EP3509925B1 - Procédé de réalisation d'un message de passage d'un point sur une section de voie par un train roulant - Google Patents

Procédé de réalisation d'un message de passage d'un point sur une section de voie par un train roulant Download PDF

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Publication number
EP3509925B1
EP3509925B1 EP17783695.4A EP17783695A EP3509925B1 EP 3509925 B1 EP3509925 B1 EP 3509925B1 EP 17783695 A EP17783695 A EP 17783695A EP 3509925 B1 EP3509925 B1 EP 3509925B1
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EP
European Patent Office
Prior art keywords
train
route point
route
track
point
Prior art date
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Active
Application number
EP17783695.4A
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German (de)
English (en)
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EP3509925A1 (fr
Inventor
Alfred Veider
Jean-Pierre Klein
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Thales Austria GmbH
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Thales Austria GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • 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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the invention relates to a method for creating a route point passage report by a moving train according to the preamble of claim 1.
  • a route or a route section is therefore monitored by a signal box or a radio block center, which, if necessary, issue a route clearance for a train.
  • WO 03/013935 A1 describes a purely train-side system for determining the integrity of a train and for creating a track vacancy report. An arbitrary or freely selectable point on the route is selected and a check is made to determine whether this freely selectable point has been completely passed by the train, whereupon a corresponding message is sent to an RBC.
  • the DE 10 2013 101 927 A1 describes a system for determining a track vacancy detection, but using permanently installed balises on the track side.
  • the object of the invention is therefore a method of the type mentioned at the beginning indicate with which the disadvantages mentioned can be avoided, with which operation of a line on mainline railways without trackside sensors is possible, and which is compatible with the release of a route section by a signal box or a radio block center.
  • track-side sensor systems for monitoring track sections can be essentially completely dispensed with.
  • both the technical and the financial outlay for building and operating a track for mainline railways can be reduced considerably.
  • the operational processes can essentially be kept unchanged. Essentially, no changes to a signal box or radio block center are required.
  • combined operation with existing track circles and / or axle counting systems is possible without any problems.
  • the first and further route points appear to the signal box in the objective context like other real existing track circles and / or axle counting systems. In this way, a train can report a track section as free, i.e. as having passed through completely or with integrity. Since the route points only represent waypoints, they can also be dynamically distributed along the route according to the requirements in terms of their location and frequency, so that the number of trains that are allowed to travel a route can be increased.
  • the Figs. 1 and 2 each show arrangements for carrying out a method for creating a route point passage report by a moving train 1, with at least one position of a train start 2 of the train 1 being determined on board the moving train 1 by at least one first navigation system 3, with a first on board the train 1
  • track-side sensor systems for monitoring track sections such as in particular track circles and / or axle counting systems 20 or systems with axle counting sensors 21, can be essentially completely dispensed with.
  • both the technical and the financial outlay for building and operating a track 16 for mainline railways can be reduced considerably.
  • the operational processes can essentially be kept unchanged. Essentially, no special changes to a signal box 6 or a radio block center 11 are required.
  • the existing systems in question may need to be expanded or supplemented with communications interfaces.
  • FIG. 3 shows a conventional arrangement of axle counting system 20 with two axle counting sensors 21 which enclose a track 16.
  • the axle counting system 20 is connected to both the axle counting sensors 21 and the interlocking 6 in terms of communication technology.
  • Combined operation is understood to mean, in particular, that parts of a route, so-called route blocks, according to the prior art, as for example in Fig. 3 shown, are secured, and other parts of the route or other route blocks are secured in accordance with the procedure in question.
  • a train therefore moves alternately on conventionally secured route blocks and on route blocks that are secured according to the method in question.
  • Fig. 4 shows a schematic representation of such a route, with a third route point 23 being shown in addition to a first and a second route point 4, 5. This is followed by part of the route, which is equipped with axle counting sensors 21.
  • the first and further route points 4, 5 appear to the interlocking 6 in the present context like other real existing track circles and / or axle counting sensors 21.
  • a train 1 itself can report a track section 16 as free, therefore as having passed through completely or with integrity.
  • this can also continue to be done by a radio block center 11 or an interlocking 6.
  • the route points 4, 5 only represent waypoints, they can also be dynamically distributed along the route according to the requirements in terms of their location and frequency, so that the number of trains 1 that are allowed to travel a route can be increased.
  • a route point passing message is understood to be a message which contains the information as to whether a train 1 has entered or left a certain track section in its complete composition or integrity, therefore whether the train 1 has completely passed a route point or has happened.
  • a train head 2 of the train 1 which can be any reference point on the first wagon or on the locomotive 13, such as the first axle, is determined by at least one first navigation system 3.
  • the relevant position of the train 1 will be on a track 16 when the train 1 is used as intended.
  • An inertial navigation system and / or a receiver for GPS and / or GNSS is therefore preferably arranged in the motor vehicle 13.
  • Other navigation equipment can also be used, such as Loran-C receivers or the receivers for VOR / DME used in aviation.
  • the position on the route between known waypoints can be linked via the speed profile. In particular, by combining several such methods, the position of the train 1 on the route can be determined with sufficient accuracy.
