EP2874857B1 - Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs, véhicule ferroviaire et dispositif - Google Patents

Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs, véhicule ferroviaire et dispositif Download PDF

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Publication number
EP2874857B1
EP2874857B1 EP13762763.4A EP13762763A EP2874857B1 EP 2874857 B1 EP2874857 B1 EP 2874857B1 EP 13762763 A EP13762763 A EP 13762763A EP 2874857 B1 EP2874857 B1 EP 2874857B1
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EP
European Patent Office
Prior art keywords
etcs
primary
rail vehicle
computer
secondary computer
Prior art date
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Application number
EP13762763.4A
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German (de)
English (en)
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EP2874857A2 (fr
Inventor
Markus Dymek
Carsten HASSELKUSS
Udo RABENECK
Christian Wilke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Siemens Corp
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Publication date
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Publication of EP2874857A2 publication Critical patent/EP2874857A2/fr
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Publication of EP2874857B1 publication Critical patent/EP2874857B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention relates to a method for operating a rail vehicle by means of a secondary ETCS device in case of failure of the primary ETCS device. Also, a rail vehicle and a device are accordingly proposed.
  • ETCS European Train Control System
  • ETCS takes over several functions. It monitors the local maximum speed, the maximum speed of the train, the correct distance of the train, the direction of travel, the suitability of the train for the route and the observance of special operating regulations.
  • ETCS vehicle device also referred to as ETCS device
  • ETCS computer also referred to as "EVC”, European Vital Computer
  • DMI Driver Machine Interface
  • pathway meter also referred to as "GSM-R”
  • balise reader and brake access also referred to as "GSM-R”
  • ETCS modes are also defined.
  • the modes describe the states in which the EVC can be located. An overview can be found e.g. at http://en.wikipedia.org/wiki/ETCS.
  • the ETCS vehicle equipment is not completely redundant. This leads to individual failures in the EVC hardware as well as in connected components, such as the balise antenna, to a complete system failure.
  • the ETCS vehicle device usually changes to the state "system failure" and is consequently isolated. Unless complete redundant equipment is present on the vehicle and trackside, there is no longer a viable vehicle backup system available in this case.
  • EP 2 253 525 A1 concerns a train control method.
  • the method comprises: securing train control data of a RBC (Radio Block Center) and obtaining backup data, the train control data being for control a train passing through the line center; Obtaining the alternative control information of the trains and controlling the trains by means of the backup data. Also, a route center, an on-board unit and a train control system ARC (Active Radio Control) are provided. If the trains managed by the RBC require alternative control, the RBC can be replaced to control the trains, ensuring that the trains can drive normally under control.
  • RBC Radio Block Center
  • EP 1 614 604 A1 discloses a method of switching from a first to a second train protection system.
  • a drive signal for the second train protection system is generated by a switching device and the second train protection system is kept passive via the drive signal.
  • the second train protection system is activated when the switching device does not detect signals transmitted by the first train protection system.
  • the interruption of the signals can thus be carried out operationally by the first train protection system or even in case of disturbances of the first train control system or the transmission paths. This ensures that both train control systems are not active at the same time and that in the event of a fault the entire system is activated to the "safe" side.
  • both train protection systems can be active.
  • a mutual influence in the sense of a Zwangsbremsausaimssverhi does not occur if both systems have different, uncoupled access to the emergency brake (main air line).
  • the object of the invention is to avoid the abovementioned disadvantages and in particular to provide as far as possible automated support for train protection even in the event of a failure of an ETCS hardware.
  • the computer is a processing component, a computer, a microcontroller or a plurality of these elements.
  • the computer itself can also be redundant or distributed.
  • the computer is in particular an on-board computer of a car of the rail vehicle.
  • the computer is also referred to here as an example as an EVC or ETCS computer or may be part of such.
  • the primary computer or primary ETCS device is normally used to operate the rail vehicle. If the error occurs, then a - possibly restricted - train protection function can still be guaranteed by means of the then activated secondary computer (or at least part of the secondary ETCS device). This has the advantage that the train command in case of failure Component of the primary ETCS device can still be continued automatically at least in some cases of error.
  • the rail vehicle (also referred to as "train") has at least one car, the car may be a traction vehicle, a travel car, a freight car or a combination of such compartments or functions.
  • the traction unit has a driver's cab (also referred to as an operator station) and can be designed with or without drive.
  • the traction vehicle may in particular be a locomotive.
  • the ETCS device is preferably arranged in a car of the rail vehicle.
  • the rail vehicle can have a plurality of secondary ETCS devices (each with a computer) and that, if appropriate, a (secondary) computer can be activated from these multiple secondary ETCS devices.
  • the primary ETCS device is switched isolated and this isolation is signaled to the secondary computer, in particular via a bus system, a line or a radio link.
  • the secondary computer can be activated and used to operate the rail vehicle.
