WO2015110670A1 - Railway vehicle, upstream and downstream railway vehicles, method for controlling the distance between a downstream railway vehicle and an upstream railway vehicle - Google Patents

Railway vehicle, upstream and downstream railway vehicles, method for controlling the distance between a downstream railway vehicle and an upstream railway vehicle Download PDF

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Publication number
WO2015110670A1
WO2015110670A1 PCT/EP2015/062724 EP2015062724W WO2015110670A1 WO 2015110670 A1 WO2015110670 A1 WO 2015110670A1 EP 2015062724 W EP2015062724 W EP 2015062724W WO 2015110670 A1 WO2015110670 A1 WO 2015110670A1
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WO
WIPO (PCT)
Prior art keywords
rail vehicle
vehicle
downstream
railway
upstream
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PCT/EP2015/062724
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French (fr)
Inventor
Jean-Paul Caron
Jacques EL KHOURI
Damien UHRICH
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Metrolab
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Publication of WO2015110670A1 publication Critical patent/WO2015110670A1/en

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    • 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 vehicle trains
    • B61L23/34—Control, warnings or like safety means indicating the distance between vehicles or vehicle trains by the transmission of signals therebetween

Definitions

  • Rail vehicle upstream and downstream railway vehicles, method for regulating the distance between a downstream rail vehicle and an upstream rail vehicle
  • the present invention relates to a railway vehicle comprising means for measuring at least one dynamic parameter of the railway vehicle.
  • the present invention also relates to such an upstream rail vehicle and such a downstream rail vehicle, as well as a method for regulating the distance between such an upstream rail vehicle and such a downstream rail vehicle.
  • the railway vehicle according to the invention is, for example, a train or a subway.
  • the spacing between two consecutive trains running on the same line must first meet a safety objective. Indeed, in case of braking downstream train along a railway line, the train located upstream, that is to say behind the downstream train, must be able to brake in time to avoid a shock with the train downstream.
  • the simplest way to determine a safety distance between a downstream train and an upstream train traveling one behind the other along the railway line is to consider that the downstream train, which lies in front of the upstream train, may at any time stop immediately and with a zero braking distance.
  • the safety distance which is defined by the minimum distance separating the upstream train from the downstream train, must be greater than the distance necessary for the upstream train to brake with a minimum deceleration.
  • the upstream train is not likely to hit the rear of the downstream train.
  • This determination of the braking distance is not realistic because it does not take into account the fact that the downstream train brakes over a non-zero braking distance, which depends on its speed and its environment.
  • the safety distance determined by this method is overestimated, and the frequency of passage of trains on the railway line is not optimized.
  • the frequency of passage trains that is to say the number of trains that can pass on the same line for a given time interval, depends in particular on the safety distances between two successive trains. The higher the safety distance, the lower the train frequency.
  • the document FR 2 856 645 A1 describes a communication system with a downstream train and an upstream train, in which the speed of the downstream train is communicated to the train. upstream.
  • the upstream train then calculates the braking distance that the downstream train would have if it braked from this speed, then the upstream train determines a safety distance that takes into account the braking distance of the downstream train.
  • the safety distance thus determined is then smaller than the safety distance determined in the aforementioned method with a braking distance assumed to be zero, the difference between these two safety distances being equal to the braking distance of the downstream train, as calculated by the upstream train.
  • This method is carried out considering that the downstream train, whatever its position on the line, advances on the greatest possible positive slope of the line. This consideration thus corresponds to the case where the braking distance of the downstream train is as small as possible, for a given speed of the downstream train.
  • the subject of the invention is a railway vehicle of the aforementioned type, in which the railway vehicle further comprises means for calculating an estimated braking distance of the vehicle, the braking distance being a function of each dynamic parameter, and transmission means adapted to emit a state signal relating to the calculated braking distance.
  • the railway vehicle comprises one or more of the following characteristics, taken in isolation or in any technically possible combination:
  • the railway vehicle comprises means for receiving the status signal transmitted by the transmission means of another rail vehicle; a control unit adapted to calculate a control quantity from the received status signal; and means for modifying the speed of the railway vehicle capable of satisfying the control quantity;
  • the dynamic parameter depends on a derivative of order n with respect to the time of the position of the railway vehicle, n being an integer;
  • the dynamic parameter is a function of at least the speed of the railway vehicle and the slope of the rail;
  • the subject of the invention is also an upstream rail vehicle and a downstream rail vehicle able to move along the same railway line, the upstream rail vehicle being able to run in the same direction as the downstream rail vehicle and behind the vehicle. downstream railway,
  • downstream railway vehicle comprises:
  • the upstream rail vehicle comprises:
  • control unit able to calculate for the upstream rail vehicle a control quantity from the status signal
  • the calculation of the braking distance of the railway vehicle by the downstream rail vehicle and the transmission of the state signal relative to the calculated distance, in particular to the upstream railway vehicle makes it possible to reduce the safety distance between the railway vehicle. downstream and the railway vehicle upstream of it, and contributes to increase rail traffic.
  • the upstream rail vehicle and the downstream rail vehicle comprise the following characteristic:
  • control variable corresponds to a safety distance between the front of the upstream railway vehicle and the rear of the downstream railway vehicle.
  • the subject of the invention is also a method of regulating the distance between a downstream rail vehicle and an upstream rail vehicle capable of running along the same railway line, the upstream rail vehicle being able to circulate in the same direction as the downstream railway vehicle and behind the downstream railway vehicle,
  • the method comprises one or more of the following characteristics, taken in isolation or in any technically possible combination:
  • the time interval is between 100 ms and 1 s, preferably equal to 400 ms.
  • control variable comprises a safety distance between the front of the upstream railway vehicle and the rear of the downstream railway vehicle.
  • FIG. 1 shows a schematic view of a downstream rail vehicle 10A and an upstream rail vehicle 10B according to the invention, along a railway line;
  • FIG. 2 represents a flowchart of a method according to the invention.
  • FIG. 1 shows an upstream rail vehicle 10B and a downstream rail vehicle 10A able to move along a railway line 12, also known as a railway line.
  • the railway line 12 comprises a succession of rails 14.
  • Each rail 14 is assumed to be flat and has a slope and a curvature.
  • the slope of the rail 14 is determined by an angle of inclination ⁇ between the plane of the rail and a horizontal plane H, when the rail is assembled with other rails to form the line 12.
  • the slope of the rail reflects the fact that railway line 12 is not necessarily horizontal in every respect.
  • the angle of inclination a is defined from the plane of the horizontal H towards the plane of the rail, so as to be between -90 ° and 90 °.
  • the angle of inclination a is counted positive in the trigonometrical direction, and negative in the clockwise direction.
  • the angle of inclination ⁇ of the slope is between 0 ° and 90 ° when the slope is positive, and the angle of inclination ⁇ of the slope is between -90 ° and 0 ° when the slope is negative.
  • the angle of inclination ⁇ of the slope will preferably be between -3.5 ° and 3.5 °, corresponding to a maximum slope of the order of 6%.
  • the curvature of the rail is connected, in a known manner, to the radius of curvature of the rail, in the plane of the rail.
  • the radius of curvature is infinite and the curvature is zero.
  • the curvature of the rail is greater when the radius of curvature of the rail is small.
  • the upstream rail vehicle 10B and the downstream rail vehicle 10A circulate in the same direction of travel, represented by an arrow F in FIG.
  • the upstream rail vehicle 10B is located behind the downstream rail vehicle 10A with respect to the direction of traffic.
  • the direction of movement is shown from left to right, and the upstream rail vehicle 10B is thus shown to the left of the downstream rail vehicle 10A.
  • the upstream rail vehicle 10B and the downstream rail vehicle 10A are able to move with a non-zero speed.
  • the upstream rail vehicle 10B and the downstream rail vehicle 10A will be referred to by the common term "railway vehicle 10" because they have the same structure and include the same elements, as described below.
  • Each railway vehicle 10 is preferably a vehicle operating automatically, without a driver.
  • Each railway vehicle 10 comprises means 20 for measuring at least one dynamic parameter of the vehicle, means 22 for calculating an estimated braking distance DF of the railway vehicle 10, and transmission means 24 capable of transmitting to another rail vehicle 10 a state signal relating to the braking distance DF calculated by the calculation means 22.
  • Each rail vehicle 10 also comprises means 26 for receiving the status signal transmitted by the transmission means 24 of another rail vehicle 10, a control unit 28 able to calculate a control quantity from the status signal. , and means for modifying the speed of the railway vehicle 10 capable of satisfying the control quantity.
  • the dynamic parameter of the railway vehicle 10 corresponds to a derivative of order n with respect to the time of the position of the railway vehicle 10, also called the n-term time derivative of the position, n being an integer.
  • the measuring means 20 are able to measure several dynamic parameters.
  • the dynamic parameters include the position of the railway vehicle 10 and the speed of the railway vehicle 10, that is to say the derivatives of order 0 and order 1.
  • the dynamic parameters also include the deceleration of the railway vehicle 10 that can be achieved by brakes of the railway vehicle 10, that is to say the derivative of order 2.
  • the measuring means 20 comprise, for example, a position sensor (not shown), a speed sensor (not shown), and an accelerometer (not shown).
  • the position sensor is able to measure the position of the railway vehicle 10.
  • the position of the vehicle is, for example, stored in a database further comprising the value of the slope of the rail and the curvature of the rail for different positions on the rail. along the railway line 12.