  • first and a second route point 4, 5 are shown. These are each indicated by a cross. These route points 4, 5 are points along the tracks that are defined arbitrarily or in accordance with operational requirements. These can be freely specified. It should be noted that the in Figs. 1 and 2 marked crosses do not have to appear on the real route. Corresponding, in particular optical, marking of route points 4, 5 is possible in reality, but not absolutely necessary.
  • no route-side infrastructure facilities are preferably arranged.
  • a position of the first route point 4 depends on requirements, in particular by a signal box 6 and / or a radio block center 11, is generated and transmitted to the train 1.
  • the capacity of a route can be adapted to requirements by allocating a larger number of route points 4, 5 over a certain route length.
  • This so-called integrity of the train 1 can be detected in different ways.
  • a position of a train end 7 of the train 1 is determined by at least one second navigation system 8.
  • the last wagon 14 of the train 1, which forms the end of the train 7 has a second navigation system 8, which is preferably designed in accordance with the first navigation system 3.
  • the last wagon 14 or the second navigation system 8 has communication means in order to communicate with the motor vehicle 13 or an on-board unit 18 arranged therein.
  • Fig. 1 shows corresponding antennas 15. From constant monitoring of the relative position of the two navigation systems 3, 8 and possibly also their speeds, it is easy to determine whether the integrity or completeness of the train 1 is still given.
  • Fig. 1 shows a block diagram of a corresponding system.
  • the second navigation system 8 can furthermore also improve the accuracy of the entire position determination via the first as well as the second navigation system 3, 8.
  • the position determination by both navigation systems 3, 8 takes place in each case at a considerable distance from one another. Trains often have a length of several hundred meters.
  • the first and second navigation systems 3, 8 comprising satellite navigation devices
  • the first navigation system 3 at the beginning of the train 2 and the second navigation system 8 at the end of the train can thus not only determine the integrity of the train, but also increase the redundancy and the accuracy of the location determination.
  • a signal line 9 running through the entire train 1 is checked for completeness, for example by measuring a signal transit time through the signal line 9.
  • the signal line 9 can be an electrical line and / or a radio link, for example. It is preferably provided that the signal line 9 is the compressed air brake line running through each train 1 of a main line, and that the running time of an ultrasonic signal fed into it is measured and monitored. This has the advantage that no further structural changes need to be made to the wagons 14, 17 of the train 1.
  • Fig. 2 shows a block diagram of a corresponding installation, reference numeral 19 denoting a corresponding on-board unit for determining the train integrity.
  • a structure-borne sound signal recorded by at least one wheel 10 of the train 1 is evaluated in order to determine the complete composition of the train 1. It is provided, for example, that a structure-borne noise signal is introduced into the system of train 1 and rails via a wheel 10, and the response to this signal is evaluated.
  • a route point passing message is generated and sent on board the train 1, which route point passage report identifies the first route point 4 as completely passed by the train 1.
  • a route point passage report is generated and sent on board the train 1, which route point passage report identifies the first route point 4 as incompletely passed by the train 1.
  • the relevant route point passing reports are preferably received by at least one radio block center 11, it also being possible for the route point passing reports to be received by a receiver and forwarded to the radio block center 11.
  • the waypoint passage reports are sent wirelessly from the train.
  • the route point pass messages are preferably sent by means of GSM-R and / or GSM, whereby other communication means, protocols or channels can also be provided, for example TETRA, WLAN or Iridium.
  • the motor vehicle 13 has corresponding communication means and antennas 15.
  • the traction vehicle 13 also has corresponding computer equipment for performing the method in question, provision being made in particular for the method in question to run on the train side on an on-board unit 18 of an ETCS-compliant train.
  • a method for creating track vacancy detection sensor data is preferably provided, which preferably corresponds to the output data as it corresponds to track vacancy detection systems, in particular axle counting sensors 20. It is provided that the actual route point passing reports sent by the train 1 are received and the track vacancy detection sensor data are generated on the basis of the route point passing reports.
  • the at least one route point crossing message or the majority of Waypoint passage messages from the radio block center 11 is received, which has appropriate receiving means. It can further be provided that the track vacancy detection sensor data, in particular the track vacancy detection, are created by the radio block center 11 itself. This requires a corresponding computer adjustment or adaptation of the radio block center 11.
  • the track vacancy detection sensor data is created by a track vacancy detection sensor data unit 22 functionally arranged between the radio block center 11 and an axle counting system 20.
  • a track vacancy detection sensor data unit 22 in particular does not require any adaptation of an axle counting system 20 or an interlocking 6. All these components continue to work as if conventional track vacancy detection systems were in use on the line.
  • the radio block center 11 only has to guarantee the reception and forwarding of the data, which is usually possible with modern computer-aided systems without particularly extensive adjustments.
  • the track vacancy detection sensor data unit 22 can be arranged locally in the area of the radio block center 11 or an axle counting system 20 or else separately therefrom.
  • the track vacancy detection sensor data unit 22 emulates the presence of trackside sensors for the functionally downstream components.
  • a method for controlling track operation is preferably provided, with actual track vacancy detection sensor data being sent to an axle counting system 20.
  • the axle counting system 20 processes the track vacancy detection sensor data as if this data came from axle counting sensors 21. Accordingly, the axle counting system 20 creates a track section occupancy report from the track vacancy detection sensor data, in particular a so-called track vacancy report, and transmits this to the respective connected or responsible interlocking 6.
  • the interlocking 6 controls at least one switch 12 and / or at least one signal system of the track system on the basis of this track section occupancy report .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (8)