  • the secondary computer will provide the same modes in ETCS Level 2 as the computer of the isolated primary ETCS device and will communicate with the ETCS line center based on the radio transmission device, in particular the GSM-R radio transmission device.
  • the secondary computer can ensure the full safety functionality of the rail vehicle.
  • One embodiment is that the secondary computer for the operation of the rail vehicle uses a first balise antenna at the tip of the rail vehicle with respect to its direction of travel.
  • the secondary computer can ensure the full security functionality of the rail vehicle.
  • An alternative embodiment is that the secondary computer, if the balise antenna at the top of the rail vehicle is not usable, uses another balise antenna of the rail vehicle for the operation of the rail vehicle.
  • the distance from the used balise antenna to the top of the rail vehicle can be considered as a fixed offset.
  • this distance can be processed by the second computer and a distance corrected by the distance can be reported to the ETCS line center.
  • the second computer provides transparent processing of the data for the ETCS route center.
  • a next refinement is that the secondary computer, in particular in a mode ETCS Level 1, provides a reduced security functionality for the operation of the rail vehicle.
  • the reduced security functionality requires in particular a control of the operation by the motor coach driver.
  • a speed monitor (the maximum speed of the rail vehicle and / or the temporary speed restriction) are provided, the responsibility of the control of the speed is in this case the railcar driver.
  • the device may be the secondary ETCS device, in particular the secondary computer of this secondary ETCS device.
  • the solution presented here further comprises a computer program product which can be loaded directly into a memory of a digital computer, comprising program code parts which are suitable for carrying out steps of the method described here.
  • a computer-readable storage medium e.g. any memory comprising computer-executable instructions (e.g., in the form of program code) adapted for the computer to perform steps of the method described herein.
  • a secondary EVC which until then was in the "sleeping" mode, also responds upon isolation of the leading active EVC (ie primary EVC) as ETCS computer) the function of the vehicle security.
  • primary EVC and secondary EVC are chosen only as illustrative terms for the fact that one of the computers (the primary EVC) was previously active and is at least partially replaced by the other computer (the secondary EVC). Accordingly, the primary EVC is part of the primary ETCS device and the secondary EVC part of the secondary ETCS device.
  • the primary ETCS device Preferably, several ETCS devices are provided in a rail vehicle, for example in different cars of the rail vehicle.
  • the automated train protection in particular the ETCS functionality, can be maintained.
  • backup functions are maintained to varying degrees.
  • the cab display in the car of the rail vehicle with the primary ETCS device was the cause of the system failure and is still functional, e.g. the secondary EVC after a mode change in conjunction with this cab display the function of vehicle safety.
  • the secondary (“sleeping") EVC is signaled the isolation of the primary EVC (ETCS systems and thus their EVCs are electrically connected). Depending on the structure of the rail vehicle, this signaling is realized via a bus system (MVB, Profinet, CAN), a line or a radio link.
  • MVB bus system
  • Profinet Profinet
  • CAN bus system
  • the secondary EVC leaves the mode "sleeping" and takes over the safety functions of the rail vehicle.
  • the scope of these backup functions may vary, ranging e.g. from simple maximum speed monitoring to full train supervision.
  • Fig.1 shows a schematic representation of a rail vehicle 101 with a plurality of cars, of which a part of the carriage have an ETCS device 103 to 106.
  • Each of the ETCS devices 103 to 106 has, inter alia, a computer 108 to 111 (also referred to as EVC).
  • EVC computer 108 to 111
  • the rail vehicle 101 moves in the direction of travel 102, before the occurrence of the error, the ETCS device 106 is active, the other ETCS devices 103 to 105 are inactive, eg in the state "sleeping". If the error occurs in the ETCS device 106, then it is at least partially deactivated and, for example, the computer 110 of the ETCS device 105 takes over.
  • the computers 108 to 111 and the ETCS devices 103 to 106 are in Fig.1 exemplified via a bus 107 connected.
  • the remaining display may be used to display the necessary information for safe train operation.
  • a condensed representation of the information can be selected for this or it can be switched between different views.
  • the GSM-R module of the secondary ETCS device can be used, if necessary by means of the secondary EVC.
  • Fig.2 illustrates an exemplary switching between ETCS devices, in particular EVCs of the ETCS devices, using a flowchart.
  • a step 201 an error is detected in the primary ETCS device, the rail vehicle is decelerated to a standstill in a step 202.
  • the primary ETCS device is at least partially disabled (e.g., disabled, isolated), and in step 204, the previously dormant EVC of the secondary ETCS device is activated.
  • the rail vehicle is operated by means of the secondary EVC. Such an operation may e.g. Depending on the ETCS level, the train protection functionality may vary.
  • the autonomous design of the primary and secondary ETCS facilities can thus reduce the reliability.
  • the proposed solution makes it possible for an ETCS device incorporated in rail vehicles, which until now is only passively dormant in "sleeping" mode, to now provide backup functions in the event of failure of the primary ETCS device (or a part thereof) and thus acts as a redundant system with full or reduced backup function.
  • One advantage is that the availability of technical train protection by ETCS in trains with multiple ETCS facilities is significantly increased, thereby reducing the relapse to a backup based on operational regulations with personnel responsibility, which increases the safety of the overall system.

