EP3697667B1 - Procédé pour faire fonctionner des véhicules ferroviaires avec une distance de freinage absolue - Google Patents

Procédé pour faire fonctionner des véhicules ferroviaires avec une distance de freinage absolue Download PDF

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Publication number
EP3697667B1
EP3697667B1 EP18815520.4A EP18815520A EP3697667B1 EP 3697667 B1 EP3697667 B1 EP 3697667B1 EP 18815520 A EP18815520 A EP 18815520A EP 3697667 B1 EP3697667 B1 EP 3697667B1
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Prior art keywords
rail vehicle
travelling
distance
speed
additional
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German (de)
English (en)
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EP3697667A1 (fr
EP3697667C0 (fr
Inventor
Walter Büngener
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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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 trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • 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

Definitions

  • the invention relates to a method for operating rail vehicles, wherein for a rail vehicle traveling behind a rail vehicle in front, an absolute braking distance which avoids or at least should avoid hitting the rail vehicle in front is determined, and the rail vehicle traveling behind is operated in such a way that it maintains at least this absolute braking distance to the rail vehicle in front.
  • an absolute braking distance which avoids or at least should avoid hitting the rail vehicle in front is determined, and the rail vehicle traveling behind is operated in such a way that it maintains at least this absolute braking distance to the rail vehicle in front.
  • the railway standard IEEE Std 1474.1-2004 defines the basic requirements for train control systems for local transport based on CBTC (Communication-Based Train Control).
  • the main parameter describing performance is the achievable train headway (referred to as "design headway” in Section 5.1 of the standard).
  • the train headway time is determined by the safe distance to be implemented (referred to as "Safe train separation” in Section 6.1.2 of the standard) and the "Safe Braking" model used Brake model, see section 6.2.1 of the standard) with the parameter GEBR ("guaranteed emergency brake rate").
  • the GEBR value is particularly critical here. Typical values are between 0.8 m/s 2 and 1.2 m/s 2 . For safety reasons, the GEBR value would have to be chosen small enough to cover all expected failures and environmental conditions; on the other hand, a smaller value significantly worsens the achievable headway time. Operational practice shows that, particularly when operating on the surface (outside of Tunnels) due to weather conditions (e.g. wet leaves on the rail), the coefficient of static friction between the wheel and rail can become very small, so that deceleration values of only 0.5 m/s 2 or even lower can be achieved.
  • CBTC systems operate at what is known as a “moving block” distance, while conventional systems operate at what is known as a “fixed block” distance and always contain safety reserves.
  • the “moving block” has now freed itself from these safety reserves in favor of increased performance. If “guaranteed” values are not met, a CBTC system often immediately enters a safety-critical area. For operators of local transport systems, this is often a new situation for which there are no established solutions yet.
  • Some systems allow switching to a lower operational delay or a lower emergency braking delay (GEBR), but this is at the discretion of the operator.
  • GEBR emergency braking delay
  • the document DE 198 28 878 A1 describes a method for approaching rail vehicles to rail vehicles that can only approach each other up to the required braking distance.
  • the vehicles are virtually coupled and move forward together but independently using a distance safety device located on the vehicles.
  • the virtually coupled vehicles are treated as a vehicle connection by a rail unit.
  • the head is formed by the first vehicle from the vehicles in front and the end is formed by the vehicle from the following vehicles.
  • the document US 2011/172856 A1 describes a train control system that includes a communication device associated with at least one control unit and located in a first train, and a communication device associated with at least one control unit located in a second train. At least one of the control units of the first train and the second train is configured to receive, at the associated communication device, an authorization signal containing data to identify the first train and the second train as one. The train data between the lead train and the follower train are exchanged via the at least one peer-to-peer communication connection.
  • the invention is based on the object of specifying a method for operating rail vehicles that enables particularly safe operation of rail vehicles while still maintaining short train headways.
