EP4116170A1 - Procédé permettant de faire fonctionner un système de commande des trains - Google Patents

Procédé permettant de faire fonctionner un système de commande des trains Download PDF

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Publication number
EP4116170A1
EP4116170A1 EP22175746.1A EP22175746A EP4116170A1 EP 4116170 A1 EP4116170 A1 EP 4116170A1 EP 22175746 A EP22175746 A EP 22175746A EP 4116170 A1 EP4116170 A1 EP 4116170A1
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EP
European Patent Office
Prior art keywords
vehicle
signal
group
hsig
rbc
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
EP22175746.1A
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German (de)
English (en)
Inventor
Bertrand BREMEN
Axel Beer
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GTS Deutschland GmbH
Original Assignee
Thales Management and Services Deutschland GmbH
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Filing date
Publication date
Application filed by Thales Management and Services Deutschland GmbH filed Critical Thales Management and Services Deutschland GmbH
Publication of EP4116170A1 publication Critical patent/EP4116170A1/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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • 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
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • 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
    • 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 invention relates to a method for operating a train control system for influencing a rail-bound vehicle with an on-board monitoring device (OBU), the train control system having a route control center (Radio Block Center RBC) and external signaling with at least one signal and a first beacon group upstream of the signal and an am Signal arranged second beacon group, wherein the vehicle is monitored by the route control center, the method comprising: assignment of the vehicle to the signal, determination of a current signal aspect of the assigned signal, granting a driving permit by the route control center to the vehicle depending on the determined signal aspect via a radio link.
  • OFB on-board monitoring device
  • a method for operating a train control system is known, for example, from [01].
  • ETCS European train control system
  • ERTMS European traffic control system
  • GSM-R railway mobile radio system
  • ETCS is used in all European countries in high-speed and conventional rail traffic. [01] describes different levels and modes under which ETCS can be used.
  • ETCS Level 1 communication between line and vehicle is discontinuous via balises, which are often located at the locations of distant and main signals. ETCS information is transmitted as soon as the vehicle passes the balise.
  • the most important information transmitted by the beacons are route gradients, route maximum speeds, the point at which the vehicle is to stop and signal states/signal aspects ("stop" "go” etc.).
  • the balises receive the information to be transmitted to the vehicle from a Lineside Electronic Unit (LEU), which is coupled to the interlocking or the signals.
  • LEU Lineside Electronic Unit
  • ETCS Level 2 is characterized by constant communication between the vehicle and the ETCS center (RBC) via GSM-R or Euroradio. This requires an exact determination of the position and direction of the train.
  • the vehicle computer regularly transmits position and direction information to the track via GSM-R. If the route is not also suitable for ETCS Level 1, the balises are usually fixed data balises, i.e. they only send static messages to the vehicle.
  • ETCS Level 1 information regarding free track sections is determined by the interlocking via the stationary track vacancy detection and passed on to the ETCS centre: For this purpose, the route is - as with conventional safety technology - divided into block sections, whereby the train only then may enter the next block section if this, including the subsequent protection section, is not occupied by another train but is reported to be free.
  • the Full Supervision (FS) and Limited Supervision (LS) modes are defined for the various ETCS levels. Together with the mode, the ETCS information forms a permission to drive (Movement Authority). This means that the on-board ETCS equipment can continuously monitor compliance with the permitted speed (and direction) and trigger emergency braking in good time, regardless of nationally defined route geometries and signal spacing.
  • FS Full Supervision
  • the signal aspects of the signals are replaced by driver's cab signaling (FS mode).
  • the vehicle driver reads the signal information from the driver's cab display.
  • external signaling can be dispensed with in FS mode.
  • the Limited Supervision mode was specially designed for ETCS Level 1 in order to reduce costs or to be able to use ETCS Level 1 on routes that do not have fixed distant signal spacing.
  • the Limited Supervision mode is not designed for ETCS Level 2, which means that many of the functions required to implement corresponding operation are missing.