  1. Procédé pour la création d'un message de franchissement d'un point de ligne par un train (1) en circulation, dans lequel au moins une position d'une tête (2) du train (1) est déterminée à bord du train (1) en circulation par au moins un premier système de navigation (3), et dans lequel un premier instant auquel la tête du train (2) franchit un premier point de ligne (4) pouvant être prédéterminé est saisi à bord du train (1), dans lequel le fait que la formation entière du train (1) a franchi le premier point de ligne (4) est déterminé à bord du train (1), dans lequel, quand la formation entière du train (1) a franchi le premier point de ligne (4), un message de franchissement d'un point de ligne est généré à bord du train (1), lequel message de franchissement d'un point de ligne signale que le premier point de ligne (4) a été entièrement franchi par le train (1), caractérisé en ce que le premier point de ligne (4) ne comporte pas d'équipements d'infrastructure au sol et en ce qu'une position du premier point de ligne (4) est générée et transmise au train (1) pour adapter une capacité d'une ligne à un besoin.
  2. Procédé selon la revendication 1, caractérisé en ce que la position du premier point de ligne (4) est générée et transmise au train (1) par un poste d'aiguillage (6) et/ou par un centre de block radio (11).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que, quand la formation du train (1) franchit incomplètement le premier point de ligne (4), un message de franchissement d'un point de ligne est généré à bord du train (1) et transmis, de préférence à un poste d'aiguillage (6), ce message de franchissement d'un point de ligne signalant que le premier point de ligne (4) a été franchi incomplètement par le train (1).
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce qu'afin de déterminer la formation entière du train (1), la position d'une queue (7) du train (1) est déterminée par au moins un deuxième système de navigation (8).
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que le premier point de ligne (4) peut être librement défini.
  6. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que le premier point de ligne (4) ne comporte pas de compteurs d'essieux (21) et/ou pas de circuit de voie.
  7. Procédé selon l'une des revendications 1 à 6, caractérisé en ce que le message d'occupation du tronçon de voie est émis par GSM-R et/ou GSM.
  8. Procédé selon l'une des revendications 1 à 7, caractérisé en ce que le premier système de navigation (3) et/ou le deuxième système de navigation (8) comprennent chacun au moins un récepteur GNSS.
EP17783695.4A 2016-09-07 2017-09-07 Procédé de réalisation d'un message de passage d'un point sur une section de voie par un train roulant Active EP3509925B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50790/2016A AT519082A1 (de) 2016-09-07 2016-09-07 Verfahren zum erstellen einer streckenpunktpassiermeldung durch einen fahrenden zug
PCT/AT2017/000061 WO2018045401A1 (fr) 2016-09-07 2017-09-07 Procédé de réalisation d'un message de passage d'un point sur une section de voie par un train roulant

Publications (2)

Publication Number Publication Date
EP3509925A1 EP3509925A1 (fr) 2019-07-17
EP3509925B1 true EP3509925B1 (fr) 2020-11-04

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Application Number Title Priority Date Filing Date
EP17783695.4A Active EP3509925B1 (fr) 2016-09-07 2017-09-07 Procédé de réalisation d'un message de passage d'un point sur une section de voie par un train roulant

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EP (1) EP3509925B1 (fr)
AT (1) AT519082A1 (fr)
WO (1) WO2018045401A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019105662A1 (de) 2018-03-21 2019-09-26 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zur Lokalisierung eines Fahrzeugs auf einem Fahrweg
CN109606430B (zh) * 2018-10-15 2021-04-06 西北铁道电子股份有限公司 轨道车自动定位方法、自动定位系统及自动驾驶装置

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Publication number Priority date Publication date Assignee Title
US6081769A (en) * 1998-02-23 2000-06-27 Wabtec Corporation Method and apparatus for determining the overall length of a train
WO2003013935A1 (fr) * 2001-08-06 2003-02-20 Hermanus Adriaan Bernard Integrite d'un train
US6915191B2 (en) * 2003-05-19 2005-07-05 Quantum Engineering, Inc. Method and system for detecting when an end of train has passed a point
DE102007019137B4 (de) * 2007-04-20 2009-11-12 Deutsches Zentrum für Luft- und Raumfahrt e.V. Einrichtung und Verfahren zur Überwachung eines schienengebundenen Fahrzeugverbandes
DE102013101927A1 (de) * 2013-02-27 2014-08-28 Deutsches Zentrum für Luft- und Raumfahrt e.V. Vorrichtung, Zugendekontrollgerät, Schienenstrecke und Verfahren zur Datenübertragung

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Publication number Publication date
WO2018045401A1 (fr) 2018-03-15
AT519082A1 (de) 2018-03-15
EP3509925A1 (fr) 2019-07-17

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