EP3468855B1 - Methode et systême par la contrôle des trains ferroviaires - Google Patents

Methode et systême par la contrôle des trains ferroviaires Download PDF

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Publication number
EP3468855B1
EP3468855B1 EP17739928.4A EP17739928A EP3468855B1 EP 3468855 B1 EP3468855 B1 EP 3468855B1 EP 17739928 A EP17739928 A EP 17739928A EP 3468855 B1 EP3468855 B1 EP 3468855B1
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EP
European Patent Office
Prior art keywords
vehicle
question
track
data
current
Prior art date
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EP17739928.4A
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German (de)
English (en)
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EP3468855A2 (fr
Inventor
Torsten Baier
Bernhard Evers
Norbert Geduhn
Hans-Jörg MÖNNICH
Andreas STEINGRÖVER
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3468855A2 publication Critical patent/EP3468855A2/fr
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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 track-bound vehicles on a route network.
  • each of the vehicles is provided with high-quality but also expensive intelligence in the form of ETCS and ATO equipment, which has a device for securing the movement of the vehicle in the form of an automatic train control device (ETCS) and a device for regulating the movement of the vehicle in the form of an automatic train control device (ATO).
  • ETCS automatic train control device
  • ATO automatic train control device
  • the automatic train control device (ATO) is superimposed on the automatic train control device (ETCS) in such a way that the vehicle-line communication, in particular the communication between a trackside operations control system (TMS) and the automatic train control device (ATO), is implemented by the automatic train control device (ETCS)
  • the automatic train control device (ATO) optimizes the movement of the vehicle while the automatic train protection device (ETCS) ensures the safe train movement by monitoring the train movements, in particular with regard to compliance with the locally permissible speed and the maximum permissible speed of the train.
  • the automatic train control device is used for the automated acceleration and braking of the respective vehicle and automatically converts a calculated, energy-optimized course of the journey into precise control commands to the drive and braking system of the respective vehicle ( Background information "Automated driving by rail”, Innotrans 2016 - Trade fair preview, Siemens AG, Kunststoff, June 27, 2016, http://www.siemens.com/press/pool/de/events/2017/mobility/201 6 -09-innotrans / background-automated-driving-e.pdf ).
  • the speed to be driven is specified on the vehicle side by the automatic train control device (ATO) of the respective vehicle.
  • ATO automatic train control device
  • the ETCS and ATO equipment uses balises to access information and precise position data.
  • the invention relates to a method for influencing track-bound vehicles with the features of claim 1 in which a trackside device, taking into account the current location of each of the vehicles and taking into account at least one current variable that characterizes the status of the respective vehicle, a specification with respect to one of The speed to be driven for the respective vehicle is determined, in which a signal for regulating the respective vehicle containing at least the specification regarding the speed to be driven is transmitted from the trackside device to the respective vehicle and in which the respective vehicle has its speed corresponding to that of the signal received preset.
  • the invention also relates to a system for influencing track-bound vehicles with the features of claim 16, in which a trackside device is suitably designed, 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 to determine a specification relating to a speed to be driven by the respective vehicle, at which the trackside device is designed to transmit a signal containing at least the specification relating to the speed to be driven for regulating the respective vehicle to the respective vehicle and in which the respective vehicle is suitably designed to adjust its speed according to the specification received with the signal.
  • the invention is based on the object of specifying a method and a system for influencing lane-bound vehicles, which are not very costly and which offer the possibility of promptly and holistically responding to changing framework conditions.
  • this object is achieved in that a track-side sensor arrangement records data for determining the current location and the at least one current variable of the respective vehicle and outputs it to the track-side device; detects at least one current variable of the respective vehicle and outputs it to the trackside device and the trackside device outputs the signal for regulating 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 signal for regulating the respective vehicle at Verification of the data recorded on the track side by the data recorded on the vehicle side, is determined as a function of the data recorded on the track side.
