EP3500475A1 - Procédé permettant de faire fonctionner des véhicules ferroviaires - Google Patents

Procédé permettant de faire fonctionner des véhicules ferroviaires

Info

Publication number
EP3500475A1
EP3500475A1 EP17783735.8A EP17783735A EP3500475A1 EP 3500475 A1 EP3500475 A1 EP 3500475A1 EP 17783735 A EP17783735 A EP 17783735A EP 3500475 A1 EP3500475 A1 EP 3500475A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
vehicle
failed
rail
train
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
EP17783735.8A
Other languages
German (de)
English (en)
Other versions
EP3500475B1 (fr
Inventor
Manfred Wernicke
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 EP3500475A1 publication Critical patent/EP3500475A1/fr
Application granted granted Critical
Publication of EP3500475B1 publication Critical patent/EP3500475B1/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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails
    • B61L23/28—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using non-automatic blocking from a place along the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween

Definitions

  • the invention relates to a method for operating rail vehicles, which run on a route or a route network and are each equipped with a vehicle-side train protection device, and a central device that monitors the rail vehicles and with the vehicle-mounted train control devices in each case Communication connection is.
  • the invention has for its object to provide a method for operating rail vehicles, which even in the event of failure of a vehicle-side Werner-device-device allows safe continued operation with minimal delays or disabilities.
  • the invention provides that in the event of failure of a vehicle-side train protection device of a rail vehicle, hereinafter referred to as failed rail vehicle, be sent from the central device to a behind the failed rail vehicle trailing or leading to the failed rail vehicle rail vehicle control signals that allow the preceding or trailing rail vehicle in particular, encourage them to approach, inter-connect with the failed railcar and to form a new train which can continue its journey, supervised by the on-board train control system of the preceding or following rail vehicle.
  • failed rail vehicle in the event of failure of a vehicle-side train protection device of a rail vehicle, hereinafter referred to as failed rail vehicle, be sent from the central device to a behind the failed rail vehicle trailing or leading to the failed rail vehicle rail vehicle control signals that allow the preceding or trailing rail vehicle in particular, encourage them to approach, inter-connect with the failed railcar and to form a new train which can continue its journey, supervised by the on-board train control system of the preceding or following rail vehicle.
  • An essential advantage of the method according to the invention is that in the event of a failure of a vehicle-side train protection device and in the case of a triggered for this reason lying of a rail vehicle a very simple and fast clearing of the route can be achieved because a further operation including the vo ⁇ outgoing or trailing rail vehicle and its functioning train protection device can be done.
  • the communication connection is a radio link and the vehicle-side train control devices are in communication with the central device via radio.
  • the route or the route network is free of track vacancy and the central device performs the monitoring of the rail vehicles based on the obtained from the rail vehicles via the communication connection driving data, in particular position data.
  • the on-board train control device of the trailing or leading rail vehicle is preferably connected to at least one component of the train protection device of the failed rail vehicle, and it is preferably this at least one component of the Glasommeseinrich ⁇ tion of the hinterher- or preceding rail vehicle after the continuation of the journey.
  • the at least one component of the train protection device of the failed rail vehicle may alternatively, but still advantageously, a vehicle antenna, in particular a Baiisenantenne for communication with trackside
  • the vehicle-side Wernersein ⁇ direction of hinterher- or preceding vehicle is connected to at least two components of the train protection device of the failed rail vehicle when pairing the failed rail vehicle with the trailing or leading rail vehicle and these at least two components of the train protection ⁇ device of the trailing or preceding rail vehicle to be used after the continuation of the journey, wherein one of the at least two components a Werompl Plixs- testing device or at least one component of Buchvoll ⁇ constancy testing device of the failed rail vehicle and the other of the at least two components is a vehicle antenna, in particular a Baiisenantenne for communication with trackside balises.