  • the vehicle is driven by a vehicle driver after the external signalling, and that the monitoring is carried out by the route control center in the background, such that the route control center communicates discontinuously with the vehicle, the permission to drive being requested by driving over the first balise group is, and the driving permission is transmitted to the vehicle as a function of the determined current signal aspect, the driving permission containing concatenation information (linking information), whereby the second balise group is masked and thus not evaluated.
  • the vehicle (at least one car, the car may include a traction vehicle and possibly other cars, in particular a train) is primarily controlled by the vehicle driver, with the control by the vehicle driver being supplemented by background monitoring.
  • the vehicle driver decides whether/how the train is accelerated or decelerated or at what speed it drives ("driving according to external signals").
  • Background monitoring intervenes only in the event of a driver error and triggers a safety response if necessary. This means that the train driver does not drive according to the specifications of the train control system, but according to the specifications of the external signalling. Since the driver is responsible, in contrast to ETCS Level 2 FS, the route control center only has to meet low safety requirements for the train control system. This reduces the development costs of the system used.
  • starting against stop signals can be prevented by the vehicle registering with the RBC at the start of the train run ("Start of Mission"). In this way, starting against stop signals can be prevented, since the route control center can issue an SR (Staff responsible) permit, in which only the maximum permissible speed is monitored, or an OS (on sight) permit, which allows a lower maximum speed than the nationally specified values. Fewer balises are therefore required in the method according to the invention than in the case of ETCS Level 1 LS. In addition, trackside electronics (Lineside Electronic Unit LEU) are not required for every signal, as is the case with ETCS Level 1 LS, for example.
  • SR Staff responsible
  • OS on sight
  • the decisive factor for the implementation of the method is the use of concatenation information (linking information) in the driving license.
  • the concatenation information can be used to ensure that the second balise group is masked and therefore not evaluated.
  • Linking information means the logical linking of a balise group with a subsequent balise group. In the case of a chain, successive beacon groups in the direction of travel are announced and monitored with their identities and the distances to be traveled between them. If a balise group is not listed in the linking information, its information is not used by the on-board monitoring device. The linking information is used to mask the second balise group. After passing the location of a virtual balise group, the linking information on the vehicle is deleted again and each balise is read again.
  • the balises are used to determine the location of the vehicle.
  • the first beacon group before the signal is used to inform the route control center that the vehicle is in front of the signal and permission to travel must be granted in order to avoid a safety reaction.
  • a "permission to drive” is a message that is transmitted from the route to the vehicle and evaluated there. From the permission to drive, the braking capacity of the vehicle, the odometry and other input data, braking curves are derived, among other things, which are used as a basis for monitoring the vehicle's speed, especially within the framework of ETCS.
  • the driving permit includes, among other things, the length or the end of the driving permit, i.e. the place to which the drive may be carried out and, if applicable, a Permitted Braking Distance (a permissible braking distance). For example, the announcement of a permissible braking distance with "expect stop" at a distant signal causes the vehicle to reduce its speed to such an extent that the permissible braking distance is still maintained with the respective braking capacity when the associated stop signal is passed.
  • Permission to proceed from the route control center includes linking information to a virtual (non-existent) beacon group behind the second beacon group.
  • the information from the second beacon group is not evaluated by the vehicle (in particular not forwarded to the route control center) and the safety reaction is prevented if permission to travel is received from the vehicle (masking of the second beacon group).
  • the second beacon group is read and the ID is sent to the routing center. If there is a distant signal and a main signal, this applies to the two groups of beacons on the distant signal as well as to the two groups of beacons on the main signal. If the permission to travel is not received by the on-board monitoring device due to a fault, the second beacon group is evaluated, which triggers a safety reaction on the on-board monitoring device.
  • the transmitted permission to proceed causes the vehicle to continue its journey without being affected, if the signal indicates that it is to stop, it is influenced before the distant signal (compliance with the permitted braking distance at a distance after the distant signal) and influenced before the main signal with permission to travel up to the main signal.
  • the driving license There is no display of the driving license in the driver's cab, since the Train driver drives according to external signaling and is only monitored in the background. As soon as a stop signal changes to driving, permission to drive is renewed and the interference is lifted.