  • a trackside sensor arrangement is designed to capture data for determining the current location and the at least one current size of the respective vehicle and to output it to the trackside device
  • Track-side sensor arrangement data for determining the current location and the at least one current location Detect the size of the respective vehicle and output it to the trackside device and the trackside device is designed to output the signal for regulating the respective vehicle as a function of a verification of the data provided on the trackside by the data provided on the vehicle side, the signal for regulating the respective vehicle , when verifying the data recorded on the track side by the data recorded on the vehicle side, is determined as a function of the data recorded on the track side.
  • the trackside device determines a respective specification relating to the speed to be driven for each of the vehicles and then transmits it to the respective vehicle.
  • the solution according to the invention allows a simple, real-time data consistency check, since all the data corresponding to the framework conditions, at least a large part of which is determined or provided on the track side, is available on the track side at one point, namely the track-side device, for regulating the movement of all vehicles.
  • the solution according to the invention can ensure the consistency, relevance and validity of the data used to regulate the movement of the vehicles by promptly sending the data directly to the trackside device or by having some of the data already there and by performing 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 transmission of the data to the affected vehicles is not necessary.
  • the specifications for regulating the movement of the vehicles, i.e. the results of the processing of the data used, are transmitted to the vehicles.
  • the current speed of the respective vehicle is taken into account as the at least one current variable when determining the specification.
  • a variable characterizing the current state of the respective vehicle with regard to its completeness is taken into account as the at least one current variable or as a further current variable which characterizes the status of the respective vehicle when determining the specification.
  • At least one change value or a drive command representing this change value is specified by means of the signal for regulating the respective vehicle, with the respective vehicle changing its current speed by the change value.
  • the signal for regulating the respective vehicle is determined as a function of current operational data. It can be provided that the current operational data are output from a higher-level control system to the trackside device.
  • the signal for regulating the respective vehicle is determined as a function of current route data. Provision can be made for the current route data to be provided to the route-side device from a route atlas stored on the route and / or from a route atlas stored on the vehicle.
  • the signal for regulating the respective vehicle is determined as a function of current obstacle detection data.
  • the obstacle detection data can be provided by an obstacle detection device on the track and / or by an obstacle detection device on the vehicle.
  • the signal for regulating the respective vehicle is determined as a function of current environmental data.
  • the current environmental data can be provided by a trackside environmental detection device and / or by a vehicle-side environmental detection device.
  • the trackside device is a further Outputs signal for securing the respective vehicle to the respective vehicle.
  • At least one speed to be monitored by the respective vehicle or a safety command representing this speed is specified by means of the further signal for securing the respective vehicle. It is therefore preferably provided that the speed to be monitored is already determined by the trackside device, so that the respective vehicle only triggers a defined reaction if its current speed exceeds the speed to be monitored.
  • ATO over ETCS a computer (European Vital Computer) of the automatic train protection device of the respective vehicle calculates various monitoring curves and triggers a defined reaction assigned to the respective monitoring curve when the current speed of the vehicle exceeds the exceeded the speed monitored by this monitoring curve.
  • the trackside sensor arrangement is preferably designed as a fiber-optic sensor arrangement.
  • the Figure 1 shows a route 1 for track-bound vehicles and a system 2 according to the invention for influencing track-bound vehicles in a first embodiment.
  • the Figure 1 also shows an F i of the track-bound vehicles influenced by system 2, which are here, for example, automatically without a driver moving rail vehicles (trains).
  • the vehicle F i has carriages 3, 4, 5, of which a guide carriage 3 - here in the form of a locomotive, for example - forms the top of the vehicle F i (the Switzerlandspitze) and of which a final car 5 forms the end of the vehicle F i ( the end of the train).
  • the system 2 serves in particular to ensure, on the one hand, an optimal movement of each F i of the vehicles (optimal train movement) and, on the other hand, a safe movement of each F i of the vehicle (safe train movement).
  • the system 2 On the route 1 side, the system 2 has a route-side 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.
  • the system 2 On the route 1 side, the system 2 has a communication device 8 for radio transmission, a higher-level control system device 9 and a route-side sensor arrangement 10.
  • the sensor arrangement 10 is designed as a fiber-optic sensor arrangement and here comprises, for example, a waveguide 11, a coupling device 12, a pulse generation device 13, a detection device 14 and an evaluation device 15.
