EP3500475B1 - Procédé, système centralisé et dispositif control commande embarqué dans un véhicule pour la circulation de véhicules ferroviaires - Google Patents

Procédé, système centralisé et dispositif control commande embarqué dans un véhicule pour la circulation de véhicules ferroviaires Download PDF

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Publication number
EP3500475B1
EP3500475B1 EP17783735.8A EP17783735A EP3500475B1 EP 3500475 B1 EP3500475 B1 EP 3500475B1 EP 17783735 A EP17783735 A EP 17783735A EP 3500475 B1 EP3500475 B1 EP 3500475B1
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EP
European Patent Office
Prior art keywords
rail vehicle
vehicle
protection device
failed
train protection
Prior art date
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EP17783735.8A
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German (de)
English (en)
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EP3500475A1 (fr
Inventor
Manfred Wernicke
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3500475A1 publication Critical patent/EP3500475A1/fr
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    • 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 that travel on a route or a route network and are each equipped with a train protection device on the vehicle, and a central device that monitors the rail vehicles and is in communication with the train protection devices on the vehicle.
  • the invention is based on the object of specifying a method for operating rail vehicles which enables safe continued operation with minimal delays or hindrances even in the event of a failure of a train protection device on the vehicle.
  • a train protection device on the vehicle side of a rail vehicle hereinafter referred to as a failed rail vehicle
  • control signals are sent from the central device to a rail vehicle traveling behind the failed rail vehicle or to a rail vehicle in front of the failed rail vehicle, which enable the rail vehicle in front or behind , in particular to ask this to approach the failed rail vehicle, to couple it with it and to form a new train formation which - monitored by the on-board train protection device of the rail vehicle ahead or behind - can continue its journey.
  • a significant advantage of the method according to the invention is that in the event of a failure of a train protection device on the vehicle and in the event that a rail vehicle breaks down for this reason, the route can be cleared very easily and quickly because continued operation with the involvement of the rail vehicle ahead or behind and its functional train protection device can take place.
  • the communication connection is a radio connection and the train protection devices on the vehicle are connected to the central device by radio.
  • the track or the route network is free of track vacancy detection devices and the central device monitors the rail vehicles on the basis of the travel data, in particular position data, received from the rail vehicles via the communication link.
  • the vehicle-side train protection device of the rail vehicle traveling behind or in front is connected, according to the invention, to at least one component of the train protection device of the failed rail vehicle, and this is at least one component of the train protection device of the rail vehicle traveling behind or in front used after continuing the journey.
  • the at least one component of the train safety device of the failed rail vehicle is a train completeness checker or at least one component of the train completeness checker of the failed rail vehicle and the train safety device of the rail vehicle in front or behind the train completeness check after coupling, including the train completeness checker or at least one of them Performs train completeness check component of the train protection device of the failed rail vehicle.
  • the at least one component of the train protection device of the failed rail vehicle can alternatively, but nevertheless advantageously, be a vehicle antenna, in particular a balise antenna for communication with trackside balises.
  • the vehicle-side train protection device of the rail vehicle traveling behind or in front is connected to at least two components of the train protection device of the failed rail vehicle and these at least two components are connected to the train protection device of the rail vehicle behind or in front preceding rail vehicle can be used after the continuation of the journey, one of the at least two components being a train completeness checker or at least one component of the train completeness checking device of the failed rail vehicle and the other of the at least two components is a vehicle antenna, in particular a balise antenna for communication with trackside balises.
  • the train completeness of the entire train formation can be monitored by using the train completeness check devices of both vehicles and at the same time the balise antenna that is optimally or standardized for normal operation (e.g. according to the ERTMS / ETCS level 3) can be used.
  • the at least one component of the train protection device of the failed rail vehicle or at least one component of the train protection device of the failed rail vehicle is an operating device for operating the train protection device of the failed rail vehicle.
  • the operating device arranged in the front driver's cab of the newly formed train set can be activated or selected in an advantageous manner.