  • the at least one component of the train protection device of the failed rail vehicle or at least one component of the Switzerlandommesein ⁇ direction of the failed rail vehicle is an operating device for operating the train protection device of the failed rail vehicle.
  • the arranged in the front cab of the train formation newly formed operating device can be acti ⁇ fourth or selected.
  • the precipitated rail vehicle verkuppelt with the after-propelled railway vehicle and the vehicle-side train control of behind rail vehicle with the - seen in the direction of both rail vehicle - front Baiisenantenne the failed rail vehicle and / or - seen in the direction of travel of both rail vehicles - in the front cab of the failed rail vehicle befindli ⁇ Chen operating device is connected.
  • the rail vehicles is preferably a data bus of the failed rail vehicle with a data bus of the trailing rail vehicle ver ⁇ tied.
  • the connection between the vehicle-side train protection device of the trailing rail vehicle with the front Baiisenantenne seen in the direction of travel of the failed rail vehicle and / or the Be ⁇ dien issued located in the front cab of the failed rail vehicle preferably takes place indirectly via the two interconnected data buses.
  • the couplings for coupling the rail vehicles are preferably automatic couplings, which are automatically verkuppelt when moving together of the rail vehicles.
  • the on-board train control facilities and the central facility are preferably operated in accordance with ERTMS / ETCS Level 3.
  • the invention also relates to a vehicle-side train protection device for a rail vehicle, which can exchange data with a central device for monitoring rail vehicles traveling on a route or a route network.
  • the vehicle-mounted Switzerlandsiche ⁇ tion device is configured such that they on Emp ⁇ catch of control signals that are received by the central device and allow the rail vehicle, in particular ⁇ this special request to one approached rail vehicle, with this verkuppeln and ei ⁇ NEN train new form, which - monitored by the vehicle-side train protection device - continue its journey, outputs these control signals to a vehicle-side output device and / or these control signals to a vehicle-side control system, in particular a one automatic ⁇ overbased, driverless allows forming control system wei ⁇ ter matter.
  • the vehicle-side output device may be, for example, a display which is arranged in the driver's cab and can be read by a driver of the rail vehicle.
  • the invention also relates to a central ⁇ device for monitoring on a route or a route network driving and equipped with a respective vehicle-side train protection rail vehicles.
  • the invention provides that the central device is formed such that they are called in case of failure of an onboard Switzerlandsi ⁇ cherungs Rhein of a rail vehicle, hereinafter Removing fallen rail vehicle to a after traveling behind the fallen from ⁇ rail vehicle or to a failed before the rail vehicle
  • Removing fallen rail vehicle to a after traveling behind the fallen from ⁇ rail vehicle or to a failed before the rail vehicle
  • In front of the rail vehicle sends control signals that allow the preceding or trailing rail vehicle, in particular this request to approach the failed rail vehicle, with this verkuppeln and form a new train that - monitored by the vehicle-side train protection device of the preceding or behind the rail vehicle - can continue its journey.
  • FIG. 1 an exemplary embodiment of a method for operating rail vehicles in the event of a failure of a vehicle-side train protection device
  • 5 shows an exemplary embodiment of a vehicle-side train protection device which can be used in the vehicles according to FIGS. 1 to 4
  • FIG. 6 shows schematically the data traffic between the components of the train protection device according to FIG.
  • FIG. 7 shows an automatic reconfiguration of the Werner ⁇ tion device of a trailing rail vehicle, after this has been coupled with a failed ⁇ nen preceding rail vehicle to form a common train
  • Fig. 8-10 the operation of rail vehicles, in the event of failure of a vehicle-side Werner ⁇ tion device of a vehicle, the vehicle in front is used to form a common train