  • the measurement of the position of the rail vehicle 10 at a given instant makes it possible to know the value of the slope of the rail, as well as the radius of curvature of the rail, at the place where the rail is located.
  • the speed sensor is able to measure the speed of the railway vehicle 10.
  • the accelerometer is able to measure the acceleration of the railway vehicle 10.
  • the measurement of the dynamic parameter of the railway vehicle 10 is carried out regularly by the measuring means 20 with a defined period of time.
  • the period of time is between 100 ms and 1 s.
  • the period of time is advantageously substantially equal to 400 ms.
  • the calculation means 22 are capable of calculating the estimated braking distance DF of the railway vehicle 10.
  • the estimated braking distance DF corresponds, for example, to the minimum distance necessary for the railway vehicle 10 to come to a standstill from a possible braking command at time of calculation of said braking distance DF.
  • the estimated braking distance DF depends on the value of the dynamic parameter measured by the measuring means 20.
  • the braking distance DF depends on the speed of the railway vehicle 10 and the slope of the rails in the position of the railway vehicle 10
  • the braking distance is, for example, calculated from the energy balance of the moving train, taking into account the work of the braking forces, the resistance to travel and the effect of gravity to overcome the delta d kinetic and potential energy when calculating said braking distance DF.
  • the braking distance DF of the railway vehicle 10 takes into account the environment of the railway vehicle 10 at the time of measurement.
  • the environment includes, for example, the slope of the rail and the curvature of the rail at the location of the measurement. Taking into account the environment of the railway vehicle 10 for calculating the braking distance DF makes it possible to obtain a braking distance DF closer to the value that it would actually have if the railway vehicle 10 braked there.
  • a maximum braking distance DF maxB calculated corresponds to a minimum deceleration value, that is to say that it is not possible for the corresponding railway vehicle 10B to stop over a distance greater than the maximum braking distance.
  • a minimum braking distance DF minA calculated corresponds to a maximum deceleration value, that is to say that it is not possible for the corresponding railway vehicle 10A to stop at a distance less than the minimum braking distance. DF minA calculated.
  • each rail vehicle 10 is characterized at any time by a maximum braking distance and a respective minimum braking distance, these braking distances depending on the dynamic parameter or parameters associated with said rail vehicle 10.
  • the braking distance DF increases when, for example, the speed of the railway vehicle 10 increases, and / or when the algebraic value of the inclination angle a of the slope of the rail decreases.
  • the transmission means 24 are capable of transmitting a state signal relating to the braking distance DF calculated by the calculation means 22.
  • the transmission means 24 are preferably radio transmission means, the state signal then being transmitted over a radio link 32.
  • the term radio link means that the signal propagates in the air in the absence of a wire link.
  • the transmission frequency of the status signal corresponds, for example, to a calculation cycle of an on-board equipment forming the calculation means 22.
  • the duration between the transmissions of two successive state signals is for example between 1 ms and 1 s.
  • the reception means 26 are able to receive the status signal transmitted by the transmission means 24 of another rail vehicle 10 and to send the received status signal to the control unit 28.
  • the control unit 28 is then able to calculate a control quantity as a function of the status signal received by the reception means 26.
  • the control variable is for example a distance between the railway vehicle 10 and a point distinct from the railway vehicle 10, the distinct point being fixed or mobile, the distinct point being, for example, a point associated with another railway vehicle 10.
  • Modifying means 30 include, for example, brakes (not shown) and an electric motor (not shown).
  • the modifying means 30 are capable of varying the speed of the railway vehicle 10.
  • the use of brakes makes it possible to reduce the speed of the rail vehicle 10 controllably, and the use of the electric motor makes it possible to increase the speed of the speed of railway vehicle 10.
  • the modifying means 30 are capable of modifying the speed of the railway vehicle 10 to satisfy the control variable, that is to say capable of modifying the speed of the railway vehicle so that a criterion associated with the control variable is checked.
  • the criterion associated with the control variable is, for example, that the control variable is greater than a predefined threshold.
  • the modification of the speed of the railway vehicle 10 is a function of the control variable calculated by the control unit 28.
  • the transmission means 24 of the state signal of the downstream rail vehicle 10A are able to transmit the state signal of the downstream rail vehicle 10A to the receiving means 26 of the upstream railway vehicle 10B.
  • the control variable is, for example, a safety distance DS between the front of the upstream railway vehicle 10B and the rear of the downstream rail vehicle 10A obtained by the difference between the maximum braking distance DF maX B of the upstream rail vehicle 10B to which is subtracted the minimum braking distance DF minA of the downstream rail vehicle 10A.
  • the safety distance DS is calculated to be greater than or equal to the maximum braking distance DF maxB of the upstream railway vehicle 10B, counted from the front of the upstream rail vehicle 10B, minus the braking distance of the downstream rail vehicle 10A, this is indeed the case in the previous example since the minimum braking distance DF minA of the downstream rail vehicle 10A is subtracted from the maximum braking distance DF maxB in order to calculate the safety distance DS.
  • the maximum braking distance DF maxB of the railway vehicle 10B is determined by considering that the upstream rail vehicle 10B brakes with a minimum deceleration, standardized and guaranteed by the rolling stock, fixed inter alia by the limit of the coefficient of adhesion (dry route, environmental condition), and how to brake the bogie or the vehicle.
  • the minimum braking distance DF minA of the railway vehicle 10A is determined by considering that the downstream rail vehicle 10A brakes in an emergency with maximum deceleration, standardized and guaranteed by the rolling stock, fixed inter alia by the limit of the coefficient of adhesion, and how to brake the bogie or the vehicle.
  • the distance control method comprises an initial step 200 for measuring at least one dynamic parameter of the downstream rail vehicle 10A by measuring means 20 of the downstream rail vehicle 10A.
  • the measurement of the dynamic parameter (s) of the railway vehicle corresponds to the acquisition of a value of the parameter (s).
  • this acquisition step 200 several dynamic parameters are preferably acquired.
  • the dynamic parameters of the downstream rail vehicle 10A are, for example, the speed of the downstream rail vehicle 10A and the position of the downstream rail vehicle 10A.
  • the calculation means 22 of the railway vehicle 10A calculate the estimated braking distance of the railway vehicle 10A, such as the minimum braking distance DF minA , during the step 210.
  • the braking distance calculated by the calculation means 22 of the downstream rail vehicle 10A is a function of the dynamic parameter (s) of the downstream rail vehicle 10A, for example a function of the speed and the position of the downstream rail vehicle 10A measured by the measuring means 20 of the downstream rail vehicle 10A.
  • the minimum braking distance DF minA of the railway vehicle 10A depends, for example, on the square of the speed of the downstream rail vehicle 10A and the angle of inclination ⁇ of the slope of the rail at the location of the railway vehicle. downstream 10A at the time of measurement. It corresponds to a minimum value of braking distance of the railway vehicle 10A at the time of the measurement.
  • the transmission means 24 of the downstream rail vehicle 10A then emit the state signal relative to the estimated braking distance of the downstream rail vehicle 10A in a next step 220.
  • the status signal includes the information of the value of the minimum braking distance DF minA of the downstream rail vehicle 10A.
  • the state signal relating to the estimated braking distance of the downstream rail vehicle 10A is emitted, for example, via the radio link 32 towards the receiving means 26 of the upstream rail vehicle 10B.
  • the reception means 26 of the upstream rail vehicle 10B then receive, during a step 230, the status signal and transmit the status signal to the control unit 28 of the upstream rail vehicle 10B.
  • control unit 28 of the upstream rail vehicle 10B then calculates the control quantity.
  • the control variable is, for example, the safety distance DS between the front of the upstream rail vehicle 10B and the rear of the downstream rail vehicle 10A.
  • the control quantity depends on the value of the estimated braking distance of the downstream rail vehicle 10A calculated in step 210.
  • the modifying means 30 finally modify the speed of the railway vehicle 10B during a step 250.
  • the modification of the speed of the upstream rail vehicle 10B is a function of the control variable.
  • the modification means 30 of the upstream rail vehicle 10B make it possible in real time to adjust the speed of the upstream rail vehicle 10B, so as to respect the safety distance DS between the front of the upstream rail vehicle 10B and the rear of the downstream rail vehicle 10A.
  • the steps 200, 210, 220, 230, 240 and 250 of the distance regulation method are repeated from step 200 with a regular time interval of between 100 ms and 1 s.
  • the time interval is substantially equal to 400 ms.
  • This reiteration makes it possible to continuously adjust and optimize the safety distance DS separating the upstream rail vehicle 10B from the downstream rail vehicle 10A.
  • the control method according to the invention thus makes it possible to optimize the distance separating two railway vehicles, at any moment of their journey along the railway line 12, and thus to be able to increase the rail traffic compared to the current methods of management of railways. distances between two railway vehicles.
  • the time saving on the journey of the upstream metro is between 1 and 5 seconds in approach of a subway station, compared to the processes of the state of the technique.
  • FIG. 1 represents only two railway vehicles, the invention is not limited to the case of an upstream rail vehicle and a downstream rail vehicle. Indeed, more generally, the invention applies to a set of railway vehicles traveling on the same railway line, each rail vehicle being downstream of another rail vehicle, and upstream of yet another rail vehicle. Thus, each railway vehicle is able to receive a status signal of the railway vehicle just ahead, and to send a status signal to a railway vehicle located just behind.