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

Claims (12)

  1. Procédé pour faire fonctionner un véhicule ( 101 ) ferroviaire,
    - qui a un dispositif ETCS ( 106 ) primaire ayant un ordinateur ( 111 ) primaire et un affichage de poste de conduite ainsi qu'un dispositif ETCS ( 105 ) secondaire ayant un ordinateur ( 110 ) secondaire,
    - dans lequel, dans le cas d'une défaillance du dispositif ETCS ( 106 ) primaire, on passe ( 201, 204 ) de l'ordinateur ( 111 ) primaire à l'ordinateur ( 110 ) secondaire,
    - dans lequel on utilise ( 205 ) l'ordinateur ( 110 ) secondaire pour faire fonctionner le véhicule ( 101 ) ferroviaire,
    - dans lequel on active l'ordinateur ( 110 ) secondaire et, pour faire fonctionner le véhicule ( 101 ) ferroviaire, on l'utilise ( 204, 205 ) en liaison avec l'affichage du poste de conduite du dispositif ETCS primaire.
  2. Procédé suivant la revendication 1, dans lequel le cas d'une défaillance comprend au moins l'une des possibilités suivantes :
    - une défaillance d'un composant du dispositif ETCS primaire ;
    - un message erroné concernant le dispositif ETCS primaire.
  3. Procédé suivant l'une des revendications précédentes,
    - dans lequel, dans le cas d'une défaillance, on branche ( 203 ) de manière isolée le dispositif ETCS primaire,
    - dans lequel on fait passer ( 204 ) l'ordinateur secondaire d'un état « dormant » à un état actif.
  4. Procédé suivant l'une des revendications précédentes,
    - dans lequel, dans le cas d'une défaillance, on freine ( 202 ) le véhicule ferroviaire,
    - dans lequel, lorsque le véhicule ferroviaire est à l'arrêt, on branche de manière isolée le dispositif ETCS primaire, au moins en partie, notamment à l'exception d'un appareil d'enregistrement et d'un affichage de poste de conduite, au moyen d'un interrupteur d'isolation ETCS et on interrompt ( 203 ) une liaison ETCS de niveau 2 vers une centrale de voie ETCS.
  5. Procédé suivant l'une des revendications 3 ou 4, dans lequel on branche de manière isolée le dispositif ETCS primaire et on signale cette isolation à l'ordinateur secondaire, notamment par un système de bus, une ligne ou liaison ( 107 ) radio.
  6. Procédé suivant l'une des revendications 3 ou 5, dans lequel, dans le cas où la voie et le véhicule ferroviaire sont équipés d'un ETCS de niveau 2, l'ordinateur secondaire met à disposition les mêmes modes de l'ETCS de niveau 2 que l'ordinateur du dispositif ETCS primaire isolé et communique avec la centrale de voie ETCS à l'aide du dispositif de transmission radio, notamment du dispositif de transmission radio GSM-R.
  7. Procédé suivant l'une des revendications précédentes, dans lequel, on utilise l'ordinateur secondaire pour faire fonctionner le véhicule ferroviaire, en mettant à disposition au moins l'une des fonctionnalités suivantes :
    - un contrôle de la vitesse admissible la plus grande du véhicule ferroviaire,
    - un contrôle de la vitesse admissible la plus grande sur la voie, reposant notamment sur des prescriptions extérieures.
  8. Procédé suivant l'une des revendications précédentes, dans lequel, l'ordinateur secondaire utilise, pour le fonctionnement du véhicule ferroviaire, une première antenne de balise à la pointe du véhicule ferroviaire rapportée à son sens de marche.
  9. Procédé suivant la revendication 8, dans lequel l'ordinateur secondaire utilise, si l'antenne de balise à la pointe du véhicule ferroviaire n'est pas utilisable, une autre antenne de balise du véhicule ferroviaire pour faire fonctionner le véhicule ferroviaire.
  10. Procédé suivant la revendication 9, dans lequel, l'ordinateur secondaire, notamment dans un mode d'ETCS de niveau 1, met à disposition une fonctionnalité de sécurisation réduite pour le fonctionnement du véhicule ferroviaire.
  11. Véhicule ( 101 ) ferroviaire
    - comprenant un dispositif ETCS ( 106 ) primaire ayant un ordinateur ( 111 ) primaire et un affichage de poste de conduite,
    - comprenant un dispositif ETCS ( 105 ) secondaire ayant un ordinateur ( 110 ) secondaire,
    - dans lequel, dans le cas ( 201 ) d'une défaillance du dispositif ETCS primaire, le dispositif ETCS primaire peut être rendu ( 203 ) inactif,
    - dans lequel, dans le cas d'une défaillance, l'ordinateur secondaire peut être activé et peut être utilisé ( 204, 205 ) pour faire fonctionner le véhicule ferroviaire en liaison avec l'affichage du poste de conduite du dispositif ETCS ( 106 ) primaire.
  12. Système ( 110, 105 ) pour faire fonctionner un véhicule ( 101 ) ferroviaire, qui a un dispositif ETCS ( 105 ) secondaire ayant un ordinateur ( 110 ) secondaire et qui est conçu de manière à ce que
    - dans un cas de défaillance d'un dispositif ETCS primaire, qui a un ordinateur ( 111 ) primaire et un affichage de poste de conduite, le système reçoit un message d'activation et, après la mise hors circuit du dispositif ETCS primaire, peut être activé et peut être utilisé ( 201, 203, 204, 205 ) pour faire fonctionner le véhicule ferroviaire en liaison avec un affichage de poste de conduite du dispositif ETCS primaire.
EP13762763.4A 2012-09-14 2013-09-05 Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs, véhicule ferroviaire et dispositif Active EP2874857B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012216405.7A DE102012216405A1 (de) 2012-09-14 2012-09-14 Betrieb eines Schienenfahrzeugs mittels ETCS-Einrichtung
PCT/EP2013/068322 WO2014040892A2 (fr) 2012-09-14 2013-09-05 Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs

Publications (2)

Publication Number Publication Date
EP2874857A2 EP2874857A2 (fr) 2015-05-27
EP2874857B1 true EP2874857B1 (fr) 2017-08-16

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EP13762763.4A Active EP2874857B1 (fr) 2012-09-14 2013-09-05 Fonctionnement d'un véhicule ferroviaire au moyen d'un dispositif etcs, véhicule ferroviaire et dispositif

Country Status (5)

Country Link
US (1) US10046780B2 (fr)
EP (1) EP2874857B1 (fr)
DE (1) DE102012216405A1 (fr)
NO (1) NO2760091T3 (fr)
WO (1) WO2014040892A2 (fr)

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WO2014011887A1 (fr) * 2012-07-11 2014-01-16 Carnegie Mellon University Système de verrouillage de voie ferrée à commande répartie
US12060095B2 (en) * 2012-09-20 2024-08-13 Westinghouse Air Brake Technologies Corporation Alerting system and method
JP6153882B2 (ja) * 2014-03-27 2017-06-28 日立建機株式会社 車両走行システム及び運行管理サーバ
AT519824B1 (de) 2017-03-09 2018-11-15 Thales Austria Gmbh Anlage zur überwachung der integrität eines zuges
DE102017217447A1 (de) * 2017-09-29 2019-04-04 Siemens Mobility GmbH Verfahren und Anordnung zum Durchführen eines Fahrbetriebs von spurgeführten Fahrzeugen in einem in Streckenbereiche gegliederten Streckennetz
DE102019209395A1 (de) * 2019-06-27 2020-12-31 Siemens Mobility GmbH Zug und Verfahren zum Betreiben eines Zugs
EP4067197B1 (fr) * 2021-03-29 2025-07-16 KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH Système et procédé permettant de fournir des recommandations d'action à un conducteur d'un véhicule ferroviaire
EP4313721A4 (fr) * 2021-03-31 2025-02-26 Hitachi, Ltd. Dispositif, procédé et système de gestion de sécurité de train

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DE102004001819A1 (de) * 2004-01-07 2005-08-04 Siemens Ag Redundante Rechnerkonfiguration
EP1614604B1 (fr) * 2004-07-06 2006-05-31 Alcatel Procédé de changement entre un premier et un deuxième système de commande de trains
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Also Published As

Publication number Publication date
WO2014040892A3 (fr) 2014-05-08
US20150239481A1 (en) 2015-08-27
DE102012216405A1 (de) 2014-04-10
NO2760091T3 (fr) 2018-05-19
US10046780B2 (en) 2018-08-14
WO2014040892A2 (fr) 2014-03-20
EP2874857A2 (fr) 2015-05-27

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