WO2015028315A1 - Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train - Google Patents

Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train Download PDF

Info

Publication number
WO2015028315A1
WO2015028315A1 PCT/EP2014/067403 EP2014067403W WO2015028315A1 WO 2015028315 A1 WO2015028315 A1 WO 2015028315A1 EP 2014067403 W EP2014067403 W EP 2014067403W WO 2015028315 A1 WO2015028315 A1 WO 2015028315A1
Authority
WO
WIPO (PCT)
Prior art keywords
data
signal
route
block
section
Prior art date
Application number
PCT/EP2014/067403
Other languages
German (de)
English (en)
Inventor
Klaus Scharnweber
Oliver SCHENKE
Original Assignee
Siemens Aktiengesellschaft
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 Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to EP14752613.1A priority Critical patent/EP3013666B1/fr
Publication of WO2015028315A1 publication Critical patent/WO2015028315A1/fr

Links

Classifications

    • 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
    • B61L3/125—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 short-range radio transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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

Definitions

  • Zub 222c a train control system of Siemens Aktiengesellschaft known that works with a punctiform data transmission between track facilities and a vehicle device of the respective train and be carried out in the signal enhancements via a radio transmission device, each of a trackside radio to Streckenblockabsacrificingsenden and a vehicle device in train with a device-side radio device consists.
  • Signal revaluation is understood to mean the conversion of the respective display of the signal, for example a light signal, into coded and electronically transferrable information.
  • FIG. 1 schematically shows the known train control system.
  • an information generating device 2 is connected, which converts the signal terms displayed on the light signal C into a coded information J, for example a
  • Converts 2out5 code With this coded information J, a data point 3 in the form of a controllable track coupling coil is applied to the link block section end 1 and a telegram Tc is selected which contains information about the respective signal concept at the light signal C. From a trackside radio device 4 with an antenna 5, the respective telegram Tc is transmitted to a transmission request Sc from a train 6 to this train; this transmission takes place continuously, which is illustrated in FIG. 1 by the various positions of the train on the route block section B-C.
  • the link block section BC is connected by means of a light signal which precedes a light signal C.
  • Nal B which is located at a route block section end 7 of an upstream route block section AB.
  • a data point 8 in the form of a controllable track coupling coil for the light signal B.
  • the invention has for its object to propose a method for operating a Switzerlandbeein Letungssystems for a route with track block sections, which can be carried out with a relatively small amount of equipment at the block sections block.
  • a method for operating a Switzerlandbeein Letungssystems for a route with block sections block in which a punctiform data transmission between a respective track device with a track-side radio at the ends of the block sections and a vehicle device with a device-side radio takes place;
  • address data of the signal of the respective next segment block section and segment data of the respectively next segment block section as well as respective storage data in the form of a stored, complete set of telegrams are activated at data points at the ends of the segment block sections by the vehicle device, which respectively indicate the possible states of the signal mark the end of the next link block section;
  • the vehicle device after passing through a data point, the vehicle device sends a transmission request to the trackside radio device of the next route block section end, whereupon secure information is transmitted to the respective signal
  • Block section displayed signal concept is sent from the track-side radio via the device-side radio to the vehicle unit, so as in the Vehicle device based on the memory data to select a current telegram.
  • An essential advantage of the method according to the invention is that it manages without a controllable track coupling coil or without a controllable balise because the secured information on the signal concept of the respective signal - and not a telegram selected with a controllable track coupling coil or a controllable balise - is sent to the vehicle unit of the respective train.
  • the telegram is selected according to the invention, which ensures a the signaling concept adapted driving the train.
  • the track coupling coils or balises can therefore be made simpler and therefore cheaper than non-controllable coils or balises.
  • the method according to the invention can be carried out in different ways.
  • An advantageous embodiment is seen in that in each case the address data of the signals and the route data and in each case the memory data in the form of a stored, complete set of telegrams are taken over by the vehicle device at the data points.
  • a significant advantage of this embodiment of the method according to the invention is that the vehicle unit does not need to be dimensioned particularly large in terms of its storage capacity, because in each case only the respectively interesting address data of the signals and the route data and the memory data are taken over at the data points.
  • This embodiment of the method according to the invention then makes it possible to use fixed-data balises as data points in a cost-effective manner.
