Classifications

• • 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
  • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
• • 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
  • B61L15/009—On-board display 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
  • B61L25/026—Relative localisation, e.g. using odometer
• • 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

Definitions

• the invention relates to a system for assisting the driving of railway vehicles.
• the field of the invention is the field of devices for assisting the driving of railway vehicles, in particular for ensuring the safety of the vehicle during the movement of the vehicle on a railway network.
• the European Rail Traffic Management System (abbreviated to ERTMS, the acronym for the European Rail Traffic Management System) plans to equip the networks signal repetition systems and signaling motor vehicles in the cabin.
• This European ERTMS system is an innovative system of railway signaling combined with speed control. It must allow for an optimized crossing of borders while ensuring the safety of traffic. Its transposition is planned on the high-speed lines and on the entire conventional network.
• Thalys PBKA trains in addition to being equipped with a quadrigitation traction system, they are equipped for all the signaling systems encountered on the lines traveled in France, Belgium, the Netherlands and Germany:
• TVM 430 high-speed lines from France and Belgium
• TBL high-speed lines from France and Belgium
• crocodile Belgium
• Level 1 of the ERTMS defines an infrastructure-machine transmission that uses a one-time transmission using beacons placed at the foot of signals and upstream. These tags (Eurobalises) communicate the signaling data to the train.
• This level 1 provides a computer embedded in the motor (designated by the acronym EVC, in English European Vital Computer). It can be installed in parallel with the national system. Each machine uses the system with which it is equipped, which avoids the cost of upgrading. On a conventional network, lateral signaling by light signals and placards remains predominant if the train is not equipped with ERTMS on board, which will be the case for many of the older ones. For new rolling stock, the ERTMS becomes predominant.
• the signaling data is transmitted mainly and permanently via the GSM-R telecommunication network, which makes the installation of this one obligatory.
• the train constantly communicates its position (which it determines with an odometer) to the control center which communicates back the instructions to respect (speed, stop, ).
• Eurobalises are still present on the track, but used here to recalibrate the onboard odometry and to transmit conditional orders.
• Level 2 includes an on-board computer as in level 1, associated with a GSM-R radio frequency equipment that communicates with a computer designated by the acronym RBC (Radio Block Center, for the computerized signal booth) .
• RBC Radio Block Center, for the computerized signal booth
• the odotachymetry was thus secured (three speed measurements using different physical principles, one by end-axle sensors and two others by DOPPLER and interpolation radars).
• railway vehicles equipped with safety systems for emergency braking control and vehicle speed limitation are known. These systems include embedded beacon readers on motor vehicles that read the messages of beacons installed on the rail network, speed sensors at the end of axles of the vehicle and a dynamic calculation module of the safety speed profile.
• the calculation module determines driving instructions according to the characteristics of the vehicle and, where appropriate, the infrastructure and the message of the beacon, and can trigger the stopping of the vehicle if a risk of non-compliance with the rules is detected. driving instructions.
• This document also describes a device for determining the position of a railway vehicle, comprising an odometer and a sensor unit, the device being provided for,
• This solution requires an interaction between the vehicle and the signaling by the emission of radar signals and the analysis of the return signals.
• Patent application EP1642801 describes a signaling device for obtaining data relating to signaling in a vehicle.
• the signaling device is arranged to be stored in a database of the vehicle, comprising at least information on the position of the virtual beacons on a reference grid, and location means for locating the vehicle in the reference grid.
• the signaling device further comprises means for determining the position of the vehicle relative to the position of one of the beacons.
• the database further includes position-related vehicle tag data.
• the equipment according to this prior art solution must be transported on the train, includes a database containing sets of position data of the beacon on the track, beacon data corresponding to this position.
• the database includes at least information about virtual tags, but may also include data relating to actual tags. These position data may include a tag identification and tag position.
• the signaling device stored in the train also has a location module that locates the train in a reference grid identical to that used by the database to indicate the position of the beacon along the way. This is done with a level of security equivalent to that of the procedure using real beacons.
• the locator module may be based on a satellite positioning method, such as that described in WO02 / 03094.
• This solution provides information to the driver, passively and without taking into account the characteristics of the rail vehicle equipped with this device.
• Point cloud data can be analyzed by extensible and centralized cloud systems for asset information retrieval and semantic map generation.
• Auto-learning components optimize data analysis mechanisms to improve the extraction of assets and features from sensor data.
• Optimized data analysis mechanisms can be downloaded to vehicles for use in on-board vehicle sensor data analysis systems.
• Semantic map data can be used locally in vehicles, together with on-board detectors, to derive a precise location and provide an entry to the vehicle for control systems.
• the international patent application WO 2015082309 describes a device comprising a first radio interface for implementing a first wireless communication network and a second radio interface for implementing a second wireless communication network.
