EP4079600A1 - Procédé d'évaluation optimisée d'affectation pour la délivrance d'un permis de conduire pour un véhicule ferroviaire / train pour un train circulant devant - Google Patents

Procédé d'évaluation optimisée d'affectation pour la délivrance d'un permis de conduire pour un véhicule ferroviaire / train pour un train circulant devant Download PDF

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Publication number
EP4079600A1
EP4079600A1 EP21191486.6A EP21191486A EP4079600A1 EP 4079600 A1 EP4079600 A1 EP 4079600A1 EP 21191486 A EP21191486 A EP 21191486A EP 4079600 A1 EP4079600 A1 EP 4079600A1
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EP
European Patent Office
Prior art keywords
train
target section
target
section
destination
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
EP21191486.6A
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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
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Filing date
Publication date
Application filed by Siemens Mobility AG filed Critical Siemens Mobility AG
Publication of EP4079600A1 publication Critical patent/EP4079600A1/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
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • 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
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • 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 optimized occupancy evaluation for granting a driving license (movement authority) for a rail vehicle/a train when a train is driving in front.
  • 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 providing a method for optimized occupancy evaluation for issuing a driving license (movement authority) for a train in a target section secured with a destination, e.g. a track section for a station stop, with a preceding train, with which a a high level of safety and at the same time a high degree of flexibility in route use can be achieved without major additional investment and/or engineering requirements.
  • a driving license movement authority
  • this arriving train including the shelter preceding the train, is shorter than the destination section, the arriving train does not have to catch up to the original stopping point in this destination section, but can, due to the shortened end-of -Authority (EoA) come to a halt well before the original stopping point at the end of the target section and can therefore be allowed to enter the target section even sooner, since a longer remaining occupancy period is tolerable in this case. It is therefore necessary to withdraw the End of Authority EoA for this occupancy check at least to the extent that the slipping path thus withdrawn ends at destination 4 at the latest (otherwise the section after the destination would also have to be free). If the EoA is pulled back even further (e.g. up to panel T1), this subsequently increases the tolerable remaining occupancy time again when the train leaves destination section 6.
  • EoA end-of -Authority
  • Valuable seconds (approximately 4 to 8 seconds) can thus be gained in the train sequence at the station entrances for trains in general and in particular also for trains that are shorter than the destination section. 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.
  • a suitable way of correctly determining the remaining occupancy time can be achieved if the remaining occupancy time is determined from the parameters length of the preceding train, current speed of the preceding train and the position of the preceding train.
  • the remaining occupancy period for the departing train is dynamically re-evaluated if the train is already entering the target section, and the driving license (MA) issued to the train continues in the target section (6) can be extended into. Accordingly, the driving license can even reach right up to the destination. In this way, the incoming train can enter the target section more quickly because the braking curve relevant to it is shifted further and further towards the target point (i.e. it is shifted further and further backwards in the direction of travel into the target section).
  • 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 carried out by a radio block center and transmitted to the train (i.e. its onboard unit) in a secure signaling manner.
  • the method mentioned above is particularly suitable if the train protection of the target section and of the Slipping distance is executed according to ETCS Level 2 or higher and the train protection system monitors actual compliance by issuing the dynamically determined target value (EoA).
  • EoA dynamically determined target value
  • 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.
  • the dispatching level with the control system (control level) and the interlocking and the radio block centers (RBC, from ETCS Level 2 and higher) in the security level are clearly recognizable in the solutions used today.
  • This destination section 6 is secured with an entry signal 3 and a destination signal 4 and is located in front of this destination signal 4 as seen in the direction of travel of train 2 (see arrow on the symbol for train 2).
  • control system For the granting of a movement authority MA for entry into the target section 6, it may be necessary in the present invention for the control system to know the length of the train 2 and a shelter 8 to be reserved in front of the train 2. In addition, a slip path 10 downstream of the target signal 4 can also be known in the control system.
  • the control system checks whether the conditions for granting Movement Authority and its destination, which is also known as End of Authority EoA, are met. With this method, the control system-side initiation and interlocking/RBC-side reliable signaling of the movement authority for train 2 to enter the target section 6 takes place if a target section 6 is leaving for a remaining occupancy period determined for the target section 6 preceding train 12 falls below a predetermined limit value.
  • the remaining occupancy period can be determined from the parameters length of the train 12 driving ahead, the current speed of the train 12 driving ahead and the position of the train 12 driving ahead.
  • the train 2 it is possible for the train 2 to be able to enter the destination section 6 when the train 12 traveling in front has not yet completely left the destination section 6, but for the remaining occupancy time of this destination section 6 by the preceding section and out of the destination section 6 exiting train 12 falls below a predetermined limit.
  • This situation is indicated for the preceding train 12 by means of the arrow symbol, which is still partly in the destination section 6 located, shown.
  • the remaining occupancy time now states how much time the train 12 driving ahead will still need in order to have cleared the target section 6 with a sufficiently high probability (ie to have left it).
  • this arriving train 2 including its shelter 8 preceding train 2, is shorter than destination section 6.
  • the arriving train must therefore 2 does not even catch up to the original destination/stopping point 4 in this destination section 6, but can now already clearly before the original destination/stopping point 4 due to the shortened end-of-authority EoA signaled in the display of the onboard unit already come to a stop at predefinable, dynamically allocated stopping points T1, T2 or T3 in the destination section 6 and can therefore be allowed to enter the destination section 6 even sooner, since a longer remaining occupancy period is tolerable in this case.
  • the dynamically allocated stopping point (the End of Authority EoA) has been placed at stopping point T2, as should also be symbolized with a corresponding braking curve 16 .
  • the MA which was initially only granted up to T2
  • T2 can be dynamic be extended to T3 and then to target signal 4.
  • train 2 can enter the destination track more quickly, since the EoA (at T2, T3 and finally at destination signal 4) is far enough from the effective stopping point (T2) and the braking curve monitor does not allow the train to brake unnecessarily early.
  • T2 the destination point
  • TPR Train Position Report
  • a timer with the value of the remaining occupancy period can now be "raised” at the same time as the driver's license is received. However, if this timer expires before the target section 6 is actually reported as being free, for example via an axle counting system, then the travel clearance (MA) that was issued early is immediately reduced. The value of the remaining occupancy period for the reported speed is calculated assuming a constant speed, which is why the value when determining the accelerating behavior of the departing train 12 is even better on the safe side.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP21191486.6A 2021-04-22 2021-08-16 Procédé d'évaluation optimisée d'affectation pour la délivrance d'un permis de conduire pour un véhicule ferroviaire / train pour un train circulant devant Pending EP4079600A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP21169878 2021-04-22

