossing 10
  • the local control component 50 transmits a confirmation signal to the interlocking 40 via the communication link 51, which it sends to the control device 30 via the communication link 41 of the train control system.
  • the control device 30 of the train control system has received feedback that the level crossing 10 has been successfully secured.
  • the control device 30 of the train control system determines a driving license for the track-bound vehicle 20 that extends beyond the level crossing 10 and uses this as a replacement for a previous one before the level crossing 10 to transmit the ending driving license to the track-bound vehicle 20 via the communication link 62, 61.
  • the lane-bound vehicle 20, based on the received driving license which is also referred to as the "movement authority" can pass the level crossing 10 without stopping and possibly without reducing its speed and is therefore not impaired in its driving operation through the level crossing 10.
  • the described method with regard to the level crossing 10 or to participants in the traffic crossing at the level crossing 10 has the advantage that the situation-related determination of the switch-on time avoids unnecessarily long securing of the level crossing 10 and thus the corresponding impairment is kept as low as possible.
  • a largely identical closing time of the level crossing ie a "constant warning time" can be implemented in this way for lane-bound vehicles of different types and for different operational situations.
  • vehicle data specific to the respective lane-bound vehicle 20 can advantageously also be taken into account.
  • vehicle data can in particular be a type of vehicle, i.e. for example a type of train.
  • a corresponding distinction, for example between passenger trains and freight trains, enables the determination of the switch-on time to be further optimized due to the differences associated therewith, for example in relation to maximum speed, acceleration capacity or braking capacity.
  • the switch-on time can be determined by the stationary control device in the form of the local control component 50 of the level crossing 10, additionally taking into account a possible speed profile for a further approach of the lane-bound vehicle 20 to the level crossing 10.
  • different forecasts can be created or made within the framework of the method used can be determined with which, for example, possible changes in speed within the approach distance can be taken into account.
  • the acceleration or the acceleration capacity of the respective lane-bound vehicle 20 in relation to the timely securing of the level crossing 10 by the method can be taken into account.
  • the time required for securing the level crossing 10 is determined by the respective level crossing 10, so that after this period a message "secured" can be expected as feedback from the level crossing 10 or the level crossing control. If there is no corresponding message or if it cannot be transmitted due to a fault, for example, then based on the driver's license available for the lane-bound vehicle 20, braking of the lane-bound vehicle 20 is usually initiated at the latest possible time, the latest possible time or the corresponding location and possibly the final speed upon reaching the level crossing 10 (eg complete stop or walking pace) are known or specified as such and at ETCS Level 2 can or are stored, for example, in a speed profile of the lane-bound vehicle 20.
  • the selective detection of the sensor data by the sensor device 80 in combination with the communication between the control device 30 of the train control system and the track-bound vehicle 20 allows the closing time of the level crossing 10 to be optimized in the sense of a "constant warning time”.
  • Figure 2 shows a second exemplary embodiment of the arrangement 110 according to the invention in a second schematic sketch to explain a second exemplary embodiment of the method according to the invention.
  • FIG. 2 The representation of the Figure 2 essentially corresponds to that of Figure 1 .
  • the sensor data in the embodiment of Figure 2 transmitted from the sensor device 80 via a communication link 83, 85 to the interlocking 40 or a computer on the interlocking side of the interlocking.
  • the signal box 40 has an antenna 45 or a corresponding radio module.
  • the embodiment of the arrangement 110 according to the invention according to Figure 2 is particularly advantageous in that additional components or changes in the area of the level crossing 10 or its local control component 50 are advantageously avoided.
  • Figure 3 shows a third exemplary embodiment of the arrangement 120 according to the invention in a third schematic sketch to explain a third exemplary embodiment of the method according to the invention.
  • the representation of the Figure 3 again essentially corresponds to that of Figures 1 and 2 .
  • the control device 30 of the train control system is used as a stationary control device and thus to determine the switch-on time.
  • the control device 30 receives the sensor data from the sensor device 80 via the communication connection 83, 62 and determines the switch-on time taking into account the received sensor data and route data.
  • the level crossing 10 is secured in that the control device 30 of the train control system transmits a request to secure the level crossing 10 to the interlocking 40 connected to the level crossing 10 for communication purposes.
  • a safety signal is transmitted from the interlocking 40 to the local control component 50 of the level crossing 10, and the safety of the level crossing 10 is triggered by the local control component 50 upon receipt of the safety signal.
  • a confirmation signal is transmitted from the local control component 50 via the interlocking 40 to the stationary control device in the form of the control device 30 of the train control system.
  • the embodiment according to Figure 3 is particularly useful or advantageous for those cases in which the control device 30 of the train control system already has a communication connection, for example in the form of a radio connection, which can be used for communication with the trackside sensor device 80.
  • a communication connection for example in the form of a radio connection, which can be used for communication with the trackside sensor device 80.

