WO2016206960A1 - Système de sécurité pour train et procédé de fonctionnement d'un système de sécurité pour train - Google Patents

Système de sécurité pour train et procédé de fonctionnement d'un système de sécurité pour train Download PDF

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Publication number
WO2016206960A1
WO2016206960A1 PCT/EP2016/062757 EP2016062757W WO2016206960A1 WO 2016206960 A1 WO2016206960 A1 WO 2016206960A1 EP 2016062757 W EP2016062757 W EP 2016062757W WO 2016206960 A1 WO2016206960 A1 WO 2016206960A1
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WO
WIPO (PCT)
Prior art keywords
switch
rail vehicle
state
switching state
actuator
Prior art date
Application number
PCT/EP2016/062757
Other languages
German (de)
English (en)
Inventor
Klaus Pistor
Florian Poprawa
Olaf Richter
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
Publication of WO2016206960A1 publication Critical patent/WO2016206960A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed

Definitions

  • the invention relates to a train control system for a rail vehicle and a method for operating such a ⁇ to gommessystems.
  • ⁇ to gommessystems In rail transport, so-called automatic train control and command systems are used for safe operation implementation is ⁇ sets. These systems monitor the operation by means of stationary sensors installed in the infrastructure, in which the positions and movements of the rolling stock are monitored from the outside, or by means of directly on the
  • Rail vehicles arranged sensors. From the thus determined position and movement data of railway vehicles involved are among others the acceptable ways and Geschwindigkei ⁇ th and constraints on the vehicles ER averages to avoid eg. Accidents or collisions. It is particularly relevant to safety that a start ⁇ position of the rail vehicle is known.
  • the vehicles are directly controlled by the systems based on the data and constraints identified, or the systems monitor compliance with vehicle operator restrictions in manual vehicle operation.
  • the determination of the current position is problematic whenever a vehicle has been parked and is to take part in the operation again.
  • a valid current position at the time of recording operation can only be determined by an absolute ⁇ position data but usually a movement of the vehicle to the corresponding positioning requires possibility in practice.
  • the train protection system can only release the vehicle from moving when it knows the posi ⁇ tion of the vehicle. Therefore, since the vehicle must prior to Po ⁇ sitionsbetician for security reasons not be moved, an automatic position determination not possible lent is, without moving the vehicle, the Positionsbe ⁇ humor and / or the commissioning of the vehicle must be done manually.
  • Another possibility is to use the last known position when parking the vehicle as the current position.
  • the train control system may be active from the beginning of the re-commissioning and it is not necessary to wait until the current position is determined by means of an additional locating facility.
  • manual actions by a driver or another person are not necessary.
  • This further Mög ⁇ friendliness should only be used when it is known with sufficient certainty that the vehicle has not significantly moved in the meantime, eg. Through a switcher, by coupling of another vehicle, or even by gravity.
  • the possibly existing Relativor- system can not be used for this purpose, as typi ⁇ cally and virtually by definition during the shutdown the vehicle is not in operation and accordingly records any movements of the vehicle.
  • DE102011077760A1 discloses. There, a system for determining a change in position of an off rail vehicle is described in which an axle rotation causes an electrical signal is generated which affects a Ladezu ⁇ state of a capacitor in dependence on a Fahrstre ⁇ bridge of the rail vehicle. This state of charge can be read out if required and allows conclusions to be drawn about any distance traveled.
  • the system uses, among other things, the data of an on-board satellite Naviga ⁇ tion system to detect a change in position. Although this system does not require operator intervention, it requires at least an electrical power supply to charge the capacitor. In addition, is also to
  • This idle state may occur, for example, when the vehicle is taken out of service, for example in a cab change, during a break or for maintenance purposes, or generally due to a medium or long term non-use of any kind.
  • the vehicle In the idle state, the vehicle is not moving and moreover, also be switched on or ⁇ "disarmed". in order to place the vehicle in the idle state, it is switched off and to move it from the idle state to an operating state, it is switched on or "upgraded".
  • the Be ⁇ handles relate "turned on” and "off” that the In the operating state required systems of the vehicle, for example.