Abstract

The railway vehicle (10A; 10B) comprises means (20) for measuring at least one dynamic parameter of the railway vehicle. The railway vehicle also comprises: means (22) for calculating an estimated braking distance (DFminA) of the vehicle, the braking distance (DFminA) being dependent on each dynamic parameter; and transmission means (24) for emitting a status signal relating to the calculated braking distance (DFminA).

Description

Véhicule ferroviaire, véhicules ferroviaires amont et aval, procédé de régulation de distance entre un véhicule ferroviaire aval et un véhicule ferroviaire amont  Rail vehicle, upstream and downstream railway vehicles, method for regulating the distance between a downstream rail vehicle and an upstream rail vehicle
La présente invention concerne un véhicule ferroviaire comportant des moyens de mesure d'au moins un paramètre dynamique du véhicule ferroviaire. The present invention relates to a railway vehicle comprising means for measuring at least one dynamic parameter of the railway vehicle.
La présente invention concerne également un tel véhicule ferroviaire amont et un tel véhicule ferroviaire aval, ainsi qu'un procédé de régulation de la distance entre un tel véhicule ferroviaire amont et un tel véhicule ferroviaire aval.  The present invention also relates to such an upstream rail vehicle and such a downstream rail vehicle, as well as a method for regulating the distance between such an upstream rail vehicle and such a downstream rail vehicle.
Le véhicule ferroviaire selon l'invention est, par exemple, un train ou un métro. L'espacement entre deux trains consécutifs circulant sur une même ligne doit répondre en premier lieu à un objectif de sécurité. En effet, en cas de freinage du train situé en aval le long d'une ligne ferroviaire, le train situé en amont, c'est-à-dire derrière le train aval, doit être capable de freiner à temps pour éviter un choc avec le train en aval.  The railway vehicle according to the invention is, for example, a train or a subway. The spacing between two consecutive trains running on the same line must first meet a safety objective. Indeed, in case of braking downstream train along a railway line, the train located upstream, that is to say behind the downstream train, must be able to brake in time to avoid a shock with the train downstream.
La manière la plus simple pour déterminer une distance de sécurité entre un train aval et un train amont circulant l'un derrière l'autre le long de la ligne ferroviaire est de considérer que le train aval, qui se trouve devant le train amont, peut à tout instant s'arrêter de manière immédiate et avec une distance de freinage nulle. Dans ce cas, la distance de sécurité, qui est définie par la distance minimale séparant le train amont du train aval, doit être supérieure à la distance nécessaire au train amont pour freiner avec une décélération minimale. Ainsi, le train amont ne risque pas de heurter l'arrière du train aval.  The simplest way to determine a safety distance between a downstream train and an upstream train traveling one behind the other along the railway line is to consider that the downstream train, which lies in front of the upstream train, may at any time stop immediately and with a zero braking distance. In this case, the safety distance, which is defined by the minimum distance separating the upstream train from the downstream train, must be greater than the distance necessary for the upstream train to brake with a minimum deceleration. Thus, the upstream train is not likely to hit the rear of the downstream train.
Cette détermination de la distance de freinage n'est pas réaliste, car elle ne prend pas en compte le fait que le train aval freine sur une distance de freinage non nulle, qui dépend de sa vitesse et de son environnement.  This determination of the braking distance is not realistic because it does not take into account the fact that the downstream train brakes over a non-zero braking distance, which depends on its speed and its environment.
Ainsi, la distance de sécurité déterminée par cette méthode est surestimée, et la fréquence de passage des trains sur la ligne ferroviaire n'est pas optimisée. En effet, la fréquence de passage des trains, c'est-à-dire le nombre de trains qui peuvent passer sur une même ligne pendant un intervalle de temps donné, dépend notamment des distances de sécurité entre deux trains successifs. Plus la distance de sécurité est importante, plus la fréquence de passage des trains est faible.  Thus, the safety distance determined by this method is overestimated, and the frequency of passage of trains on the railway line is not optimized. Indeed, the frequency of passage trains, that is to say the number of trains that can pass on the same line for a given time interval, depends in particular on the safety distances between two successive trains. The higher the safety distance, the lower the train frequency.
Or, dans la majorité des cas, il est nécessaire d'augmenter la fréquence des trains ou des métros, afin de répondre à l'augmentation du nombre de voyageurs sur les lignes existantes. Des solutions existent pour diminuer la distance de sécurité entre deux trains, sans pour autant nuire à la sécurité des trains et des voyageurs.  However, in the majority of cases, it is necessary to increase the frequency of trains or subways, in order to meet the increase in the number of passengers on existing lines. Solutions exist to reduce the safety distance between two trains, without affecting the safety of trains and passengers.
Ainsi, le document FR 2 856 645 A1 décrit un système de communication avec un train aval et un train amont, dans lequel la vitesse du train aval est communiquée au train amont. Le train amont calcule alors la distance de freinage qu'aurait le train aval s'il freinait à partir de cette vitesse, puis le train amont détermine une distance de sécurité qui tient compte de la distance de freinage du train aval. La distance de sécurité ainsi déterminée est alors plus faible que la distance de sécurité déterminée dans la méthode précitée avec une distance de freinage supposée nulle, la différence entre ces deux distances de sécurité étant égale à la distance de freinage du train aval, telle que calculée par le train amont. Thus, the document FR 2 856 645 A1 describes a communication system with a downstream train and an upstream train, in which the speed of the downstream train is communicated to the train. upstream. The upstream train then calculates the braking distance that the downstream train would have if it braked from this speed, then the upstream train determines a safety distance that takes into account the braking distance of the downstream train. The safety distance thus determined is then smaller than the safety distance determined in the aforementioned method with a braking distance assumed to be zero, the difference between these two safety distances being equal to the braking distance of the downstream train, as calculated by the upstream train.
Cette méthode est réalisée en considérant que le train aval, quelle que soit sa position sur la ligne, avance sur la plus grande pente positive possible de la ligne. Cette considération correspond ainsi au cas où la distance de freinage du train aval est la plus petite possible, pour une vitesse du train aval donnée.  This method is carried out considering that the downstream train, whatever its position on the line, advances on the greatest possible positive slope of the line. This consideration thus corresponds to the case where the braking distance of the downstream train is as small as possible, for a given speed of the downstream train.
Cependant, le système de communication décrit dans le document FR 2 856 645 A1 surestime encore la distance de sécurité.  However, the communication system described in document FR 2 856 645 A1 still overestimates the safety distance.
Il existe donc un besoin pour déterminer une distance de sécurité optimisée pour éviter un choc entre le train amont et le train aval, tout en permettant d'augmenter le trafic ferroviaire.  There is therefore a need to determine an optimized safety distance to avoid a collision between the upstream train and the downstream train, while allowing to increase the rail traffic.
À cet effet, l'invention a pour objet un véhicule ferroviaire du type précité, dans lequel le véhicule ferroviaire comporte en outre des moyens de calcul d'une distance de freinage estimée du véhicule, la distance de freinage étant fonction de chaque paramètre dynamique, et des moyens de transmission propres à émettre un signal d'état relatif à la distance de freinage calculée.  To this end, the subject of the invention is a railway vehicle of the aforementioned type, in which the railway vehicle further comprises means for calculating an estimated braking distance of the vehicle, the braking distance being a function of each dynamic parameter, and transmission means adapted to emit a state signal relating to the calculated braking distance.
Selon d'autres aspects avantageux de l'invention, le véhicule ferroviaire comprend une ou plusieurs des caractéristiques suivantes, prise(s) isolément ou suivant toutes les combinaisons techniquement possibles :  According to other advantageous aspects of the invention, the railway vehicle comprises one or more of the following characteristics, taken in isolation or in any technically possible combination:
- le véhicule ferroviaire comporte des moyens de réception du signal d'état émis par les moyens de transmission d'un autre véhicule ferroviaire ; une unité de commande apte à calculer une grandeur de commande à partir du signal d'état reçu ; et des moyens de modification de la vitesse du véhicule ferroviaire aptes à satisfaire la grandeur de commande ;  - The railway vehicle comprises means for receiving the status signal transmitted by the transmission means of another rail vehicle; a control unit adapted to calculate a control quantity from the received status signal; and means for modifying the speed of the railway vehicle capable of satisfying the control quantity;
- le paramètre dynamique dépend d'une dérivée d'ordre n par rapport au temps de la position du véhicule ferroviaire, n étant un nombre entier ;  the dynamic parameter depends on a derivative of order n with respect to the time of the position of the railway vehicle, n being an integer;
- le paramètre dynamique est fonction au moins de la vitesse du véhicule ferroviaire et de la pente du rail ;  the dynamic parameter is a function of at least the speed of the railway vehicle and the slope of the rail;
- la distance de freinage estimée correspond à une valeur maximale de décélération du véhicule ferroviaire. L'invention a également pour objet un véhicule ferroviaire amont et un véhicule ferroviaire aval aptes à se déplacer le long d'une même ligne ferroviaire, le véhicule ferroviaire amont étant apte à circuler dans le même sens que le véhicule ferroviaire aval et derrière le véhicule ferroviaire aval, the estimated braking distance corresponds to a maximum deceleration value of the railway vehicle. The subject of the invention is also an upstream rail vehicle and a downstream rail vehicle able to move along the same railway line, the upstream rail vehicle being able to run in the same direction as the downstream rail vehicle and behind the vehicle. downstream railway,
dans lesquels le véhicule ferroviaire aval comporte :  in which the downstream railway vehicle comprises:
- des moyens de mesure d'au moins un paramètre dynamique du véhicule ferroviaire aval ;  means for measuring at least one dynamic parameter of the downstream rail vehicle;
- des moyens de calcul d'une distance de freinage du véhicule ferroviaire aval, la distance de freinage estimée étant fonction du paramètre dynamique; et  means for calculating a braking distance of the downstream rail vehicle, the estimated braking distance being a function of the dynamic parameter; and
- des moyens de transmission propres à émettre un signal d'état relatif à la distance de freinage vers le véhicule ferroviaire amont ;  - Transmission means adapted to emit a state signal relative to the braking distance to the upstream rail vehicle;
et le véhicule ferroviaire amont comporte :  and the upstream rail vehicle comprises:
- des moyens de réception du signal d'état émis par les moyens de transmission du véhicule ferroviaire aval ;  means for receiving the state signal emitted by the transmission means of the downstream rail vehicle;
- une unité de commande apte à calculer pour le véhicule ferroviaire amont une grandeur de commande à partir du signal d'état ; et  a control unit able to calculate for the upstream rail vehicle a control quantity from the status signal; and
- des moyens de modification de la vitesse du véhicule ferroviaire amont aptes à satisfaire la grandeur de commande.  means for modifying the speed of the upstream rail vehicle capable of satisfying the control quantity.