  • the system 2 On the side of the respective F i of the vehicles, 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. By means of the communication unit 17, the vehicle-side device 16 is connected to the communication unit 7 of the trackside device 6 via the communication device 8.
  • the system 2 has a drive device 18, a braking device 19, a sensor arrangement 20 on the vehicle, and an obstacle detection device 21 on the vehicle for detection of obstacles 22, 23 and an environmental recognition device 24 on the vehicle.
  • the environmental recognition device 24 can for example be equipped with a light sensor and a temperature sensor.
  • the sensor arrangement 20 here comprises, for example, a balise antenna 25, a distance pulse generator 26, a known speed sensor 27 for determining the speed of the final car 5, which is provided with a communication unit 28, and an evaluation device 29 which is part of the vehicle-side device 16.
  • the balise antenna 25 is suitably designed to receive data, in particular location data, when crossing track-side balises 30, 31 and then to output the received data to the evaluation device 29.
  • the trackside device 6 for influencing the track-bound vehicles comprises a route atlas 32, a comparison device 33, a device 34 for securing the movement of the respective F i of the vehicles in the form of an automatic train protection device (train protection computer) and a device 35 for regulating the movement of the respective F i of the vehicles in the form of an automatic train control device (speed controller).
  • train protection computer automatic train protection device
  • speed controller automatic train control device
  • the trackside device 6 determines a specification relating to a speed to be driven by the respective vehicle F i and outputs a signal S i o containing at least this specification to the respective vehicle F i .
  • At least one optimal value v i o for the speed to be driven preferably an optimal speed curve for the route section being traveled on, is given as a default.
  • the respective vehicle F i adjusts its speed v i in accordance with the specification received with the signal S i o - that is to say here to the optimum value v i o. Instead of the optimum value v i o but also this optimum value v i o representing driving instruction could be given.
  • At least one change value ⁇ v i or a drive command representing this change value ⁇ v i could be specified by means of the signal S i o for regulating the respective vehicle F i , with the respective vehicle F i at its current speed v i a would then change by the change value ⁇ v i .
  • the specification - here the optimum value v i o - is determined at least taking into account the current location O i a of a respective F i of the vehicles and taking into account at least one current variable which characterizes the status of the respective vehicle F i .
  • the current speed v i a of the respective one of the vehicles F i is taken into account as the at least one current variable when determining the specification.
  • a variable that characterizes the current state I i a of the respective vehicle F i with regard to its completeness is taken into account as a further current variable that characterizes the status of the respective vehicle F i when determining the specification.
  • the trackside device 6 determines the signal S i o for regulating the respective vehicle F i as a function of current operational data BD i a, current route data SD i a, current obstacle detection data HDia and current environmental data UDia.
  • the current operational data BD i a are output by the higher-level control system 9 to the trackside device 6.
  • the current route data SD i a is provided to the route-side device 6 by the route atlas 32 stored on the route-side.
  • the current route data could also be provided from a route atlas stored on the vehicle.
  • the current obstacle recognition data HDia are provided by the vehicle-side obstacle recognition device 21.
  • the current obstacle recognition data could also be provided by an obstacle recognition device on the track.
  • the current environmental data UDia are provided by the vehicle's environmental recognition device 24.
  • the current environmental data could also be provided by a trackside environmental detection device.
  • the evaluation device 15 uses the outputs of the detection device 14 to provide data for determining the current location O i a, the current speed v i a and the variable characterizing the current state I i a of the respective vehicle F i with regard to its completeness.
  • the trackside sensor arrangement 10 thus records the trackside data Ds.O i a, Ds.v i a, Ds.I i a to determine the current location O i a, the current speed v i a and the current state I i a des respective vehicle F i with regard to its completeness characterizing size.
  • the trackside sensor arrangement 10 outputs the recorded data Ds.O i a, Ds.v i a, Ds.I i a to the trackside device 6.
  • the vehicle-side sensor arrangement 20 detects redundantly and diversely data Df.O i a, Df.v i a, Df.I i a for determination the current location O i a, the current speed v i a and the variable characterizing the current state I i a of the respective vehicle F i with regard to its completeness.
