EP4071028A1 - Prévention d'une collision d'un véhicule ferroviaire à une intersection dans un systeme cbtc - Google Patents

Prévention d'une collision d'un véhicule ferroviaire à une intersection dans un systeme cbtc Download PDF

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Publication number
EP4071028A1
EP4071028A1 EP22162651.8A EP22162651A EP4071028A1 EP 4071028 A1 EP4071028 A1 EP 4071028A1 EP 22162651 A EP22162651 A EP 22162651A EP 4071028 A1 EP4071028 A1 EP 4071028A1
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EP
European Patent Office
Prior art keywords
route
cbtc
module
rail vehicle
edge
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
EP22162651.8A
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German (de)
English (en)
Inventor
David Scheiner
Daniel Sigg
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.)
Stadler Rail AG
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Stadler Rail 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 Stadler Rail AG filed Critical Stadler Rail AG
Publication of EP4071028A1 publication Critical patent/EP4071028A1/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
    • 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
    • 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
    • B61L23/007—Safety arrangements on railway crossings
    • 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
    • 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
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • the present invention relates to a computer-implemented method for preventing a collision of a rail vehicle at a junction, a CBTC guidance module, a CBTC route module and an onboard CBTC module for data processing, a system comprising a CBTC guidance module and an onboard CBTC module Computer program product and a computer-readable storage medium.
  • Communication-based-train-control are systems for train control and for securing train movements.
  • CBTC Communication-based-train-control
  • two-way data communication takes place between the onboard CBTC module and a CBTC wayside module and a CBTC routing module.
  • the rail vehicles can travel at varying spatial distances and the rail network can be used efficiently.
  • Such CBTC systems are known.
  • the existing CBTC systems have the disadvantage that rail vehicles can also come to a standstill in the area of a junction. This is associated with disadvantages, since conflicts with other rail vehicles can arise, particularly in the area of junctions.
  • the object of the invention is achieved by a computer-implemented method for preventing a collision of a rail vehicle at a junction, a CBTC guidance module, a CBTC route module and an onboard CBTC module for data processing, a system comprising a CBTC guidance module and an onboard CBTC module , a computer program product and a computer-readable storage medium and a rail vehicle according to the independent claims.
  • the node has a safety distance ensures that a rail vehicle cannot come to a standstill in the area of the node.
  • Such a method thus ensures that rail vehicles cannot come to a standstill in the area of a node.
  • rail vehicles are at a certain distance from the junction and other rail vehicles can pass through the junction unhindered. This significantly reduces the probability of collisions between two rail vehicles and accidents at the junction, and the efficiency and safety of the route network operated with such a method increases.
  • the safety distance may include a flank protection area and a slip-through path. From the point of view of the rail vehicle in the direction of travel of the junction, the slipping path is then arranged in front of the flank protection area.
  • the request for reserving a route for a rail vehicle on a CBTC routing module can be received by the CBTC routing module using a wired or wireless communication device. It is also possible for the communication device to be both wired and wireless.
  • the route in front of the rail vehicle is dimensioned in such a way that that the rail vehicle can be braked within the length of the route, in particular can be braked essentially without jerks.
  • the roadway can thus have a fixed length, which is measured based on the maximum speed of the rail vehicle. It is also possible to measure the route based on the maximum route speed. It is also possible for the route to be measured continuously or at short intervals based on the actual speed of the rail vehicle.
  • Sending the data of the desired route to a CBTC route module can be wired or wireless.
  • a combination of wired communication and wireless communication is also conceivable.
  • the CBTC route module, the CBTC routing module and the onboard CBTC module can therefore comprise communication means for sending and/or receiving information, such as an antenna or a leeky feeder cable, in particular for bi-directional communication.
  • the node can be a connection of the first edge, the second edge and a third edge. It is also possible that the node is a connection of a first edge, a second edge, a third edge and a fourth edge. It is also possible that further edges are connected to the node.
  • the method can be used on all common route networks.
  • the method can thus be applied to route networks with single points, double points, or slip points. If the method is to be applied to a common railway network, it is not necessary to restructure the switches or the rails.
  • a node does not necessarily have to represent a switch in a route network, but it can.
  • a node can also split the representation of a link into several segments, which are then the edges.