Ainsi, le calcul de la distance de freinage du véhicule ferroviaire par le véhicule ferroviaire en aval et la transmission du signal d'état relatif à la distance calculée, notamment au véhicule ferroviaire en amont, permet de diminuer la distance de sécurité entre le véhicule ferroviaire en aval et le véhicule ferroviaire en amont de celui-ci, et contribue à augmenter le trafic ferroviaire.  Thus, the calculation of the braking distance of the railway vehicle by the downstream rail vehicle and the transmission of the state signal relative to the calculated distance, in particular to the upstream railway vehicle, makes it possible to reduce the safety distance between the railway vehicle. downstream and the railway vehicle upstream of it, and contributes to increase rail traffic.
Selon un autre aspect avantageux de l'invention, le véhicule ferroviaire amont et le véhicule ferroviaire aval comprennent la caractéristique suivante :  According to another advantageous aspect of the invention, the upstream rail vehicle and the downstream rail vehicle comprise the following characteristic:
- la grandeur de commande correspond à une distance de sécurité entre l'avant du véhicule ferroviaire amont et l'arrière du véhicule ferroviaire aval.  the control variable corresponds to a safety distance between the front of the upstream railway vehicle and the rear of the downstream railway vehicle.
L'invention a également pour objet un procédé de régulation de la distance entre un véhicule ferroviaire aval et un véhicule ferroviaire amont aptes à circuler le long d'une même ligne ferroviaire, le véhicule ferroviaire amont étant apte à circuler dans le même sens que le véhicule ferroviaire aval et derrière le véhicule ferroviaire aval,  The subject of the invention is also a method of regulating the distance between a downstream rail vehicle and an upstream rail vehicle capable of running along the same railway line, the upstream rail vehicle being able to circulate in the same direction as the downstream railway vehicle and behind the downstream railway vehicle,
le procédé comportant les étapes suivantes :  the process comprising the following steps:
- mesure d'au moins un paramètre dynamique du véhicule ferroviaire aval par des moyens de mesure du véhicule ferroviaire aval ;  measuring at least one dynamic parameter of the downstream rail vehicle by measuring means of the downstream rail vehicle;
- calcul d'une distance de freinage estimée du véhicule ferroviaire aval par des moyens de calcul du véhicule ferroviaire aval ; - émission d'un signal d'état relatif à la distance de freinage calculée par des moyens de transmission du véhicule ferroviaire aval ; calculating an estimated braking distance of the downstream railway vehicle by calculation means of the downstream rail vehicle; - Transmitting a state signal relating to the braking distance calculated by transmission means of the downstream rail vehicle;
- réception du signal d'état par des moyens de réception du véhicule ferroviaire amont ;  - Receiving the status signal by receiving means of the upstream rail vehicle;
- calcul d'une grandeur de commande par une unité de commande du véhicule ferroviaire amont, la grandeur de commande étant fonction du signal d'état du véhicule aval ;  - calculating a control quantity by a control unit of the upstream rail vehicle, the control variable being a function of the downstream vehicle status signal;
- modification de la vitesse du véhicule ferroviaire amont par des moyens de modification de la vitesse du véhicule ferroviaire amont, pour satisfaire la grandeur de commande calculée par l'unité de commande.  - Modification of the speed of the upstream rail vehicle by means of modifying the speed of the upstream rail vehicle to satisfy the control quantity calculated by the control unit.
Selon d'autres aspects avantageux de l'invention, le procédé comprend une ou plusieurs des caractéristiques suivantes, prise(s) isolément ou suivant toutes les combinaisons techniquement possibles :  According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics, taken in isolation or in any technically possible combination:
- les étapes du procédé sont réitérées à partir de l'étape d'acquisition de paramètres à un intervalle de temps régulier ;  the steps of the method are reiterated from the parameter acquisition step at a regular time interval;
- l'intervalle de temps est compris entre 100 ms et 1 s, de préférence égal à 400 ms ; et  the time interval is between 100 ms and 1 s, preferably equal to 400 ms; and
- la grandeur de commande comprend une distance de sécurité entre l'avant du véhicule ferroviaire amont et l'arrière du véhicule ferroviaire aval.  the control variable comprises a safety distance between the front of the upstream railway vehicle and the rear of the downstream railway vehicle.
L'invention sera mieux comprise à la lecture de la description qui va suivre, donnée uniquement à titre d'exemple non limitatif, et faite en se référant aux figures annexées sur lesquelles : The invention will be better understood on reading the description which follows, given solely by way of nonlimiting example, and with reference to the appended figures in which:
- la figure 1 représente une vue schématique d'un véhicule ferroviaire aval 10A et d'un véhicule ferroviaire amont 10B selon l'invention, le long d'une ligne ferroviaire ; et - Figure 1 shows a schematic view of a downstream rail vehicle 10A and an upstream rail vehicle 10B according to the invention, along a railway line; and
- la figure 2 représente un organigramme d'un procédé selon l'invention. FIG. 2 represents a flowchart of a method according to the invention.
Dans la suite de la description, l'expression « sensiblement égal » définit une relation d'égalité à plus ou moins 10%. Sur la figure 1 sont représentés un véhicule ferroviaire amont 10B et un véhicule ferroviaire aval 10A aptes à se déplacer le long d'une ligne 12 de chemin de fer, également appelée ligne ferroviaire. La ligne ferroviaire 12 comprend une succession de rails 14.  In the remainder of the description, the expression "substantially equal" defines a relationship of equality at plus or minus 10%. FIG. 1 shows an upstream rail vehicle 10B and a downstream rail vehicle 10A able to move along a railway line 12, also known as a railway line. The railway line 12 comprises a succession of rails 14.
Chaque rail 14 est supposé plan et présente une pente et une courbure.  Each rail 14 is assumed to be flat and has a slope and a curvature.
La pente du rail 14 est déterminée par un angle d'inclinaison a entre le plan du rail et un plan horizontal H, lorsque le rail est assemblé à d'autres rails pour former la ligne ferroviaire 12. La pente du rail traduit le fait que la ligne ferroviaire 12 n'est pas nécessairement horizontale en tout point. Par convention, l'angle d'inclinaison a est défini depuis le plan de l'horizontale H vers le plan du rail, de sorte à être compris entre -90° et 90°. L'angle d'inclinaison a est compté positif dans le sens trigonométrique, et négatif dans le sens horaire. Ainsi, par exemple, l'angle d'inclinaison a de la pente est compris entre 0° et 90° lorsque la pente est positive, et l'angle d'inclinaison a de la pente est compris entre -90° et 0° lorsque la pente est négative. En pratique, l'angle d'inclinaison a de la pente sera de préférence compris entre -3.5° et 3.5°, correspondant à une pente maximale de l'ordre de 6%. The slope of the rail 14 is determined by an angle of inclination α between the plane of the rail and a horizontal plane H, when the rail is assembled with other rails to form the line 12. The slope of the rail reflects the fact that railway line 12 is not necessarily horizontal in every respect. By convention, the angle of inclination a is defined from the plane of the horizontal H towards the plane of the rail, so as to be between -90 ° and 90 °. The angle of inclination a is counted positive in the trigonometrical direction, and negative in the clockwise direction. Thus, for example, the angle of inclination α of the slope is between 0 ° and 90 ° when the slope is positive, and the angle of inclination α of the slope is between -90 ° and 0 ° when the slope is negative. In practice, the angle of inclination α of the slope will preferably be between -3.5 ° and 3.5 °, corresponding to a maximum slope of the order of 6%.
La courbure du rail est liée, de manière connue, au rayon de courbure du rail, dans le plan du rail. Lorsque le rail est droit, le rayon de courbure est infini et la courbure est nulle. Lorsque le rail n'est pas droit, la courbure du rail est d'autant plus grande que le rayon de courbure du rail est petit.  The curvature of the rail is connected, in a known manner, to the radius of curvature of the rail, in the plane of the rail. When the rail is straight, the radius of curvature is infinite and the curvature is zero. When the rail is not straight, the curvature of the rail is greater when the radius of curvature of the rail is small.