  • the rail vehicle traveling behind is operated in such a way that, in addition to the absolute braking distance, it maintains an additional distance which depends on the speed of the rail vehicle traveling in front.
  • a significant advantage of the method according to the invention can be seen in the fact that a particularly high degree of operational reliability is achieved due to the additional distance provided is achieved, especially in view of the above statements in connection with the uncertainty of delay values.
  • the additional distance is set to zero when the rail vehicle in front reaches or exceeds a predetermined speed threshold.
  • the additional distance is preferably increased as the difference between the speed of the rail vehicle in front and the speed threshold increases.
  • the additional distance is determined as a function of a braking deceleration value, which is calculated by summing a basic deceleration value, which indicates the maximum possible or maximum expected deceleration of the rail vehicle in front, and a predetermined additional braking deceleration value.
  • the additional brake deceleration value is preferably determined taking into account the location uncertainty when locating the rail vehicle in front, with the additional brake deceleration value being chosen to be greater, the greater the location uncertainty of the location.
  • the speed of the rail vehicle traveling behind is preferably limited to the permissible entry speed.
  • the invention also relates to a control device for operating one or more rail vehicles.
  • a control device for operating one or more rail vehicles.
  • such a control device is designed in such a way that it can operate one or more rail vehicles, in particular a rail vehicle traveling behind a rail vehicle in front, according to a method as described above.
  • the control device preferably comprises a computer and a memory in which an operating program is stored.
  • the operating program preferably represents the method described above in the form of software code.
  • the computer When the operating program is executed, the computer then carries out a procedure in the manner described above.
  • the invention also relates to a railway system with at least two rail vehicles running on it. According to the invention, such a railway system is provided with a control device as described above.
  • the invention also relates to a rail vehicle.
  • the rail vehicle has a control device as described above.
  • the control device designed in such a way that it determines a minimum distance between your rail vehicle and a rail vehicle in front, by summing up or at least by summing up an absolute braking distance that avoids or is intended to avoid hitting the rail vehicle in front, and an additional distance that depends on the speed of the The speed value of the rail vehicle in front depends.
  • the Figure 1 shows a railway system EA, which is driven by two rail vehicles 1 and 2.
  • the rail vehicles 1 and 2 can be trains, for example, so that they are also referred to below as train 1 and train 2, respectively.
  • the two rail vehicles 1 and 2 move along the direction of arrow P in the Figure 1 left to right; accordingly, this can happen in the Figure 1 right rail vehicle 1 as the rail vehicle in front and the one in the Figure 1 left rail vehicle 2 can be referred to as the rail vehicle traveling behind.
  • the two rail vehicles 1 and 2 can, for example, be designed to be identical in construction, which is assumed as an example below. They each have a communication device 10 and a control device 20 for controlling a drive, not shown.
  • the control device 20 comprises a computer 21 and a memory 22.
  • An operating program BP is stored in the memory 22, which determines the operation of the computer 21 and thus the operation of the control device 20 as a whole.
  • the rail vehicles 1 and 2 each use their own sensors and/or their own measuring devices to determine their own location X1(t) or Communication device 10 itself at least to the rail vehicle traveling behind.
  • the absolute braking distance is preferably calculated in the usual manner known in the art; In this regard, reference is made to the above statements in connection with the state of the art and to the relevant standard IEEE Std 1474.1-2004.
  • dV2 is the speed measurement error
  • Nmin is the minimum track inclination in the braking distance of rail vehicle 2 (negative values for gradients)
  • g is the acceleration due to gravity
  • Tv Response delay time of the brake of rail vehicle 2 is.
  • braking deceleration value a1 it is considered advantageous if this is calculated by summing a basic deceleration value, which indicates the maximum possible or maximum expected deceleration of the rail vehicle 1 in front, and a predetermined additional braking deceleration value.
  • the additional brake deceleration value is preferably determined taking into account the location uncertainty when locating the rail vehicle 1 in front, i.e. taking into account the location uncertainty when determining X1 (t);
