EP3536579A1 - Kontrollverfahren von schienenfahrzeugen, entsprechende vorrichtung und entsprechendes system - Google Patents

Kontrollverfahren von schienenfahrzeugen, entsprechende vorrichtung und entsprechendes system Download PDF

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Publication number
EP3536579A1
EP3536579A1 EP19159137.9A EP19159137A EP3536579A1 EP 3536579 A1 EP3536579 A1 EP 3536579A1 EP 19159137 A EP19159137 A EP 19159137A EP 3536579 A1 EP3536579 A1 EP 3536579A1
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EP
European Patent Office
Prior art keywords
beacon
message
beacons
railway vehicle
control device
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
EP19159137.9A
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English (en)
French (fr)
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EP3536579B1 (de
Inventor
Andre RADOMIAK
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.)
Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication of EP3536579A1 publication Critical patent/EP3536579A1/de
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Publication of EP3536579B1 publication Critical patent/EP3536579B1/de
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    • 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
    • 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
    • B61L3/125—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 short-range radio transmission
    • 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
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present invention relates to the field of control of railway vehicles.
  • the signaling of a railway is based on signaling equipment of various kinds, for example traffic lights arranged on the edge of the track, giving visual information to the driver of the vehicle.
  • There are still signaling equipment including the automatic regulation of the behavior of the vehicle via telecommunication, an on-board computer, control information provided by beacons arranged along the tracks and controlled by a control device.
  • Such a method is notably implemented in level 1 of the ETCS standard, which stands for the European Train Control System.
  • Such a group of beacons makes it possible to deliver to the railway vehicle complex messages larger than the size of the data transmitted by a single beacon, by distributing them in several successive portions, each portion being transmitted by a respective beacon.
  • the delivered messages are refreshed regularly by the control device during the reception of signaling information by the control device.
  • undesirable operation of the control method may occur when a train, and more particularly a slow train, passes over such a group of beacons and a first message is replaced by a second message during this passage: the receiving block embedded wireless may then be led to read for example a portion of the first message and a portion of the second message; it is then detected that there is inconsistency in the received message and a braking is triggered, which of course impedes the fluidity and the full use of traffic on the tracks.
  • an option has been defined in the ETCS standard to prevent an ETCS telegram sent by a beacon from being missed by a train running at high speed in the event that the telegram contents change while the receiving block Embedded wire is reading it.
  • the electronic ETCS beacon control unit named LEU ETCS for the corresponding English expression "Lineside Electronic Unit”
  • receives from a beacon via the C4 interface standardized by the ETCS, a signal indicating the passage of the train, it "freezes" any change of telegram on this beacon during a determined time.
  • this option does not solve the problem noted above.
  • the invention proposes a method for controlling railway vehicles of the aforementioned type, characterized in that, upon receipt of said data, the control device freezes, for a given time, any transmission to said first and second beacons, signaling messages for railway vehicles other than said first message.
  • the invention thus makes it possible to reduce the reception by the railway vehicle of messages composed of incoherent portions of messages, causing the automatic braking of the railway vehicle and thus disturbing the fluidity of the rail traffic.
  • the present invention proposes a beacon control device for controlling railway vehicles traveling on at least one lane, said steering device being adapted to control at least a first beacon and a second beacon of a group of beacons.
  • wireless transmission beacons disposed successively along the track and able to communicate with a wireless reception unit on board the railway vehicle, said control device being adapted to determine a first signaling message intended for a railway vehicle, in signaling information function recently received by said device, said first message comprising at least a first message portion and a second message portion; said control device being adapted to transmit the first portion of the first message to the first beacon and the second portion of the first message to the second beacon, for selective transmission, by said first beacon, of the first portion of the first message and for selective transmission by the second beacon, said second portion of the first message; said control device being adapted to receive data indicating the passage of the railway vehicle at the level of the first beacon and being characterized in that the control device is adapted to, upon receipt of said data, freeze, for a given time, any transmission
  • the present invention provides a rail vehicle control system comprising a steering device according to the second aspect of the invention, and a group of wireless transmit beacons arranged successively along the track comprising at least a first beacon and a second beacon capable of communicating with a wireless reception block on board the railway vehicle and controlled by the control device, said first and second beacons being able to communicate with a wireless reception block on the vehicle rail; said first beacon being adapted to selectively transmit the first first message portion and the second beacon being adapted to selectively transmit said second first message portion.