Le véhicule ferroviaire amont 10B et le véhicule ferroviaire aval 10A circulent dans le même sens de circulation, représenté par une flèche F à la figure 1 . Par convention, le véhicule ferroviaire amont 10B est situé derrière le véhicule ferroviaire aval 10A par rapport au sens de circulation. Sur la figure, le sens de circulation est représenté de gauche à droite, et le véhicule ferroviaire amont 10B est ainsi représenté à gauche du véhicule ferroviaire aval 10A. Le véhicule ferroviaire amont 10B et le véhicule ferroviaire aval 10A sont aptes à se déplacer avec une vitesse non nulle.  The upstream rail vehicle 10B and the downstream rail vehicle 10A circulate in the same direction of travel, represented by an arrow F in FIG. By convention, the upstream rail vehicle 10B is located behind the downstream rail vehicle 10A with respect to the direction of traffic. In the figure, the direction of movement is shown from left to right, and the upstream rail vehicle 10B is thus shown to the left of the downstream rail vehicle 10A. The upstream rail vehicle 10B and the downstream rail vehicle 10A are able to move with a non-zero speed.
Dans la suite de la description, le véhicule ferroviaire amont 10B et le véhicule ferroviaire aval 10A seront désignés par le terme commun de « véhicule ferroviaire 10 », car ils ont la même structure et comportent les mêmes éléments, tels que décrits ci-après.  In the remainder of the description, the upstream rail vehicle 10B and the downstream rail vehicle 10A will be referred to by the common term "railway vehicle 10" because they have the same structure and include the same elements, as described below.
Chaque véhicule ferroviaire 10 est de préférence un véhicule fonctionnant de manière automatique, sans conducteur.  Each railway vehicle 10 is preferably a vehicle operating automatically, without a driver.
Chaque véhicule ferroviaire 10 comporte des moyens 20 de mesure d'au moins un paramètre dynamique du véhicule, des moyens 22 de calcul d'une distance de freinage estimée DF du véhicule ferroviaire 10, et des moyens de transmission 24 propres à émettre vers un autre véhicule ferroviaire 10 un signal d'état relatif à la distance de freinage DF calculée par les moyens de calcul 22.  Each railway vehicle 10 comprises means 20 for measuring at least one dynamic parameter of the vehicle, means 22 for calculating an estimated braking distance DF of the railway vehicle 10, and transmission means 24 capable of transmitting to another rail vehicle 10 a state signal relating to the braking distance DF calculated by the calculation means 22.
Chaque véhicule ferroviaire 10 comporte également des moyens 26 de réception du signal d'état émis par les moyens de transmission 24 d'un autre véhicule ferroviaire 10, une unité de commande 28 apte à calculer une grandeur de commande à partir du signal d'état, et des moyens de modification 30 de la vitesse du véhicule ferroviaire 10 aptes à satisfaire la grandeur de commande. Le paramètre dynamique du véhicule ferroviaire 10 correspond à une dérivée d'ordre n par rapport au temps de la position du véhicule ferroviaire 10, également appelée dérivée temporelle d'ordre n de la position, n étant un nombre entier. Avantageusement, les moyens de mesure 20 sont aptes à mesurer plusieurs paramètres dynamiques. Par exemple, les paramètres dynamiques comprennent la position du véhicule ferroviaire 10 et la vitesse du véhicule ferroviaire 10, c'est-à-dire les dérivées d'ordre 0 et d'ordre 1 . Each rail vehicle 10 also comprises means 26 for receiving the status signal transmitted by the transmission means 24 of another rail vehicle 10, a control unit 28 able to calculate a control quantity from the status signal. , and means for modifying the speed of the railway vehicle 10 capable of satisfying the control quantity. The dynamic parameter of the railway vehicle 10 corresponds to a derivative of order n with respect to the time of the position of the railway vehicle 10, also called the n-term time derivative of the position, n being an integer. Advantageously, the measuring means 20 are able to measure several dynamic parameters. For example, the dynamic parameters include the position of the railway vehicle 10 and the speed of the railway vehicle 10, that is to say the derivatives of order 0 and order 1.
En variante, les paramètres dynamiques comprennent également la décélération du véhicule ferroviaire 10 réalisable par des freins du véhicule ferroviaire 10, c'est-à-dire la dérivée d'ordre 2.  As a variant, the dynamic parameters also include the deceleration of the railway vehicle 10 that can be achieved by brakes of the railway vehicle 10, that is to say the derivative of order 2.
Les moyens de mesure 20 comprennent, par exemple, un capteur de position (non représenté), un capteur de vitesse (non représenté), et un accéléromètre (non représenté).  The measuring means 20 comprise, for example, a position sensor (not shown), a speed sensor (not shown), and an accelerometer (not shown).
Le capteur de position est apte à mesurer la position du véhicule ferroviaire 10. La position du véhicule est, par exemple, stockée dans une base de données comportant en outre la valeur de la pente du rail et de la courbure du rail pour différentes positions le long de la ligne ferroviaire 12. Ainsi, la mesure de la position du véhicule ferroviaire 10 à un instant donné permet de connaître la valeur de la pente du rail, ainsi que le rayon de courbure du rail, à l'endroit où se trouve le véhicule ferroviaire 10.  The position sensor is able to measure the position of the railway vehicle 10. The position of the vehicle is, for example, stored in a database further comprising the value of the slope of the rail and the curvature of the rail for different positions on the rail. along the railway line 12. Thus, the measurement of the position of the rail vehicle 10 at a given instant makes it possible to know the value of the slope of the rail, as well as the radius of curvature of the rail, at the place where the rail is located. railway vehicle 10.
Le capteur de vitesse est apte à mesurer la vitesse du véhicule ferroviaire 10. The speed sensor is able to measure the speed of the railway vehicle 10.
L'accéléromètre est apte à mesurer l'accélération du véhicule ferroviaire 10. The accelerometer is able to measure the acceleration of the railway vehicle 10.
La mesure du paramètre dynamique du véhicule ferroviaire 10 est effectuée régulièrement par les moyens de mesure 20 avec une période de temps définie. La période de temps est comprise entre 100 ms et 1 s. La période de temps est avantageusement sensiblement égale à 400 ms.  The measurement of the dynamic parameter of the railway vehicle 10 is carried out regularly by the measuring means 20 with a defined period of time. The period of time is between 100 ms and 1 s. The period of time is advantageously substantially equal to 400 ms.
Les moyens de calcul 22 sont aptes à calculer la distance de freinage estimée DF du véhicule ferroviaire 10. La distance de freinage estimée DF correspond par exemple à la distance minimale, nécessaire au véhicule ferroviaire 10 pour s'immobiliser depuis un éventuel ordre de freinage au moment du calcul de ladite distance de freinage DF. La distance de freinage estimée DF dépend de la valeur du paramètre dynamique mesuré par les moyens de mesure 20. Par exemple, la distance de freinage DF dépend de la vitesse du véhicule ferroviaire 10 et de la pente des rails en la position du véhicule ferroviaire 10. La distance de freinage est, par exemple, calculée à partir du bilan énergétique du train en mouvement, en prenant en compte le travail des forces de freinage, la résistance à l'avancement et l'effet de la gravité pour vaincre le delta d'énergie cinétique et potentielle au moment du calcul de ladite distance de freinage DF. Lorsque la distance de freinage estimée DF dépend non seulement de la vitesse du véhicule ferroviaire 10, mais aussi de la position du véhicule ferroviaire 10, la distance de freinage DF du véhicule ferroviaire 10 tient compte de l'environnement du véhicule ferroviaire 10 au moment de la mesure. L'environnement comprend, par exemple, la pente du rail et la courbure du rail à l'endroit de la mesure. La prise en compte de l'environnement du véhicule ferroviaire 10 pour le calcul de la distance de freinage DF permet d'obtenir une distance de freinage DF plus proche de la valeur qu'elle aurait effectivement si le véhicule ferroviaire 10 freinait à cet endroit. The calculation means 22 are capable of calculating the estimated braking distance DF of the railway vehicle 10. The estimated braking distance DF corresponds, for example, to the minimum distance necessary for the railway vehicle 10 to come to a standstill from a possible braking command at time of calculation of said braking distance DF. The estimated braking distance DF depends on the value of the dynamic parameter measured by the measuring means 20. For example, the braking distance DF depends on the speed of the railway vehicle 10 and the slope of the rails in the position of the railway vehicle 10 The braking distance is, for example, calculated from the energy balance of the moving train, taking into account the work of the braking forces, the resistance to travel and the effect of gravity to overcome the delta d kinetic and potential energy when calculating said braking distance DF. When the estimated braking distance DF depends not only on the speed of the railway vehicle 10, but also on the position of the railway vehicle 10, the braking distance DF of the railway vehicle 10 takes into account the environment of the railway vehicle 10 at the time of measurement. The environment includes, for example, the slope of the rail and the curvature of the rail at the location of the measurement. Taking into account the environment of the railway vehicle 10 for calculating the braking distance DF makes it possible to obtain a braking distance DF closer to the value that it would actually have if the railway vehicle 10 braked there.
Une distance maximale de freinage DFmaxB calculée correspond à une valeur minimale de décélération, c'est-à-dire qu'il n'est pas possible que le véhicule ferroviaire 10B correspondant s'immobilise sur une distance supérieure à la distance maximale de freinage DFmaxB calculée. Une distance minimale de freinage DFminA calculée correspond à une valeur maximale de décélération, c'est-à-dire qu'il n'est pas possible que le véhicule ferroviaire 10A correspondant s'immobilise sur une distance inférieure à la distance minimale de freinage DFminA calculée. A maximum braking distance DF maxB calculated corresponds to a minimum deceleration value, that is to say that it is not possible for the corresponding railway vehicle 10B to stop over a distance greater than the maximum braking distance. DF maxB calculated. A minimum braking distance DF minA calculated corresponds to a maximum deceleration value, that is to say that it is not possible for the corresponding railway vehicle 10A to stop at a distance less than the minimum braking distance. DF minA calculated.
De manière générale, chaque véhicule ferroviaire 10 est caractérisé à tout instant par une distance maximale de freinage et une distance minimale de freinage respectives, ces distances de freinage dépendant du ou des paramètres dynamiques associés audit véhicule ferroviaire 10.  In general, each rail vehicle 10 is characterized at any time by a maximum braking distance and a respective minimum braking distance, these braking distances depending on the dynamic parameter or parameters associated with said rail vehicle 10.
On comprend alors aisément que la distance de freinage DF augmente lorsque, par exemple, la vitesse du véhicule ferroviaire 10 augmente, et/ou lorsque la valeur algébrique de l'angle d'inclinaison a de la pente du rail diminue.  It is then easily understood that the braking distance DF increases when, for example, the speed of the railway vehicle 10 increases, and / or when the algebraic value of the inclination angle a of the slope of the rail decreases.
Les moyens de transmission 24 sont aptes à émettre un signal d'état relatif à la distance de freinage DF calculée par les moyens de calcul 22. Les moyens de transmission 24 sont de préférence des moyens radioélectriques de transmission, le signal d'état étant alors transmis via une liaison radioélectrique 32. On entend par liaison radioélectrique le fait que le signal se propage dans l'air en l'absence de liaison filaire.  The transmission means 24 are capable of transmitting a state signal relating to the braking distance DF calculated by the calculation means 22. The transmission means 24 are preferably radio transmission means, the state signal then being transmitted over a radio link 32. The term radio link means that the signal propagates in the air in the absence of a wire link.
La fréquence de transmission du signal d'état correspond, par exemple, à un cycle de calcul d'un équipement embarqué formant les moyens de calcul 22. La durée entre les transmissions de deux signaux d'état successif est par exemple comprise entre 1 ms et 1 s.  The transmission frequency of the status signal corresponds, for example, to a calculation cycle of an on-board equipment forming the calculation means 22. The duration between the transmissions of two successive state signals is for example between 1 ms and 1 s.
Les moyens de réception 26 sont aptes à recevoir le signal d'état émis par les moyens de transmission 24 d'un autre véhicule ferroviaire 10 et à envoyer le signal d'état reçu vers l'unité de commande 28.  The reception means 26 are able to receive the status signal transmitted by the transmission means 24 of another rail vehicle 10 and to send the received status signal to the control unit 28.
L'unité de commande 28 est alors apte à calculer une grandeur de commande en fonction du signal d'état reçu des moyens de réception 26. La grandeur de commande est par exemple une distance entre le véhicule ferroviaire 10 et un point distinct du véhicule ferroviaire 10, le point distinct étant fixe ou mobile, le point distinct étant, par exemple, un point associé à un autre véhicule ferroviaire 10. The control unit 28 is then able to calculate a control quantity as a function of the status signal received by the reception means 26. The control variable is for example a distance between the railway vehicle 10 and a point distinct from the railway vehicle 10, the distinct point being fixed or mobile, the distinct point being, for example, a point associated with another railway vehicle 10.
Les moyens de modification 30 comprennent, par exemple, des freins (non représentés) et un moteur électrique (non représenté). Les moyens de modification 30 sont aptes à faire varier la vitesse du véhicule ferroviaire 10. Par exemple, l'utilisation de freins permet une diminution contrôlable de la vitesse du véhicule ferroviaire 10, et l'utilisation du moteur électrique permet une augmentation contrôlable de la vitesse du véhicule ferroviaire 10.  Modifying means 30 include, for example, brakes (not shown) and an electric motor (not shown). The modifying means 30 are capable of varying the speed of the railway vehicle 10. For example, the use of brakes makes it possible to reduce the speed of the rail vehicle 10 controllably, and the use of the electric motor makes it possible to increase the speed of the speed of railway vehicle 10.
Les moyens de modification 30 sont aptes à modifier la vitesse du véhicule ferroviaire 10 pour satisfaire la grandeur de commande, c'est-à-dire aptes à modifier la vitesse du véhicule ferroviaire pour qu'un critère associé à la grandeur de commande soit vérifié. Le critère associé à la grandeur de commande est, par exemple, que la grandeur de commande est supérieure à un seuil prédéfini.  The modifying means 30 are capable of modifying the speed of the railway vehicle 10 to satisfy the control variable, that is to say capable of modifying the speed of the railway vehicle so that a criterion associated with the control variable is checked. . The criterion associated with the control variable is, for example, that the control variable is greater than a predefined threshold.
La modification de la vitesse du véhicule ferroviaire 10 est fonction de la grandeur de commande calculée par l'unité de commande 28.  The modification of the speed of the railway vehicle 10 is a function of the control variable calculated by the control unit 28.
On reprend désormais l'exemple du véhicule ferroviaire amont 10B et du véhicule ferroviaire aval 10A, tels que représentés sur la figure 1 .  We now take the example of the upstream rail vehicle 10B and the downstream rail vehicle 10A, as shown in Figure 1.
Dans cet exemple, les moyens de transmission 24 du signal d'état du véhicule ferroviaire aval 10A sont aptes à transmettre le signal d'état du véhicule ferroviaire aval 10A vers les moyens de réception 26 du véhicule ferroviaire amont 10B.  In this example, the transmission means 24 of the state signal of the downstream rail vehicle 10A are able to transmit the state signal of the downstream rail vehicle 10A to the receiving means 26 of the upstream railway vehicle 10B.
La grandeur de commande est, par exemple, une distance de sécurité DS entre l'avant du véhicule ferroviaire amont 10B et l'arrière du véhicule ferroviaire aval 10A obtenue par la différence entre la distance maximale de freinage DFmaXB du véhicule ferroviaire amont 10B à laquelle on retranche la distance minimale de freinage DFminA du véhicule ferroviaire aval 10A. The control variable is, for example, a safety distance DS between the front of the upstream railway vehicle 10B and the rear of the downstream rail vehicle 10A obtained by the difference between the maximum braking distance DF maX B of the upstream rail vehicle 10B to which is subtracted the minimum braking distance DF minA of the downstream rail vehicle 10A.
La distance de sécurité DS est calculée pour être supérieure ou égale à la distance maximale de freinage DFmaxB du véhicule ferroviaire amont 10B, comptée à partir de l'avant du véhicule ferroviaire amont 10B, moins la distance de freinage du véhicule ferroviaire aval 10A, ce qui est bien le cas dans l'exemple précédent puisqu'on retranche la distance minimale de freinage DFminA du véhicule ferroviaire aval 10A à la distance maximale de freinage DFmaxB pour calculer la distance de sécurité DS. The safety distance DS is calculated to be greater than or equal to the maximum braking distance DF maxB of the upstream railway vehicle 10B, counted from the front of the upstream rail vehicle 10B, minus the braking distance of the downstream rail vehicle 10A, this is indeed the case in the previous example since the minimum braking distance DF minA of the downstream rail vehicle 10A is subtracted from the maximum braking distance DF maxB in order to calculate the safety distance DS.
La distance maximale de freinage DFmaxB du véhicule ferroviaire 10B est déterminée en considérant que le véhicule ferroviaire amont 10B freine avec une décélération minimale, normalisée et garantie par le matériel roulant, fixée entre autres par la limite du coefficient d'adhérence (voie sèche, condition environnementales), et la façon de freiner au bogie ou au véhicule. The maximum braking distance DF maxB of the railway vehicle 10B is determined by considering that the upstream rail vehicle 10B brakes with a minimum deceleration, standardized and guaranteed by the rolling stock, fixed inter alia by the limit of the coefficient of adhesion (dry route, environmental condition), and how to brake the bogie or the vehicle.
La distance minimale de freinage DFminA du véhicule ferroviaire 10A est déterminée en considérant que le véhicule ferroviaire aval 10A freine en urgence avec une décélération maximale, normalisée et garantie par le matériel roulant, fixée entre autres par la limite du coefficient d'adhérence, et la façon de freiner au bogie ou au véhicule. The minimum braking distance DF minA of the railway vehicle 10A is determined by considering that the downstream rail vehicle 10A brakes in an emergency with maximum deceleration, standardized and guaranteed by the rolling stock, fixed inter alia by the limit of the coefficient of adhesion, and how to brake the bogie or the vehicle.
Un procédé de régulation de la distance entre le véhicule ferroviaire aval 10A et le véhicule ferroviaire amont 10B de la ligne ferroviaire 12, le véhicule ferroviaire amont 10B étant apte à circuler dans le même sens que le véhicule ferroviaire aval 10A et derrière le véhicule ferroviaire aval 10A, va maintenant être décrit à l'aide de la figure 2. A method for regulating the distance between the downstream rail vehicle 10A and the upstream rail vehicle 10B of the railway line 12, the upstream rail vehicle 10B being able to circulate in the same direction as the downstream rail vehicle 10A and behind the downstream rail vehicle 10A, will now be described using FIG.
