EP4098509A1 - Procédé d'accès optimisé à une section cible par détermination dynamique de la vitesse de libération - Google Patents

Procédé d'accès optimisé à une section cible par détermination dynamique de la vitesse de libération Download PDF

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Publication number
EP4098509A1
EP4098509A1 EP22172610.2A EP22172610A EP4098509A1 EP 4098509 A1 EP4098509 A1 EP 4098509A1 EP 22172610 A EP22172610 A EP 22172610A EP 4098509 A1 EP4098509 A1 EP 4098509A1
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EP
European Patent Office
Prior art keywords
train
release speed
target section
control system
entry
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
EP22172610.2A
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German (de)
English (en)
Inventor
Dr. 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
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Siemens Mobility AG
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Filing date
Publication date
Application filed by Siemens Mobility AG filed Critical Siemens Mobility AG
Publication of EP4098509A1 publication Critical patent/EP4098509A1/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
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical 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 optimized train entry into a target section by dynamically determining the release speed.
  • 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 processes involved in entering a station and the associated issuing of the driving license in the destination section are time-critical processes, which, however, have to meet strictly regulated monitoring requirements due to safety requirements.
  • a train driver can approach the end of the set route, i.e. the end of authority, with a driving license issued and within the framework of the ETCS Level 2 Full Supervision but a so-called release speed (freeing speed) is reported in the onboard unit.
  • This ETCS function enables the engine driver to approach the end of the set route at a certain speed without taking into account the braking curve actually calculated for this train (EBI - Emergency Brake Intervention Curve) and also enables the train to depart again after the train has come to a standstill (unlike with the Overlap Release Speed function).
  • the train brakes when the transmitted release speed is reached or fallen below in the onboard unit OBU, the monitoring of the braking curve is replaced by a constant monitoring speed, i.e. the OBU only monitors the journey to ensure that the assigned release Speed is no longer exceeded until the EoA is reached.
  • the granting of the release speed means that the train has to be braked at a predetermined time or place to a speed below the release speed and then use the OS or FS principle to reach the intended stopping point (i.e. the intended EoA). without observing the braking curve originally intended. This compulsion to fall below the prescribed current through the ETCS project planning rules Fixed release speed (usually 20 km/h when entering the station) can have an impact on throughput for the following train or trains.
  • ETCS Level 3 is sufficiently mature with less investment and/or engineering requirements for the optimized issuing of driving licenses and the corresponding optimization of train throughput.
  • the present invention is therefore based on the object of providing a method for optimized train entry into a destination section for a train whose entry is intended for the destination section secured with a destination point and lying in front of this destination point as seen in the direction of travel of the train, e.g. a track section for a station stop, specify with which a high level of safety and at the same time a high degree of flexibility in the use of the route can be achieved without major additional investment and/or engineering requirements.
  • the train it is possible for the train to be assigned a release speed according to its characteristics, which allows the train to move sufficiently quickly and close to the end of the set route, i.e. the end point (EoA) of the permission to proceed (MA). be able.
  • the continuous and/or event-oriented repetition of the determination of the release speed creates the possibility that a higher value can also be determined for the release speed and thus the train can also enter the target section faster and also with less braking, without the MA should have been extended for this.
  • valuable seconds can be saved when the train enters the target section, which, for example, helps a following train to enter this target section earlier.
  • the release speed can only be determined when there is actually a slip path for the train that is also secured by the signal box. If, for example, at the time the Movement Authority was granted, the slip route could not yet be secured because, for example, a conflict with a another train or shunting run, the MA can initially be issued without release speed, ie release speed 0 km/h. However, as soon as the slipping path could then be secured in this embodiment because the previously existing conflict has been resolved, the MA can be updated with the corresponding release speed, preferably before the release speed of 0 km/h is even relevant in the course of the entry becomes.
  • a gradual increase in the release speed can even be imagined here.
  • the MA is updated with a Release Speed. If, at a later point in time, the secured slip-through distance could be extended, the release speed within the existing MA can also be further increased.
  • the release speed may only be upgraded, i.e. increased, otherwise emergency braking may occur.
  • a train can be given a comparatively high release speed if the required slipping distance is available and thus enter the station at a comparatively high speed and then brake correspondingly quickly towards the end of the EoA until the train stops.
  • a good example for the dynamic allocation of comparatively high release speeds is the S-Bru traffic, whereby, for example, a long S-Bahn train (with good braking behavior) coupled to several sets during the rush hour to the end of the station track in the station must enter so that the rearmost door of the stationary train is still accessible from the platform.
  • the same can also apply to a train that also has very good braking dynamics and, due to an existing delay, should enter the station as quickly as possible in order to be able to catch up on part of the delay.
  • the train's braking capacity and/or the length of the train and/or the priority of the train in relation to the train throughput and/or the punctuality status of this train compared with the timetable can expediently be used as characteristics of the train and also the possible slip-through path length(s) from a general point of view.
  • a particularly dynamic adjustment of the release speed can be achieved if the release speed is increased based on the previously determined release speed when the target section and/or the slip path is vacated by a train in front or the elimination of another conflict in the required slip path for the train becomes.