  • the failed rail vehicle is coupled to the rail vehicle traveling behind and the train protection device on the vehicle side of the rail vehicle traveling behind is coupled to the front balise antenna of the rail vehicle that has failed and / or one - in the direction of travel of both rail vehicles - seen in the direction of travel of both rail vehicles seen - is connected to the operating device located in the front driver's cab of the failed rail vehicle.
  • a data bus of the failed rail vehicle is preferably connected to a data bus of the rail vehicle traveling behind.
  • the connection between the train protection device on the vehicle side of the rail vehicle traveling behind with the front balise antenna of the failed rail vehicle as seen in the direction of travel and / or the operating device located in the front driver's cab of the failed rail vehicle is preferably carried out indirectly via the two interconnected data buses.
  • the couplings for coupling the rail vehicles are preferably automatic couplings which are automatically coupled when the rail vehicles approach each other.
  • the train protection devices on the vehicle and the central device are preferably operated in accordance with ERTMS / ETCS Level 3.
  • the invention also relates to a vehicle-side train protection device according to claim 13 for a rail vehicle, which can exchange data with a central device according to claim 12 for monitoring rail vehicles traveling on a route or a route network.
  • the train protection device on the vehicle is designed in such a way that, upon receipt of control signals that are received by the central device and enable the rail vehicle, in particular to prompt it to approach a failed rail vehicle Coupling and forming a new train formation, which - monitored by the train protection device on the vehicle - can continue its journey, outputs these control signals to an output device on the vehicle and / or forwards these control signals to a control system on the vehicle, in particular a control system that enables automated driverless driving.
  • the vehicle-side output device can, for example, be 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 rail vehicles traveling on a route or a route network and each equipped with a train protection device on the vehicle.
  • the central device is designed in such a way that, in the event of failure of an on-board train protection device of a rail vehicle, hereinafter referred to as a failed rail vehicle, it sends control signals to a rail vehicle behind the failed rail vehicle or to a rail vehicle in front of the failed rail vehicle, which enable the rail vehicle in front or behind, in particular to request it to approach the failed rail vehicle, to couple it with it and to form a new train formation which - monitored by the on-board train protection device of the rail vehicle in front or behind - can continue its journey.
  • a failed rail vehicle it sends control signals to a rail vehicle behind the failed rail vehicle or to a rail vehicle in front of the failed rail vehicle, which enable the rail vehicle in front or behind, in particular to request it to approach the failed rail vehicle, to couple it with it and to form a new train formation which - monitored by the on-board train protection device of the rail vehicle in front or behind - can continue its journey.
  • the Figure 1 shows an arrangement 10 which comprises rail vehicles 30, 40 and 50 traveling on a route 20 as well as a central device 60.
  • the central device 60 monitors the rail vehicles 30, 40 and 50 and is responsible for this On-board train protection devices for rail vehicles 30, 40 and 50 in a radio link.
  • the on-board train protection devices are in the Figure 1 not shown in more detail for reasons of clarity.
  • the central device 60 can transmit control signals S via the radio link, which determine the driving operation of the respective rail vehicle, in particular determine the respective speed of the rail vehicle.
  • the rail vehicles 30, 40 and 50 can each transmit travel data D via the radio link, which can be position data and speed data, for example.
  • the central device 60 can determine an optimal driving mode, in which a maximum speed for the rail vehicles 30, 40 and 50 in compliance with specified safety requirements, in particular specified 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 GSM-R mobile radio network released for rail 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 ERTMS / ETCS level 3 standard.
  • FIG 2 is an example of a situation in which the vehicle-side train protection device of the Figure 2 middle rail vehicle 40 has failed. In the event of such a failure of the train protection device on the vehicle, the rail vehicle 40 will stop for safety reasons and remain on the route 20.
  • the central device 60 will determine that there is no longer any communication connection or radio connection to the rail vehicle 40 and will conclude from this that the rail vehicle 40 has stopped on the route 20. In such a case, the rail vehicle 30 traveling behind must be informed by means of the control signals S that the route 20 is blocked and accordingly the speed of the rail vehicle 30 traveling behind must be reduced in good time. Accordingly, the central device 60 will transmit control signals S to the vehicle-side train protection device of the rail vehicle 30 traveling behind, with which the rail vehicle 30 will reliably prevent the rail vehicle 30 from colliding with the broken-down rail vehicle 40.