Le procédé de régulation de distance comporte une étape initiale 200 de mesure d'au moins un paramètre dynamique du véhicule ferroviaire aval 10A par des moyens de mesure 20 du véhicule ferroviaire aval 10A. La mesure du ou des paramètres dynamiques du véhicule ferroviaire correspond à l'acquisition d'une valeur du ou des paramètres. Lors de cette étape d'acquisition 200, plusieurs paramètres dynamiques sont de préférence acquis.  The distance control method comprises an initial step 200 for measuring at least one dynamic parameter of the downstream rail vehicle 10A by measuring means 20 of the downstream rail vehicle 10A. The measurement of the dynamic parameter (s) of the railway vehicle corresponds to the acquisition of a value of the parameter (s). During this acquisition step 200, several dynamic parameters are preferably acquired.
Les paramètres dynamiques du véhicule ferroviaire aval 10A sont, par exemple, la vitesse du véhicule ferroviaire aval 10A et la position du véhicule ferroviaire aval 10A.  The dynamic parameters of the downstream rail vehicle 10A are, for example, the speed of the downstream rail vehicle 10A and the position of the downstream rail vehicle 10A.
Les moyens de calcul 22 du véhicule ferroviaire 10A calculent la distance de freinage estimée du véhicule ferroviaire 10A, telle que la distance minimale de freinage DFminA, lors de l'étape 210. The calculation means 22 of the railway vehicle 10A calculate the estimated braking distance of the railway vehicle 10A, such as the minimum braking distance DF minA , during the step 210.
La distance de freinage calculée par les moyens de calcul 22 du véhicule ferroviaire aval 10A est fonction du ou des paramètres dynamiques du véhicule ferroviaire aval 10A, par exemple fonction de la vitesse et de la position du véhicule ferroviaire aval 10A mesurés par les moyens de mesure 20 du véhicule ferroviaire aval 10A.  The braking distance calculated by the calculation means 22 of the downstream rail vehicle 10A is a function of the dynamic parameter (s) of the downstream rail vehicle 10A, for example a function of the speed and the position of the downstream rail vehicle 10A measured by the measuring means 20 of the downstream rail vehicle 10A.
La distance minimale de freinage DFminA du véhicule ferroviaire 10A dépend, par exemple, du carré de la vitesse du véhicule ferroviaire aval 10A et de l'angle d'inclinaison a de la pente du rail à l'endroit où se trouve le véhicule ferroviaire aval 10A au moment de la mesure. Elle correspond à une valeur minimum de distance de freinage du véhicule ferroviaire 10A au moment de la mesure. The minimum braking distance DF minA of the railway vehicle 10A depends, for example, on the square of the speed of the downstream rail vehicle 10A and the angle of inclination α of the slope of the rail at the location of the railway vehicle. downstream 10A at the time of measurement. It corresponds to a minimum value of braking distance of the railway vehicle 10A at the time of the measurement.
Les moyens de transmission 24 du véhicule ferroviaire aval 10A émettent ensuite le signal d'état relatif à la distance de freinage estimée du véhicule ferroviaire aval 10A lors d'une étape suivante 220. Par exemple, le signal d'état comporte l'information de la valeur de la distance minimale de freinage DFminA du véhicule ferroviaire aval 10A. Le signal d'état relatif à la distance de freinage estimée du véhicule ferroviaire aval 10A est émis, par exemple, via la liaison radioélectrique 32 en direction des moyens de réception 26 du véhicule ferroviaire amont 10B. The transmission means 24 of the downstream rail vehicle 10A then emit the state signal relative to the estimated braking distance of the downstream rail vehicle 10A in a next step 220. For example, the status signal includes the information of the value of the minimum braking distance DF minA of the downstream rail vehicle 10A. The state signal relating to the estimated braking distance of the downstream rail vehicle 10A is emitted, for example, via the radio link 32 towards the receiving means 26 of the upstream rail vehicle 10B.
Les moyens de réception 26 du véhicule ferroviaire amont 10B reçoivent ensuite lors d'une étape 230 le signal d'état et transmettent le signal d'état vers l'unité de commande 28 du véhicule ferroviaire amont 10B.  The reception means 26 of the upstream rail vehicle 10B then receive, during a step 230, the status signal and transmit the status signal to the control unit 28 of the upstream rail vehicle 10B.
Lors d'une étape 240 l'unité de commande 28 du véhicule ferroviaire amont 10B calcule ensuite la grandeur de commande.  In a step 240, the control unit 28 of the upstream rail vehicle 10B then calculates the control quantity.
La grandeur de commande est, par exemple, la distance de sécurité DS entre l'avant du véhicule ferroviaire amont 10B et l'arrière du véhicule ferroviaire aval 10A.  The control variable is, for example, the safety distance DS between the front of the upstream rail vehicle 10B and the rear of the downstream rail vehicle 10A.
La grandeur de commande dépend de la valeur de la distance de freinage estimée du véhicule ferroviaire aval 10A, calculée lors de l'étape 210.  The control quantity depends on the value of the estimated braking distance of the downstream rail vehicle 10A calculated in step 210.
Les moyens de modification 30 modifient enfin la vitesse du véhicule ferroviaire 10B lors d'une étape 250. La modification de la vitesse du véhicule ferroviaire amont 10B est fonction de la grandeur de commande.  The modifying means 30 finally modify the speed of the railway vehicle 10B during a step 250. The modification of the speed of the upstream rail vehicle 10B is a function of the control variable.
Ainsi, dans le cas où la grandeur de commande est la distance de sécurité DS, les moyens de modification 30 du véhicule ferroviaire amont 10B permettent en temps réel un ajustement de la vitesse du véhicule ferroviaire amont 10B, de manière à respecter la distance de sécurité DS entre l'avant du véhicule ferroviaire amont 10B et l'arrière du véhicule ferroviaire aval 10A.  Thus, in the case where the control variable is the safety distance DS, the modification means 30 of the upstream rail vehicle 10B make it possible in real time to adjust the speed of the upstream rail vehicle 10B, so as to respect the safety distance DS between the front of the upstream rail vehicle 10B and the rear of the downstream rail vehicle 10A.
Les étapes 200, 210, 220, 230, 240 et 250 du procédé de régulation de distance sont réitérées à partir de l'étape 200 avec un intervalle de temps régulier, compris entre 100 ms et 1 s. Par exemple, l'intervalle de temps est sensiblement égal à 400 ms.  The steps 200, 210, 220, 230, 240 and 250 of the distance regulation method are repeated from step 200 with a regular time interval of between 100 ms and 1 s. For example, the time interval is substantially equal to 400 ms.
Cette réitération permet d'ajuster et d'optimiser en permanence la distance de sécurité DS séparant le véhicule ferroviaire amont 10B du véhicule ferroviaire aval 10A.  This reiteration makes it possible to continuously adjust and optimize the safety distance DS separating the upstream rail vehicle 10B from the downstream rail vehicle 10A.
Le procédé de régulation selon l'invention permet ainsi d'optimiser la distance séparant deux véhicules ferroviaires, à tout moment de leur parcours le long de la ligne ferroviaire 12, et ainsi de pouvoir augmenter le trafic ferroviaire par rapport aux procédés actuels de gestion de distances entre deux véhicules ferroviaires. Par exemple, dans le cas où les deux véhicules ferroviaires sont deux métros, le gain de temps sur le trajet du métro amont est compris entre 1 et 5 secondes en approche d'une station de métro, par rapport aux procédés de l'état de la technique.  The control method according to the invention thus makes it possible to optimize the distance separating two railway vehicles, at any moment of their journey along the railway line 12, and thus to be able to increase the rail traffic compared to the current methods of management of railways. distances between two railway vehicles. For example, in the case where the two railway vehicles are two metros, the time saving on the journey of the upstream metro is between 1 and 5 seconds in approach of a subway station, compared to the processes of the state of the technique.
Bien entendu, bien que la figure 1 ne représente que deux véhicules ferroviaires, l'invention ne se limite pas au cas d'un véhicule ferroviaire amont et un véhicule ferroviaire aval. En effet, plus généralement, l'invention s'applique à un ensemble de véhicules ferroviaires circulant sur une même ligne ferroviaire, chaque véhicule ferroviaire étant en aval d'un autre véhicule ferroviaire, et en amont d'encore un autre véhicule ferroviaire. Ainsi, chaque véhicule ferroviaire est apte à recevoir un signal d'état du véhicule ferroviaire situé juste en avant, et à envoyer un signal d'état à un véhicule ferroviaire situé juste en arrière. Of course, although FIG. 1 represents only two railway vehicles, the invention is not limited to the case of an upstream rail vehicle and a downstream rail vehicle. Indeed, more generally, the invention applies to a set of railway vehicles traveling on the same railway line, each rail vehicle being downstream of another rail vehicle, and upstream of yet another rail vehicle. Thus, each railway vehicle is able to receive a status signal of the railway vehicle just ahead, and to send a status signal to a railway vehicle located just behind.

Claims

REVENDICATIONS
1 . - Véhicule ferroviaire (10A ; 10B) apte à se déplacer le long d'une ligne ferroviaire (12) comportant une succession de rails (14), le véhicule ferroviaire (10A ; 10B) comportant des moyens (20) de mesure d'au moins un paramètre dynamique du véhicule ferroviaire (10A ; 10B) ; 1. - Railway vehicle (10A; 10B) adapted to move along a railway line (12) comprising a succession of rails (14), the railway vehicle (10A; 10B) comprising measuring means (20) minus one dynamic parameter of the railway vehicle (10A; 10B);
caractérisé en ce qu'il comporte :  characterized in that it comprises:
- des moyens (22) de calcul d'une distance de freinage estimée (DFminA) du véhicule, la distance de freinage (DFminA) étant fonction de chaque paramètre dynamique ; et means (22) for calculating an estimated braking distance (DF minA ) of the vehicle, the braking distance (DF minA ) being a function of each dynamic parameter; and
- des moyens de transmission (24) propres à émettre un signal d'état relatif à la distance de freinage (DFminA) calculée. - Transmission means (24) adapted to emit a state signal relative to the braking distance (DF minA ) calculated.
