EP3468855A2 - Procédé et système permettant d'agir sur des véhicules guidés - Google Patents

Procédé et système permettant d'agir sur des véhicules guidés

Info

Publication number
EP3468855A2
EP3468855A2 EP17739928.4A EP17739928A EP3468855A2 EP 3468855 A2 EP3468855 A2 EP 3468855A2 EP 17739928 A EP17739928 A EP 17739928A EP 3468855 A2 EP3468855 A2 EP 3468855A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
data
trackside
respective vehicle
current
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP17739928.4A
Other languages
German (de)
English (en)
Other versions
EP3468855B1 (fr
Inventor
Torsten Baier
Bernhard Evers
Norbert Geduhn
Hans-Jörg MÖNNICH
Andreas STEINGRÖVER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3468855A2 publication Critical patent/EP3468855A2/fr
Application granted granted Critical
Publication of EP3468855B1 publication Critical patent/EP3468855B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • 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
    • 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
    • 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
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • 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

Definitions

  • the invention is in the field of influencing rail-bound vehicles on a route network.
  • a "over ATO ETCS" under the concept known solution for vehicles in the form of trains in regional and mainline services, each of the vehicles (the trains) each with a crywer ⁇ term but also expensive intelligence in the form of an ETCS and ATO equipment provided, comprising means for securing the movement of the vehicle in the form of an automatic train control (ETCS), and means for controlling the movement of the vehicle in the form of an automatic Switzerland horrungs natural (ATO).
  • ETCS automatic train control
  • ATO automatic Switzerland
  • the automatic train control device (ATO) is used for automated acceleration and braking of the respective vehicle and automatically converts a calculated energieoptima ⁇ len course of the journey into precise control commands to the drive and braking system of each vehicle (background information "Automated driving by rail", Innotrans
  • the invention is based on the object of specifying a method and a system for influencing rail-bound vehicles, which are less expensive compared to the known solution mentioned and which offer the opportunity to react promptly holistically to changing conditions.
  • a track-side device taking into account the current location of each of the vehicles and taking into account at least one current variable, which characterizes the status of the respective vehicle, determines a specification bezüg ⁇ lich one of the respective vehicle to be driven speed that is transmitted to an at least the specification with respect to the to-propelled speed signal containing the Re ⁇ gelung of the respective vehicle from the track-side device to the respective vehicle and that the respective vehicle adjusts its speed according to the received signal with the input.
  • a track-side device is designed appropriately, taking into account the current location of each of the vehicles and taking into account at least one current size, which characterizes the status of the respective vehicle, a default with respect to one of the respective vehicle driving speed to ermit ⁇ means that the trackside device is suitably removablebil ⁇ det, a at least the default with respect to the speed to be traveled signal for controlling the respective gen vehicle to transmit to the respective vehicle, and that the respective vehicle is designed to adjust its speed according to the default received with the signal.
  • the solution according to the invention permits a simple, timely data consistency check, since all the data corresponding to the frame conditions, at least a large part of which is determined or provided on the trackside, are present on one track, namely the trackside device, for regulating the movement of all vehicles.
  • the real-time consideration of the changing conditions by the trackside device in combination with minimized requirements for the equipment of the vehicles thus increases the performance of the system at the same time ⁇ cost savings.
  • the consistency, relevance and validity of the data used to control the movement of the vehicles can be ensured by the solution according to the invention by: the data is promptly refinedgene directly to the trackside device or by some of the data there already exist and by the necessary processing of the data by the trackside device takes place simultaneously for all vehicles. A preparation of the data for and a selective transfer of data to the affected vehicles is eliminated. The requirements for regulating the movement of the vehicles, that is to say the results of the processing of the data used, are transmitted to the vehicles.
  • the current speed of the vehicle is jeweili ⁇ gen than the at least take into account a current size in determining the default.
  • a variable characterizing the current state of the respective vehicle as the at least one current variable or as a further current variable, which characterizes the status of the respective vehicle is taken into account in the determination of the specification.
  • a vehicle-side sensor arrangement detects data for determining the current location and the at least one current size of the respective vehicle redundantly to the trackside sensor arrangement and outputs it to the trackside device and that the trackside device receives the signal for regulating the vehicle respective vehicle depending on a verification of the trackside detected data output by the vehicle-recorded data.
  • the signal for controlling the jeweili ⁇ gen vehicle determined in verification of the data track side detected by the vehicle-detected data depending on the data trackside detected.
