EP4122793A1 - Procédé et dispositif de sécurisation de train destiné à la détermination assistée par ordinateur de la vitesse maximale de fonctionnement d'un véhicule guidé - Google Patents

Procédé et dispositif de sécurisation de train destiné à la détermination assistée par ordinateur de la vitesse maximale de fonctionnement d'un véhicule guidé Download PDF

Info

Publication number
EP4122793A1
EP4122793A1 EP21187151.2A EP21187151A EP4122793A1 EP 4122793 A1 EP4122793 A1 EP 4122793A1 EP 21187151 A EP21187151 A EP 21187151A EP 4122793 A1 EP4122793 A1 EP 4122793A1
Authority
EP
European Patent Office
Prior art keywords
speed
vehicle
track
traction
maximum
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
EP21187151.2A
Other languages
German (de)
English (en)
Inventor
Malte Hammerl
Karsten Rahn
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 GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to EP21187151.2A priority Critical patent/EP4122793A1/fr
Publication of EP4122793A1 publication Critical patent/EP4122793A1/fr
Pending legal-status Critical Current

Links

Images

Classifications

    • 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
    • B61L15/0062—On-board target speed calculation or supervision
    • 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
    • B61L15/0072—On-board train data handling

Definitions

  • the invention relates to a method for controlling a track-guided vehicle, in which a computer-aided determination of an operational maximum speed of a track-bound vehicle is carried out, with the maximum operational speed for a first operating mode of the method being based on a predetermined absolute maximum speed, at least for a predominant part of a route network to be traveled is calculated minus a safety reserve, when determining the safety reserve a fixed maximum possible acceleration of the track-bound vehicle or a maximum possible acceleration of the track-bound vehicle dependent on the current speed of the track-bound vehicle is taken into account.
  • the invention also relates to a trackside train protection device. Furthermore, the invention relates to a train protection device on the vehicle. Finally, the invention relates to a computer program product and a provision device for this computer program product, the computer program product being equipped with program instructions for carrying out this method.
  • railway lines in conurbations with a particularly high volume of traffic are in many places equipped with a train control system that allows driving in moving block spacing (the so-called moving block).
  • the moving block is a release of a section of track that moves with the train, referred to below as a driving permit.
  • CBTC systems communication-based train control
  • a trackside part of the train control system manages and issues the driving permits
  • an on-board part of the train control system uses the driving permit length and route information to calculate the current maximum speed and output a control value (acceleration/braking) to the train controller.
  • the railway infrastructure manager typically specifies a maximum permissible speed, the "never-to-exceed" speed, which must never be exceeded, even if there are several accumulated errors.
  • the on-board CBTC device determines at any time based on the "never-to-exceed" speed (also referred to as the absolute maximum speed in the context of this invention, because it is specified and specified) and taking into account a safe braking model (defined, for example, in IEE 1474.1 ) a maximum operational speed at which the vehicle cannot violate the specified "never-to-exceed" speed.
  • the maximum operating speed is therefore the speed specified by the train control system for actual train operation.
  • a maximum operational speed can also be determined in advance. This determination is then made depending on the location for the route network. In other words, fixed maximum operating speeds are set for individual route sections of the route network.
  • the maximum operating speed is below the "never-to-exceed" speed with a safety reserve, for example 5 km/h to 10 km/h, in areas with steep gradients even up to 12.5 km/h. This difference in speed therefore also influences the performance of the entire system, counteracting an attractive, short journey time.
  • the object of the invention is to enable a higher speed to be driven in a train control system such as the CBTC system, in accordance with the standard, in order to increase the performance of the train traffic handled.
  • the on-board train control device for example the CBTC onboard unit, position-dependently, d. H. in a given section of the route, safely switches off the traction of the train in order to be allowed to achieve a higher speed.
  • the on-board train control device for example the CBTC Onboard Unit
  • safely switches off the traction the train cannot accidentally accelerate, which means, for example, that a component taking into account the maximum possible acceleration in a Safe Braking Model (in other words a mathematical model for safe braking) can be reduced to zero.
  • a component taking into account the maximum possible acceleration in a Safe Braking Model in other words a mathematical model for safe braking
  • the safety reserve can be set between "never-to-exceed" speed and maximum operational Speed can be reduced depending on the position by switching off the traction (e.g. by deactivating the drive machines).
  • the traction switch-off can be limited to route sections where an increase in the operational maximum speed leads to an increase in performance in the timetable. This means that in all other route sections where the maximum operating speed can be selected with a lower safety reserve when traction is switched on, the traction does not have to be switched off and in this respect the guided vehicle can be driven.
  • the drive is also used as an electrodynamic brake, which protects the mechanical brakes and enables electrical energy to be fed back into the electrical supply network. Switching off traction only in sections of the route provided for this purpose thus combines the advantages of the highest possible speed in critical sections of the route with the advantages of being able to use the drive as an electrodynamic brake in the non-critical sections of the route.
  • the maximum acceleration of the track-bound vehicle which depends on the speed of the track-bound vehicle. It basically depends on the drive, which maximum vehicle acceleration it can achieve at a certain speed.