  • the evaluation device 29 provides this data on the basis of outputs from the balise antenna 25, the distance pulse generator 26 and the speed sensor 27.
  • the vehicle-side sensor arrangement 20 outputs the recorded data Ds.O i a, Ds.v i a, Ds.I i a to the trackside device 6.
  • the trackside device 6 emits the signal S i o for regulating the respective vehicle F i as a function of a verification of the data Ds.O i a, Ds.v i a, Ds.I i a recorded on the track side using the data Df.O recorded on the vehicle side i a, Df.v i a, Df.I i a from.
  • the comparison device 33 uses the data Ds.O i a, Ds.v i a, Ds.I i a recorded on the track side to determine first values with regard to the current location O i a, the current speed v i a and the current speed State I i a of the respective vehicle F i with regard to its completeness characterizing variable.
  • the comparison device 33 uses the data Df.O i a, Df.v i a, Df.I i a recorded on the vehicle side to determine second values with regard to the current location O i a, the current speed v i a and the current one State I i a of the respective vehicle F i with regard to its completeness characterizing variable.
  • the first and second values are then compared in the comparison device 33. If the first values are within tolerance ranges which are specified in relation to the second values, then the first values have passed through the second values and thus the data Ds.O i a, Ds.v i a, Ds.I i a recorded on the track side the data recorded on the vehicle side Df.O i a, Df.v i a, Df.I i a verified.
  • the signal S i is o to regulate the respective vehicle F i as a function of the data Ds.O i a, Ds.v i a, Ds.I i a recorded on the track side.
  • the trackside device 6 also outputs a further signal S i s for securing the respective vehicle F i to the respective vehicle F i , the further signal S i s for securing the respective vehicle F i at least one specification v i s with respect to one of contains the speed to be monitored for the respective vehicle.
  • At least one monitoring value v i s for the speed to be monitored is specified as a default.
  • a security command representing this monitoring value v i s or security commands representing these speed monitoring curves could also be specified.
  • the embodiment 102 of the system according to the invention shown differs from that in FIG Figure 1 Embodiment 2 shown in that it is not the track-side device 106 but the vehicle-side device 116 that is equipped with a device 135 for securing the movement of the respective F i of the vehicles in the form of an automatic train protection device.
  • the device 135 of the vehicle-mounted device 116 prescribes at least one monitoring value v i s for the speed to be monitored, preferably one or more different monitoring curves.

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (17)

  1. Procédé pour influer sur des véhicules guidés sur rail
    - dans lequel un dispositif (6 ; 106) sur la voie détermine en tenant compte de l'emplacement (Oia) en cours de l'un respectif (Fi) des véhicules et en tenant compte au moins d'une grandeur (via, Iia) en cours, qui caractérise le statut du véhicule (Fi) respectif une prescription (vio ; Δvi) en ce qui concerne une vitesse à laquelle doit circuler le véhicule (Fi) respectif,
    - dans lequel on transmet du dispositif (6 ; 106) sur la voie au véhicule (Fi) respectif pour la régulation du véhicule (Fi) respectif un signal (SiO) contenant au moins la prescription (vio ; Δvi) en ce qui concerne la vitesse à laquelle il doit circuler et
    - dans lequel le véhicule (Fi) respectif règle sa vitesse (vi) conformément à la prescription (vio ; Δvi) reçue par le signal (sio),
    caractérisé en ce que
    - un agencement (10) de capteur sur la voie relève des données (Ds.Oia, Ds.via, Ds.Iia) de détermination de l'emplacement (Oia) en cours et de la au moins une grandeur (via, Iia) en cours du véhicule respectif et les transmet au dispositif (6 ; 106) sur la voie,
    - un agencement (20) de capteur embarqué sur le véhicule relève de manière redondante au dispositif (10) de capteur sur la voie des données (Df.Oia, Df.via, Df.Iia, Ds.Oia, Ds.via, Ds.Iia) de détermination de l'emplacement (Oia) en cours et de la au moins une grandeur (via, Iia) en cours du véhicule (Fi) respectif et les transmet au dispositif (6 ; 106) sur la voie et
    - le dispositif (6 ; 106) sur la voie envoie le signal (Sio) de régulation du véhicule (Fi) respectif en fonction d'une vérification des données (Ds.Oia, Ds.via, Ds.Iia) relevées du côté de la voie par les données (Df.Oia, Df.via, Df.Iia) relevées du côté du véhicule,
    - dans lequel on détermine, en fonction des données (Ds.Oia, Ds.via, Ds.Iia) relevées du côté de la voie, le signal (Sio) de régulation du véhicule (Fi) respectif, lors de la vérification des données (Ds.Oia, Ds.via, Ds.Iia) relevées du côté de la voie par les données (Df.Oia, Df.via, Df.Iia) relevées du côté du véhicule.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    on prend en compte la vitesse (via) en cours du véhicule (Fi) respectif comme la au moins une grandeur en cours lors de la détermination de la prescription (vio ; Δvi).