  • the train control system is preferably ETCS and the vehicle is operated in the ETCS Level 2 Limited Supervision (LS) operating mode.
  • the routing center Before driving over the first balise group, the routing center preferably issues an initial travel permit with a predetermined maximum length and mode profile “Limited Supervision”.
  • the specified maximum length is preferably >32 km ("unlimited driving permit").
  • the method is carried out with a reduced planning effort for the technical system compared to an operating mode ETCS Level1 LS and/or ETCS Level2 FS.
  • the method is therefore carried out with a system that is incompletely configured for an ETCS Level 1 LS and/or ETCS Level 2 FS operating mode.
  • Project planning means the project-related configuration of the system. Incomplete configuration means that not all of the data required for ETCS Level 1 LS or ETCS Level 2 FS is configured. This means that with the method according to the invention less project planning effort is required in relation to ETCS Level 2 FS and ETCS Level 1 LS.
  • the distances between distant and main signals do not have to be projected in the method according to the invention.
  • the distances between main signals do not have to be configured.
  • the inclination angle and speed profiles of the route do not have to be configured.
  • the distances between the first and second balise groups on the distant and main signal are set to a uniform value and do not have to be projected individually.
  • the method according to the invention therefore requires significantly less project planning effort for the technical system than for an ETCS Level1 LS and/or ETCS Level2 FS operating mode.
  • static information in particular the beacon ID
  • the static information can also contain, for example, text messages and/or information regarding speed restrictions.
  • the first balise group and the second balise group preferably comprise fixed-data balises (passive balises), which can only transmit static information to the vehicle.
  • the static information transmitted by the beacon group to the vehicle when driving over the first beacon group is at least partially transmitted from the vehicle to the route center, in particular via the radio link, preferably using GSM-R or Euroradio.
  • the vehicle is preferably assigned to the signal by the route control center using the static information transmitted by the vehicle to the route control center.
  • the location of the vehicle can be determined using the ID.
  • the route control center can assign the vehicle to the signal.
  • the assignment of the vehicle to the distant or main signal and thus the determination of the position thus takes place by means of the balises, preferably exclusively by means of the balises.
  • the position data used for the assignment can also be determined using other location methods, e.g. GPS, inertial navigation, magnetic field maps. To do this, the vehicle would have to cyclically report its position, determined using the locating method, to the route control center, which then carries out a signal assignment again.
  • speed limit a temporary speed limit
  • the speed-restricted section is in particular in front of a signal in front of a danger point (main signal).
  • the balise that triggers the transmission of a speed restriction is preferably located at the location of a distant signal.
  • the slow-moving section causes the vehicle to slow down to a low speed in front of the main signal, so that any emergency braking at the second balise group does not lead to the danger point behind the main signal being driven over. It forces the vehicle to slow down.
  • the driver receives a text message about the reason that triggered the safety reaction.
  • a reason for not receiving the permission to drive can be, for example, a delay or disruption, for example in the transmission of the static information to the route center
  • a special variant of the method provides that, by driving over the second balise group, the vehicle receives an instruction that requires acknowledgment, in particular with a text message, and that the automatic braking takes place as a reaction to the lack of acknowledgment of the instruction that requires acknowledgment.
  • the current signal aspect is preferably determined by the route control center tapping route information at a signal box.
  • the at least one signal comprises a distant signal and a main signal
  • the beacon groups include a first distant signal balise group upstream of the distant signal and a first main signal balise group upstream of the main signal, as well as a second distant signal balise group arranged on the distant signal and a second main signal balise group arranged on the main signal.
  • the permission to drive transmitted to the vehicle contains information regarding of the "Limited Supervision” mode profile and a length beyond the main signal.
  • the driving permit such as the gradient of the route, maximum route speed, or the permissible speed indicated on the signal in the following route section, etc.
  • the route control center immediately extends the travel permission and does not wait until a new balise group has been crossed, as is the case, for example, in Level 1 Limited supervision is mandatory.