  • a distance data memory is used on the vehicle unit, in which the address data of the signals and the route data of the route and the memory data in the form of a stored, complete set of telegrams are stored on the route; At the data points in each case the address data of the signal of the respective next block section and the route data of the next but one block section and each memory data in the form of a stored, complete set of telegrams are called from the link data memory, the possible states of the signal respectively at the mark next track block section end; Track data in this context also means the route data of an entire route network. In this case, as it were, a route atlas is stored in the route data memory and the corresponding data is called when entering a next route block section.
  • this embodiment of the method according to the invention requires a greater storage effort on the vehicle device side, the data transmission from the respective data points to the vehicle device is comparatively simple and therefore comparatively inexpensive.
  • this embodiment it is advantageously possible to resort to an uncontrolled or hard-coded track coupling coil as the data point.
  • a coded information of the respectively displayed signal term formed at the end of the link block sections a coded information of the respectively displayed signal term formed at the end of the link block sections.
  • a 2-channel code designed for 2-channels can be used, or a single-channel transmission with a reliably doubled 2aus5 code can be used.
  • the invention further relates to a train control system for a route with block sections and sets itself the task of building such a Switzerlandbeein kgungssystem with comparatively low equipment costs.
  • a train control system for a route with link block sections with a punctiform data transmission between each link device with a trackside radio device at the ends of the link block sections and affyge- device with a device-side radio according to the invention in the vehicle device on an activation device that at data points the route block section ends of the vehicle device respectively address data of the signal of the respective next block section and track data of the respective next but one block section and each block
  • Memory data is activated in the form of a stored, complete set of telegrams which characterize the possible states of the signal at the next link block end;
  • an information device is present, which in each case after passing through a data point by the vehicle unit with emitting a send request to the trackside radio device at the end of each next block segment provides secure information of the signal term respectively displayed on the signal of this link block section end, and a selection device is present on the vehicle device which, on receipt of a secure information sent by the device-side radio device to the vehicle device via the device-side radio, uses the memory data to send a current telegram selects.
  • Such a train control system has the same advantages as those already mentioned above in connection with the method according to the invention for operating a train control system.
  • the activation device can be designed such that it additionally activates address data of the signal of the respective next block section and route data of the respective subsequent block section at the data points.
  • the activation device is designed as an interrogator which takes over each of the address data of the light signal of each next block section block and the route data of each next block section and each store data in the form of a stored, complete set of telegrams from the data points ,
  • Such a train control system according to the invention is advantageous insofar as it requires no expensive storage devices with regard to the vehicle device.
  • the activation device comprises a distance data memory in which the address data of the signals and the route data of the route and the memory data are stored in the form of a stored, complete set of telegrams on the route, and the activation device comprising data processing means connected to the link data memory, each of which calls the address data of the signal of the respective next link block section and the route data of the respectively next link block section as well as the respective store data in the form of a stored, complete set of messages from the link data memory identify the possible states of the signal at the end of the next but one block segment.
  • This embodiment of the train control system according to the invention is advantageous in particular in that comparatively little information about the train or its vehicle device has to be transmitted at the data points, which has a favorable effect not only on the reliability of the system but also with regard to the costs, because only with respect to the Zuges or his vehicle device, an increased effort in the form of the stretch data storage must be driven.
  • the information device may be formed differently in the train control device according to the invention; It is regarded as advantageous if the information device is embodied in such a way that as coded information coded information of the respective signal term displayed on the signal is generated. In this case, the information device can be designed such that the encoded information is transmitted with a two-channel 2aus5 code. In this context, however, it can also be advantageous if the information device is embodied such that the coded information is transmitted on one channel with a reliably doubled 2aus5 code.
  • the information device is designed such that it respectively stores the control information from the respectively assigned interlocking to the signal at the end of the respective route block section transmits to the trackside radio.
  • Figure 2 shows an embodiment of an inventive
  • FIG. 3 shows the same train control system as in FIG. 2 with a representation of the situation when a train starts to move, in FIG. 3
  • FIG. 4 shows the conditions in the train control system according to the invention in the case of a transmission interference in a channel of a fixed data beacon and in FIG.
  • FIG. 2 shows a section of a train control system with track block sections BC and CD and DE.
  • a section block AB not shown in detail or at the beginning of the section BC is a data point 20 forming Festlves- Balise, which is assigned to a signal B, for example, a light signal.
  • address data for a signal C at the end of the next link block section BC are transmitted during a crossing of a train 21 to its vehicle device (not shown);
  • 21 route data for a next-but-one block section CD is transmitted to the vehicle apparatus of the train.
  • a transmission request Sc is sent by the vehicle unit of the train 21 to a radio device 22 in the region of the end of the next block segment BC.
  • coded information of the respective signal concept displayed on the signal C is transmitted from the radio device 22 to an unillustrated vehicle device-side radio device in the train 21 by an information generating device 23 via two channels 24 and 25, and then taking into account the in the vehicle device of the rail vehicle 21 previously stored route data for the link block section BC selects a telegram, according to which the train 21 is controlled in consideration of the respective current signal concept of the signal C according to the route data for the link block section BC.
  • the train control system is prepared to safely guide the train via the link block section D-E on reaching a data point 27 with a fixed data balise on the signal D.
  • the train control system operates when a distance data memory is used in the vehicle unit of the train, in which the address data of the signals and the route data of the route block sections and the memory data are stored in the form of a stored, complete set of telegrams for the route.
  • the data and the telegrams in the route data memory are activated at the individual data points, which are required for driving on the respective next block section in order to select the telegram which is respectively suitable for the signal to be controlled when a secure information is received to be able to.
  • FIG. 3 shows how, at the start of a train 30, the journey can be recorded before or at a data point 31 with a fixed data beacon.
  • Address data for a signal A and also for a further signal B are taken over here by the vehicle device of the rail vehicle 31 at the data point 31;
  • route data for link block sections AB and BC are transmitted to the train 30.
  • a mutual radio link to a signal A is first recorded. If the train passes the signal A, then a radio link is established to the signal B at the end of the track block section AB.
  • a radio link to a signal C is set up at the end of a next route section BC.
  • FIG. 5 shows the conditions which result in the case of a disturbed radio channel. It is assumed that the link-side radio device 50 of a signal B at a data point 51 is disturbed by a fixed-data balise. In this case, as is the case with a transmission disturbance in the balise channel with a signal information "HALT awaiting" and an expiring brake curve to the target speed Vok to the signal B is regularly driven.
  • the signal B must be passed with command-drive, since due to missing signal information a "stop" -concept is assumed at the signal B. From the disturbed signal B must be driven in a sighting journey with sole responsibility to the location of the next signal C, since from the even though completely existing route data can not be telegram selection via radio. At the next signal D can then continue the normal operation.
  • the vehicle unit will start recognizing the failure of a disturbance with an expiring brake curve on the viewing speed and monitor the subsequent sighting.
  • the onward journey is to be regulated operationally.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Pour obtenir un procédé d'exploitation d'un système de commande automatique de la marche d'un train sur une ligne dotée de sections de cantonnement (A‑B, B‑C, C‑D, D‑E) qui puisse être mis en œuvre à un coût d'appareillage relativement faible dans les sections de cantonnement, on effectue un transfert de données ponctuel respectivement entre un équipement de ligne doté d'un équipement radio côté ligne (22) aux extrémités des sections de cantonnement (A‑B, B‑C, C‑D, D‑E) et un appareil embarqué doté d'un équipement radio côté véhicule. A des points de données (par exemple (20)) aux extrémités des sections de cantonnement (A‑B, B‑C, C‑D, D‑E), l'appareil embarqué active respectivement des données d'adresse du signal (par exemple C) de la section de cantonnement suivante respective (par exemple B‑C) et des données de ligne de la deuxième section de cantonnement suivante respective (par exemple C‑D) ainsi que des données mémorisées respectives sous la forme d'un jeu complet de télégrammes mémorisés qui caractérisent les états possibles respectifs du signal (par exemple C) à l'extrémité de la section de cantonnement suivante (par exemple B‑C). Après le franchissement d'un point de données (par exemple (20)), l'appareil embarqué envoie respectivement une demande d'émission (Sc) à l'équipement radio côté ligne (par exemple (22)) à la fin de la section de cantonnement suivante (par exemple B‑C), où un système d'information (23) tient à disposition une information sécurisée (Jc) de l'aspect du signal respectivement affiché au niveau du signal (par exemple C) de cette section de cantonnement (par exemple B‑C). Cette information sécurisée (Jc) est transmise par l'équipement radio côté ligne (22), par le biais de l'équipement radio côté appareil, à l'appareil embarqué afin de sélectionner un télégramme actuel sur la base des données mémorisées dans l'appareil embarqué. L'invention concerne également un système de commande automatique de la marche d'un train.
PCT/EP2014/067403 2013-08-27 2014-08-14 Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train WO2015028315A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14752613.1A EP3013666B1 (fr) 2013-08-27 2014-08-14 Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013217047.5 2013-08-27
DE102013217047.5A DE102013217047A1 (de) 2013-08-27 2013-08-27 Verfahren zum Betreiben eines Zugbeeinflussungssystems und Zugbeeinflussungssystem