  • the route can include at least one value for an edge, a starting point and an end point.
  • Both the location of the route and the direction of travel of the rail vehicle on the route are defined by the values. As a result, the method can be carried out extremely precisely and efficiently.
  • the route contains values from several edges. Then the driveway lies on several edges. The starting point and the end point of the route then also each have a value of an edge. Then it is defined on which edges the route lies and where the route starts and where the route ends.
  • Such a method can be carried out in an uncomplicated and efficient manner.
  • the procedure ensures that rail vehicles cannot collide with each other.
  • the procedure prevents the rail vehicles from colliding with one another either at a junction or on an open route. This makes possible a very high level of safety for rail vehicle traffic on a network that is operated with such a method.
  • the CBTC route module can receive data of a desired route from the CBTC guidance module by means of wireless communication or by means of wired communication. A combination of wired communication and wireless communication is also possible.
  • the reserved routes data may include routes from other rail vehicles. The data on the reserved routes can also essentially include all routes that are released on the route network at the corresponding point in time.
  • the safety distance data may include values for the edge on which the safety distance lies and the starting point and ending point of the safety distance.
  • the edge on which the safety distance lies can thus be identified and the starting point of the safety distance and the end point of the safety distance can be identified on the edge.
  • the safety distance includes values from two edges. Then the safety distance lies on two edges. The two edges on which the safety distance lies may be adjacent to a node. Then the safety distance runs over the corresponding node.
  • the reserved lane data may include values for the edge on which the lane lies, and the starting point and ending point of the lane. Then you can always see on which edge the road is located and where it has its starting point and where it has its end point.
  • the route to include values from two or more edges. Through the driveway starting point and the route end point, the direction of movement of the rail vehicle can also be seen. It is also possible for the route to be arranged over a large number of edges and nodes.
  • the route start value and the route end value can also be compared with the safety distance start value and the safety distance end value and the start value of the reserved route and the end value of the reserved routes.
  • a starting point of a desired route or an end point of a desired route is in the area of the safety distance, i.e. in the area between the starting point of the safety distance and the end point of the safety distance, this would result in the desired route not being released.
  • a starting point of a desired route or an end point of a desired route is in the area of a reserved route, ie in the area between the starting point and the end point of a reserved route.
  • the communication between the CBTC track module and the rail vehicle can be wireless or wired. It is also possible for the communication to be a mix of a wired system and a non-wired system.
  • the CBTC route module can receive the position data of the rail vehicle.
  • the position data of the rail vehicle can contain geographical position data, for example.
  • the position data of the rail vehicle can also contain the edge on which the rail vehicle is located and a line kilometer. It is also possible for the position data to consist of both a geographic location and the edge on which the rail vehicle is located and a kilometer of track on which the rail vehicle is located. It is also possible for the position data to include further data, for example the current speed and the current direction of travel of the rail vehicle.
  • the position data of the rail vehicle can be compared with at least one value of the released route.
  • the route can then be canceled if the position data of the rail vehicle is outside the released route.
  • the released routes that the rail vehicle has traveled on are canceled after leaving the route.
  • a release signal can be sent to the rail vehicle when the released route is released.
  • the release signal can be sent to the onboard CBTC module.
  • the release signal to the rail vehicle can be sent wirelessly or with a cable to the rail vehicle.
  • a combination of wired communication and wireless communication is also possible. It is possible that the position data of the rail vehicle include the edge on which the rail vehicle is located and this edge is compared with the value of the edge of the released route. If the data do not match, then the released route can be canceled. It is also possible for the position data of the rail vehicle to include both the edge on which the rail vehicle is located and one kilometer of track, and for this data to be compared with the data for the released route.
  • At least one necessary switch position of a rail switch can be determined on the released route.
  • an actual switch position can be received. If the required switch position does not correspond to the actual switch position, a signal can be sent which triggers an adjustment of the switch position.
  • the signal from the rail switch and the signal to the rail switch can be sent wired or without wireless.
  • a combination of wired and wireless communication is also conceivable.
  • a rail vehicle can be controlled efficiently and safely by such a method.
  • the operation of the rail vehicle by a rail vehicle driver is extremely uncomplicated and simple as a result of the optional display of the release on a display direction of the on-board CBTC module. This minimizes human error when driving a rail vehicle.