  • the signal for Rege ⁇ development of the respective vehicle is determined as a function of current loading drivably data. It can be provided that the current operational data is output from a higher-level control technology device to the trackside device. Furthermore, it is considered advantageous if the signal for controlling the respective vehicle is determined in dependence aktuel ⁇ ler route data. It may be provided that the route-side device is provided with the current route data from a route atlas deposited on the trackside and / or from a route atlas deposited on the vehicle side. Moreover, it is considered advantageous if the signal for controlling the respective vehicle is determined as a function of current obstacle detection data.
  • the obstacle recognition data can be provided by a track-side obstacle recognition device and / or by a vehicle-side obstacle recognition device.
  • the signal for controlling the respective vehicle is determined as a function of current environmental data.
  • the current environmental data can be provided by a track-side environmental recognition device and / or by a vehicle-side environmental recognition device.
  • the track-side device outputs a further signal for securing the respective vehicle to the respective vehicle.
  • a trackside sensor arrangement is adapted to collect data to determine the current location and the at least one current size of the respective vehicle and extracts ⁇ ben at the trackside apparatus.
  • a vehicle-side sensor arrangement is designed to detect redundant to the trackside sensor array data for determining the current location and the at least one aktuel ⁇ len size of the respective vehicle and output to the trackside device and if the track-side device is designed to emit the signal for controlling the respective vehicle as a function of a verification of the data recorded on the trackside by the data recorded on the vehicle side.
  • the track-side sensor arrangement is designed as a fiber-optic Sen ⁇ soran eleven.
  • Figures 1 and 2 show two embodiments of a system according to the invention for influencing track-bound vehicles.
  • FIG. 1 shows a track 1 for track-bound vehicles and a system 2 according to the invention for influencing track-bound vehicles in a first embodiment.
  • FIG. 1 also shows a Fi of the track-bound vehicles influenced by the system 2, which are, for example, rail vehicles (trains) traveling automatically without a driver.
  • the vehicle Fi has cars 3, 4, 5, of which a guide carriage 3 - here exemplified in the form of a locomotive - the top of the vehicle Fi (Zugspitze) forms and of which a trailer 5, the end of the vehicle Fi (the train) forms.
  • the system 2 in particular serves to ensure on the one hand a optima ⁇ le Fi movement of each of the vehicles (optimum Switzerlandbewe ⁇ supply) and on the other hand a safe movement of each Fi of the vehicle (safe train movement).
  • the system 2 has on the side of the route 1 a trackside device 6 for influencing the track-bound vehicles, which is provided with a communication unit 7 in the form of an antenna for radio transmission.
  • a Kommuni ⁇ cation device 8 for radio transmission a higher-level Leittechnik issued 9 and a trackside sensor array 10 on.
  • the sensor arrangement 10 is designed as a fiber-optic sensor arrangement and comprises, for example, a waveguide 11, a coupling device 12, a pulse generating device 13, a detection device 14 and an evaluation device 15.
  • the system 2 On the side of the respective vehicle Fi, the system 2 has a vehicle-side device 16, which is provided with a communication unit 17 in the form of an antenna for radio transmission.
  • a communication unit 17 By means of the communication unit 17 is the vehicle-side device 16 via the communication ⁇ tion device 8 with the communication unit 7 of the link-side device 6 in connection.
  • the system 2 has a drive device 18, a braking device 19, a vehicle-side sensor arrangement 20, a vehicle-side obstacle detection device 21 for detecting obstacles 22, 23 and a vehicle-side environmental detection device 24 on the side of the respective vehicle.
  • the environmental recognition device 24 may be equipped, for example, with a light sensor and a temperature sensor.
  • the sensor arrangement 20 here comprises by way of example a radio antenna 25, a Wegimpulsge- About 26, a known speed sensor 27 for determining the speed of the final carriage 5, which is provided with a communication unit 28, and an evaluation device 29, which is part of the vehicle-side device 16.
  • the Baiisenantenne 25 is suitable thoroughlybil ⁇ det, on crossing of trackside balises 30, 31 data, in particular location data, to receive and then output the received data to the evaluation device 29.
  • the track-side device 6 for influencing the track-bound vehicles comprises a route Atlas 32, a comparator 33, a device 34 for securing the movement of the respective Fi the vehicles in the form of an automatic train protection device (Zugommesrechner) and means 35 for controlling the movement of the respective Fi Vehicles in the form of an automatic train control device (speed controller).
  • the trackside device 6 determines a default information on any one to be traveled by the respective vehicle speed and Fi is a at least this specification included the signal ⁇ SiO to the respective vehicle from Fi. At least by default an optimal value for the vio to be traveled Ge ⁇ speed, preferably optimal speed curve for the straight route along, specified differently.
  • the respective vehicle Fi adjusts its speed vi in accordance with the specification received with the signal SiO, ie here with the optimum value vio.
  • Optimal value vio could also be given a travel command representing this optimum value vio.
  • the path-side device 6 transmits the signal SiO containing at least the specification with respect to the speed to be traveled to the respective vehicle Fi for controlling the respective vehicle Fi.
  • the optimum value vio - ⁇ follows at least taking into account the current location Oia of a respective Fi of the vehicles and taking into account ⁇ at least one current variable, which characterizes the status of the respective vehicle Fi.
  • the current speed is via the per ⁇ assimilates Fi as at least takes into account a current size in determining the requirement for a.