  • the central device 60 will also determine the manner in which the broken-down rail vehicle 40 is to be removed from the route 20. For example, the central device 60 can determine that the rail vehicle 30 traveling behind it is to be coupled to the failed rail vehicle 40 in order to form a new train formation that is operated and monitored by the train protection device of the functional rail vehicle 30 on the vehicle.
  • the Figure 3 shows, by way of example, that the rail vehicle 30 is approaching the failed or broken-down rail vehicle 40 at a reduced speed. The rail vehicle 50 traveling ahead can, however, continue its journey undisturbed.
  • the Figure 4 shows the two rail vehicles 30 and 40 after they have been coupled and a new train formation has been formed, which can continue its journey along the direction of travel F monitored and controlled by the train protection device of the rail vehicle 30 on the vehicle.
  • FIG. 3 shows an exemplary embodiment for a rail vehicle 100 which can be used as each of the rail vehicles 30, 40 and 50 according to FIGS Figures 1 to 4 can be used.
  • the vehicle 100 has a train protection device 200 on the vehicle side, which comprises an antenna 210, a control device 220, an operating device 230 arranged in the driver's cab 101 of the vehicle 100, a front balise antenna 240 arranged in the front area of the rail vehicle 100 and a train completeness checker 250.
  • the control device 220, the operating device 230, the balise antenna 240 and the train completeness checking device 250 are preferably connected to one another via a data bus 110 of the rail vehicle 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 to one another when coupling the rail vehicle 100 to identical or similar rail vehicles.
  • the Figure 6 shows the train protection device 200 during operation; the signals or data flowing via the data bus 110 and the antenna line between the control device 220 and the antenna 210 are shown in FIG Figure 6 symbolized by circles.
  • the Figure 7 shows the two rail vehicles 30 and 40 according to FIG Figure 4 after they have been coupled together and have formed a common train set. It becomes exemplary it is assumed that the rail vehicles 30 and 40 are connected to the rail vehicle 100 according to FIGS Figures 5 and 6 are structurally identical or at least similar, at least with regard to the components of the train protection device 200.
  • the control device 220 of the pulling device 200 of the rail vehicle 30 traveling behind is designed in such a way that it reconfigures the train safety device 200 after coupling the two rail vehicles 30 and 40 or after connecting the data buses 110 of the two rail vehicles 30 and 40.
  • the control device 220 of the pulling device 200 of the rail vehicle 30 traveling behind will connect to the operating device 230, which is arranged in the driver's cab 101 of the rail vehicle 40 in front.
  • the control device 220 of the pulling device 200 of the rail vehicle 30 traveling behind will connect to the front balise antenna 240 and the train completeness checking device 250 of the train safety device 200 of the front rail vehicle 40.
  • the data traffic between the components of the train protection devices 200 of the two rail vehicles 30 and 40 after the reconfiguration by the control device 220 of the rail vehicle 30 is in FIG Figure 7 symbolized by circles.
  • control device 220 is switched to the train completeness checking devices 250 of both rail vehicles 30 and 40 access.
  • the reconfiguration of the train protection device 200 of the rail vehicle 30 traveling behind it forms a new train protection device 200 ′, which is composed of components of the train protection device 200 of the rail vehicle 30 traveling behind it and of components of the failed rail vehicle 40.
  • the reconfiguration and the formation of the new train protection device 200 ' make it possible to continue operating the train set in accordance with the standards at the maximum permissible speed. In other words, it is also possible to route 20 according to FIGS Figures 1 to 4 continue to operate at maximum speed.
  • the Figure 8 shows another variant of the method for clearing the route 20 in the case of FIG Figure 2 failure state shown. It can be seen that the central device 60 has selected the rail vehicle 50 traveling ahead to form a train set with the failed rail vehicle 40.
  • the central device 60 will transmit control signals S to the rail vehicle 30 traveling behind it, which ensure that the rail vehicle 30 will not collide with the broken down or broken down rail vehicle 40.