  • These acceleration values can be made available vehicle-specifically in a database, for example, in order to determine the maximum possible acceleration.
  • the maximum possible acceleration can be stored as a function of speed for each vehicle, or a maximum possible acceleration for all speeds of the vehicle in question is stored across the board. for one There are several approaches to reference speed, which is used to determine the maximum acceleration.
  • the currently measured speed of the vehicle can be used, since this allows a statement to be made about the actual risk potential at the moment the vehicle enters the specified section of road.
  • a target speed can be defined for which the maximum acceleration is determined.
  • This target speed can be a specification for the specified route section, with the target speed being able to be below the operational maximum speed. This is the case, for example, if the specified route section is a hazardous area (for example a curve) that has to be negotiated with a specific speed limit.
  • the train control device has a trackside part, also referred to as a trackside train control device, and a vehicle-side part, also referred to as a vehicle-side train control device. If in the following only the train control device is mentioned, it can be the trackside train control device, the on-board train control device or both parts of the named train control device.
  • “computer-aided” or “computer-implemented” can be understood to mean an implementation of the method in which at least one computer or processor executes at least one method step of the method.
  • Computers can be, for example, personal computers, servers, handheld computers, mobile phones and other communication devices that process computer-aided data, processors and other electronic devices for data processing, which can preferably also be combined to form a network.
  • a “processor” can be understood to mean, for example, a converter, a sensor for generating measurement signals, or an electronic circuit.
  • a processor can in particular be a main processor (Central Processing Unit, CPU), a microprocessor, a microcontroller, or a digital signal processor, possibly in combination with a memory unit for storing program instructions, etc.
  • CPU Central Processing Unit
  • a processor can also be understood to mean a virtualized processor or a soft CPU.
  • a “memory unit” can be understood to mean, for example, a computer-readable memory in the form of a random-access memory (RAM) or data memory (hard disk or data carrier).
  • RAM random-access memory
  • data memory hard disk or data carrier
  • the "interfaces" can be realized in terms of hardware, for example wired or as a radio connection, and/or software, for example as an interaction between individual program modules or program parts of one or more computer programs.
  • Program modules are to be understood as meaning individual functional units which enable a program sequence of method steps according to the invention. These functional units can be implemented in a single computer program or in several computer programs that communicate with one another. The interfaces implemented here can be implemented in terms of software within a single processor or in terms of hardware if multiple processors are used.
  • a measurement error for the measured speed of the rail-bound vehicle and/or a margin for the on-board train control (ATO) is also taken into account.
  • V_operating V_vital ⁇ Delta_V_EBIC ⁇ TP_Spd_Err ⁇ TP_Spd_CTRL
  • the first two summands are relatively constant and can only be reduced to a small extent with considerable development effort.
  • the safe braking model presented here as an example contains an algorithm that can be used to estimate the influence of the maximum acceleration of the lane-bound vehicle, which is dependent on the speed of the lane-bound vehicle, on the safety reserve. As already mentioned, according to the invention, this is where the potential lies that can be raised by switching off the traction. Because then the component of the safe braking model that is associated with traction does not have to be taken into account.
  • the maximum possible train acceleration Yt in ms 2 is essential for the size of the addend of the safe braking model (Delta_V_EBIC, EBIC stands for Emergency Brake Intervention Curve). It depends on the speed driven, lies between 0.2 and 1.3 m/s 2 and is particularly significant at speeds below 60 km/h, since the greatest accelerations can be realized in this speed range. It can also be set constant for all speeds with its speed-dependent maximum.
  • the acceleration due to a route gradient Ypmin in m/s 2 has a further influence, which depends on the maximum uphill gradient max (gradient) on the route section, which has a negative sign as a gradient.
  • the gravitational acceleration g also works into acceleration due to a downhill gradient.
  • the Summand Delta_V_EBIC which takes into account the Safe Braking Model, arises from the assumption that the non-safe ATO could mistakenly fully accelerate the train and the safe ATP part (Automatic Train Protection) of the train control system only recognizes that the maximum operational speed is exceeded can slow down in an emergency stop. For this purpose, the time required for switching off the drive Tt in s and the time until the braking effect builds up Te in s are taken into account.
  • the factor 3.6 is only used for conversion to km/h.
  • the specified route section is retrieved from a route database.
  • route sections are stored in the route database in which, for example, the CBTC onboard unit (more precisely, the ATP implemented by this) is to switch off the traction safely, so that in these zones the safe braking model can be optimized by the method according to the invention. If the CBTC onboard unit determines from its location information that the train is in such a zone, the safe drive shutdown takes place and the train rolls. After the end of the zone, the CBTC onboard unit switches the traction back on so that the ATO can accelerate the train again or brake it electrodynamically.
  • the CBTC onboard unit more precisely, the ATP implemented by this
  • the traction shutdown is supported by control commands from a trackside train control device to a on-board train control device are transmitted.
  • control command to switch off the traction can, for example, also be transmitted from the trackside train control system to the vehicle-side train control system in order to switch off the traction.
  • Another possibility of support through control commands from the trackside train control device can be that the vehicle-side train control device are transmitted control commands that cause the vehicle-side train control device to determine the period of traction shutdown or, if already known, to modify. In this case, the direct activation of the traction switch-off remains with the on-board train control device.
  • the train control system has to track the position of the train and preferably can retrieve the route section from the route database. If the position is known, said control commands can be generated based on the detection of the operating conditions actually present, in order to react to individual operating situations. These operating situations are not always foreseeable, so that control commands for adjusting the optimal period of time for a traction shutdown advantageously contribute to a further optimization of the performance of the train traffic.
  • a control command for the given route section in question could be: activate traction cut-off later, deactivate traction cut-off earlier, or not activate traction cut-off at all. This allows adjustments to be made, based on the assumption that under no circumstances should a traction cut-off extend beyond the relevant section of road.
  • the current operation could require a reduced speed due to too close trains or for other reasons.
  • This can mean that the optimized operational maximum speed cannot be achieved anyway.
  • a route section with a gradient in the direction of travel of the rail-bound vehicle and/or with a reduced absolute maximum speed (curve, railroad crossing, danger point) compared to other route sections is specified as the specified route section.
  • the gain according to the invention for the maximum operating speed can have a particularly advantageous effect on sections of road with a gradient.
  • a larger safety reserve must be selected for downhill stretches, because an unwanted increase in drive power also leads to greater unwanted acceleration. If traction is switched off in these areas, this unwanted acceleration cannot occur.
  • route sections with a reduced absolute maximum speed can be, for example, hazardous areas such as level crossings or track construction sites. It may also be necessary to reduce the absolute maximum speed on curves, which in a broader sense can also represent a danger point.
  • a traction switch-off means that the speed does not have to be reduced as much
  • one of the specified route sections can be provided for traction switch-off. If, in this case, the guided vehicle falls below the lower operational maximum speed calculated taking traction into account due to the lack of drive, traction can be switched on again so that the speed can be maintained at this level and does not drop any further.
  • the traction under the condition that an actually measured speed of the track-guided vehicle within the specified route section is below the maximum operational speed that would apply if the safety reserve, taking into account the maximum speed of the track-guided vehicle Acceleration of the track-bound vehicle would be calculated falls, is switched on, and the safety reserve for the remaining part of the specified route section is determined taking into account the maximum acceleration of the track-bound vehicle, which is dependent on the speed of the track-bound vehicle.
  • the optimal speed profile for the track-guided vehicle can be selected in this way. As long as the traction switch-off results in a higher speed of the track-guided vehicle being able to be achieved, i. H. the track-guided vehicle does not need to be braked as much, it is driven without traction. However, as soon as the actual speed falls below the maximum operational speed that would apply if the traction had not been switched off, due to the lack of drive, it is cheaper to switch the traction back on and continue driving at the lower maximum operational speed then in force.
  • a signal is generated which indicates that the traction has been switched off and which is transmitted to a train controller on the vehicle.
  • the signal can be used to indicate to the train controller that traction is to be switched off or switched on. Alternatively, how long the traction should be switched off can also be displayed. In addition, it is possible to indicate that the vehicle must be braked if this is to take place before the traction is switched off (more on this below).
  • the signal can also be issued in the vehicle's cab for informational purposes.
  • the signal can be a signal with a different scope of transmission.
  • the simplest signal (1 bit) only contains the information traction switched off or traction switched on. If additional information is to be transmitted with the signal, such as target speed, need for vehicle braking or acceleration, period or distance of traction cut-off, then several bits must be transmitted with the signal, with a suitable coding being chosen for the transmission of this information.
  • the signal can also be used to indicate to the on-board train control that the drive is acting as an electrodynamic brake is not available in traction-free operation.
  • the vehicle-side train control which also controls a mechanical, preferably pneumatic brake, can control the mechanical brake in such a way, taking this fact into account, that it fully provides the braking power required in the event of an emergency. This advantageously ensures safe operation of the vehicle even when traction is switched off.
  • a critical speed is defined for at least one route section, below which the traction cutoff is not used.
  • the critical speed takes into account the fact that below this critical speed there is a risk that the vehicle whose traction has been switched off will stop in the specified section of the route. This should be avoided in any case.
  • the critical speed can also be determined as a function of the length and gradient of the route section, with the critical speed being lower the greater the gradient in the specified route section and the shorter the specified route section is.
  • a critical speed is defined for at least one route section, which has a defined speed difference from the absolute maximum speed, preferably a speed difference between 5 km/h and 20 km/h from the absolute maximum speed.
  • the critical speed when determining the critical speed, there is no analysis of how high the critical speed must be, taking into account the individual route section. Rather, it is stipulated that the critical speed is to be determined at a fixed speed difference from the absolute maximum speed. The knowledge is exploited that the absolute maximum speed can be varied taking into account the conditions of the route. In addition, it is possible to define several different speed differences, with the conditions of the route being divided at least into case groups to which the different speed differences are assigned.
  • the traction is only switched off while driving on a specified route section when the vehicle has reached a specified target speed, with the vehicle being braked beforehand if the measured vehicle speed is above the target speed.
  • the specified target speed is determined for the operating state of the vehicle without traction cut-off.
  • the target speed By setting the target speed, it can be ensured that the vehicle has a sufficiently high speed when entering the specified route section, so that the vehicle can cross this route section without traction. There is the possibility that the vehicle must be brought closer to the speed plateau specified by the target speed by braking.
  • the electrodynamic brake provided by the drive continues to work until traction is switched off. As a result, it is advantageously possible to brake more effectively, with the mechanical brakes of the vehicle being protected and braking energy being fed back (recuperation) is possible.
  • the braking of the track-guided vehicle can be taken over by the train control system, i.e. the trackside train control device or the vehicle-side train control device, after entering the specified section of track before the traction is switched off.
  • This control is treated with priority compared to control by the train control in the functional state described and is therefore safe.
  • a memory device in which specified route sections of a route and/or speed-dependent maximum acceleration values of at least one vehicle type of track-guided vehicles are stored.
  • the device i.e. trackside train protection device or vehicle-side train protection device
  • a provision device for storing and/or providing the computer program product.
  • the provision device is, for example, a storage unit that stores and/or provides the computer program product.
  • the provision device is, for example, a network service, a computer system, a server system, in particular a distributed, for example cloud-based computer system and/or virtual computer system, which Computer program product preferably stores and / or provides in the form of a data stream.
  • the provision takes place in the form of a program data block as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program product.
  • this provision can also be made, for example, as a partial download consisting of several parts.
  • Such a computer program product is read into a system, for example using the provision device, so that the method according to the invention is executed on a computer.
  • the described components of the embodiments each represent individual features of the invention to be considered independently of one another, which also develop the invention independently of one another and are therefore also to be regarded as part of the invention individually or in a combination other than the one shown. Furthermore, the components described can also be combined with the features of the invention described above.
  • a track-guided vehicle FZ which moves in a travel direction FR on a track GL.
  • the track has a section STA, in which there is a gradient, which according to figure 1 is indicated by a descending course of the track GL.
  • the track GL can lead around a curve in a way that is not shown, so that the gradient shown is present in the curve.
  • control center LZ which can communicate with the vehicle FZ via antennas AT on the vehicle FZ and the control center LZ via a first interface S1. Furthermore, the vehicle FZ can also communicate with a satellite STL via the antenna AT via a second interface S2 in order, for example, to be able to carry out a satellite-based localization of the vehicle FZ.
  • the control center LZ also represents a trackside train control system. how figure 2 can be seen, the trackside train control device SZE and the vehicle-side train control device ZZE each form the trackside part and the vehicle part of a train control device ZE.
  • the trackside train control device SZE has a first computer CP1, which is connected to a first storage device SE1 via a third interface S3.
  • the first computer CP1 can evaluate the signals of a first sensor SN1, which is connected to the first computer CP1 via a fourth interface S4.
  • Communication of the first computer CP1 is also possible with a second computer CP2 via the first interface S1, the second computer CP2 being part of the on-board train control device ZZE.
  • the computer CP2 is also connected to a second memory device SE2 via a fifth interface S5 and to a second sensor SN2 via a sixth interface S6.
  • the two sensors SN1, SN2 represent devices with which the train traffic on the track GL can be detected. This can be, for example, balises installed in the track, balise antennas installed in the vehicle, axle counters, track circuits, optical detection devices and the like.
  • FIG 3 the process sequence of the method according to the invention is shown schematically in a flow chart. This flowchart is greatly simplified. The method steps shown can be broken down into the individual method steps described in connection with this application. Also shown is cooperation between the railway operator BB and the vehicle ZZE train control system and SZE trackside train control system. It should be noted here that the division of tasks in the train control device ZE can also be designed differently and is therefore only to be understood as an example.
  • a step CLC VOP is calculated for a calculation step for an operational maximum speed that the vehicle on the track may not exceed depending on the course of the route.
  • an absolute maximum speed VVT which applies to the sections of the route and is specified by the railway operator BB, is retrieved from the third storage device SE3.
  • route sections can then be identified and specified in a determination step for specified route sections ST_STA, in which traction is to be switched off in order to be able to increase the operational maximum speed VOP (more on this below).
  • the operational maximum speeds VOP are calculated for these identified route sections STA in a further calculation step CLC VOP.
  • the determined route sections STA and the calculated operational maximum speeds VOP can be transferred to the third storage device SE2 and the first storage device SE1. Alternatively (not shown), this data can be transmitted to the second memory device SE2 of the on-board train control device ZZE.
  • the train operation If the train operation is now started, it also starts, as in figure 3 shown, the vehicle-side train control device ZZE of a vehicle in question.
  • the location is determined, for example, using the in figure 1 illustrated satellite STL, which represents, for example, a GPS system, detected.
  • the determined position can be further processed and also transferred to the trackside train control device SZE via the first interface S1.
  • a query step STA? for the presence of one of the predetermined route sections, it is checked whether the vehicle is on one of said route sections STA. If this is not the case, then the train continues to run in a first operating mode, in which the train has been since it started and in which the traction of the drive machines is switched on. However, if this is the case, in a further query step TR? queried for the traction whether it is switched on. This is the case when the vehicle has just entered the road section STA. In this case, traction is switched off in a switch-off step for traction TR_OF. In a signal GN_SG generation step, a signal is generated which indicates the fact that traction is switched off. This can, for example, be displayed in the driver's cab of the vehicle in a manner that is not shown in detail. In addition, the signal can also be transferred to the trackside train control device SZE via the first interface S1 (more on this below).
  • a further query step for the specified route section STA? is asked again whether the train is (still) on the route section. If this is not (or no longer) the case, the traction is switched on again in a switch-on step for the traction TR_ON, so that the train is driven again. Otherwise or after the latter step, in a query step for the end of service of the train STP? queried whether the operation of the vehicle in question has ended. If this is the case, the method is stopped; if this is not the case, the method is continued in a recursion loop with the repetition of the locating step for the track-bound vehicle POS_FZ.
  • monitoring processes are running in the trackside train control device SZE, which are shown as an example of a monitoring step for the operating situation MN_TF.
  • the signal transmitted via the first interface S1 which includes the shutdown of the traction, is transmitted.
  • other aspects of operation can be taken into account, for example through the in figure 2 sensors SN1, SN2 shown can be determined. Operational changes related to the timetable, for which the railway operator BB is responsible, can also be taken into account in this step.
  • a change of operation is required. If this is the case, via the first interface S1, as in figure 3 shown as an example, influenced the operating status of the traction.
  • the operating mode BM2 can thus be brought about by the trackside train control device SZE by initiating the switch-off step for the traction TR OF or the first operating mode BM1 can be brought about by the switch-on step for the traction TR_ON being brought about.
  • FIG 4 a case is shown in which a train originally not equipped with the on-board train control system ZZE is considered. Before the equipment, this train had an operational maximum speed for non-equipped trains VOPO, which in figure 4 is shown with a chain line.
  • a vehicle that is equipped with the said on-board train control device ZZE must observe an operational maximum speed when traction VOPE is switched on, at least if it is not equipped with the traction switch-off according to the invention.
  • the maximum operational speed of the equipped train VOPE would be below the maximum operational speed of the non-equipped train VOPO. As already explained, this is unsatisfactory because the rail operator as a customer is interested in a performance gain by equipping the vehicles and could not exploit this in certain sections of the route.
  • the specified route section STA is a curve that is connected to a downhill gradient in the direction of travel FR of the vehicle.
  • the speed in both scenarios must be below the the operational maximum speed applicable in the STA section of the route with the traction VOPA switched off. This is already achieved before reaching the section STA by the electrodynamic brake of the drive, which is still switched off at this moment and can therefore still achieve a braking effect.
  • the gradient in the route section STA is sufficient to accelerate the vehicle even without traction if it is not braked by the mechanical brakes.
  • the speed VM1 therefore increases in the relevant route section STA, but is still at the maximum operational speed VPA at the end of this route section.
  • the traction is switched on again and the vehicle can be accelerated to the maximum operational speed with the traction switched on VOPE.
  • the second scenario shows that in this case the gradient is not sufficient to accelerate the train, but it would coast without traction.
  • the actually measured speed VM2 in the road section STA therefore continues to fall and while driving through the road section STA it still falls below the operational maximum speed with activated traction VOPE (indicated by the dotted line in the road section). This means that if traction were still switched off, the speed would fall below the speed that should not be exceeded when traction was switched on.
  • the trackside train control device SZE or alternatively the vehicle-side train control device ZZE intervene and turn on the traction again while passing through the track section.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP21187151.2A 2021-07-22 2021-07-22 Procédé et dispositif de sécurisation de train destiné à la détermination assistée par ordinateur de la vitesse maximale de fonctionnement d'un véhicule guidé Pending EP4122793A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP21187151.2A EP4122793A1 (fr) 2021-07-22 2021-07-22 Procédé et dispositif de sécurisation de train destiné à la détermination assistée par ordinateur de la vitesse maximale de fonctionnement d'un véhicule guidé