  • Halting signal must be stopped. If the vehicle is at rest, it may not be possible to predict when it will start moving again. In a temporary hibernation, eg. In the case of a
  • the concept underlying the invention is to ei ⁇ ne movement of the rail vehicle in the idle state or possibly in the passive operating state of the vehicle to detect- ren, store information about such an event and to pass on this information to the Switzerlandsiche ⁇ tion system when restarting so that this can decide whether the rail vehicle may be set in motion.
  • the train control system according to the invention for monitoring a position of a railway vehicle is located in a defined state, for example a locomotive, for He ⁇ detection of movement of the vehicle since the last outside commissioning, comprises:
  • At least one first multistable electrical switch which can be actuated both electrically and nonelectrically, with at least one first stable and one second stable switching state, wherein the switch controls the switching can store without electrical power supply and wherein the first switch arrives at or immediately after a transition of the rail vehicle in the defined state in the ers ⁇ th switching state,
  • a control unit for monitoring and / or influencing the switching state of the first switch, wherein the first switch is connected to the control unit, at least during or after switching on the rail vehicle from the defined state, the switching state of the first
  • a of a rail vehicle relative to the movable component of the rail vehicle for example on a wheel befind ⁇ union or attached actuator, wherein the component, and with it the actuator upon movement of the rail vehicle performs a movement relative to the rail vehicle,
  • the first switch and the actuator are mounted on the rail vehicle and positioned relative to each other such that the actuator moves relative to the first switch as the rail vehicle and the movable component move
  • the component of the first switch is spatially so close that the actuator can operate the first switch
  • the switching state of the first switch upon actuation of the first switch by the actuator, the switching state of the first switch is changed from a current, low switching state to a higher switching state, i. e. for example, from the first to the second switching state.
  • the transition of the switch in the first switching state is ensured and possibly effected by the control unit. For example.
  • the switch can be electrically connected to the first
  • Operating state are offset and the current position of the rail vehicle is stored in the train control system.
  • the term "during the transition to the defined state” should also include a period immediately after the rail vehicle has transitioned into the defined state
  • the defined state of the rail vehicle may be the previously described idle state or the likewise described passive operating state.
  • the train control system a scarf terffle on comprises in turn the first multistable scarf ⁇ ter and one or more further multi-stable switch.
  • the switches of the switch group are mounted on different ⁇ union positions on the rail vehicle and the control unit is designed for checking and / or influencing the switching states of each switch of the switch group.
  • the actuator moves during a movement of the rail vehicle relative to the respective switch of the switch group and
  • the actuator is spatially so close to the respective switch in a defined position of the component assigned to the respective switch that the actuator can actuate the respective switch
  • the switches of the switch group are arranged on the rail vehicle such that different switches the switch group can be actuated by the actuator at different defined positions of the component.
  • the control unit may be configured to draw conclusions on a traveled distance of the rail vehicle from the switching ⁇ states of the multi-stable switch. Since ⁇ occurs through can only a slight movement as as example ⁇ during connection and disconnection of several vehicles, recognized as such movements for radio ⁇ tion of the train protection system are consequences.
  • control unit may be configured to, for example during the transition into the defined state, in particular at each standstill of the rail vehicle, electrically offset each switch to the first switching state and to store a current position of the rail vehicle.
  • the or multistable switch when the train control system at each standstill of the vehicle are set to the first Druckzu ⁇ stand, when the vehicle starts to move when the train control system, by monitoring the gradual activation of the bistable switch during the first revolution of the wheel the correct function of the switches are checked.
  • the control unit can be abandonedbil ⁇ det to check when leaving the defined state the switching state of each switch and entschie ⁇ whether the rail vehicle has moved significantly since the transition to the defi ⁇ ned state. Accordingly, it is also decided whether a stored current position of the rail vehicle, for example.
  • Rail vehicle may continue to be used or must be discarded.
  • the departure of the defined state occurs during the transition from the defined state to a higher operating state, ie from the idle state to the passive or the active operating state or from the passive operating state to the active operating state. This functionality ensures that the vehicle can not be ge ⁇ put into operation when it has moved.
  • At least the first switch is mechanically actuable.
  • the actuator may be a cam, a cam, or a tooth attached to each component. In the presence of multiple switches and all switches can be mechanically operated.
  • the first switch is magnetically actuated.
  • the actuator may be a permanent magnet and the first switch is operated by approaching the permanent magnet to the switch. In this way, mechanical wear is avoided.