  • the figure 1 represents a railway control system 20 in one embodiment of the invention, in the case considered compliant with the ETCS standard and for providing information and movement authorities to computers onboard railway vehicles.
  • the rail control system 20 comprises a lateral ETCS 3 electronic control unit for beacons and in particular eurobalises, called LEU 3 or control device, a signal interlocking unit 1, group 5 of two ETCS 4 and 4b ETCs arranged on the ground also called beacons thereafter.
  • Eurobalises 4 and 4b, called beacons below, are both arranged between the rails of a railway track 8, the beacon 4 being arranged before the beacon 4b according to the direction of traffic on the track 8 considered here.
  • Each of the tags participates in sending a message to the railway vehicle, the part sent by a tag is called a telegram.
  • the invention relates to the case of large messages such that the variable part of a message can not be inserted into a single telegram, and is thus distributed in the contents of several telegrams.
  • a message thus comprises several telegrams ordered according to a determined order. It is issued by beacons close to each other, but arranged successively along the path and forming a group of beacons, such as group 5: each telegram of the message is transmitted by a beacon respectively.
  • the order of the tags respects the order of the telegrams (in another embodiment, the order of the tags is not necessarily the order of the telegrams in the message, and then the order telegrams can be reconstructed by a serial number in the header of each telegram).
  • the beacons 4 and 4b are connected to the LEU 3 by connections 21, 21b, for example wired, and the LEU 3 is, in the example in question, connected to the interlocking block of the signaling 1 by a connection 22.
  • These connections 21 , 21b, 22 are, for example, wired and make it possible to implement the communications described below.
  • the interlocking block of the signaling 1 is further connected by a connection 23 to a tricolor signaling light 2 disposed on the edge of the path near the beacons 4 and 4b.
  • the rail control system 20 further comprises an onboard unit 6, called OBU 6 (acronym for "On Board Unit”), installed in a railway vehicle 12, in the case considered a train, circulating on the track 8, and a antenna unit 7, it also boarded the train 12.
  • OBU 6 onboard unit
  • On Board Unit an onboard unit 6
  • the signaling unit 1 of the signaling block is therefore adapted to both control the light 2 via the connection 23 and to transmit to the LEU 3 the data relating to the signaling of the fire 2 thus controlled (for example, descriptive data of the commanded signaling) via the connection 22.
  • the LEU 3 is connected to the connection 23 via the connection 22 in order to recover the data relating to the signaling of the light 2.
  • Each beacon 4, 4b is adapted to transmit a telegram in ETCS format comprising data of a given maximum volume and composed of a header and a telegram body.
  • the LEU 3 transmits, continuously in the embodiment in question, a respective telegram to be transmitted to the beacons 4 and 4b respectively. Each tag is then able to transmit the telegram corresponding to the train when it passes close to the tag as explained below.
  • the beacon 4, respectively 4b is a so-called transparent beacon, that is to say that unlike a so-called fixed beacon, it is adapted, while continuing to function nominally, to continuously change the telegram transmitted, LEU 3 command function indicating the an updated telegram to be transmitted and received via the connection 21, 21b, for example permanent, connecting it to the LEU.
  • the telegram sent by the beacon 4, 4b is the updated telegram.
  • the on-board antenna unit 7 is adapted to generate a magnetic field produced in a transmission loop of the antenna unit.
  • a beacon 4, respectively 4b comprises a transponder adapted to transmit, by radiofrequency, a telegram received from the LEU 3.
  • each beacon is capable of storing a plurality of telegrams and of transmitting a telegram according to commands from the LEU 3 indicating the telegram to be sent.
  • the magnetic field produced by the unit antenna 7 induces a voltage in a receiving loop of the beacon leading to the activation of the beacon which generates a magnetic field, which is detected by the antenna unit 7.
  • a determined threshold this which corresponds substantially to the passage of the antenna unit on the beacon
  • the beacon 4, respectively 4b is adapted to transmit radiofrequency, continuously as long as the voltage is greater than this threshold, the telegram received from the LEU 3 and is further adapted to send to the LEU a signal here called "train presence signal”, and also continuously as long as the voltage is greater than this threshold.
  • This "train presence signal” is transmitted via an interface C4 of the connection 21, respectively 21b, connecting the LEU 3 and the beacon 4, respectively 4b.
  • the antenna unit 7 is adapted to receive the telegrams transmitted by the ECTS beacons on which it passes and to transmit them to the OBU 6.
  • the antenna unit 7 can thus receive several times the same telegram transmitted by the beacon 4, respectively 4b, especially when the train is traveling slowly at these beacons.
  • the OBU 6 is adapted to extract the information of a received ETCS message supplied to it by the antenna unit 7, to analyze it and to deduce, according to this information, a control command of the train, for example a speed of movement to be adopted by the associated train possibly at a distance on which to adopt this speed of circulation, a braking curve to be adopted by the train, an emergency braking ...
  • This command is according to the case implementation automatically or proposed to the driver of the train.
  • OBU 6 verifies that it has indeed received N telegrams, that these N telegrams are indeed coherent, ie that they are part of same message; the OBU 6 also verifies that the message is complete, ie that the N telegrams constitute the entirety of the message, then it reconstitutes the message by agglomerating the telegrams in the order indicated by their header. If one of these checks is not conclusive, the message is rejected by the OBU 6, which in some cases then commands a braking or emergency braking, given the lack of signaling information. exploitable.