  • the central device 60 will transmit control signals S to the rail vehicle 50, which requests it to drive back to the failed rail vehicle 40, to couple with it and to form a new common train formation and to continue its journey along the direction of travel F within the framework of the new train formation .
  • the Figure 9 shows the operating state after the rail vehicles 40 and 50 have formed the common train set, which continues its journey along the direction of travel F.
  • FIG 10 is analogous to Figure 7 the train formation formed after the rail vehicles 40 and 50 have been coupled together and the new train protection device 200 'formed by a reconfiguration of the components of the train protection devices 200 of the two rail vehicles 40 and 50.
  • the data traffic within the new train protection device 200 'after the reconfiguration is symbolized by circles.
  • the new train protection device 200 ′ uses the front balise antenna 240 and the operating device 230 of the front rail vehicle 50; of the rear rail vehicle 40, only the train completeness checking device 250 is used. By using the train completeness checking devices 250 of both rail vehicles 40 and 50, it can be checked whether both rail vehicles 40 and 50 and thus the train formation as a whole are complete.
  • the reconfiguration of the train protection device 200 of the rail vehicle 50 ahead creates a new train protection device 200 ′, which is composed of a component of the train protection device 200 of the rail vehicle 40 traveling behind it and also of the components of the rail vehicle 50 traveling in front.
  • the reconfiguration and the formation of the new train protection device 200 ' make it possible to continue operating the train set in accordance with the standards at the maximum permissible speed. In other words, it is also possible to route 20 according to FIGS Figures 1 to 2 continue to operate at maximum speed.
  • FIG. 3 shows an exemplary embodiment of a control device 220 which is used in the train protection device 200 according to FIGS Figures 5, 6, 7 and 10 can be used.
  • the control device 220 has a GSM-R mobile radio communication module 221 which is connected to 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 defines the normal operation of the control device 220 or the train protection device 200 in the error-free case.
  • the memory 223 also contains a reconfiguration software module UKM which is activated in the event of a failure of another rail vehicle and an imminent coupling process to form a new train formation.
  • the reconfiguration software module UKM determines the mode of operation of the control device 220 when control signals S are received from the central device 60 which request coupling to another vehicle.
  • the reconfiguration software module UKM will carry out the reconfiguration of the train protection devices 200 in order to form a new train protection device 200 'for the newly formed train set, as exemplified in connection with FIGS Figures 5 to 7 and 10 has been explained above.
  • the Figure 12 shows an embodiment of a central device 60, which is used to carry out the in connection with the Figures 1 to 10 described control method or operating method for operating rail vehicles can be used.
  • 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 are stored, which are obtained from the rail vehicles traveling on the route 20 to be monitored.
  • the memory 630 stores the Control signals S are stored that have been or are being sent to the rail vehicles.
  • a control software module NBZ which defines the normal operation of the central device 60, is also stored in the memory 630.
  • a coupling operating software module K is located in the memory 630, which determines the operation of the central device 60 in the event of a failure of a train protection device on the vehicle and in particular regulates the coupling of rail vehicles to form a new train formation.