  • Enabling the operating devices of the rail vehicle for control commands from a rail vehicle ensures that a rail vehicle driver can only operate the rail vehicle when the route is released. This also prevents or minimizes human errors when controlling the rail vehicle. This results in an extremely high level of efficiency and safety for all rail vehicle traffic that is handled using the method.
  • the release is displayed on a display device of the onboard CBTC module in the driver's cab of the rail vehicle, which is arranged in the direction of travel. It's also possible that viewing the share on Display facilities of the onboard CBTC module in both driver's cabs.
  • the driving ban upon receiving a driving ban from the CBTC en route module, the driving ban may be displayed on the display device of the onboard CBTC module. It is possible that automatic braking of the rail vehicle is triggered at the same time.
  • Such a method ensures that the rail vehicle can be operated extremely efficiently and safely on a rail vehicle route network.
  • the driving ban will be displayed visually. It is also possible for the driving ban to be indicated acoustically. It is also possible for the driving ban to be displayed both acoustically and visually. It is possible that the control devices of the rail vehicle are blocked electronically for control commands from a rail vehicle driver. Then the control devices of a rail vehicle can still be moved, but the rail vehicle does not carry out the control commands. It is also possible for the rail vehicle's controls to be physically locked. Then a rail vehicle driver cannot move the operating devices of the rail vehicle.
  • the display device can be a digital device.
  • the display device can also include one or more light sources. It is also possible for the display device to include loudspeakers.
  • the automatic braking of the rail vehicle can be done in such a way that the rail vehicle is braked essentially without jerks and is therefore comfortable for the rail vehicle passengers. It is also possible for the automatic braking to take place in such a way that the rail vehicle performs an emergency stop.
  • the braking intensity can depend on the speed of the rail vehicle.
  • the speed of braking may also depend on what conflict exists on the track network or whether the conflict is very close to the rail vehicle's current location.
  • the object of the invention is further achieved by means comprising a CBTC control module for data processing for carrying out the steps of the method as described above.
  • the advantages of the CBTC routing module correspond to the advantages of the previously described method.
  • the object of the invention is further achieved by means, comprising a CBTC route module for data processing, for carrying out the steps of the method as described above.
  • the advantages of the CBTC route module correspond to the advantages of the previously described method.
  • the object of the invention is further achieved by means for carrying out the steps of the method as described above, which comprise an on-board CBTC module for data processing.
  • the object is also achieved by a rail vehicle with such an on-board CBTC module.
  • the benefits of the onboard CBTC module correspond to the benefits of the method previously described.
  • the object of the invention is further achieved by a system comprising a CBTC control module as described above and an onboard CBTC module as described above.
  • the system may also include a CBTC wayside module as previously described.
  • Such a system allows the processes running on the CBTC guidance module, the onboard CBTC module and optionally on the CBTC wayside module to be combined.
  • the system thus combines the advantages of the methods described above. This makes it possible to operate a rail network efficiently and safely.
  • the object of the invention is also achieved by a computer program product comprising instructions which, when the program is executed by a computer, cause the computer to carry out the steps of the method as described above.
  • the invention is further achieved by a computer-readable storage medium comprising instructions which, when executed by a computer, cause it to carry out the steps of the method as described above.
  • flank protection In the case of switches and crossings, it must be ensured that a rail vehicle driving over them cannot be a hazard from another rail vehicle. This is called "flank protection". To do this, it must be ensured that the flank protection area of a rail vehicle is not violated, i.e. that the necessary area is free to allow a train to safely drive over the points or crossing.
  • the flank protection area is part of a safety distance.
  • the safety distance includes a flank protection area and a slip-through path.
  • a CBTC system is a train control system that is able to determine the position of trains with high accuracy based on a bidirectional communication link to the respective trains without using trackside facilities, thus ensuring the safety of train traffic.
  • the object is solved by a method for setting routes and a CBTC system according to the independent claims.
  • a safety distance is defined along each section of track, in particular along points branches. Routes are set in such a way that they always end at a distance > 0 before the safety distance of a switch branch or lead beyond the safety distance on the branch in the direction of travel. Routes are released dynamically at the end of the train, i.e. the route that the train has already passed is released again.