  • Figure 11 shows an embodiment of a control device which can be used in a vehicle-side train control device, in particular the schseiti ⁇ gen command infrastructure according to the figures 5 to 7 and 10, and
  • Figure 12 shows an embodiment of the construction of a center ⁇ ral Nur that is suitable for controlling rail vehicles.
  • FIG. 1 shows an arrangement 10 which comprises rail vehicles 30, 40 and 50 traveling on a route 2 and a central device 60.
  • the central device 60 monitors the rail vehicles 30, 40 and 50 and is available for this purpose on-board train control devices of rail vehicles 30, 40 and 50 in a radio link.
  • the vehicle-side train protection devices are not shown in detail in FIG. 1 for reasons of clarity.
  • the central device 60 can transmit control signals S which determine the driving mode of the respective rail vehicle, in particular determine the respective Ge ⁇ speed of the rail vehicle.
  • the rail vehicles 30, 40 and 50 can transmit travel data D via the radio link, which may be, for example, position data and speed data.
  • the central device 60 can determine an optimum driving operation, in which a maximum speed for the rail vehicles 30, 40 and 50, while maintaining predetermined safety requirements, in particular predetermined distances between the rail vehicles 30, 40 and 50, along the direction of travel F in Figure 1 is achieved.
  • the radio connection between the central device 60 and the rail vehicles 30, 40 and 50 can take place, for example, via the mobile radio network GSM-R released for railway traffic; the control of the rail vehicles 30, 40 and 50 by the central device 60 is preferably carried out in accordance with the specifications of the standard ERTMS / E CS Level 3.
  • FIG. 2 shows by way of example a situation in which the vehicle-side train protection device of the middle rail vehicle 40 in FIG. 2 has failed.
  • the central processing device 60 will detect that no communication connection or radio connection to the rail vehicle 40 is more and conclude that the rails ⁇ vehicle is stopped on the track 20 40th.
  • the central device 60 will transmit control signals S to the vehicle-side train protection device of the trailing rail vehicle 30, with which a collision of the rail vehicle 30 on the lying ⁇ remaining rail vehicle 40 is reliably prevented.
  • the central device 60 will also specify how the stowed rail vehicle 40 is to be removed from the track 20.
  • the central device 60 may specify that the underlying rail vehicle 30 should be coupled with the failed rail vehicle 40 to form a new train that is operated and monitored by the onboard train control facility of the operational rail vehicle 30.
  • Such an embodiment variant is explained below in connexion with ⁇ to the figures 3 to 4 in more detail:
  • the trailing rail vehicle 30 has already approached the failed rail vehicle 40, so that a coupling process with the failed rail vehicle 40 can be prepared by using the control signals S of the central device 60.
  • 4 shows the two rail vehicles 30 and 40 after they have been verkuppelt and a new train has been formed, the monitored and controlled by the vehicle-side train protection device of the rail vehicle 30 can continue its journey along the direction of travel F.
  • FIG. 5 shows an exemplary embodiment of a rail vehicle ⁇ 100 that may be used as each of the rail vehicles 30, 40 and 50 according to Figures 1 to. 4
  • Vehicle 100 has a vehicle-side Buchommeseinrich ⁇ device 200, which comprises an antenna 210, a control device 220, an arranged in the cab 101 of the vehicle 100 control device 230, arranged in the front region of the rail vehicle 100 front Baiisenantenne 240 and a Switzerlandvoll pretechniksprüf adopted 250.
  • a vehicle-side Buchommeseinrich ⁇ device 200 which comprises an antenna 210, a control device 220, an arranged in the cab 101 of the vehicle 100 control device 230, arranged in the front region of the rail vehicle 100 front Baiisenantenne 240 and a Switzerlandvoll pretechniksprüf proposed 250.
  • the control device 220, the operating device 230, the Baiisenantenne 240 and the Switzerland Kunststofferich- device 250 are preferably connected to each other via a data bus 110 of the rail ⁇ nenproofs 100.
  • the data bus 110 extends in the rail vehicle 100 from a rear coupling 120 to a front coupling 130 of the rail vehicle 100. It is thus possible to connect the data buses together when coupling the rail vehicle 100 with structurally identical rail vehicles.