  • the release speed Before and/or when the train enters the target section, the release speed can even be increased as required, so that the train driver has to brake even less hard or first approach the target point at higher speed and then correspondingly more to comply with the with the EoA promised driving license slows down, so that the sections of track previously occupied by the train can be made available again even more quickly for the setting of new routes for the following train or trains.
  • 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 train and for this train corresponds to the reserved shelter.
  • 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.
  • 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).
  • 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
  • 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.
  • the method according to the invention for dynamically determining the release speed 12 or 14 for a train 2 whose entry is intended to enter a target section 6 takes place above all at the level of the dispositive control system, the interlocking and the RBC.
  • 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).
  • the control system checks whether the conditions for issuing the driving license (Movement Authority MA) and its target value, which is also known as the End of Authority EoA, are met.
  • the initiation by the control system and safe issuing of the movement authority for train 2 by the interlocking/RBC by signaling is carried out in this procedure if the criteria for issuing the MA for entry into target section 6 are met are.
  • the characteristics of the train 2 are made known to the control system for train dispatching that also covers this section of the route.
  • Such characteristics can be used, for example, the braking capacity of the train and/or the length of the train and/or the priority of the train in relation to the train throughput and/or the punctuality status of this train compared to the timetable.
  • the possible slip path length(s) 10 from a higher perspective can also be used for this issuing of the MA.
  • a target value (EoA) for the Movement Authority (MA) and a slip-through path 10 (Dweg) for this train 2, which is subordinate to the target value, are assigned by the control system and interlocking Interlocking/RBC-side granting of the movement authority authorizing entry into the target section for train 2, with the release speed 12 or 14 to be provided dynamically as part of the granting of the movement authority, depending on the characteristics of the train and of the Slipping distance assigned to this train on the basis of the risk acceptance criteria defined by a railway operator, e.g.
  • the train driver can be given greater freedom in guiding his train along a higher speed profile towards the target value of the Movement Authority (EoA).
  • EoA Movement Authority
  • a higher release speed has the effect that the engine driver (a driverless train is also conceivable here, of course) has to slow down his train less to below release speed 14 than below release speed 12 and then only has to pay attention to this when continuing the journey must keep his train below this release speed and, of course, actually stop there, taking into account the intended target value of the Movement Authority.
  • the situation with regard to the train ahead and/or the occupancy of routes in front of the train (seen in its direction of travel) behind the target section 6 can also be determined in a way that is advantageous for the dynamic determination of the release speed be observed, for example, if the target section 6 and/or the slip-through path 10 is vacated by a train traveling in front, for the train 2 intended to enter the target section 6, based on the previously defined release speed 12, an increase or in the case of a release for the time being Speed 0 km/h, the release speed 14 should be issued dynamically and thus in relation to the situation.
  • the dynamic determination of release speed 14 can be used to save time when stopping in target section 6 (in usually when stopping to operate the station) can be reinforced again or overshooting of the dynamics can be avoided by pulling back the EoA too far. Pulling back the EoA too much could be counterproductive in the sense that the incoming train 2 reduces its speed too early. This would increase the travel time and possibly create a backlog for other trains that follow, which would reduce the intended effect of the faster train sequence. If the length of the slipping path 10 can be shortened in justified cases depending on the train and the situation, the EoA does not then have to be pulled back so much.
  • the influence of the dynamically determined release speed 14 on the length of the required slipping distance 10 is significant and in any case greater than the influence of the residual risk of the braking behavior itself.
  • the control technology e.g. RCS/TMS and Iltis ® ) makes the decision in each case, depending on the train and the situation, as to which release speed 14 is the maximum permissible or which available slip path length 10 should be used. You can do this by means of a corresponding operation with a parameter specially provided for this purpose (e.g. with a value of 10 for a release speed of 10 km/h or with a value of 30 for an available slipping distance of 30m) before or with the operation for the actual train route setting.
  • a parameter specially provided for this purpose e.g. with a value of 10 for a release speed of 10 km/h or with a value of 30 for an available slipping distance of 30m
  • This operation is only of a dispositive nature and can therefore be automated. Incorrect values only lead to operational limitations (MA too restrictive or MA too late), but not to a safety-critical situation.
  • the length or expansion of the slipping path (including extended free detection control) is adapted to the immediately following setting of a train route to this destination.
  • the specified release speed 14 and/or the available, secured slip-through path length is communicated from the interlocking to the RBC via the interface designed accordingly.
  • the RBC transmits this release speed to the OBU via the existing interface as part of the issuing of the MA or calculates it on the basis of the slip path length reported by the interlocking and then also reports this to the OBU.
  • the release speed can be increased again for the train in question or the slipping distance can be extended again if the obstacle is removed (the journey in front clears the target section) or when moving on. unless the MA is extended anyway.
  • this procedure can be implemented without adjustments to the ETCS specifications from BL2 ("Software instead of concrete").
  • the ETCS specification from BL2 would also allow the calculation of the permissible release speed on the on-board unit (OBU) depending on the available slip path 10, among other things.
  • the onboard unit must be provided with the previously dynamically determined value for the slipping distance 10 by the RBC.