  • a route must therefore not end within a safety distance. It must end before or go beyond the safety distance. In the case of crossings, this is the safety distance of the second crossed switch branch. Together with the basic rule that routes must not overlap, this ensures that all conceivable cases of conflict when reserving routes at points are covered.
  • the method therefore includes the steps of defining a safety distance along at least one track section and setting a route such that it ends outside the safety distance.
  • the safety distance extends for simple switches with a branch track from a main track from the switch heart along the branching track sections of the switch, i.e. along the straight and the deflecting branch, in the same way for other types of switches, e.g. curved, triple or crossing switches.
  • 4 safety distances are defined.
  • the safety distance includes a flank protection area and a slip-through path.
  • the flank protection area is determined at least from the intersection of the structure gauges of the track branches that are to be kept clear.
  • the slipping path is determined in a known manner. In terms of database technology, this can be implemented as follows:
  • the track model is modeled as a graph consisting of nodes and edges.
  • the nodes are turnouts and crossings (at a node > 2 edges), but also pure track sections can be divided by nodes (2 edges at a node). This means that a track does not necessarily have to be an edge.
  • the track can be divided into N edges with N-1 nodes, e.g. to record different permitted speeds or gradients.
  • a route is a connected list of at least edges or parts of edges leading from the start point to the end point of the route.
  • the beginning of the safety distance is saved as an offset to the connection node of the respective edge.
  • the safety distance is therefore not a separate object in the track model database but is a property of the assigned edge.
  • the CBTC system may include at least one rail vehicle having an onboard CBTC module and a CBTC interlocking with a CBTC guidance module, the onboard CBTC module being in communication with the CBTC guidance module and configuring the CBTC guidance module is to set a route in such a way that it ends outside a safety distance and to communicate it to the vehicle.
  • figure 1 shows the case of a simple switch connecting the first track 6, the second track 7 and the third track 8.
  • a safety distance 5 is defined here along the straight branch (first track 6) and the deflecting branch (second track 7).
  • the safety distance 5 consists of the flank protection area 3 and the slipping path 4.
  • the location of safety sign 2 is only given for reference to classic trackside signaling systems, in a pure CBTC system it is unnecessary and non-existent.
  • figure 2 shows the hypothetical case of a non-released route:
  • the non-released route 10 ends within the safety distance 5 of the straight switch branch. Such a route would not be allocated by the CBTC interlocking logic.
  • figure 3 shows the case of a released route 11:
  • the released route 11 leads beyond the safety distance 5 of the straight switch branch. Since a possible further route along the branching switch branch of the second track 7 must not end within its safety distance and also must not lead to the third track 8, since this is already occupied by the first route, flank protection for the first route is guaranteed.
  • a safety distance (5) is defined along switch branches within which no route may end.
  • a safety distance can be defined along the branching track sections of a switch.
  • the safety distance may include a flank protection area and a slip-through path.
  • the system has at least one rail vehicle that has an onboard CBTC module and a CBTC control module, wherein the onboard CBTC module is in communication with the CBTC control module and wherein the CBTC -Leitmodul is configured to set a route in such a way that it ends outside a safety distance and to communicate it to the vehicle.
  • figure 1 shows a switch 9, which connects a first track 6, a second track 7 and a third track 8 and has two safety distances 5.
  • the switch 9 has a switch tip 1 .
  • the first track 6 and the second track 7 each have a safety distance 5 .
  • the safety distance 5 consists of the flank protection area 3 and the slipping path 4 .
  • the safety sign 2 is arranged between the flank protection area 3 and the slip-through path 4 .
  • figure 2 shows a switch 9 which connects a first track 6, a second track 7 and a third track 8 and has two safety distances 5 and a desired route 10.
  • the desired route 10 is within the safety distance 5. In this case, the desired route 10 is not set or released.
  • the switch 9 has a switch tip 1 .
  • the same reference numbers designate the same components.
  • figure 3 shows a switch 9, which connects a first track 6, a second track 7 and a third track 8 and has two safety distances 5 and a shared route 11.
  • the released route 11 is on the first track 6 and the third track 8.
  • the released route 11 leads from the first track 6 via the points 1 to the third track 8.
  • the same reference symbols denote the same components.