  • the first switch in this embodiment may be a bistable reed relay.
  • the first scarf ⁇ ter a (hard) magnetic core having a large, approximately rectangular hysteresis loop, which is wrapped with an electric coil and having a magnetic field probe which detects the magnetic field stored in the core, for example, a Hall element. In the presence of multiple switches and all switches can be magnetically actuated.
  • each switch In both cases, ie both mechanically and magnetically actuated switch, the operation of each switch is static, ie the operation is carried out only in dependence on the rotation angle, but not on the Drehge ⁇ speed of the component or the wheel.
  • the first multistable switch is in the defined state at or immediately after the transition of the rail vehicle is placed in the first switching state.
  • the switching state of the first switch is checked later when leaving the defined state and based on the checked switching state of the first switch, it is decided whether the rail vehicle has been significantly moved since the transition to the defined state.
  • the switches of the switch group are in the defined state during or immediately after the transition of the rail vehicle put in the first switching state.
  • the Kunststoffzu ⁇ states of the switches of the switch group are checked later when leaving the defined state and based on the checked switching states of the switches of the switch group is decided whether the rail vehicle has been significantly moved since the transition to the defined state.
  • the rail vehicle has been significantly moved, at least when all the switches of the switch group are not in the first switching state in the review of the switching ⁇ States. It is decided that the rails ⁇ vehicle has not moved significantly when all the switches of the switch group in the first switching state are in the over ⁇ audit of switching states.
  • the rail running ⁇ imaging was not significantly moved as when checking the switching states of at least half of the switches of Switch group is in the first switching state. This allows a certain tolerance of the system.
  • a current position of the rail vehicle is stored during or immediately after the transition of the rail vehicle in the defined state. Thus, it is not necessary for a restart, that the current position of the rail vehicle is redetermined.
  • the train protection system uses muiltistabile, in particular bi ⁇ stable electrical switch, which can be operated both electrically and non-electrically, for example.
  • the switch can store the Heidelbergzu ⁇ without electrical power supply.
  • an actuator which is at least one wheel of the vehicle is trie ⁇ ben, these switches are on rotation of the wheel betae ⁇ Untitled.
  • the switching states of the switches are evaluated and decided whether the stored position of the rail vehicle may be seiver ⁇ used or discarded.
  • the concept presented here reveals a multitude of advantages. By the signal technology reliable detection of the movement of a parked railway vehicle non-movement may be further used as last known position and dispensed resource-intensive method for Initiali ⁇ tion of the position when restarting the vehicle in case of a fixed set.
  • FIG. 1 shows a rail vehicle with a train protection system
  • FIG. 2 shows a wheel of the rail vehicle with a mechanically actuatable switch
  • FIG. 3 shows the mechanical switch in two switching states, a wheel of the rail vehicle with a magnetically actuated switch, a wheel of the rail vehicle with a switch and an actuator in different angular positions, a wheel of the rail vehicle with two switches and an actuator in different angular positions, a wheel of Rail vehicle with six switches and one actuator in different angular positions.
  • FIG. 1 shows a rail vehicle 1 having a train protection ⁇ system 100.
  • the Switzerlandelles Klissystem 100 may connectedness with a not shown here, the parent system be to that consisting allows coordination of several of such rail vehicle in a route network from a plurality of interconnected rail sections and thereby For example, a remote-controlled operation of rail vehicles equipped with corresponding train control systems is also permitted.
  • the rail vehicle 1 comprises a plurality of wheels 11, 12, which are movable with respect to the rail vehicle 1 and with which the rail vehicle 1 can be moved on corresponding rails of a route network, wherein the wheels 11, 12 in such a movement of the rail vehicle 1 on the Rotate rails.
  • This rotational movement is symbolized by the arrow P.
  • An actuator 110 of the train protection system 100 is mounted on the rail vehicle in such a manner 1 that it performs a movement bezüg ⁇ Lich of the vehicle 1 during a movement of the rail vehicle. 1
  • the actuator 110 as indicated in FIG 1, be attached to at least one wheel 11, so that it rotates during a movement of the rail vehicle 1 and the rotation of the wheel 11 occurring thereby.