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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 (13)

  1. Procédé pour faire fonctionner
    - des véhicules (30, 40, 50) ferroviaires qui circulent sur une voie (20) ou sur un réseau de voies et qui sont équipés respectivement d'un dispositif (200) d'arrêt des trains embarqué sur le véhicule, et
    - d'un dispositif (60) central, qui contrôle les véhicules (30, 40, 50) ferroviaires et qui est respectivement dans une liaison de communication avec les dispositifs (200) d'arrêt des trains embarqués sur les véhicules, dans lequel
    si un dispositif (200) d'arrêt des trains embarqué sur un véhicule (40) ferroviaire est défaillant, dénommé dans ce qui suit véhicule (40) ferroviaire défaillant, il est envoyé par le dispositif (60) central à un véhicule (30, 50) ferroviaire circulant derrière le véhicule (40) ferroviaire défaillant ou à un véhicule (30, 50) ferroviaire circulant devant le véhicule (40) ferroviaire défaillant des signaux (S) de commande, qui permettent au véhicule (30, 50) ferroviaire circulant devant ou circulant derrière, notamment en l'y invitant, de se rapprocher du véhicule (40) ferroviaire défaillant, de s'accoupler à celui-ci et de former un nouveau convoi qui - contrôlé par le dispositif (200) d'arrêt des trains embarqué sur le véhicule (30, 50) ferroviaire circulant devant ou circulant derrière - peut continuer son trajet,
    caractérisé en ce que
    à l'accouplement du véhicule (40) ferroviaire défaillant au véhicule (30, 50) ferroviaire circulant derrière ou circulant devant, on relie le dispositif (200) d'arrêt des trains embarqué sur le véhicule (30, 50) ferroviaire circulant derrière ou circulant devant à au moins un composant du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant et on utilise ce au moins un composant du dispositif (200) d'arrêt des trains du véhicule (30, 50) ferroviaire circulant derrière ou circulant devant à la poursuite du trajet.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    - la liaison de communication est une liaison radio et
    - les dispositifs (200) d'arrêt des trains embarqués sur les véhicules sont en liaison par radio avec le dispositif (60) central.
  3. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    les voies (20) ou le réseau de voies est sans dispositif de contrôle de libération de la voie et le dispositif (60) central effectue le contrôle des véhicules (30, 40, 50) ferroviaires à l'aide des données (D), notamment des données de position, obtenues des véhicules (30, 40, 50) ferroviaires.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    - le au moins un composant du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant est un dispositif (250) de contrôle de l'intégralité du véhicule (40) ferroviaire défaillant et
    - le dispositif (200) de contrôle des trains du véhicule (30, 50) ferroviaire circulant derrière ou circulant devant effectue le contrôle de l'intégralité après l'accouplement en incluant le dispositif (250) de contrôle de l'intégralité du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant.
  5. Procédé suivant l'une des revendications 1 à 3,
    caractérisé en ce que
    le au moins un composant du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant est une antenne de véhicule, notamment une antenne (240) de balise de communication avec des balises sur la voie.
  6. Procédé suivant l'une des revendications 1 à 3,
    caractérisé en ce que
    à l'accouplement du véhicule (40) ferroviaire défaillant avec le véhicule (30, 50) ferroviaire circulant derrière ou circulant devant, on relie le dispositif (200) d'arrêt des trains embarqué sur le véhicule (30, 50) ferroviaire circulant derrière ou circulant devant à au moins deux composants du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant et on utilise ces au moins deux composants par le dispositif (200) d'arrêt des trains du véhicule (30, 50) ferroviaire circulant derrière ou circulant devant à la poursuite du trajet,
    - dans lequel l'un des au moins deux composants est un dispositif (250) de contrôle de l'intégralité du véhicule (40) ferroviaire défaillant et
    - dans lequel l'autre des au moins deux composants est une antenne de véhicule, notamment une antenne (240) de balise de communication avec des balises sur la voie.
  7. Procédé suivant l'une des revendications 1 à 3,
    caractérisé en ce que
    le au moins un composant du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant ou au moins un composant du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant est un dispositif (230) de manœuvre pour manœuvrer le dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant.
  8. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on accouple le véhicule (40) ferroviaire défaillant au véhicule (30) ferroviaire circulant derrière et on relie le dispositif (200) d'arrêt des trains embarqué sur le véhicule (30) ferroviaire circulant derrière à l'antenne (240) de balise avant - considéré dans le sens (F) de circulation des deux véhicules (30, 40) ferroviaires - du véhicule (40) ferroviaire défaillant et/ou à un dispositif (230) de manœuvre se trouvant dans la cabine (101) de conducteur avant - considéré dans le sens (F) de circulation des deux véhicules (30, 40) ferroviaires - du véhicule (40) ferroviaire défaillant.