• An object of the present invention is to overcome these disadvantages by providing a removable and portable driving assistance system from one railway vehicle to another, thus offering more flexibility in terms of use in rail vehicles for a lower cost since the device object of the present invention can be shared by several railway vehicles while in the current state of the art, each vehicle must be equipped with its own driving assistance system.
• Another object of the present invention is to provide a device without an interaction facility with tags of the new generation, to equip a rail vehicle and, unlike the solution known from the patent application EP1642801 , to provide an automatic control of the rail vehicle safety function, taking into account the local data and the specific characteristics of the railway vehicle as well as the geolocation data.
• Another object of the present invention is to provide a less expensive driver assistance system for installation in a vehicle.
• the present invention therefore aims to achieve at least one of the aforementioned objectives by a system for assisting the driving of a railway vehicle traveling in a railway network, according to claim 1 and optionally to one or more of dependent claims.
• a system for assisting the driving of a rail vehicle traveling in a railway network comprising means for determining the position of said vehicle in said railway network, as well as a cartography of said railway network storing:
• a processing module adapted to determine a steering action as a function of the position of the vehicle and said mapping, said system further comprising a connection interface for connecting removably on a said railway vehicle so that it is interchangeable from one vehicle to another.
• the system according to the invention is removable from one rail vehicle to another, thus offering more flexibility in terms of use in railway vehicles at a lower cost since the device that is the subject of the present invention can be shared by several railway vehicles. while in the current state of the art, each vehicle must be equipped with its own driving assistance system.
• the system according to the invention is thus less complex to integrate into a railway vehicle. On old railway vehicles, it would be too expensive to permanently install a state-of-the-art driving aid system because the residual life of these vehicles is not sufficient to amortize the investment. realized.
• the system according to the invention comprising components easy to integrate, the installation of the system according to the invention requires less modification at the vehicle compared to systems of the state of the art.
• the system according to the invention is thus less expensive and time consuming to integrate into a vehicle.
• Said driving assistance system is preferably constituted by a portable equipment capable of being easily introduced or extracted in the driver's cabin of said railway vehicle by the driver.
• the system according to the invention being portable, it can be easily handled by the driver which allows a greater flexibility of use in railway vehicles.
• connection interface advantageously comprises an input intended to be connected to a memory permanently installed in said railway vehicle and storing one or more characteristic parameters of said vehicle, said driving action being determined also according to the characteristic parameter or parameters.
• the memory implanted in the vehicle is permanently fixed to provide with certainty to the driver assistance system the parameters corresponding exactly to the vehicle on which it is installed.
• the use of at least one parameter specific to the rail vehicle coupled to the system according to the invention makes it possible to adapt the steering actions determined by the processing module 108 to the particularities of this vehicle, which contributes to improving the level of safety. .
• said characteristic parameters are chosen from the maximum speed, the mass and / or the maximum deceleration capacity of said railway vehicle;
• said processing module comprises a memory storing, in digital form, pre-established correspondence tables making it possible to directly determine said control action as a function of the vehicle position, of said mapping and of said characteristic parameter or parameters;
• said interface comprises an output intended to be connected to the emergency braking device of said railway vehicle
• said steering action consists either in the transmission of a driving instruction intended for the driver of said vehicle, or in the transmission of a stop command of said railway vehicle to said emergency braking device;
• said driving instruction corresponds to attaining a target speed at a distance from the position of said railway vehicle
• said goal distance is obtained from a reduced limit distance of a predetermined safety distance
• said processing module is configured to transmit a braking command to said emergency braking device as soon as said railway vehicle reaches said target distance with a speed greater than a predetermined approach speed;
• said system comprises display means able to inform said driver of said driving instruction
• said means for determining the position of the railway vehicle comprise a satellite positioning device associated with an inertial odometry positioning device and / or associated with an optical recognition module of remarkable points;
• the invention also provides in a second aspect an assembly comprising a rail vehicle and such a driving assistance system connected to said rail vehicle via said connection interface.
• Said railway vehicle advantageously integrates an implanted memory permanently and storing one or more characteristic parameters of said vehicle.
• FIGURE 1 is a simplified view of a rail vehicle whose cockpit houses a driving assistance system according to the invention.
• FIG. 2 represents a schematic view of the driving assistance system of FIG. 1.
• FIG. 1 shows a railway vehicle 10 incorporating a memory 1 1 of non-erasable type permanently installed in the latter and storing one or more characteristic parameters of this vehicle, such as in particular its maximum speed, its mass and its deceleration capacity. Max.
• Its cockpit 12 houses a driver assistance system 100 according to the invention, consisting of a portable equipment in the form of a housing that can be easily inserted or removed from this cabin by the driver without interference. a technician, and having a connection interface 1 16 for connecting removably on the control panel of the vehicle 10, so that it is interchangeable from one vehicle to another.