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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 (16)

  1. Procédé de commande d'un passage (10) à niveau, dans lequel
    - par un dispositif (80) capteur sur la voie, on relève des données de capteur se rapportant à un véhicule (20) guidé sur rail se rapprochant du passage (10) à niveau, qui comprennent au moins la vitesse en cours du véhicule (20) guidé sur rail,
    - on transmet les données de capteur relevées du dispositif (80) capteur sur la voie à un dispositif de commande fixe,
    - on détermine par le dispositif de commande fixe en tenant compte des données de capteur transmises ainsi que de données de voie un instant d'annonce,
    - lorsque l'instant d'annonce est atteint, on provoque par le dispositif de commande fixe, la commande du passage (10) à niveau et
    - après que la commande du passage (10) à niveau a été couronnée de succès, on détermine par un dispositif (30) de commande d'un système d'arrêt automatique des trains une autorisation de marche allant au-delà du passage (10) à niveau et on la transmet au véhicule (20) guidé sur rail comme remplacement d'une autorisation de marche précédente se terminant avant le passage (10) à niveau.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    on détermine un instant d'annonce sous la forme d'une temporisation d'annonce.
  3. Procédé suivant la revendication 1 ou 2,
    caractérisé en ce que
    les données de voie comprennent au moins l'une des paramètres suivants :
    - distance entre le dispositif (80) capteur sur la voie et le passage (10) à niveau,
    - vitesse admissible sur la voie,
    - position d'un point d'arrêt,
    - position d'un point de marche ralentie,
    - topologie de la voie.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    à la détermination de l'instant d'annonce, on prend en compte des données de véhicule spécifiques au véhicule (20) respectif guidé sur rail, notamment un type de véhicule.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on utilise comme dispositif de commande fixe un composant (50) de commande locale du passage (10) à niveau.
  6. Procédé suivant l'une des revendications 1 à 4,
    caractérisé en ce que
    on utilise comme dispositif de commande fixe un poste (40) d'aiguillage et on provoque la commande du passage (10) à niveau par le fait que
    - on transmet par le poste (40) d'aiguillage un signal de commande à un composant (50) de commande locale du passage (10) à niveau et
    - on déclenche par le composant (50) de commande locale à la réception du signal de commande la commande du passage (10) à niveau.
  7. Procédé suivant l'une des revendications 1 à 4,
    caractérisé en ce que
    on utilise comme dispositif de commande fixe le dispositif (30) de commande du système d'arrêt automatique des trains et on provoque la commande du passage (10) niveau par le fait que
    - on transmet par le dispositif (30) de commande du système d'arrêt automatique des trains une invitation à la commande du passage (10) à niveau à un poste (40) d'aiguillage relié en technique de communication au passage (10) à niveau,
    - on transmet par le poste (40) d'aiguillage ensuite un signal de commande à un composant (50) de commande locale du passage (10) à niveau et
    - on déclenche par le composant (50) de commande locale à la réception du signal de commande la commande du passage (10) à niveau.
  8. Procédé suivant la revendication 6 ou 7,
    caractérisé en ce que
    après la commande couronnée de succès du passage (10) à niveau, on transmet un signal de confirmation du composant (50) de commande locale au dispositif de commande fixe.
  9. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on détermine l'instant d'annonce par le dispositif de commande fixe en tenant compte en outre d'une courbe de vitesse possible d'un autre rapprochement du véhicule (20) guidé sur rail du passage (10) à niveau.
  10. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on détermine l'instant d'annonce par le dispositif de commande fixe en tenant compte d'une durée nécessaire à une commande du passage (10) à niveau.
  11. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on utilise un dispositif (30) de commande d'un système d'arrêt automatique des trains avec communication continuellement entre le dispositif (30) de commande et le véhicule (20) guidé sur rail, notamment un dispositif (30) de commande suivant la norme ETCS (European Train Control System), CTCS (Chinese Train Control System) ou PTC (Positive Train Control).
  12. Agencement de commande d'un passage (10) à niveau, comprenant
    - un dispositif (80) capteur sur la voie
    - pour la détection de données de capteur se rapportant à un véhicule (20) guidé sur rail se rapprochant du passage (10) à niveau, données qui comprennent au moins la vitesse en cours du véhicule (10) guidé sur rail, et
    - pour la transmission des données de capteur détectées du dispositif (80) capteur sur la voie à un dispositif de commande fixe,
    - le dispositif de commande fixe
    - pour la détermination d'un instant d'annonce en tenant compte des données du capteur transmises ainsi que de données de voie et
    - pour provoquer la commande du passage (10) à niveau lorsque l'instant d'annonce est atteint ainsi que comprenant
    - un dispositif (30) de commande d'un système d'arrêt automatique des trains
    - pour la détermination d'une autorisation de marche allant au-delà du passage (10) à niveau après commande couronnée de succès du passage (10) à niveau et
    - pour la transmission de l'autorisation de marche déterminée au véhicule (20) guidé sur rail comme remplacement d'une autorisation de marche précédente prenant fin avant le passage (10) à niveau.
  13. Agencement suivant la revendication 12,
    caractérisé en ce que
    le dispositif de commande fixe est un dispositif (50) de commande locale du passage (10) à niveau.
  14. Agencement suivant la revendication 12,
    caractérisé en ce que
    le dispositif de commande fixe est un poste (40) d'aiguillage.
  15. Agencement suivant la revendication 12,
    caractérisé en ce que
    le dispositif de commande fixe est le dispositif (30) de commande du système d'arrêt automatique des trains.
  16. Agencement suivant la revendication 12,
    caractérisé en ce que
    il est constitué pour effectuer le procédé suivant l'une des revendications 2 à 11.
EP17728155.7A 2016-06-27 2017-06-01 Procédé et dispositif de commande d'un passage à niveau Active EP3448736B1 (fr)