  • the driving permit can be extended at any time when the signal is in the driving position. As a result, the number of balises can be reduced compared to ETCS Level 1 Limited Supervision.
  • the permission to drive transmitted to the vehicle contains information regarding a permitted braking distance (Permitted Braking Distance) and that compliance with the braking distance is monitored by the on-board monitoring device (OBU).
  • Permitted Braking Distance a permitted braking distance
  • OBU on-board monitoring device
  • the route control center sends unlimited travel permission with the LS mode profile.
  • the vehicle monitors in the background that the driver is braking the vehicle. If he does not do this, the vehicle will be braked automatically by the on-board unit if the permissible speed is exceeded.
  • Background monitoring is activated by a driving permit that contains a Permitted Braking Distance. This prevents the vehicle from passing the main signal. Because with the method according to the invention, starting against stop-pointing Signals can be suppressed by using the background monitoring by the route center, the number of balises can be further reduced compared to ETCS Level 1 LS.
  • the route control center sends a conditional emergency stop to the location of the main signal. If the vehicle is still in front of the main signal, the existing permission to move is reduced and the train is braked to the main signal.
  • the second balise group is preferably used to trigger a safety reaction.
  • the concatenation information contained in the permission to drive includes information relating to a virtual beacon group which causes the concatenation information on the vehicle to be deleted again when the location of the virtual beacon group is passed and all other beacons to be read again.
  • the first balise group is stored on the vehicle as the Last Relevant Balise Group (LRBG). All distances of the permission to sail, the chaining information etc. always refer to this LRBG until a new beacon group becomes the LRBG.
  • the virtual beacon group is located a certain distance behind the first beacon group, which is known from the linking information in the permission to travel of the on-board monitoring device. The vehicle measures its own position in relation to the LRBG.
  • the linking information regarding the virtual beacon group is deleted and thus the linking on the vehicle is deactivated until new linking information is sent from the route center.
  • the concatenation information is preferably deleted when the front (safe) train tip passes the location of the virtual balise group. Because the concatenation information is deleted, the first beacon group is read again on the next signal. would the concatenation information not cleared, the next balise groups would not be read. This makes it possible to mask the second balise groups on the distant and main signal.
  • the position data of the virtual balise group are selected in such a way that they lie behind the masked second balise group.
  • the route S has a first balise group SigB 1 and a second balise group SigB2.
  • Static information in particular the beacon identification number ID and text messages TXT , is transmitted to a monitoring device OBU (on-board unit) within the vehicle F by means of the beacon groups SigB 1 , SigB 2 .
  • the monitoring device OBU includes a receiving unit EB for receiving the information sent out by the beacon groups SigB 1 , SigB 2 .
  • the monitoring device can also have a transmission channel on which it transmits energy. This allows the balise to receive its energy for its own energy supply.
  • Another broadcasting facility can be included in the monitoring device so that it can read not only balises but also LOOPs, ie line cable loops.
  • a transmitting and receiving device GSM is provided, which is preferably based on the GSM mobile radio standard.
  • the monitoring device OBU receives the beacon ID of the beacon group SigB 1 that has just been driven over.
  • the monitoring device OBU transmits this beacon ID to the routing center RBC so that it can determine the location of the vehicle.
  • the routing center RBC uses the beacon ID and the direction of travel to assign the vehicle F to a distant or main signal.
  • the route control center RBC picks up signal information from an interlocking IL , which in turn is connected to the signals Sig on the route S. Based on the location information of the vehicle F and the signal aspect of the signal Sig, the routing center RBC creates a travel permit MA and sends it to the monitoring device OBU of the vehicle F via the radio link.
  • the MA driving permit is issued with restrictions or without restrictions.
  • the control of the vehicle is primarily the responsibility of a vehicle driver, who is guided by the external signalling.
  • the monitoring device OBU is only used for background monitoring, e.g. to trigger a safety reaction in the event of a wrong decision by the vehicle driver.
  • the position of the vehicle F is not continuously monitored by the routing center RBC.