• a driver assistance system 100 consisting of a portable equipment in the form of a housing that can be easily inserted or removed from this cabin by the driver without interference.
• a technician and having a connection interface 1 16 for connecting removably on the control panel of the vehicle 10, so that it is interchangeable from one vehicle to another.
• the interface comprises an input 1 16A intended to be connected by wired or wireless connection to the memory 1 1 of the vehicle 10, and an output 1 16B intended to be connected by wire or wireless connection to the braking device. urgency of this vehicle and possibly to the traction cutting module of the latter.
• the driver assistance system 100 intended in particular to be used as soon as the railway vehicle 10 has to travel a section of line equipped with the ERTMS Level 2 European Signaling System, will now be described in detail in support of FIGURE 2.
• the system 100 includes a connection plug 1 19 provided to be connected to a power supply socket 13 formed in the cabin 12 of the railway vehicle 10 to ensure its power supply.
• a battery 1 18 capable of providing an operating autonomy of several minutes (between 90 and 120 minutes) in case of temporary power failure of the vehicle.
• the system 100 also includes means for determining the position of the vehicle 10 in the rail network.
• the latter comprise a Global Navigation Satellite System (GNSS) positioning device 102 advantageously associated with an inertial odometry positioning device 104 making it possible to estimate the position of the vehicle from its speed and its acceleration measured by a central station. inertia.
• GNSS Global Navigation Satellite System
• the satellite positioning device 102 may also be associated, in addition to or instead of the inertial odometry positioning device 104, with an optical point recognition module 11 17 having an electronic camera or a LIDAR comparing the current view with a library of remarkable points.
• the system 100 includes a map 106 memorizing signal beacon positions in the rail network as well as signaling data relating to the rail network and associated with each signaling beacon.
• the system 100 further comprises a processing module 108 able to determine a steering action depending on the position of the vehicle 10, the map 106 and one or more vehicle characteristic parameters accessible via the memory 1 1 of this vehicle .
• a processing module 108 able to determine a steering action depending on the position of the vehicle 10, the map 106 and one or more vehicle characteristic parameters accessible via the memory 1 1 of this vehicle .
• the use of at least one parameter specific to the railway vehicle coupled to the system 100 makes it possible to adapt the steering actions determined by the processing module 108 to the particularities of this vehicle, which contributes to improving the level of safety.
• the driving instructions may in particular correspond to reaching a target speed of between 0 km / h and the maximum speed of the vehicle at a distance (for example between 1000 and 1500 meters) from the position of the railway vehicle 10.
• This objective distance is advantageously obtained from a reduced limit distance of a predetermined safety distance of, for example, between 200 and 400 meters.
• the processing module 108 is advantageously configured so as to transmit a braking command to the emergency braking device of the rail vehicle 10 when the latter reaches the target distance with a higher speed. at a predetermined approach speed of, for example, between 10 and 30 km / h.
• the processing module 108 further comprises a memory 1 1 1 digitally storing pre-established correspondence tables for directly determining this control action as a function of the vehicle position, the map 106 and the characteristic parameter or parameters of the vehicle .
• the processing module 108 advantageously also incorporates a radio 1 14 GSM-R for communicating with a remote receiver, in particular for regulating traffic on the rail network.
• the system 100 also preferably comprises display means constituted for example by an LCD type screen 1 10 and on which the pipe instructions are displayed in order to inform the driver.
• the screen 1 10 is advantageously tactile type so as to allow the driver to validate the taking into account of the driving instruction or to enter some complementary and evolving parameters of the train (consisting of the rail vehicle 10 and the wagons towed by the latter), these complementary parameters can also be used by the processing module 108 to determine the steering actions.
• the system 100 may further comprise an audible warning means such as a sound generator, configured to issue audible warnings to the driver when issuing certain instructions.
• an audible warning means such as a sound generator, configured to issue audible warnings to the driver when issuing certain instructions.
• the system 100 also comprises a storage memory 1 12 intended to record all the control actions successively determined by the processing module 108, as well as various interventions made by the driver via the screen 1 10 such as the validation of driving instructions or entry of additional parameters of the train.
• a storage memory 1 12 intended to record all the control actions successively determined by the processing module 108, as well as various interventions made by the driver via the screen 1 10 such as the validation of driving instructions or entry of additional parameters of the train.
• variants of the invention comprising only a selection of previously described characteristics isolated from the other characteristics described, if this selection of characteristics is sufficient to confer a technical advantage or to differentiate the invention from the state of the prior art.
• This selection comprises at least one feature preferably functional without structural detail, or with only a part of the structural details if this part alone is sufficient to confer a technical advantage or to differentiate the invention from the state of the prior art.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=58501600

Family Applications (1)

Country Status (3)

Families Citing this family (5)

Family Cites Families (10)

• 2017
  • 2017-01-20 FR FR1700052A patent/FR3062103B1/fr active Active
• 2018
  • 2018-01-19 EP EP18702777.6A patent/EP3571107A1/de not_active Withdrawn
  • 2018-01-19 WO PCT/FR2018/050134 patent/WO2018134535A1/fr unknown

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