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP21187151.2A EP4122793A1 (fr) 2021-07-22 2021-07-22 Procédé et dispositif de sécurisation de train destiné à la détermination assistée par ordinateur de la vitesse maximale de fonctionnement d'un véhicule guidé

Publications (1)

Publication Number Publication Date
EP4122793A1 true EP4122793A1 (fr) 2023-01-25

Family

ID=77021244

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21187151.2A Pending EP4122793A1 (fr) 2021-07-22 2021-07-22 Procédé et dispositif de sécurisation de train destiné à la détermination assistée par ordinateur de la vitesse maximale de fonctionnement d'un véhicule guidé

Country Status (1)

Country Link
EP (1) EP4122793A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116039730A (zh) * 2023-03-31 2023-05-02 通号城市轨道交通技术有限公司 列车运行控制方法及系统

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4617627A (en) * 1983-01-17 1986-10-14 Hitachi, Ltd. Method for automatic operation of a vehicle
EP3088240A1 (fr) * 2013-12-26 2016-11-02 Kabushiki Kaisha Toshiba Dispositif de création de courbe de conduite, dispositif d'assistance à la conduite, dispositif de commande de conduite et procédé de création de courbe de conduite
EP3238980B1 (fr) * 2015-01-14 2020-10-21 Mitsubishi Heavy Industries Engineering, Ltd. Dispositif de fonctionnement automatique de train, procédé de commande train train automatique, et programme

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4617627A (en) * 1983-01-17 1986-10-14 Hitachi, Ltd. Method for automatic operation of a vehicle
EP3088240A1 (fr) * 2013-12-26 2016-11-02 Kabushiki Kaisha Toshiba Dispositif de création de courbe de conduite, dispositif d'assistance à la conduite, dispositif de commande de conduite et procédé de création de courbe de conduite
EP3238980B1 (fr) * 2015-01-14 2020-10-21 Mitsubishi Heavy Industries Engineering, Ltd. Dispositif de fonctionnement automatique de train, procédé de commande train train automatique, et programme