  • a distance from the railway vehicle 1 distance is proportional to the angle which the actuator 110 sweeps in the entspre ⁇ sponding movement of the vehicle. 1
  • the actuator 110 for example. Mounted on a shaft 13 of the railway vehicle 1, so that it also performs a Rotationsbewe ⁇ supply at a loading movement of the rail vehicle 1, wherein the swept in the rotation Win ⁇ kel again proportional to the distance covered.
  • the train protection system 100 also has a multi-stable, in particular bistable switch 120, which can be actuated both electrically and non-electrically.
  • the bistable switch 120 has a first and a second switching state, wherein Both switching states are stable without supplying energy, ie, the switch 120 remains in a currently applied switching state, as long as no energy is supplied from the outside.
  • the switch 120 can thus store a currently existing switching state without electrical power supply.
  • the switch 120 is fixedly mounted to the railway vehicle 1, for example. To the body of the rail vehicle 1 or on a walls ⁇ ren suitable location, that is, the switch 120 can not perform a movement relative to the rail vehicle 1.
  • the actuator 110 and the switch 120 are so mounted on the rail ⁇ nensecurity 1 and positioned to each other that the actuator 110 moves during a movement of the rail vehicle 1 and the wheel 11 relative to the switch 120 and that the actuator 110 in a defined position with respect of the rail vehicle 1, in particular in a defined Winkelstel ⁇ ment of the wheel 11 and the axis 13, the switch 120 is spatially so close that the actuator 110 can cause an operation Schal ⁇ age 120.
  • an actuation of the bistable switch 120 by the actuator 110 results in a transition from a low, first stable switching state of the switch 120 in a higher, second stable switching state.
  • the supply of energy to actuate the switch 120 is thus possibly, ie, effected in the defined angular position by the actuator 110.
  • the actuation of the switch takes place statically, ie it takes place only as a function of the rotation angle, but not of the rotational speed of the wheel 11 and the actuator 110.
  • the train protection system 100 further comprises a control ⁇ unit 130 which is electrically connected to the switch 120 to query the switching state and, if necessary, imposing ⁇ influence. As soon as the rail vehicle 1 changes into a defined state, the control unit 130 influences the switch 120 such that it is in the first stable state
  • the defined state is in ⁇ particular the initially described rest state of the rail ⁇ nenhuss 1, in which the rail vehicle 1 is not moving and also turned off.
  • the defined condition can also be the introduction also be ⁇ signed passive mode.
  • the defined state ie, as required, the idle state or the passive operating state, can, for example, automatically occur when the rail vehicle 1 is not moved for a certain period of time.
  • a time threshold value can be stored and / or set in the control unit 130 of the train control system 100 and the
  • Vehicle 1 changes to the defined state if it is stationary for longer than the threshold value.
  • the defined state can also occur automatically when certain systems of the vehicle 1 are switched off, for example the train protection system 100 itself and / or a drive system of the rail vehicle 1.
  • the defined state is from the outside is initiated by a vehicle driver by the superordinate Siche ⁇ assurance system of the network and / or by manual Einga- be, for example,..
  • the transition to the defined state the current position of the railway vehicle 1 will ge ⁇ stores. This can be done in the control unit 130 or in another, not shown here system of the rail vehicle 1, for example. In a higher-level control system of the vehicle 1. Alternatively or additionally, the current position can also be transmitted to the higher-level security system of the route network.
  • the instantaneous position can be determined, for example, with a GPS or with the aid of one of the initially described methods known per se or locating possibilities.
  • the switching state of the switch 120 does not change, that is, the set first switching state is maintained.
  • the actuator 110 may be displaced due to the movement related roughness.
  • the wheel 120 can come so close to the switch 120 that it can actuate the switch 120, so that it switches to the other stable switching state, that is, into the second switching state.
  • the bistable switch 120 then remains in this second switching state, even when the actuator 110 actuates the switch 120 one more time, for example.
  • the switch 120 thus does not jump alternately into the first and the second operating state with each actuation by the actuator 110.
  • the transition back to the first operating state can be achieved only by the train control system 100 or by the control unit 130.
  • the actuator 110 can bring the switch 120 into the second operating state only, the first operating state can only be achieved by the train protection system 100 or the control unit 130.