  • a variable characterizing the current state Iia of the respective vehicle Fi for its completeness is taken into account as a further actual variable which characterizes the status of the respective vehicle Fi when determining the specification.
  • the trackside device 6 determines the signal SiO for controlling the respective vehicle Fi as a function of current operational data BDia, current route data SD ⁇ a, current obstacle recognition data HDia and current environmental data UDia.
  • the current operational data BD ⁇ a are output from the higher-level control device 9 to the trackside device 6.
  • the current route data SD ⁇ a of the trackside device 6 is provided by the route atlas 32 deposited on the trackside.
  • the current ones could Track data but also provided by a vehicle-stored route Atlas.
  • the current obstacle recognition data HDia are provided by the vehicle-side obstacle recognition device 21. Alternatively, however, the current obstacle detection data could also be provided by a trackside obstacle detection device.
  • the current environmental data UDia are provided by the vehicle-side environmental recognition device 24. Alternatively, however, the current environmental data could also be provided by a track-side environmental recognition device.
  • the evaluation device 15 is based on outputs of the de tektions worn 14 data to determine the current location 0 ⁇ a, via the current speed and the refreshes ⁇ economic condition of the respective vehicle Iia Fi with regard to its completeness variable characterizing ready.
  • the trackside sensor assembly 10 thus detects halnsei- tig the data Ds.Oia, Ds.via, Ds.I ⁇ a for determining the economic situation refreshes ⁇ 0 ⁇ a, via the current speed and the current state of the respective vehicle Iia Fi toward - visibly its size characterizing size.
  • the trackside sensor array 10 outputs the detected Da ⁇ th Ds.Oia, Ds.via, Ds.I ⁇ a on the trackside device 6 off. Redundant and diversified, the vehicle side captures
  • Sensor arrangement 20 data Df.O ⁇ a, Df.via, Df.Iia for determining the current location 0 ⁇ a, the current speed via and the size of the current state Iia of the respective vehicle Fi characterizing its completeness.
  • the evaluation device 29 provides this data to ⁇ hand of outputs of the Baiisenantenne 25, the Wegimpulsgebers 26 and the speed sensor 27 ready.
  • the vehicle side sensor array 20 outputs the detected data Ds.Oia, Ds.via, Ds.I ⁇ a to the trackside device 6 from.
  • the trackside device 6 outputs the signal to re SiO gelung Fi of the respective vehicle in response to a Ve ⁇ rtik the trackside data collected Ds.Oia, Ds.via, Ds.Iia by the vehicle-detected data Df.Oia,
  • the Be ⁇ humor first values regarding the current location 0 ⁇ a current speed ia and the current state of the respective Iia Vehicle Fi in terms of its completeness characterizing size.
  • the comparison device 33 on the basis of the data Df.O ⁇ a, Df.via, Df.Iia recorded on the vehicle side, the determination of second values with respect to the current location 0 ⁇ a, the current speed ia and the current state Iia of the respective one Vehicle Fi in terms of its completeness characterizing size.
  • the signal SiO is used to control the respective vehicle Fi as a function of the data Ds recorded on the trackside .Oia, Ds.via, Ds.Iia identified.
  • the trackside device 6 also outputs another signal SiS for securing the respective vehicle Fi to the respective vehicle Fi, wherein the further signal SiS for Securing the respective vehicle Fi contains at least one default with respect to a speed to be monitored by the respective vehicle.
  • the further signal SiS for securing the respective vehicle Fi is set as the specification of at least a monitoring value vis the speed to be monitored, preferably egg ⁇ ne or more different speed monitoring curves. Alternatively, however, it would also be possible to predefine a safety command representing this monitoring value or safety commands representing these speed monitoring curves.
  • the embodiment shown in Figure 2 102 of the system of the invention differs from that shown in the Figure 1 embodiment 2 is that not the trackside side apparatus 106 but the vehicle-side Vorrich ⁇ tung 116 with a device 135 for securing the movement of the respective Fi the vehicle is equipped in the form of an automatic train protection device.
  • the means 135 of the vehicle-side device 116 comprises at least one monitoring value for the vis to be monitored Ge ⁇ speed, preferably one or several different monitoring curves before.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé particulièrement économique permettant d'agir sur des véhicules guidés et qui offre la possibilité de réagir rapidement et globalement à des conditions générales variables. Le procédé selon l'invention se déroule de la manière suivante : un dispositif côté voie (6; 106) définit une consigne (vio; Δνi) relative à une vitesse à laquelle le véhicule concerné (Fi) doit rouler, en prenant en compte la localisation instantanée (0ia) d'un véhicule concerné (Fi) et en prenant en compte au moins une grandeur instantanée (via, Iia) qui caractérise l'état du véhicule concerné (Fi), un signal (Sio) de régulation du véhicule concerné (Fi) par le dispositif côté voie (6; 106), contenant au moins la consigne (vio; Δνi) relative à ladite vitesse, est transmis au véhicule concerné (Fi), et le véhicule concerné (Fi) ajuste sa vitesse (vi)) en fonction de la consigne (vio; Δνi) reçue avec le signal (Sio). L'invention concerne également un système (2; 102) permettant d'agir sur des véhicules guidés.
EP17739928.4A 2016-07-29 2017-07-06 Methode et systême par la contrôle des trains ferroviaires Active EP3468855B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016214024.8A DE102016214024A1 (de) 2016-07-29 2016-07-29 Verfahren und System zur Beeinflussung von spurgebundenen Fahrzeugen
PCT/EP2017/066855 WO2018019535A2 (fr) 2016-07-29 2017-07-06 Procédé et système permettant d'agir sur des véhicules guidés