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
"Advanced Train Control Systems", vol. 1, 29 June 2010, WIT PRESS, ISBN: 978-1-84564-494-9, article Y. YASUI: "Automatic train operation system for the high speed Shinkansen train", pages: 85 - 90, XP055126679, DOI: 10.2495/978-1-84564-494-9/10 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116039730A (zh) * 2023-03-31 2023-05-02 通号城市轨道交通技术有限公司 列车运行控制方法及系统
CN116039730B (zh) * 2023-03-31 2023-08-18 通号城市轨道交通技术有限公司 列车运行控制方法及系统

Similar Documents

Publication Publication Date Title
EP2741944B1 (fr) Commande de freinage pour un véhicule
EP3609764B1 (fr) Assistance à des systèmes d'acheminement de trains par transmission en ligne d'informations concernant la puissance de freinage
EP3697667B1 (fr) Procédé pour faire fonctionner des véhicules ferroviaires avec une distance de freinage absolue
EP2825430B1 (fr) Procédé de commande d'un système d'entraînement et de freinage d'un véhicule, comportant un frein à friction
DE102006002407A1 (de) Verfahren und Vorrichtung zum Energiemanagement eines Bordnetzes eines Fahrzeugs
EP3458323B2 (fr) Procédé et dispositif pour commander ou réguler un dispositif de freinage
DE102020208797A1 (de) Verfahren zur Zugsicherung und Zugsicherungseinrichtung
EP4122793A1 (fr) Procédé et dispositif de sécurisation de train destiné à la détermination assistée par ordinateur de la vitesse maximale de fonctionnement d'un véhicule guidé
DE102017119991A1 (de) Verfahren und Einrichtung zur Ermittlung von bremsungsrelevanten IST-Werten eines Schienenfahrzeuges für die Durchführung einer verzögerungsgeregelten Bremsung mit verteilter Sensorik
EP0985586B1 (fr) Système d'antiblocage pour un système de freinage électromécanique de véhicule basé sur un régulateur de logique floue
EP4079600A1 (fr) Procédé d'évaluation optimisée d'affectation pour la délivrance d'un permis de conduire pour un véhicule ferroviaire / train pour un train circulant devant
DE102017213496B4 (de) Verfahren und Steuervorrichtung zum fehlertoleranten Betrieb eines Kraftfahrzeugs
EP3419879B1 (fr) Procédé et dispositif pour déterminer une puissance de freinage sûre d'un véhicule ferroviaire
EP3060452A1 (fr) Commande de véhicule ferroviaire
WO2019020282A1 (fr) Procédé de commande et dispositif de commande permettant de faire fonctionner un véhicule ferroviaire
EP4126633B1 (fr) Procédé de surveillance de la position d'un véhicule ferroviaire en stationnement, et programme informatique, en particulier pour un système de sécurité de train
EP3145764B1 (fr) Procédé de commande de l'utilisation de systèmes de freinage ferroviaire, en particulier de systèmes de freinage à courants de foucault, de véhicules ferroviaires fonctionnant dans un réseau ferroviaire
DE102004048993B4 (de) System und Verfahren zur Steuerung von schienengebundenen Fahrzeugen, insbesondere von Zügen, mittels einer Steuerzentrale, in Abhängigkeit vom Zustand des Fahrwegs, insbesondere des verfügbaren Reibwertes
DE102022209996B3 (de) Geschwindigkeitssteuerung
DE2528463A1 (de) Steuerung des antriebes und/oder der bremse von triebfahrzeugen
EP3974286A1 (fr) Procédé de surveillance d'une circulation des trains et dispositifs de mise en uvre du procédé
DE102013013381A1 (de) Verfahren zum Betrieb einer Bremsvorrichtung eines Fahrzeugs
DE102023101380B3 (de) Verfahren und Vorrichtung zur computerimplementierten Regelung einer Bremsanlage eines Schienenfahrzeugs
DE102011078451A1 (de) Verfahren zur Fahrkurvenoptimierung für Schienenfahrzeuge
DE102011078447A1 (de) Verfahren zur Fahrkurvenoptimierung für Schienenfahrzeuge

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

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

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20230605

RBV Designated contracting states (corrected)

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