2. - Véhicule ferroviaire (10A ; 10B) selon la revendication 1 , caractérisé en ce qu'il comporte : 2. - Railway vehicle (10A; 10B) according to claim 1, characterized in that it comprises:
- des moyens (26) de réception du signal d'état émis par les moyens de transmission (24) d'un autre véhicule ferroviaire (10B ; 10A) ;  means (26) for receiving the state signal transmitted by the transmission means (24) of another rail vehicle (10B; 10A);
- une unité de commande (28) apte à calculer une grandeur de commande à partir du signal d'état reçu ; et  a control unit (28) capable of calculating a control quantity from the received status signal; and
- des moyens (30) de modification de la vitesse du véhicule ferroviaire (10A ; 10B) aptes à satisfaire la grandeur de commande.  means (30) for modifying the speed of the railway vehicle (10A; 10B) capable of satisfying the control quantity.
3. - Véhicule ferroviaire (10A ; 10B) selon la revendication 1 ou 2, caractérisé en ce que le paramètre dynamique dépend d'une dérivée d'ordre n par rapport au temps de la position du véhicule ferroviaire (10A ; 10B), n étant un nombre entier. 3. - Railway vehicle (10A; 10B) according to claim 1 or 2, characterized in that the dynamic parameter depends on a derivative of order n with respect to the time of the position of the railway vehicle (10A; 10B), n being an integer.
4. - Véhicule ferroviaire (10A ; 10B) selon la revendication 3, caractérisé en ce que le paramètre dynamique est fonction au moins de la vitesse du véhicule ferroviaire (10A ; 10B) et de la pente du rail (14) en la position du véhicule ferroviaire (10A ; 10B). 4. - Railway vehicle (10A; 10B) according to claim 3, characterized in that the dynamic parameter is a function of at least the speed of the railway vehicle (10A; 10B) and the slope of the rail (14) in the position of the railway vehicle (10A; 10B).
5. - Véhicule ferroviaire (10A ; 10B) selon l'une quelconque des revendications 1 à 4, caractérisé en ce que la distance de freinage estimée (DFminA) correspond à une valeur maximale de décélération du véhicule ferroviaire (10A ; 10B). 5. - Railway vehicle (10A, 10B) according to any one of claims 1 to 4, characterized in that the estimated braking distance (DF minA ) corresponds to a maximum deceleration value of the railway vehicle (10A, 10B).
6.- Véhicule ferroviaire amont (10B) et véhicule ferroviaire aval (10A) aptes à se déplacer le long d'une même ligne ferroviaire (12), le véhicule ferroviaire amont (10B) étant apte à circuler dans le même sens que le véhicule ferroviaire aval (10A) et derrière le véhicule ferroviaire aval (10A), 6.- Upstream rail vehicle (10B) and downstream rail vehicle (10A) able to move along the same railway line (12), the upstream rail vehicle (10B) being able to travel in the same direction as the downstream railway vehicle (10A) and behind the downstream rail vehicle (10A),
caratérisés en ce que le véhicule ferroviaire aval (10A) comporte :  caratérisés in that the downstream rail vehicle (10A) comprises:
- des moyens (20) de mesure d'au moins un paramètre dynamique du véhicule ferroviaire aval (10A) ;  means (20) for measuring at least one dynamic parameter of the downstream rail vehicle (10A);
- des moyens (22) de calcul d'une distance de freinage (DFminA) du véhicule ferroviaire aval (10A), la distance de freinage estimée (DFminA) étant fonction du paramètre dynamique; et means (22) for calculating a braking distance (DF minA ) of the downstream rail vehicle (10A), the estimated braking distance (DF minA ) being a function of the dynamic parameter; and
- des moyens de transmission (24) propres à émettre un signal d'état relatif à la distance de freinage (DFminA) vers le véhicule ferroviaire amont (10B) ; - Transmission means (24) adapted to emit a state signal relative to the braking distance (DF minA ) to the upstream rail vehicle (10B);
et en ce que le véhicule ferroviaire amont (10B) comporte :  and in that the upstream rail vehicle (10B) comprises:
- des moyens (26) de réception du signal d'état émis par les moyens de transmission (24) du véhicule ferroviaire aval (10A) ;  means (26) for receiving the status signal emitted by the transmission means (24) of the downstream rail vehicle (10A);
- une unité de commande (28) apte à calculer pour le véhicule ferroviaire amont (10B) une grandeur de commande à partir du signal d'état ; et  - a control unit (28) capable of calculating for the upstream rail vehicle (10B) a control quantity from the status signal; and
- des moyens (30) de modification de la vitesse du véhicule ferroviaire amont (10B) aptes à satisfaire la grandeur de commande.  means (30) for modifying the speed of the upstream rail vehicle (10B) capable of satisfying the control quantity.
7. - Véhicule ferroviaire amont (10B) et véhicule ferroviaire aval (10A) selon la revendication 6, caractérisés en ce que la grandeur de commande correspond à une distance de sécurité (DS) entre l'avant du véhicule ferroviaire amont (10B) et l'arrière du véhicule ferroviaire aval (10A). 7. - upstream rail vehicle (10B) and downstream rail vehicle (10A) according to claim 6, characterized in that the control variable corresponds to a safety distance (DS) between the front of the upstream rail vehicle (10B) and the rear of the downstream railway vehicle (10A).
8. - Procédé de régulation de la distance entre un véhicule ferroviaire aval (10A) et un véhicule ferroviaire amont (10B) aptes à circuler le long d'une même ligne ferroviaire8. - Method for regulating the distance between a downstream rail vehicle (10A) and an upstream rail vehicle (10B) able to run along the same railway line
(12), le véhicule ferroviaire amont (10B) étant apte à circuler dans le même sens que le véhicule ferroviaire aval (10A) et derrière le véhicule ferroviaire aval (10A), le procédé comportant les étapes suivantes : (12), the upstream rail vehicle (10B) being able to flow in the same direction as the downstream rail vehicle (10A) and behind the downstream rail vehicle (10A), the method comprising the following steps:
- mesure (200) d'au moins un paramètre dynamique du véhicule ferroviaire aval (10A) par des moyens de mesure (20) du véhicule ferroviaire aval (10A) ;  measuring (200) at least one dynamic parameter of the downstream rail vehicle (10A) by measuring means (20) of the downstream rail vehicle (10A);
- calcul (210) d'une distance de freinage estimée (DFminA) du véhicule ferroviaire aval (10A) par des moyens de calcul (22) du véhicule ferroviaire aval (10A) ; calculation (210) of an estimated braking distance (DF minA ) of the downstream rail vehicle (10A) by calculation means (22) of the downstream rail vehicle (10A);
- émission (220) d'un signal d'état relatif à la distance de freinage calculée (DFminA) par des moyens de transmission (24) du véhicule ferroviaire aval (10A) ; - emission (220) of a state signal relating to the calculated braking distance (DF minA ) by transmission means (24) of the downstream rail vehicle (10A);
- réception (230) du signal d'état par des moyens de réception (26) du véhicule ferroviaire amont (10B) ; - calcul (240) d'une grandeur de commande par une unité de commande (28) du véhicule ferroviaire amont (10B), la grandeur de commande étant fonction du signal d'état ; - Reception (230) of the state signal by receiving means (26) of the upstream rail vehicle (10B); - calculation (240) of a control quantity by a control unit (28) of the upstream rail vehicle (10B), the control variable being a function of the status signal;
- modification (250) de la vitesse du véhicule ferroviaire amont (10B) par des moyens de modification (30) de la vitesse du véhicule ferroviaire amont (10B), pour satisfaire la grandeur de commande calculée par l'unité de commande (28).  - modification (250) of the speed of the upstream rail vehicle (10B) by means of modification (30) of the speed of the upstream rail vehicle (10B), to satisfy the control quantity calculated by the control unit (28) .
9. - Procédé selon la revendication 8, caractérisé en ce que les étapes (200 à 250) du procédé sont réitérées à partir de l'étape de mesure (200) à un intervalle de temps régulier. 9. - Method according to claim 8, characterized in that the steps (200 to 250) of the process are repeated from the measuring step (200) at a regular time interval.
10. - Procédé selon la revendication 9, caractérisé en ce que l'intervalle de temps est compris entre 100 ms et 1 s, de préférence égal à 400 ms. 10. - Method according to claim 9, characterized in that the time interval is between 100 ms and 1 s, preferably equal to 400 ms.
1 1 .- Procédé selon l'une quelconque des revendications 8 à 10, caractérisé en ce que la grandeur de commande comprend une distance de sécurité (DS) entre l'avant du véhicule ferroviaire amont (10B) et l'arrière du véhicule ferroviaire aval (10A). 1 1 .- Method according to any one of claims 8 to 10, characterized in that the control variable comprises a safety distance (DS) between the front of the upstream rail vehicle (10B) and the rear of the railway vehicle downstream (10A).
PCT/EP2015/062724 2014-10-03 2015-06-08 Railway vehicle, upstream and downstream railway vehicles, method for controlling the distance between a downstream railway vehicle and an upstream railway vehicle WO2015110670A1 (en)

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