Publications (1)

Publication Number Publication Date
WO2015028315A1 true WO2015028315A1 (fr) 2015-03-05

Family

ID=51357939

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/067403 WO2015028315A1 (fr) 2013-08-27 2014-08-14 Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train

Country Status (3)

Country Link
EP (1) EP3013666B1 (fr)
DE (1) DE102013217047A1 (fr)
WO (1) WO2015028315A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017202453A1 (de) * 2017-02-15 2018-08-16 Siemens Aktiengesellschaft Anzeigesystem für eine fahrzeugseitige Anordnung
CN109720378A (zh) * 2019-01-18 2019-05-07 成都星科创光电子技术有限公司 一种自动过分相磁感应器装置及其安装工艺
DE102020201915A1 (de) 2020-02-17 2021-08-19 Siemens Mobility GmbH Schienenfahrzeug und Anordnung mit Schienenfahrzeug

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19630575A1 (de) * 1996-07-30 1998-02-05 Sel Alcatel Ag System zur semikontinuierlichen Steuerung von spurgeführten Fahrzeugen
GB2377537A (en) * 2001-07-11 2003-01-15 John Alexander Scott Train safety signal display
DE10063979C1 (de) * 2000-12-14 2003-05-08 Siemens Ag Zugbeeinflussungseinrichtung
EP1612118A2 (fr) * 2004-06-29 2006-01-04 Deutsche Bahn AG Méthode pour assurer une circulation ferroviaire sûre
DE102007031138A1 (de) * 2007-06-29 2009-01-02 Siemens Ag Verfahren und Anordnung zum Betreiben einer Eisenbahnstrecke

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19630575A1 (de) * 1996-07-30 1998-02-05 Sel Alcatel Ag System zur semikontinuierlichen Steuerung von spurgeführten Fahrzeugen
DE10063979C1 (de) * 2000-12-14 2003-05-08 Siemens Ag Zugbeeinflussungseinrichtung
GB2377537A (en) * 2001-07-11 2003-01-15 John Alexander Scott Train safety signal display
EP1612118A2 (fr) * 2004-06-29 2006-01-04 Deutsche Bahn AG Méthode pour assurer une circulation ferroviaire sûre
DE102007031138A1 (de) * 2007-06-29 2009-01-02 Siemens Ag Verfahren und Anordnung zum Betreiben einer Eisenbahnstrecke