  • the monitoring is triggered when the vehicle F, after driving over a beacon group SigB1, SigB2, sends its beacon ID to the routing center RBC. If a beacon ID is not transmitted to the routing center RBC due to a transmission fault, a safety reaction that brakes the vehicle F is initiated by the second beacon group SigB2.
  • the second distant signal balisencuba VSigB2 is used to initiate a safety response if the ID of the first distant signal balisenegi VSigB1 was not sent to the route control center RBC.
  • the first main signal balise group HSigB1 is located at a distance d2 in front of the main signal HSig.
  • the balise ID of the first main signal balise group HSigB1 is used by the routing center RBC to allocate the vehicle F to the main signal HSig.
  • the second main signal balise group HSigB2 is used to initiate a security response if the balise ID of the first main signal balise group HSigB1 was not sent to the route control center RBC.
  • the distances d1, d2 should be as short as possible and as long as necessary and depend on the line speed and duration, on reading out the beacon group, transmitting the beacon ID to the route control center RBC and receiving a new movement command.
  • the new movement command must be on vehicle F before crossing the balise SigB2, since otherwise a safety reaction will take place. Assuming, as an example, a time for reading a telegram from the balise of approx. 1s, for processing on the vehicle of approx. 0.5s, for sending to the route center of approx.
  • FIG. 2 also shows (dashed) virtual balise groups ViB. These are not actual beacon groups in the sense of hardware, but location data that is sent to the Vehicle F are transmitted. The linking information determines up to which balises that may be overrun are not read out. At the location of the virtual beacon groups ViB, this "ban on reading out” is lifted and beacons that are subsequently passed over are read out again.
  • the vehicle F is traveling on the route S.
  • the monitoring device OBU in the vehicle F reads the first advance signal beacon group VSigB1 before the advance signal VSig and sends the beacon ID to the routing center RBC.
  • the routing center RBC can now assign the vehicle F to the advance signal VSig or the main signal HSig. (As a rule, the balise ID of the advance signal VSig is assigned directly to the main signal HSig. Only in cases where no assignment to the main signal HSig is possible at the location of the advance signal VSig does the advance signal or switch position information have to be evaluated.)
  • the route control center RBC sends the vehicle F a driving command for mode LS via the main signal HSig, using linking information.
  • the advance signal beacon group VSigB2 is masked and not evaluated by the vehicle F.
  • the route control center RBC sends the vehicle F a travel command for mode LS with a permitted breaking distance of x meters and linking information.
  • the distant signal balise group VSigB2 is masked and not evaluated by the vehicle F.
  • the vehicle F uses the Permitted Braking Distance to monitor in the background that the train driver is braking the vehicle F. If he does not do this, the vehicle F is braked by the monitoring device OBU as a safety reaction when the permissible speed is exceeded.
  • the train If the vehicle F does not receive a new travel authorization MA from the routing center RBC due to a delay or disruption before the advance signal VSig, in which the second advance signal balise group VSigB2 is masked, the train reads the second distant signal balise group VSigB2 and receives a temporary speed restriction at a y-meter distance. This forces the vehicle F to brake, and the train driver also receives a text message about the reason for the safety reaction that was carried out.
  • the vehicle F continues to drive until the monitoring device OBU reads the main signal balise group HSigB1 before the main signal HSig and sends the corresponding balise ID to the route control center RBC.
  • the routing center RBC can now assign the vehicle F to the main signal HSig. The assignment is not absolutely necessary if the main signal HSig still shows "driving" at this point in time. If the main signal HSig still shows "driving" at this point in time, the route control center RBC sends the vehicle F a driving permit MA for mode LS far beyond that Main signal HSig out.
  • the permission to move MA contains linking information that causes the second main signal balises group HSigB2 to be masked and not evaluated by the vehicle F.