  • FIG. 6 shows the train control device 200 during operation; the current flowing through the data bus 110 as well as the antennas ⁇ line between the control device 220 and the antenna 210 and data signals are symbolized in Figure 6 by circles.
  • Figure 7 shows that the controller 220 is configured of the coupling device 200 of the behind rail vehicle 30 such that it for a Verkup ⁇ PelN of the two rail vehicles 30 and 40 a reconfiguration 30 and 40 and after connecting the data buses 110 of the two rail vehicles the train control device 200 performs.
  • the control device 220 of the traction device 200 of the trailing rail vehicle 30 will connect to the operating device 230, which is arranged in the guide 101 of the front rail vehicle 40.
  • the control device 220 of the traction device 200 of the trailing rail vehicle 30 will connect to the front beacon antenna 240 as well as the train completion check device 250 of the train control device 200 of the front rail vehicle 40.
  • the new configuration of the tension-securing device 200 of the rail vehicle 30 traveling behind forms a new train-securing device 200 ', which consists of components of the train-securing device 200 of the
  • FIG. 8 shows another variant of the method for clearing the route 20 in the case of the failure state shown in FIG. It can be seen that the central unit 60 has selected the preceding rail vehicle 50 to form a train association with the failed rail vehicle 40.
  • the central device 60 will transmit control signals S to the trailing rail vehicle 30, which will ensure that the rail vehicle 30 will not drive onto the stalled rail vehicle 40.
  • the central device 60 will transmit control signals S to the rail vehicle 50 asking it to drive back to the failed rail vehicle 40, pair with it and form a new common train and continue its travel along the direction F as part of the new train
  • 9 shows the operation state after the rails ⁇ vehicles 40 and 50, the common train formed ha ⁇ ben, which continues its journey along the direction of travel F.
  • FIG. 10 shows, analogously to FIG. 7, the train formation formed after the rail vehicles 40 and 50 are coupled together, and the new train protection device 200 'formed by reconfiguration of the components of the train protection devices 200 of the two rail vehicles 40 and 50.
  • FIG. 11 shows an exemplary embodiment of a control device 220 that can be used in the train control device 200 according to FIGS. 5, 6, 7 and 10.
  • the control device 220 has a GSM-R Mobilfunkkommuni- cation module 221, which communicates with a computer device 222.
  • the computer device 222 is also connected to a memory 223 in which the travel data D of the respective rail vehicle, the control signals S received from the central device 60 and a normal operating software module NB are stored.
  • the normal operating software module NB determines the normal operation of the control device 220 or the train control device 200 in the fault-free case.
  • In the memory 223 is also a
  • Umkonfigurationssoftwaremodul UKM which is activated in the event of Aus ⁇ if another rail vehicle and an impending coupling process to form a new train association.
  • the reconfiguration software module UKM determines the operation of the controller 220 when control signals S are received from the central device 60 requesting to be coupled with another vehicle. In particular, the reconfiguration software module UKM becomes the
  • FIG. 12 shows an exemplary embodiment of a central device 60 which can be used to carry out the control method or operating method described in connection with FIGS. 1 to 10 for operating rail vehicles.
  • the central device 60 comprises a GSM-R communication device 610 which is connected to a computing device 620.
  • the computing device 620 is also connected to a memory 630, in which the travel data D, which are obtained from the rail vehicles to be monitored on the track 20 to be monitored.
  • the Control signals S stored, which have been sent to the rail vehicles or be sent.
  • a control software module NBZ is additionally stored, which determines the normal operation of the Moneinrich ⁇ device 60.
  • a dome operating software module K is located in the memory 630, which determines the operation of the central device 60 in the event of the failure of a vehicle-side train protection device and in particular regulates the coupling of rail vehicles to form a new train.
  • the exemplary ⁇ be required in connection with the Figures 1 to 10 process is particularly suitable for use in automated driverless operation.