  • figure 4 12 shows a flow chart of a method on a CBTC lead module 12, a CBTC wayside module 13 and an onboard CBTC module 14. The following method steps are shown.
  • the CBTC route module 13 checks whether the desired route (not shown) is in the area of a route that has already been reserved. H: If this is not the case, the route is set and released by the CBTC route module 13 . I: Then the wayside CBTC module 13 sends the clearance to the onboard CBTC module 14. J: The onboard CBTC module 14 receives the clearance from the CBTC wayside module 13. K: The onboard CBTC module 14 indicates the clearance to a railcar driver. L: If the desired route (not shown) is in the area of a reserved route (not shown), the CBTC route module 13 does not set the route.
  • N The onboard CBTC module 14 receives the driving prohibition.
  • O The onboard CBTC module 14 then displays the driving ban to a rail vehicle driver.
  • FIG. 12 shows a flow chart of a method on a CBTC master module 12. The following method steps are shown.
  • B The CBTC master module 12 receives the request from the onboard CBTC module (not shown).
  • C The CBTC control module 12 determines the desired route (not shown).
  • D The CBTC routing module 12 then sends the data for the desired route (not shown) to the CBTC route module (not shown).
  • FIG. 12 shows a flow chart of a method on a CBTC wayside module 13. The following method steps are shown.
  • the CBTC route module 13 receives the desired route data from the CBTC routing module (not shown).
  • Q The CBTC route module 13 checks whether the desired route (not shown) ends within the safety distance (not shown).
  • L If so, the CBTC route module 13 does not set the route.
  • M The CBTC route module 13 then sends a driving ban to the onboard CBTC module 14.
  • G If this is not the case, the CBTC route module 13 checks whether the desired route (not shown) is in the area of an already reserved route.
  • the route is set and released by the CBTC route module 13 .
  • I The CBTC wayside module 13 then sends the release to the onboard CBTC module (not shown).
  • L If so, the CBTC route module 13 does not set the route.
  • M Then the route CBTC module 13 sends a driving prohibition to the onboard CBTC module (not shown).
  • figure 7 14 is a flow chart of a method on an onboard CBTC module 14. The following method steps are shown.
  • N The onboard CBTC module 14 receives the travel prohibition from a CBTC route module (not shown).
  • O The onboard CBTC module 14 then displays the driving ban to a rail vehicle driver.
  • J The onboard CBTC module 14 receives the enable from the CBTC wayside module (not shown).
  • K The onboard CBTC module 14 indicates the release to a train operator.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22162651.8A 2021-03-19 2022-03-17 Prévention d'une collision d'un véhicule ferroviaire à une intersection dans un systeme cbtc Pending EP4071028A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH00296/21A CH718463A2 (de) 2021-03-19 2021-03-19 Verfahren zum Einstellen von Fahrstrassen und CBTC-System.

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EP4071028A1 true EP4071028A1 (fr) 2022-10-12

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100090069A1 (en) * 2007-02-07 2010-04-15 Siemens Transportation Systems S.A.S. Anticollision Control System for a Vehicle
WO2022020685A1 (fr) * 2020-07-23 2022-01-27 Transportation Ip Holdings, Llc Systèmes et procédés de fonctionnement d'un système de véhicules

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100090069A1 (en) * 2007-02-07 2010-04-15 Siemens Transportation Systems S.A.S. Anticollision Control System for a Vehicle
WO2022020685A1 (fr) * 2020-07-23 2022-01-27 Transportation Ip Holdings, Llc Systèmes et procédés de fonctionnement d'un système de véhicules

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
"IEEE Standard for Communications-Based Train Control (CBTC) Performance and Functional Requirements;IEEE Std 1474.1-1999 ED - Anonymous", IEEE STANDARD; [IEEE STANDARD], IEEE, PISCATAWAY, NJ, USA, 1 January 1999 (1999-01-01), pages i, XP017603365, ISBN: 978-0-7381-1825-3 *
DETLEF BR?CKNER: "L?sungen f?r das automatisierte Fahren im Nahverkehr - Solutions for automation in urban rail", SIGNAL UND DRAHT: SIGNALLING & DATACOMMUNICATION, vol. 109, no. 6, 12 June 2017 (2017-06-12), DE, pages 6 - 11, XP055381408, ISSN: 0037-4997 *

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Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR