EP4059807A1 - Procédé d'octroi optimisé d'une autorisation de mouvement pour un véhicule ferroviaire/train - Google Patents

Procédé d'octroi optimisé d'une autorisation de mouvement pour un véhicule ferroviaire/train Download PDF

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Publication number
EP4059807A1
EP4059807A1 EP21169936.8A EP21169936A EP4059807A1 EP 4059807 A1 EP4059807 A1 EP 4059807A1 EP 21169936 A EP21169936 A EP 21169936A EP 4059807 A1 EP4059807 A1 EP 4059807A1
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EP
European Patent Office
Prior art keywords
train
destination
section
target
movement authority
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.)
Pending
Application number
EP21169936.8A
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German (de)
English (en)
Inventor
Michael Hofer
Bernhard Diethelm
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility AG
Original Assignee
Siemens Mobility AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility AG filed Critical Siemens Mobility AG
Publication of EP4059807A1 publication Critical patent/EP4059807A1/fr
Pending legal-status Critical Current

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    • 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
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • 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 a method for the optimized granting of a driving license (movement authority) for a train.
  • the trackside safety systems (interlocking, RBC, partly also control technology) must ensure both reliable signaling and smooth operation for rail traffic and optimally support the operating processes.
  • the demands regarding capacity (throughput) have increased before and since the introduction of electronic security systems and will continue to increase due to social developments. At the same time, there is a demand for cheaper and less complex solutions (cost pressure from infrastructure operators).
  • the figure 1 an overview of the current structure of security systems and also shows how a possible simplified structure could be designed for the future.
  • the route is the ordered set of all relevant instances of switches, track sections, etc., which form the route from a possible start to the next possible destination.
  • route data of route instances must be consistent with the underlying outdoor facility, as they declare the continuity and freedom from interruptions of routes and thus bear safety responsibility (SIL 4). Therefore, in the case of conversions and extensions - in addition to the individual elements such as points, etc. - they must always be consistently updated and checked for completeness and correctness.
  • ETCS stop/location signals EHS/ESS
  • the present invention is therefore based on the object of specifying a method for the optimized granting of a driving license (movement authority) for a train in a destination section secured with a destination point, with which a high level of safety and at the same time a high degree of flexibility in the use of the route without large additional investment and/or engineering needs can be achieved.
  • MA Movement Authority
  • SvL Supervised Location
  • Shorter trains therefore use the front part of the target section up to the end of the dynamically issued EoA and, with the advantageous effect of the present invention, are therefore allowed to enter the target section sooner than a longer train (train length including its protective space to the front) that covers the entire length of the target section would use. This saves valuable seconds (about 4 minutes) for shorter trains entering the station up to 8 seconds) in turn order. With a cycle time of 120 seconds, this corresponds to a time gain of around 5% without having to have invested in additional security hardware.
  • the movement authority assigned to the train for entry into the target section is assigned a target value (end of authority) which, viewed in the direction of travel of the train and calculated from the start of the target section, is essentially the length of the train and the shelter reserved for this train.
  • the corresponding End of Authority (EoA) dynamically determined as the new destination is dynamically shown to the train driver on the display of the onboard unit and monitored for compliance with the intended stopping point, which is now dynamically determined as seen in the direction of travel.
  • EoA End of Authority
  • track vacancy detection devices typically play a safety-relevant role in the statically generated EoA at the destination of the destination section.
  • an unambiguous train entity that can be addressed by the control system can be formed in a suitable manner, for which the movement authority initiates, the target value of the movement authority is output by the control system to the interlocking and then, after the route has been secured accordingly Movement Authority executed by a Radio Block Center transmitted to the train (ie its onboard unit).
  • the method mentioned above is particularly suitable if the train protection of the target section and the slip-through path is implemented according to ETCS Level 2 or higher and the train protection monitors actual compliance by issuing the dynamically determined target value (EoA).
  • EoA dynamically determined target value
  • both the target value for the target section and the dynamically shifted slip path are re-determined after the original slip path (10) has become free, and a new movement authority (MA) is determined accordingly and compliance with it be monitored.
  • FIG 1 a schematic representation of the structure of today's existing railway safety systems and a future train-oriented safety logic working with train instances. These are clearly recognizable in the solutions used today dispatching level with the control system (control level) and the interlocking and the radio block centers (RBC, from ETCS Level 2 and higher) on the security level.
  • control level control level
  • RBC radio block centers
  • the method according to the invention for the optimized granting of a driving license (Movement Authority) for a train 2 whose entry into a target section 6 is planned to be imminent takes place above all at the level of the dispositive control system, the interlocking and the RBC.
  • This target section 6 is secured with an entry signal 3 and a target signal 4 and is seen in the direction of travel of train 2 (see arrow on the symbol for train 2) in front of this target signal 4.
  • the present invention requires the control system to know the length of the train 2 and a shelter 8 to be reserved in front of the train.
  • a slip-through path 10 downstream of the target signal 4 is also known in the control system.
  • the control technology e.g. RCS/TMS and Iltis ®
  • RCS/TMS and Iltis ® makes the decision, depending on the train and situation, by how much the End of Authority EoA can be withdrawn compared to the target signal 4 and transmits this by means of a new operation with a parameter (e.g. with a value of 150 for the Pull back about 150m) before the operation for the actual train route setting (Z) at the signal box.
  • This new operation (Verschiebung_EoA) is only dispositive and can therefore be automated. Incorrect values (including the train length on which this parameter is based) in terms of withdrawing the EoA only lead to operational restrictions (MA too short or MA too late), but not to a safety-critical situation.
  • the length or extent of the slip path (including extended vacancy control) is adjusted to the immediately following setting of a train route to this destination or the end of the slip path (including extended vacancy control) is also withdrawn (see right arrow 14).
  • the distance offset is then communicated to train 2 via the appropriately expanded interface from the interlocking to the RBC and from the RBC. This will initially only be a shorter but earlier MA and this for the FS mode (ETCS Level 2 Full Supervision) or in OS (On-Sight) or LS (Limited Supervision) mode to train 2.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP21169936.8A 2021-03-16 2021-04-22 Procédé d'octroi optimisé d'une autorisation de mouvement pour un véhicule ferroviaire/train Pending EP4059807A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP21162890 2021-03-16