  • the additional brake deceleration value is preferably chosen to be larger, the greater the location uncertainty of the location.
  • the Figure 2 shows an exemplary embodiment of a railway system EA, in which a control center 100 is additionally provided for controlling the rail vehicles 1 and 2.
  • the control center 100 receives the location information X1(t) and at least to the rail vehicles driving behind (i.e. the information from rail vehicle 1 to the rail vehicle 2 following it, etc.).
  • the Figure 3 shows an embodiment variant for a railway system EA, in which the control center 100 provides the location information X1(t) and The calculation of the minimum distance Amin or the additional distance Az is then carried out on the rail vehicle side by means of the control devices 20 in the rail vehicles 1 and 2, as described above in connection with Figures 1 and 2 has been explained.
  • the Figure 4 shows an embodiment variant for a railway system EA, in which the control center 100 determines the minimum distance and/or the additional distance for each of the rail vehicles 1 and 2 and transmits the determined values to the assigned rail vehicles 1 and 2, respectively.
  • Amin1 denotes the minimum distance for rail vehicle 1
  • Amin2 the minimum distance for rail vehicle 2
  • Az1 the additional distance for rail vehicle 1
  • Az2 the additional distance for rail vehicle 2.
  • the rail vehicles 1 and 2 or their control devices 20 do not have to calculate the minimum distance Amin1 or Amin2 and/or the additional distance Az1 or Az2 themselves, since they receive the corresponding values from the control center 100.
  • Train 1 The point limiting the train headway time between two stops is typically where the preceding rail vehicle 1 (hereinafter referred to as Train 1) completes a stop and additionally approximately the protective route required for the entry of the following rail vehicle 2 (hereinafter referred to as Train 2).
  • Train 2 the preceding rail vehicle 1
  • Train 2 the protective route required for the entry of the following rail vehicle 2
  • the additional safety distance Az is introduced behind the train 1 in front and thus between the two successive trains 1 and 2 when the train 1 in front is moving slowly or is stationary.
  • the safety distance Az is continuously built up when the train 1 in front falls below a certain speed threshold until it reaches its maximum value when the train 1 in front comes to a standstill. After the train 1 in front continues to travel, this additional safety distance Az is reduced again with increasing speed.
  • the additional safety distance Az is already reduced before the critical point for the train headway time is reached, which means that the train header time remains unaffected.
  • the establishment and reduction of the additional safety distance takes place in a CBTC system, for example as part of the calculation of the driving authority ("movement authority") of the train 2 behind, but can also be done elsewhere in the calculation of the safe distance ("safe train separation"). and does not require any additional hardware since the speed of train 1 in front is known in the CBTC system.
  • the greatest operational delay of the train 1 in front should be taken into account, specifically the apparent delay in the tail of the train, which includes the possible increase in the location uncertainty.
  • This function is preferably continuous applied, i.e. independent of braking and acceleration, and V0 should be adjusted to the critical point for the headway time.
  • An additional safety distance Az can be operationally restrictive if the following train 2 is supposed to drive close to the train 1 in front in special situations, e.g. for coupling or parking trains close together.
  • the effect of the additional safety distance can be limited to speeds V2 (t) of the following train 2 that are greater than a predetermined minimum speed. This means that the additional safety distance Az no longer has an effect at low speeds of the following train 2, but a possible incorrect braking distance for this train due to, for example, a non-compliance with the GEBR value ("guaranteed emergency brake rate”) then falls at speeds less than the minimum speed also small.
  • curve K1 shows the course of the head of a train in front
  • curve K2 shows the head of the train behind
  • Curve K1s describes the location of the rear of the train or the end of the train in front
  • K3 visualizes the additional distance Az behind K1s.
  • K4 shows the minimum permissible driving range required for the current driving speed (technically "movement authority") of the following train based on the absolute braking distance Ab. It can be seen that at the point RP relevant to the train sequence, at which the curve K4 of the Curve K1s is closest, the additional distance Az has already been completely reduced and the train headway time is therefore not worsened.