  3. Procédé suivant la revendication 1,
    caractérisé en ce que
    on prend en compte lors de la détermination de la prescription (vio ; Δvi) une grandeur caractérisant l'état (Iia) en cours du véhicule (Fi) respectif en ce qui concerne son intégralité comme la au moins une grandeur en cours ou comme au moins une autre grandeur en cours qui caractérise le statut du véhicule (Fi) respectif.
  4. Procédé suivant l'une des revendications 1 à 3,
    caractérisé en ce que
    au moyen du signal (SiO) on prescrit pour la régulation du véhicule (Fi) respectif comme prescription au moins une valeur (vio) optimum de la vitesse à laquelle le véhicule doit circuler ou on prescrit une instruction de circulation représentant cette valeur (vio) optimum, le véhicule (Fi) respectif réglant sa vitesse (vi) sur la valeur (vio) optimum.
  5. Procédé suivant l'une des revendications 1 à 3,
    caractérisé en ce que
    au moyen du signal (Sio) de régulation du véhicule (Fi) respectif on prescrit comme prescription au moins une valeur (Δvi) de modification ou une instruction de circulation représentant cette valeur (Δvi) de modification, le véhicule (Fi) respectif modifiant sa vitesse (via) en cours de la valeur (Δvi) de modification.
  6. Procédé suivant l'une des revendications 1 à 5,
    caractérisé en ce que
    l'on détermine le signal (Sio) de régulation du véhicule (Fi) respectif en fonction de données (BDia) de fonctionnement en cours.
  7. Procédé suivant la revendication 6,
    caractérisé en ce que
    on envoie les données (BDia) de fonctionnement en cours d'un dispositif (9) de la technique de conduite supérieure hiérarchiquement au dispositif (6 ; 106) sur la voie.
  8. Procédé suivant l'une des revendications 1 à 7,
    caractérisé en ce que
    on détermine le signal (Sio) de régulation du véhicule (Fi) respectif en fonction de données (SDia) de voie en cours.
  9. Procédé suivant la revendication 8,
    caractérisé en ce que
    l'on met à disposition du dispositif (6 ; 106) sur la voie les données (SDia) de voie en cours par un atlas (32) de voie mis en mémoire sur la voie et/ou par un atlas de voie mis en mémoire en étant embarqué sur le véhicule.
  10. Procédé suivant l'une des revendications 1 à 9,
    caractérisé en ce que
    on détermine le signal (Sio) de régulation du véhicule (Fi) respectif en fonction de données (HDia) de connaissance d'obstacle en cours.
  11. Procédé suivant la revendication 10,
    caractérisé en ce que
    l'on met à disposition les données (HDia) de connaissance d'obstacle par un dispositif de connaissance d'obstacle sur la voie ou par un dispositif (21) de connaissance d'obstacle embarqué sur le véhicule.
  12. Procédé suivant l'une des revendications 1 à 11,
    caractérisé en ce que
    on détermine le signal (Sio) de régulation du véhicule (Fi) respectif en fonction de données (UDia) d'ambiance en cours.
  13. Procédé suivant la revendication 12,
    caractérisé en ce que
    on met à disposition les données (UDia) d'ambiance en cours par un dispositif de détection de l'ambiance sur la voie et/ou par un dispositif (24) de détection de l'ambiance embarqué sur le véhicule.