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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)

Abstract

L'invention concerne entre autres un procédé permettant de faire fonctionner des véhicules ferroviaires (30, 40, 50) qui circulent sur un tronçon (20) ou un réseau ferroviaire et sont équipés respectivement d'un dispositif de protection de train (200) côté véhicule et d'un dispositif central (60) qui surveille les véhicules ferroviaires (30, 40, 50) et est respectivement en liaison de communication avec les dispositifs de protection de train (200) côté véhicule. Selon l'invention, en cas de panne d'un dispositif de protection de train (200), côté véhicule, d'un véhicule ferroviaire (40), appelé ci-après véhicule ferroviaire (40) en panne, des signaux de commande (S) sont envoyés à partir du dispositif central (60) jusqu'à un véhicule ferroviaire (30, 50) suivant le véhicule ferroviaire (40) en panne ou jusqu'à un véhicule ferroviaire (30, 50) circulant devant le véhicule ferroviaire (40) en panne, lesquels signaux de commande permettent au véhicule ferroviaire (30, 50) à l'avant ou suivant, en particulier imposent à ce dernier, de se rapprocher du véhicule ferroviaire (40) en panne, de s'atteler à celui-ci et de former un nouveau convoi ferroviaire qui peut poursuivre sa route de manière surveillée par le dispositif de protection de train (200), côté véhicule, du véhicule ferroviaire (30, 50) à l'avant ou suivant.
EP17783735.8A 2016-10-17 2017-09-22 Procédé, système centralisé et dispositif control commande embarqué dans un véhicule pour la circulation de véhicules ferroviaires Active EP3500475B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016220215.4A DE102016220215A1 (de) 2016-10-17 2016-10-17 Verfahren zum Betreiben von Schienenfahrzeugen
PCT/EP2017/073975 WO2018072966A1 (fr) 2016-10-17 2017-09-22 Procédé permettant de faire fonctionner des véhicules ferroviaires

Publications (2)

Publication Number Publication Date
EP3500475A1 true EP3500475A1 (fr) 2019-06-26
EP3500475B1 EP3500475B1 (fr) 2021-10-27

Family

ID=60083254

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17783735.8A Active EP3500475B1 (fr) 2016-10-17 2017-09-22 Procédé, système centralisé et dispositif control commande embarqué dans un véhicule pour la circulation de véhicules ferroviaires

Country Status (4)

Country Link
EP (1) EP3500475B1 (fr)
DE (1) DE102016220215A1 (fr)
ES (1) ES2903404T3 (fr)
WO (1) WO2018072966A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109664923B (zh) * 2017-10-17 2021-03-12 交控科技股份有限公司 基于车车通信的城市轨道交通列控系统
DE102018215697A1 (de) 2018-09-14 2020-03-19 Siemens Mobility GmbH Automatisiertes fahrzeugseitiges Steuerungssystem für ein Schienenfahrzeug
DE102019217899B4 (de) * 2019-11-20 2021-08-26 Bombardier Transportation Gmbh Externes Ansteuern eines Schienenfahrzeugs zum Herstellen einer Kupplungsbereitschaft
DE102022202245A1 (de) 2022-03-04 2023-09-07 Siemens Mobility GmbH Anordnung zur Steuerung einer Zugkonfiguration

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007039687A1 (de) * 2007-08-22 2009-03-05 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung zur Durchführung eines Kupplungsvorganges
NO2777285T3 (fr) * 2014-04-04 2018-01-13
NO2748793T3 (fr) * 2014-04-08 2018-03-10
DE102014210190A1 (de) * 2014-05-28 2015-12-03 Siemens Aktiengesellschaft Fahrerlaubnis für ein Schienenfahrzeug
US20160090112A1 (en) * 2014-09-29 2016-03-31 General Electric Company Vehicle control system and method

Also Published As

Publication number Publication date
ES2903404T3 (es) 2022-04-01
DE102016220215A1 (de) 2018-04-19
WO2018072966A1 (fr) 2018-04-26
EP3500475B1 (fr) 2021-10-27

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