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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)

Claims (11)

  1. Procédé pour faire fonctionner des véhicules (1, 2) ferroviaires, dans lequel
    - pour un véhicule (2) ferroviaire circulant derrière après un véhicule (1) ferroviaire circulant devant, on détermine une distance (Ab) absolue de parcours de freinage, qui empêche de rattraper le véhicule (1) ferroviaire circulant devant ou du moins doit l'empêcher, et
    - on fait fonctionner le véhicule (2) ferroviaire circulant derrière, de manière à ce qu'il respecte au moins cette distance (Ab) absolue de parcours de freinage par rapport au véhicule (1) ferroviaire circulant devant,
    - on fait circuler le véhicule (2) ferroviaire circulant derrière, de manière à ce qu'il respecte, supplémentairement à la distance (Ab) absolue de parcours de freinage, une distance (Az) supplémentaire, qui dépend de la vitesse (V1(t)) du véhicule (1) ferroviaire circulant devant,
    caractérisé en ce que
    l'on calcule la distance (Az) supplémentaire suivant : Az t = V 0 2 − V 1 t 2 / 2 * a 1 pour V 1 t ≤ V 0 ,
    Figure imgb0008
    dans laquelle Az désigne la distance supplémentaire, V1(t) la vitesse respective du véhicule (1) ferroviaire circulant devant, V0 le seuil de vitesse donné à l'avance et a1 une valeur donnée à l'avance de la décélération de freinage pour le comportement au freinage du véhicule (1) ferroviaire circulant devant.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    l'on fixe à zéro la distance (Az) supplémentaire, si le véhicule (1) ferroviaire circulant devant atteint ou dépasse un seuil (V0) de vitesse donné à l'avance.
  3. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    dans le cas où le véhicule (1) ferroviaire circulant devant passe en-dessous du seuil (V0) de vitesse donné à l'avance, on augmente la distance (Az) supplémentaire au fur et à mesure qu'augmente la différente entre la vitesse (V1(t)) du véhicule (1) ferroviaire circulant devant et le seuil (V0) de vitesse.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on détermine la distance (Az) supplémentaire en fonction d'une valeur (a1) de la décélération au freinage, qui indique la décélération possible au maximum ou escomptée au maximum du véhicule (1) ferroviaire circulant devant et on calcule une valeur de la décélération au freinage en supplément donnée à l'avance.
  5. Procédé suivant la revendication 4,
    caractérisé en ce que
    l'on détermine la valeur de décélération au freinage en supplément en tenant compte de l'incertitude de localisation, lors de la localisation du véhicule (1) ferroviaire circulant devant, dans lequel on choisit la valeur de décélération au freinage en supplément d'autant plus grande que l'incertitude de la localisation est plus grande.
  6. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'on cesse de respecter la distance supplémentaire et on autorise le véhicule (2) ferroviaire circulant derrière à entrer dans la partie de la distance supplémentaire, si la vitesse (V2(t)) du véhicule (2) ferroviaire circulant derrière atteint une vitesse d'entrée admissible donnée à l'avance ou devient inférieure à cette vitesse.
  7. Procédé suivant la revendication 6,
    caractérisé en ce que,
    après l'entrée dans la partie de la distance supplémentaire, on limite la vitesse (V1(t)) du véhicule (2) ferroviaire circulant derrière à la vitesse d'entrée admissible.
  8. Dispositif (20) de commande pour faire fonctionner un ou plusieurs véhicules (1, 2) ferroviaire, comprenant un ordinateur (21) et une mémoire (22),
    caractérisé en ce que,
    dans la mémoire (22), est mis en mémoire un programme (BP) de fonctionnement, qui fixe le mode de travail du dispositif (20) de commande, de manière à ce qu'il fasse fonctionner un ou plusieurs véhicules (1, 2) ferroviaires, en particulier un véhicule (2) ferroviaire circulant derrière après un véhicule (1) ferroviaire circulant devant, suivant un procédé selon l'une des revendications précédentes.
  9. Dispositif (20) de commande suivant la revendication 8,
    caractérisé en ce que
    le dispositif (20) de commande est conformé de manière à pouvoir déterminer, pour un véhicule (2) ferroviaire, une distance minimum à un véhicule (1) ferroviaire circulant devant et cela par formation de la somme ou du moins également par formation de la somme, d'une distance (Ab) absolue de parcours de freinage, qui empêche un rattrapage du véhicule (1) ferroviaire circulant devant ou doit l'empêcher, et d'une distance (Az) supplémentaire, qui dépend d'une valeur de vitesse indiquant la vitesse (V1(t)) du véhicule (1) ferroviaire circulant devant.
  10. Installation de chemin de fer comprenant au moins deux véhicules (1, 2) ferroviaires, qui y circulent,
    caractérisé en ce que
    l'installation de chemin de fer a un dispositif (20) de commande suivant l'une des revendications 8 à 9 précédentes.
  11. Véhicule (2) ferroviaire,
    caractérisé en ce que
    - le véhicule (2) ferroviaire a un dispositif (20) de commande suivant l'une des revendications 8 à 9 précédentes et
    - le dispositif (20) de commande est conformé de manière à déterminer une distance minimum de son véhicule (2) ferroviaire à un véhicule (1) ferroviaire circulant devant, et cela par formation de la somme, ou au moins également par formation de la somme, d'une distance (Ab) absolue de parcours au freinage, qui empêche un rattrapage du véhicule (1) ferroviaire circulant devant ou doit l'empêcher, et d'une distance (Az) supplémentaire, qui dépend d'une valeur de vitesse indiquant la vitesse (V1(t)) du véhicule (1) ferroviaire circulant devant.
EP18815520.4A 2017-12-04 2018-11-20 Procédé pour faire fonctionner des véhicules ferroviaires avec une distance de freinage absolue Active EP3697667B1 (fr)