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
GREITER G ET AL: "MIGRATION ZUB 121 / EURO-BALISE BEI DEN SBB", SIGNAL + DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, vol. 89, no. 10, 1 October 1997 (1997-10-01), pages 22 - 24, XP000779776, ISSN: 0037-4997 *
KRITTIAN F: "FUNKFAHRBETRIEB AUF EINER NEBENBAHN ALS DEMONSTRATION ZUR EXPO 2000RADIO-CONTROLLED TRAIN OPERATION ON A SECONDARY LINE AS A DEMONSTRATION AT EXPO 2000 RADIOGUIDAGE SUR UN CHEMIN DE FER SECONDAIRE A DES FINS DE DEMONSTRATION POUR L'EXPO 2000", ELEKTRISCHE BAHNEN, OLDENBOURG INDUSTRIEVERLAG, MUNCHEN, DE, vol. 98, no. 5/06, 1 May 2000 (2000-05-01), pages 186 - 190, XP000947951, ISSN: 0013-5437 *

Also Published As

Publication number Publication date
EP3013666B1 (fr) 2017-09-27
EP3013666A1 (fr) 2016-05-04
DE102013217047A1 (de) 2015-03-05

Similar Documents

Publication Publication Date Title
EP2879934B1 (fr) Commande d'un véhicule ferroviaire
EP3247609B1 (fr) Procédé et dispositif servant à influencer de manière automatique des véhicules guidés sur rails
DE102004001818B3 (de) Betriebsführungssystem für schienengebundene Verkehrsmittel
EP2874857B1 (fr) Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs, véhicule ferroviaire et dispositif
DE102008045050A1 (de) Verfahren und Vorrichtung zur Zugbeeinflussung
EP3013666B1 (fr) Procédé d'exploitation d'un système de commande automatique de la marche d'un train et système de commande automatique de la marche d'un train
WO2019243341A1 (fr) Système de protection de train flexible
DE2628905A1 (de) Zugsicherungs- und -steuerungsanlage
WO2013117398A2 (fr) Système pour commander, sécuriser et/ou surveiller des voies praticables pour véhicules guidés, et procédé pour faire fonctionner un tel système
EP3075625A1 (fr) Procede et systeme destine a la securisation dynamique de voie dans un embranchement ferroviaire multi-voies
EP3075626B1 (fr) Procede et systeme d'exploitation d'une voie ferree
DE102012217814A1 (de) Langsamfahrstelle einer Bahnstrecke
DE102016203694A1 (de) Bahntechnische Anlage und Verfahren zum Betreiben einer bahntechnischen Anlage
DE102011054422A1 (de) Zugsicherungssystem
DE102004031525A1 (de) Verfahren bei der Sicherung des Fahrbetriebes
WO2015132061A1 (fr) Procédé de commande d'un véhicule ferroviaire relié à un système cbtc et système cbtc comportant au moins un véhicule ferroviaire
EP2978654A2 (fr) Procédé pour remplacer un premier poste d'aiguillage par un deuxième poste d'aiguillage
EP2939900A1 (fr) Surveillance de position autonome pour aiguillages
EP3541680B1 (fr) Procédé et composant ferroviaire de transmission de messages
EP3109127A1 (fr) Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande
DE102014002297A1 (de) Verfahren zum vorbildgerechten Betreiben von Modellfahrzeugen einer Modellbahnanlage
DE102017221555A1 (de) Verfahren und Steuereinrichtung zur kommunikationsbasierten Fahrzeugbeeinflussung
EP2878510B1 (fr) Balise pour un système de surveillance de train et système de sécurisation de train avec cette balise
DE102015217596A1 (de) Kommunikationseinrichtung und Verfahren zum automatisierten Austausch von Nachrichten in einer eisenbahntechnischen Anlage
DE488952C (de) Streckenblockeinrichtung

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14752613

Country of ref document: EP

Kind code of ref document: A1

REEP Request for entry into the european phase

Ref document number: 2014752613

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 2014752613

Country of ref document: EP

NENP Non-entry into the national phase

Ref country code: DE