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DE102016211482.4A DE102016211482A1 (de) 2016-06-27 2016-06-27 Verfahren sowie Anordnung zum Sichern eines Bahnübergangs
PCT/EP2017/063264 WO2018001674A1 (fr) 2016-06-27 2017-06-01 Procédé et dispositif de commande d'un passage à niveau

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DE (1) DE102016211482A1 (fr)
ES (1) ES2905665T3 (fr)
HU (1) HUE057400T2 (fr)
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WO (1) WO2018001674A1 (fr)

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DE102015210427A1 (de) * 2015-06-08 2016-12-08 Siemens Aktiengesellschaft Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug
JP6686073B2 (ja) * 2018-06-06 2020-04-22 株式会社京三製作所 車上装置
JP6686072B2 (ja) * 2018-06-06 2020-04-22 株式会社京三製作所 列車運行管理システム
DE102018212768A1 (de) * 2018-07-31 2020-02-06 Siemens Aktiengesellschaft Verfahren zum Erzeugen einer Bewegungsinformation
CN110329322B (zh) * 2019-08-07 2021-10-15 湖南中车时代通信信号有限公司 一种协作缩短行车许可的安全处理方法
US20210229716A1 (en) * 2020-01-23 2021-07-29 Metrom Rail, Llc Methods and systems for ultra-wideband (uwb) based rail line sensing and safety
DE102020208797A1 (de) 2020-07-15 2022-01-20 Siemens Mobility GmbH Verfahren zur Zugsicherung und Zugsicherungseinrichtung

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JP2781606B2 (ja) 1989-07-26 1998-07-30 日本信号株式会社 踏切定時間制御装置
DE19529374A1 (de) 1995-08-10 1997-02-13 Sel Alcatel Ag Verfahren zur Einbindung von Bahnübergängen in die automatische Steuerung und Sicherung von Schienenfahrzeugen
DE10227046C1 (de) * 2002-06-17 2003-07-03 Bahn Deutsche Geschwindigkeitsabhängige Absicherung von Gefahrenbereichen
DE102007022837A1 (de) * 2007-05-10 2008-11-13 Siemens Ag Vorrichtung und Verfahren zur Zugbeeinflussung an einem Bahnübergang
DE102011079186A1 (de) * 2011-07-14 2013-01-17 Siemens Aktiengesellschaft Verfahren zum Betreiben einer Eisenbahnsicherungsanlage und Eisenbahnsicherungsanlage
US9126609B2 (en) * 2013-06-17 2015-09-08 General Electric Company Systems and methods for controlling warnings at vehicle crossings
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WO2018001674A1 (fr) 2018-01-04
EP3448736A1 (fr) 2019-03-06
US20190248395A1 (en) 2019-08-15
ES2905665T3 (es) 2022-04-11
PL3448736T3 (pl) 2022-03-07
HUE057400T2 (hu) 2022-05-28
DE102016211482A1 (de) 2017-12-28
US10933897B2 (en) 2021-03-02

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