  • N is chosen equal to 2.
  • the interlocking block of the signaling 1 controls the signaling displayed by the light 2 via the connection 23 and transmits the data 11 describing this signaling of the light 2 to the LEU 3 via the connection 22.
  • the LEU 3 elaborates according to these data 11 a message cut into two successive telegrams ETCS, the first of these telegrams is the telegram 9, the second of these telegrams is the telegram 9b.
  • Each of these telegrams contains, among other things, in its header the same message identifier, as well as, in some embodiments, the order number of the telegram (No. 1/2 for telegram 9, number 2 / 2 for telegram 9b).
  • the LEU 2 transmits the telegram 9 via the connection 21 to the beacon 4, and the telegram 9b via the connection 21b to the beacon 4b.
  • the train 12, equipped with its OBU 6 and the antenna unit 7, circulates on track 8 in the direction considered.
  • the antenna unit 7 passes on the beacon 4, the latter detects this passage by the voltage generated by the magnetic field of the antenna unit 7 and following this detection, on the one hand, the beacon 4 transmits by radio the telegram 9 and, on the other hand, sends the LEU 3 a "train presence signal" 10 via the connection 21.
  • this signal is the "Output Blocking signal" of the C4 interface in ETCS / SUBSET036 standardization.
  • the telegram 9 is, as the case may be, transmitted several times by the beacon 4.
  • the antenna unit 7 of the train 12 receives the telegram 9 (several times as the case may be) and supplies it to the OBU 6.
  • a step 102 upon receipt of the "train presence signal" 10, and only because the beacon 4 is, in group 5, the first beacon encountered by the train 12 in the direction considered, the LEU 3 arms a time counter for a predetermined duration T, and delays until the end of the time T, any change of message and therefore any change of the telegrams to be transmitted by the beacons of the group 5 whose beacon 4 is part, even if the LEU 3 receives updated data 11 from signaling from the interlocking block of signaling 1 indicating a change in signaling or traffic on the track or beyond.
  • the antenna unit 7 passes on the beacon 4b, the beacon 4b on the one hand transmits by telegram the telegram 9b as selected in step 101 and on the other hand on the other hand, it also sends the LEU 3 a "train presence signal" 13 via the interface C4 the connection 21b.
  • the telegram 9b is, as the case may be, sent several times by the beacon 4b.
  • the antenna unit 7 of the train 12 receives the telegram 9b (it can be received several times depending on the case) and provides it to the OBU 6.
  • the freeze, hitherto maintained by the LEU 3 changes telegrams to be transmitted by the tags 4 and 4b is terminated: thus, if updated signaling definition data 11 has been transmitted to the LEU 3 by the signaling interlocking block 1 since the switching on of the counter or after the lapse of time T, the LEU 3 elaborates on the basis of the latter data 11 a message, including the development of the first telegram and the second telegram of which it is composed.
  • the LEU 3 transmits the first telegram to the beacon 4, and the LEU 3 transmits the second telegram to the beacon 4b, with a view to their radio transmission at the next train passage, provided that these telegrams have not been changed meanwhile. by the LEU 3.
  • the freezing of the telegram changes is necessarily stopped and the telegrams are updated, even if the "train presence signal" is still transmitted by the beacon 4. After this update, if the "train presence signal” is again transmitted by the beacon 4, a new gel is implemented during the time T, with the same conditions.
  • the present invention thus allows a railway vehicle to read the entire message whose content is distributed over several tags, even if the railway vehicle is traveling slowly.
  • the group of tags has two switchable tags.
  • the number of switchable beacons is any number N strictly greater than two, and according to the invention, it is then proceeded to the delay of any change of telegrams emitted by these N beacons during the time T determined after receiving the "train presence signal" transmitted by the first beacon.
  • the beacon group further includes fixed beacons, which transmit a telegram that is part of the global message.
  • the determined time corresponds to the time required for the vehicle to pass over all the tags of group 5.
  • the gel previously maintained by the LEU 3
  • changes telegrams to emit by tags 4 and 4b is completed.
  • updated signaling definition data 11 has been transmitted to the LEU 3 by the signaling unit 1 since the franking of the telegrams has started, the LEU 3 generates a message according to the latter data 11. including the preparation of the first telegram and the second telegram of which it is composed.
  • the LEU 3 transmits the first telegram to the beacon 4, and the LEU 3 transmits the second telegram to the beacon 4b, with a view to their radio transmission at the next train passage, provided that these telegrams have not been changed meanwhile. by the LEU 3.
  • a fixed maximum time of change freeze telegrams is fixed and the telegram change frost triggered after the LEU has already received the "train presence signal" 10 ends either when the maximum time determined is elapsed, ie upon reception by the LEU 3 of the "train presence signal” 13 if such an event occurs before the maximum time has elapsed.
  • the rail control system 20 described above in one embodiment of the invention is in accordance with the ETCS standard.
  • the invention can be implemented independently of this standard, for example with non-remote-powered beacons, with a beacon control device, corresponding in the case described in LEU 3, not controlled by a trigger block 1 etc.
  • the value of T could be chosen between 0.5 second (s) and 2 s.
  • the duration T will be adjusted precisely during the engineering of the railway line so that the messages sent are not relative to previous trains.