  • the route control center RBC receives a conditional emergency stop from the routing center RBC at the location of the main signal HSig. (d2+z meters after the first main signal balise group HSigB1, where z is a correction variable that is required to compensate for the difference between the main signal HSig and the end of the associated track vacancy detection section behind the main signal HSig). If the stop of the main signal HSig was caused by the vehicle F because, for example, the vehicle F passed the main signal HSig normally and thus blocked the next track section, the emergency stop is ignored because it is a regular stop that is intended to prevent that another vehicle enters the same section of track. Should the vehicle F before the main signal HSig, emergency braking is initiated as a safety reaction.
  • the vehicle F brakes to a speed so that it can maintain the permitted breaking distance.
  • the train travels at this speed until the monitoring device OBU in the vehicle F reads the first main signal balise group HSigB1 before the main signal HSig and sends the balise ID to the route control center RBC.
  • the routing center RBC can now assign the vehicle F to the main signal HSig.
  • the routing center RBC sends the vehicle F a travel command MA for mode LS up to the main signal HSig, at which the vehicle F is to come to a standstill.
  • the routing center RBC sends the vehicle F a travel command for mode LS far beyond the main signal HSig.
  • the permission to move MA contains linking information that causes the second main signal balises group HSigB2 to be masked and not evaluated by the vehicle F.
  • the stop of the HSig is evaluated by the RBC and the train receives a conditional emergency stop at the location of the HSig (d2+z meters after the first beacon group HSigB1, where z is a correction variable that is required to compensate for the difference between the main signal and the end of the track vacancy detection section , in particular to compensate for the area between two axle counting points or the area of a circle of tracks behind the signal). If the main signal HSig was caused to stop by the vehicle F because, for example, the vehicle F passed the main signal HSig normally and thus blocked the next track section, the emergency stop is ignored. If the vehicle F is still in front of the main signal HSig, emergency braking is initiated as a safety reaction.
  • the vehicle F can be given a travel command for mode LS at any time when the signal HSig is in the running position, and the monitoring by the route control center RBC (until the next balise group is passed) can be canceled .
  • the location of the vehicle F is thus determined, in particular by means of the beacon groups.
  • the location is preferably determined exclusively by means of the beacon groups.
  • the vehicle F is assigned to a signal on the basis of the position determination. If the signal shows "stop” or "waiting for a stop", monitoring of the vehicle F is initiated by the routing center RBC.
  • the method according to the invention is based on the fact that when driving over the first beacon group VSigB1, HSigB1, a travel authorization MA is sent to the vehicle F depending on the current signal aspect with chaining information, and the second beacon group VSigB2, HSigB2 is masked by this chaining information, i.e. not read out.
  • a travel authorization MA is sent to the vehicle F depending on the current signal aspect with chaining information
  • the second beacon group VSigB2 HSigB2 is masked by this chaining information, i.e. not read out.
  • permission to travel MA is missing, after passing the first beacon group VSigB1, HSigB1, the second beacon group VSigB2, HSigB2 is read out, which may trigger a safety reaction.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22175746.1A 2021-07-06 2022-05-27 Procédé permettant de faire fonctionner un système de commande des trains Pending EP4116170A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102021117366.3A DE102021117366A1 (de) 2021-07-06 2021-07-06 Verfahren zum Betreiben eines Zugbeeinflussungssystems

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EP4116170A1 true EP4116170A1 (fr) 2023-01-11

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116395005A (zh) * 2023-03-08 2023-07-07 北京全路通信信号研究设计院集团有限公司 一种调车冒进防护方法及系统

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004001818B3 (de) * 2004-01-07 2005-08-25 Siemens Ag Betriebsführungssystem für schienengebundene Verkehrsmittel
DE102007037603A1 (de) * 2007-08-07 2009-02-19 Siemens Ag ETCS-Streckenausrüstung
EP3124351A1 (fr) * 2015-07-28 2017-02-01 Peter Winter Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train

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DE102007037603A1 (de) * 2007-08-07 2009-02-19 Siemens Ag ETCS-Streckenausrüstung
EP3124351A1 (fr) * 2015-07-28 2017-02-01 Peter Winter Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train

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CN116395005A (zh) * 2023-03-08 2023-07-07 北京全路通信信号研究设计院集团有限公司 一种调车冒进防护方法及系统

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