  14. Procédé suivant l'une des revendications 1 à 13,
    caractérisé en ce que
    le dispositif (6) sur la voie envoie au véhicule (Fi) respectif un autre signal (Sis) de sécurisation du véhicule (Fi) respectif, l'autre signal (Sis) de sécurisation du véhicule (Fi) respectif contenant au moins une prescription (vis) en ce qui concerne une vitesse à contrôler par le véhicule respectif.
  15. Procédé suivant la revendication 14,
    caractérisé en ce que
    au moyen de l'autre signal (Sis) de sécurisation du véhicule (Fi) respectif, on prescrit comme prescription au moins une valeur (vis) de contrôle de la vitesse à contrôler ou une instruction de sécurisation représentant cette valeur (vis) de contrôle.
  16. Système (2 ; 102) pour influer sur des véhicules guidés sur rail,
    - dans lequel un dispositif (6 ; 106) sur la voie est d'une manière propre à déterminer en tenant compte de l'emplacement (Oia) en cours de l'un respectif (Fi) des véhicules et en tenant compte au moins d'une grandeur (via, Iia) en cours, qui caractérise le statut du véhicule (Fi) respectif une prescription (vio ; Δvi) en ce qui concerne une vitesse à laquelle doit circuler le véhicule (Fi) respectif,
    - dans lequel le dispositif (6 ; 106) sur la voie est d'une manière propre à transmettre pour la régulation du véhicule (Fi) respectif un signal (Sio) contenant au moins la prescription (vio ; Δvi) en ce qui concerne la vitesse à laquelle il doit circuler et
    - dans le lequel le véhicule (Fi) respectif est constitué d'une manière propre à régler sa vitesse (vi) en fonction de la prescription (vio ; Δvi) reçue par le signal (Sio),
    caractérisé en ce que
    - un agencement (10) de capteur sur la voie est constitué d'une manière propre à relever des données (Ds.Oia, Ds.via, Ds.Iia) de détermination de l'emplacement (Oia) en cours et de la au moins une grandeur (via, Iia) en cours du véhicule respectif et à les transmettre au dispositif (6 ; 106) sur la voie,
    - un dispositif (20) de capteur embarqué sur le véhicule est constitué de manière propre à relever de manière redondante au dispositif (10) de capteur sur la voie des données (Df.Oia, Df.via, Df.Iia, Ds.Oia, Ds.via, Ds.Iia) de détermination de l'emplacement (Oia) en cours et de la au moins une grandeur (via, Iia) en cours du véhicule (Fi) respectif et les transmet au dispositif (6 ; 106) sur la voie et
    - le dispositif (6 ; 106) sur la voie est constitué de manière propre à envoyer le signal (SiO) de régulation du véhicule (Fi) respectif en fonction d'une vérification des données (Ds.Oia, Ds.via, Ds.Iia) relevées du côté de la voie par les données (Df.Oia, Df.via, Df.Iia) relevées du côté du véhicule,
    - dans lequel on détermine en fonction des données (Ds.Oia, Ds.via, Ds.Iia) relevées du côté de la voie le signal (Sio) de régulation du véhicule (Fi) respectif, lors de la vérification des données (Ds.Oia, Ds.via, Ds.Iia) relevées du côté de la voie par les données (Df.Oia, Df.via, Df.Iia) relevées du côté du véhicule.
  17. Système (2 ; 102) suivant la revendication 16,
    caractérisé en ce que
    le dispositif (10) de capteur sur la voie est constitué sous la forme d'un dispositif de capteur à fibre optique
EP17739928.4A 2016-07-29 2017-07-06 Methode et systême par la contrôle des trains ferroviaires Active EP3468855B1 (fr)

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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

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DE102005042218B4 (de) * 2005-09-05 2012-07-26 Deutsches Zentrum für Luft- und Raumfahrt e.V. Eisenbahnkollisions-Warneinrichtung
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DE102016214024A1 (de) 2018-02-01
CN109562770A (zh) 2019-04-02

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