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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)
EP19159137.9A 2018-02-27 2019-02-25 Kontrollverfahren von schienenfahrzeugen, entsprechende vorrichtung und entsprechendes system Active EP3536579B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1851692A FR3078310A1 (fr) 2018-02-27 2018-02-27 Procede de controle de vehicules ferroviaires, dispositif et systeme associes

Publications (2)

Publication Number Publication Date
EP3536579A1 true EP3536579A1 (de) 2019-09-11
EP3536579B1 EP3536579B1 (de) 2020-12-02

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EP19159137.9A Active EP3536579B1 (de) 2018-02-27 2019-02-25 Kontrollverfahren von schienenfahrzeugen, entsprechende vorrichtung und entsprechendes system

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EP (1) EP3536579B1 (de)
AU (1) AU2019201238B2 (de)
ES (1) ES2857832T3 (de)
FR (1) FR3078310A1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112257211B (zh) * 2020-12-21 2021-03-26 卡斯柯信号(北京)有限公司 一种轨道信标数据生成方法及装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0699573A1 (de) * 1994-08-31 1996-03-06 Gec Alsthom Transport Sa Vorrichtung und Verfahren zur Übertragung von Informationen durch Baken und Bake zur Verwendung in einer solchen Vorrichtung
DE19549285A1 (de) * 1995-12-22 1997-06-26 Siemens Ag Zugbeeinflussungseinrichtung
EP1232926A1 (de) * 2001-02-14 2002-08-21 Siemens Schweiz AG Verfahren zur Zugsicherung

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0699573A1 (de) * 1994-08-31 1996-03-06 Gec Alsthom Transport Sa Vorrichtung und Verfahren zur Übertragung von Informationen durch Baken und Bake zur Verwendung in einer solchen Vorrichtung
DE19549285A1 (de) * 1995-12-22 1997-06-26 Siemens Ag Zugbeeinflussungseinrichtung
EP1232926A1 (de) * 2001-02-14 2002-08-21 Siemens Schweiz AG Verfahren zur Zugsicherung

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
ALCATEL ET AL: "SYSTEM REQUIREMENTS SPECIFICATION CHAPTER 3 PRINCIPLES (ERTMS/ETCS - Class 1, ref.: SUBSET-026-3; issue 2.2.2)", UNISIG, XX, XX, vol. chapter 3, no. 2.2.2, 2 February 2001 (2001-02-02), pages 1 - 97, XP009069628 *
KLAUS HORNEMANN ET AL: "Anwendung der Eurobalise bei der DB Netz AG", 1 November 2015 (2015-11-01), pages 3 - 27, XP055250826, Retrieved from the Internet <URL:http://www.eurailpress.de/fileadmin/user_upload/PDF/Hornemann_Froehlich_SD_Spezial.pdf> [retrieved on 20160217] *

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Publication number Publication date
FR3078310A1 (fr) 2019-08-30
AU2019201238B2 (en) 2022-11-17
ES2857832T3 (es) 2021-09-29
AU2019201238A1 (en) 2019-09-12
EP3536579B1 (de) 2020-12-02

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