Publications (1)

Publication Number Publication Date
EP4079600A1 true EP4079600A1 (fr) 2022-10-26

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EP21191486.6A Pending EP4079600A1 (fr) 2021-04-22 2021-08-16 Procédé d'évaluation optimisée d'affectation pour la délivrance d'un permis de conduire pour un véhicule ferroviaire / train pour un train circulant devant

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EP (1) EP4079600A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116534084A (zh) * 2023-05-30 2023-08-04 北京全路通信信号研究设计院集团有限公司 虚拟区段的状态确定方法、装置、设备及介质
CN116985876A (zh) * 2023-09-28 2023-11-03 北京城建智控科技股份有限公司 冗余判断时间的确定方法、装置、电子设备及存储介质
CN117261973A (zh) * 2023-11-13 2023-12-22 北京城建智控科技股份有限公司 移动授权计算方法及装置
CN118651281A (zh) * 2024-08-19 2024-09-17 湖南中车时代通信信号有限公司 一种工程数据测试方法、装置、设备及介质

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3222490A1 (fr) * 2016-03-23 2017-09-27 Siemens Rail Automation S.A.U. Système et procédé de gestion d'une autorité de mouvement de véhicule guidé
EP3339133A1 (fr) * 2016-12-22 2018-06-27 Siemens Rail Automation S.A.U. Système et procédé pour déclencher un envoi d'une autorité de mouvement à un véhicule guidé
EP3782870A1 (fr) * 2019-08-14 2021-02-24 Siemens Mobility GmbH Procédé et poste de commande centrale destinés au fonctionnement d'une voie ferrée

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3222490A1 (fr) * 2016-03-23 2017-09-27 Siemens Rail Automation S.A.U. Système et procédé de gestion d'une autorité de mouvement de véhicule guidé
EP3339133A1 (fr) * 2016-12-22 2018-06-27 Siemens Rail Automation S.A.U. Système et procédé pour déclencher un envoi d'une autorité de mouvement à un véhicule guidé
EP3782870A1 (fr) * 2019-08-14 2021-02-24 Siemens Mobility GmbH Procédé et poste de commande centrale destinés au fonctionnement d'une voie ferrée

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116534084A (zh) * 2023-05-30 2023-08-04 北京全路通信信号研究设计院集团有限公司 虚拟区段的状态确定方法、装置、设备及介质
CN116985876A (zh) * 2023-09-28 2023-11-03 北京城建智控科技股份有限公司 冗余判断时间的确定方法、装置、电子设备及存储介质
CN116985876B (zh) * 2023-09-28 2024-01-12 北京城建智控科技股份有限公司 冗余判断时间的确定方法、装置、电子设备及存储介质
CN117261973A (zh) * 2023-11-13 2023-12-22 北京城建智控科技股份有限公司 移动授权计算方法及装置
CN118651281A (zh) * 2024-08-19 2024-09-17 湖南中车时代通信信号有限公司 一种工程数据测试方法、装置、设备及介质

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