Publications (1)

Publication Number Publication Date
EP4059807A1 true EP4059807A1 (fr) 2022-09-21

Family

ID=74946966

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21169936.8A Pending EP4059807A1 (fr) 2021-03-16 2021-04-22 Procédé d'octroi optimisé d'une autorisation de mouvement pour un véhicule ferroviaire/train

Country Status (1)

Country Link
EP (1) EP4059807A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB689093A (en) * 1949-08-08 1953-03-18 Standard Telephones Cables Ltd Improvements in or relating to railway signalling systems
DE102014210190A1 (de) * 2014-05-28 2015-12-03 Siemens Aktiengesellschaft Fahrerlaubnis für ein Schienenfahrzeug
EP3061666B1 (fr) * 2015-02-24 2020-07-22 ALSTOM Transport Technologies Système de signalisation pour un réseau ferroviaire et procédé pour l'entière supervision d'un train réalisé par un tel système de signalisation

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB689093A (en) * 1949-08-08 1953-03-18 Standard Telephones Cables Ltd Improvements in or relating to railway signalling systems
DE102014210190A1 (de) * 2014-05-28 2015-12-03 Siemens Aktiengesellschaft Fahrerlaubnis für ein Schienenfahrzeug
EP3061666B1 (fr) * 2015-02-24 2020-07-22 ALSTOM Transport Technologies Système de signalisation pour un réseau ferroviaire et procédé pour l'entière supervision d'un train réalisé par un tel système de signalisation

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
"Advanced Train Control Systems", vol. 1, 29 June 2010, WIT PRESS, ISBN: 978-1-84564-494-9, article D. EMERY: "Enhanced ETCS_L2/L3 train control system", pages: 113 - 122, XP055126681, DOI: 10.2495/978-1-84564-494-9/13 *

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