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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)
EP22172610.2A 2021-06-03 2022-05-10 Procédé d'accès optimisé à une section cible par détermination dynamique de la vitesse de libération Pending EP4098509A1 (fr)

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Application Number Priority Date Filing Date Title
EP21177609.1A EP4098508A1 (fr) 2021-06-03 2021-06-03 Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération

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EP4098509A1 true EP4098509A1 (fr) 2022-12-07

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EP21177609.1A Withdrawn EP4098508A1 (fr) 2021-06-03 2021-06-03 Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération
EP22172610.2A Pending EP4098509A1 (fr) 2021-06-03 2022-05-10 Procédé d'accès optimisé à une section cible par détermination dynamique de la vitesse de libération

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3109127A1 (fr) * 2015-06-23 2016-12-28 Siemens Schweiz AG Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande
EP3323693A1 (fr) * 2016-11-21 2018-05-23 Siemens Schweiz AG Logique de sécurité de voies orientée train pour installations de sécurité ferroviaire
EP3782869A1 (fr) * 2019-08-22 2021-02-24 Thales Management & Services Deutschland GmbH Procédé de commande d'un train dans un système de protection des trains, système de protection des trains

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3109127A1 (fr) * 2015-06-23 2016-12-28 Siemens Schweiz AG Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande
EP3323693A1 (fr) * 2016-11-21 2018-05-23 Siemens Schweiz AG Logique de sécurité de voies orientée train pour installations de sécurité ferroviaire
EP3782869A1 (fr) * 2019-08-22 2021-02-24 Thales Management & Services Deutschland GmbH Procédé de commande d'un train dans un système de protection des trains, système de protection des trains

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