Publications (2)

Publication Number Publication Date
EP3468855A2 true EP3468855A2 (fr) 2019-04-17
EP3468855B1 EP3468855B1 (fr) 2021-09-29

Family

ID=59350897

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17739928.4A Active EP3468855B1 (fr) 2016-07-29 2017-07-06 Methode et systême par la contrôle des trains ferroviaires

Country Status (4)

Country Link
EP (1) EP3468855B1 (fr)
CN (1) CN109562770B (fr)
DE (1) DE102016214024A1 (fr)
WO (1) WO2018019535A2 (fr)

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DE2633089A1 (de) * 1976-07-22 1978-01-26 Siemens Ag Streckengebundene geschwindigkeitssteuerung fuer fahrweggebundene fahrzeuge
DE3408521A1 (de) * 1984-03-08 1985-09-12 Siemens AG, 1000 Berlin und 8000 München Einrichtung zum optimieren der fahrweise spurgefuehrter fahrzeuge bei automatischem fahrbetrieb
DE102005042218B4 (de) * 2005-09-05 2012-07-26 Deutsches Zentrum für Luft- und Raumfahrt e.V. Eisenbahnkollisions-Warneinrichtung
CN1868795A (zh) * 2006-01-13 2006-11-29 彭波 一种铁路调车作业安全控制系统
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Also Published As

Publication number Publication date
CN109562770A (zh) 2019-04-02
CN109562770B (zh) 2021-05-25
WO2018019535A2 (fr) 2018-02-01
WO2018019535A3 (fr) 2018-03-22
EP3468855B1 (fr) 2021-09-29
DE102016214024A1 (de) 2018-02-01

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