  • the state of the switch 120 is checked by the control unit 130th
  • the switch 120 in the over ⁇ test is still in the first switching state can be assumed that the rail vehicle 1 or only moved marginally was. Accordingly, it can be assumed that the ⁇ the previously stored position of the rail vehicle 1 is useful as a current position, so that the
  • the control unit 130 may, for example, cause that the train control system 100 prevents further commissioning ⁇ acquisition and particularly to a movement of the rail vehicle 1. The commissioning can only be continued ⁇ if the actual current position is determined.
  • the switch 120 and the actuator 110 may interact with each other in various ways.
  • the switch is
  • the actuator 110 can be actuated mechanically and the actuator 110 is a cam on the wheel 11 or on the axis 13. In a corresponding, but not shown, the actuator 110 may also be a tooth or a cam 11 attached to the wheel. The essential point here is that the actuator 110 actuates the switch 120 by physical contact as soon as it comes close to the switch 120, the switch 120 is thus a pressure-sensitive switch. 3 shows the bistable, mechanically actuated
  • Switch 120 in its two switching states, wherein the left part of the illustration shows the first switching state and the right part shows the second switching state.
  • the switch 120 is to be operated magnetically.
  • the actuator 110 is a permanent magnet which actuates the switch 120 when approaching without direct contact and spends from the first to the second switching state.
  • the switch 120 may include a hard magnetic core 120-1 wound with an electric coil 120-2 and a magnetic field probe 120-3.
  • the control unit 130 is connected to the coil 120-2 in order to supply it with an electric current. beat. Irrespective of instantaneous magnetization of the core 120-1, the electric current causes a known magnetic field to be formed at the location of the core 120-1, which causes a known magnetization HO of the hard magnetic core 120-1.
  • the actuator 110 or the permanent magnet 110 reaches out ⁇ reaching proximity of the core 120-1, this causes a magnetization Hl of the core 120-1, which differs significantly from the defined magnetization HO.
  • the Magneti ⁇ tion HO, Hl of the core 120-1 can be detected by the magnetic field probe 120-3.
  • the control unit 130 determines that the Switch 120 is in the second switching state.
  • the switch 120 in the second variant may, for example, be a bistable reed relay.
  • the angle swept by the actuator 110 depends on the distance traveled.
  • the actuator 110 is located in a generally arbitrary or unknown angular position AI with respect to a fixed to the rail vehicle 1 coordinate system KS, the center of which lies on the Ro ⁇ tion axis R of the wheel 11. This is shown in FIG. 5.
  • the switch 120 which is only indicated in FIG. 5 and is there for illustration at a different position than in the previous figures, lies in this coordinate system KS at a fixed angle S1.
  • the angle AI changes during rotation of the wheel 11, ie in the coordinate system KS describes the actuator 110, for example.
  • the permanent magnet during a movement of the Schienenfahrzugs a circular motion.
  • the arrangement described so far with an actuator 110 and a switch 120 on the wheel 11 can be improved to the extent ⁇ that greater accuracy and reliability is guaranteed.
  • the switch 120 would thus virtually transition into the second switching state without the rail vehicle 1 having moved.
  • the train protection system would conclude 100 that the vehicle has moved one and a later commissioning verhin ⁇ countries, although no such movement has taken place.
  • FIG. 6 shows a train protection system 100 with increased redundancy, which can exclude such a situation.
  • the train protection system 100 must have a plurality of switches 121, 122 which are located at different locations, i. at different
  • this redundant train protection system 100 in the second embodiment is basically similar to that of the simple train protection system 100 in the first embodiment with only one switch 120.
  • the control unit 130 influences the Switch 121, 122 such that they go into the first stabi ⁇ len switching state.
  • the switching state of the two switches 121, 122 is checked by the control unit 130.
  • both switches 121, 122 continue to be in the first switching state during the check, it can be assumed that the rail vehicle 1 was not or only marginally moved. Accordingly, it can be assumed that the previously stored position of the rail vehicle 1 can be used as the current position, so that the commissioning can be continued without having to redetermine the position of the rail vehicle 1.
  • the two switches 121, 122 are in different switching states, for example the switch 121 in the first switching state and the switch 122 in the second switching state. This constellation can occur even then Although the rail vehicle 1 is not moved, but the actuator 110 at the time when the vehicle 1 is placed in the defi ⁇ ned state, close enough to the switch 122, so that it is actuated.