  9. Procédé suivant la revendication 8,
    caractérisé en ce que
    dans le cadre de l'accouplement des véhicules (30, 40) ferroviaires, on relie un bus (100) de données du véhicule (40) ferroviaire défaillant à un bus (100) de données du véhicule (30) ferroviaire circulant derrière et la liaison entre le dispositif (200) d'arrêt des trains embarqués sur le véhicule (30) ferroviaire circulant derrière à l'antenne (240) de balise avant, considéré dans le sens (F) de circulation, du véhicule (40) ferroviaire défaillant et/ou avec le dispositif (230) de manœuvre, se trouvant dans la cabine (101) de conducteur avant du véhicule (40) ferroviaire défaillant, s'effectue indirectement par les deux bus (100) de données reliés l'un à l'autre.
  10. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    les accouplements (120, 130) pour l'accouplement des véhicules (30, 40, 50) ferroviaires sont des accouplements (120, 130) automatiques, qui sont accouplés automatiquement lorsque les véhicules (30, 40, 50) ferroviaires arrivent l'un sur l'autre.
  11. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on fait fonctionner les dispositifs (200) d'arrêt des trains embarqués et le dispositif (60) central suivant le niveau 3 de ERTMS/ETCS.
  12. Dispositif (60) central de commande de véhicules (30, 40, 50) ferroviaires circulant sur une voie (20) ou sur un réseau de voies et équipés chacun d'un dispositif (200) d'arrêt des trains embarqués sur le véhicule, dans lequel le dispositif (60) central est constitué de manière à envoyer par le dispositif (60) central à un véhicule (30, 50) ferroviaire circulant derrière le véhicule (40) ferroviaire défaillant ou à un véhicule (30, 50) ferroviaire circulant devant le véhicule (40) ferroviaire défaillant des signaux (S) de commande, qui permettent au véhicule (30, 50) ferroviaire circulant devant ou circulant derrière, notamment en l'y invitant, de se rapprocher du véhicule (40) ferroviaire défaillant, de s'accoupler à celui-ci et de former un nouveau convoi qui - contrôlé par le dispositif (200) d'arrêt des trains embarqués sur le véhicule (30, 50) ferroviaire circulant devant ou circulant derrière - peut continuer son trajet,
    caractérisé en ce que
    à l'accouplement du véhicule (40) ferroviaire défaillant au véhicule (30, 50) ferroviaire circulant derrière ou circulant devant, on relie le dispositif (200) d'arrêt des trains embarqués sur le véhicule (30, 50) ferroviaire circulant derrière ou circulant devant à au moins un composant du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant et on utilise ce au moins un composant du dispositif (200) d'arrêt des trains du véhicule (30, 50) ferroviaire circulant derrière ou circulant devant à la poursuite du trajet.
  13. Dispositif (200) d'arrêt des trains embarqués sur un véhicule (30, 40, 50) ferroviaire, qui peut échanger des données avec un dispositif (60) central de contrôle de véhicules (30, 40, 50) ferroviaires circulant sur une voie (20) ou sur un réseau de voies, dans lequel
    le dispositif (200) d'arrêt des trains embarqué sur un véhicule est conformé de manière à permettre à la réception de signaux (S) de commande, qui sont reçus du dispositif (60) central et qui permettent au véhicule (30, 50) ferroviaire, notamment en l'y invitant, de se rapprocher d'un véhicule (40) ferroviaire défaillant, de s'accoupler à celui-ci et de former un nouveau convoi de trains qui - contrôlé par le dispositif (200) d'arrêt des trains embarqué sur le véhicule - peut continuer son trajet, d'émettre ces signaux (S) de commande vers un dispositif de sortie embarqué sur le véhicule et/ou d'acheminer ces signaux (S) de commande à un système de commande embarqué sur le véhicule,
    caractérisé en ce que
    à l'accouplement du véhicule (40) ferroviaire défaillant au véhicule (30, 50) ferroviaire circulant derrière ou circulant devant, on relie le dispositif (200) d'arrêt des trains embarqué sur le véhicule (30, 50) ferroviaire circulant derrière ou circulant devant à au moins un composant du dispositif (200) d'arrêt des trains du véhicule (40) ferroviaire défaillant et on utilise ce au moins un composant du dispositif (200) d'arrêt des trains du véhicule (30, 50) ferroviaire circulant derrière ou circulant devant à la poursuite du trajet.
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)

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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

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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
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

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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
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