  • An improvement of the train control system 100 in the second embodiment can be achieved by attaching more than two switches 121, 122 at appropriate positions or angles. This is shown in FIG. With ei ⁇ ner larger number of switches, the angular distance between two adjacent switches can be reduced. If eg. the six switches 121, 122, 126 are provided ... which at angles Sl, S2, S6 are arranged in the coordinate system KS, decreases the angular distance between two Benach ⁇ disclosed switches S (i), S (i + 1 ) to 60 °, if the switches are arranged evenly distributed. Of the angles S 1, S 6, only the angles S 1 and S 2 to the corresponding switches 121, 122 are shown in FIG. 7, in order to ensure the clarity of the representation.
  • the control unit 130 determines that the vehicle has been significantly moved. In the event that all of the switches 121, 126 are in the first switching state, it is decided that the vehicle 1 does not significantly be ⁇ was moved. In an advantageous development of this approach, it is not necessary for the decision that all Schal ⁇ ter the switch group are in one or the other switching state. Instead, it is decided that the rail vehicle 1 has not been significantly moved when at least half of the switches 121, 126 are in the first switching state upon the check of the switching states by the control unit 130.
  • the control unit 130 judges that the vehicle 1 has not been significantly moved.
  • the concrete numerical example in which half of the switches represent the threshold value at which it is judged whether the vehicle 1 has moved is merely exemplified. Depending on the situation, this threshold can also be used for a Quarter, one third or any other suitable proportion of the switches of the switch group lie.
  • An improvement of the train protection system 100 in both the simple and the redundant embodiment or in both the first and in the second embodiment results when the switch or switches 120, 121, 122, etc. not only have two stable switching states but over a plurality n of stable switching states with n> 2.
  • each switch with actuation by the actuator 110 would transition from a current low switching state a to a next higher switching state a + 1 (with l ⁇ a ⁇ nl) until finally the maximum switching state n is reached.
  • This embodiment thus makes it possible to detect multiple revolutions of the wheel 11. For example.
  • this train protection system 100 may be concluded that the wheel 11 has made a number of at least a-1 and at most a revolutions when the corresponding switch is in a check state by the control unit 130 in a switching state a + 1.
  • this train protection system 100 is essentially similar merges with that of the simple and the redundant train protection system 100.
  • the switching state of the switch 120 or the switches 121, 122 is checked by the control unit 130.
  • the switches 120, 126 can be operated both electrically and nonelectrically, for example by the control unit 130, it becomes possible on the one hand for the control unit 130 to move the switches 120, 126 into the first
  • Switching state offset when the defined state occurs when the defined state occurs.
  • the option of electrical operation for example, for diagnostic purposes and to detect possible error be simulated movement of the rail vehicle 1 at a standstill.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système de sécurité pour train pour un véhicule ferroviaire ainsi qu'un procédé de fonctionnement d'un système de sécurité pour train de ce type. Le système de sécurité pour train surveille une position d'un véhicule ferroviaire se trouvant dans un état défini. Pour ce faire, il comprend au moins un commutateur bistable doté d'un premier et d'un deuxième état de commutation. Lors du passage du véhicule ferroviaire dans l'état défini, le commutateur est mis dans le premier état de commutation. Un actionneur est monté sur le véhicule ferroviaire de sorte que, lors d'un déplacement du véhicule ferroviaire, il actionne le commutateur de sorte que celui-ci parvient dans le deuxième état de commutation. Lors d'une mise en service du véhicule ferroviaire, l'état de commutation du commutateur est vérifié afin de déterminer si le véhicule s'est déplacé.
PCT/EP2016/062757 2015-06-26 2016-06-06 Système de sécurité pour train et procédé de fonctionnement d'un système de sécurité pour train WO2016206960A1 (fr)

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DE102015211975.0A DE102015211975A1 (de) 2015-06-26 2015-06-26 Zugsicherungssystem und Verfahren zum Betrieb eines Zugsicherungssystems

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DE102016013264A1 (de) * 2016-11-09 2018-05-09 Lenord, Bauer & Co. Gmbh Einrichtung zur Erfassung einer Raddrehung eines Fahrzeuges
FR3083508B1 (fr) * 2018-07-06 2020-06-19 Sncf Mobilites Dispositif de detection de mouvement a froid d’un vehicule ferroviaire

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