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DE102017221812.6A DE102017221812A1 (de) 2017-12-04 2017-12-04 Verfahren zum Betreiben von Schienenfahrzeugen
PCT/EP2018/081917 WO2019110293A1 (fr) 2017-12-04 2018-11-20 Procédé pour faire fonctionner des véhicules ferroviaires avec une distance de freinage absolue

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EP3697667A1 EP3697667A1 (fr) 2020-08-26
EP3697667B1 true EP3697667B1 (fr) 2024-02-28
EP3697667C0 EP3697667C0 (fr) 2024-02-28

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DE102018218368B3 (de) * 2018-10-26 2019-12-19 Robert Bosch Gmbh Verfahren zum Betreiben eines Schienenfahrzeugs
DE102020004463A1 (de) 2019-08-19 2021-02-25 Sew-Eurodrive Gmbh & Co Kg Verfahren zum Betreiben eines Systems mit erstem und weiteren Mobilteilen und einer stationär angeordneten Steuerung und System zur Durchführung eines Verfahrens
CN112441086B (zh) * 2019-08-30 2024-06-18 比亚迪股份有限公司 轨道车辆及其控制方法、系统和列车控制与管理系统
FR3106803A1 (fr) * 2020-02-01 2021-08-06 Patrice Colsenet Procédé de circulation d’un ensemble de trains, avec tous les arrêts possibles mais avec peu d’arrêts intermédiaires pour chaque train.
DE102020208797A1 (de) 2020-07-15 2022-01-20 Siemens Mobility GmbH Verfahren zur Zugsicherung und Zugsicherungseinrichtung
CN113212497B (zh) * 2021-06-03 2022-11-04 上海电气泰雷兹交通自动化系统有限公司 一种运营列车紧急制动率精确监控方法
CN114802366A (zh) * 2022-04-02 2022-07-29 浙江众合科技股份有限公司 一种基于信号和制动系统协同合作的限速控制方法
CN116118822B (zh) * 2023-04-13 2023-07-28 江西科骏实业有限公司 一种列车编组运行时的主动避碰控制方法、系统及介质

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DE19822803A1 (de) * 1998-05-20 1999-11-25 Alcatel Sa Verfahren zum Betrieb von Schienenfahrzeugen sowie Zugsteuerzentrale und Fahrzeuggerät hierfür
DE19828878A1 (de) * 1998-06-23 1999-12-30 Siemens Ag Verfahren zur Datenreduktion im Bahnbetrieb
DE50206314D1 (de) * 2002-08-12 2006-05-18 Alcatel Sa Elektronische Deichsel
US8428798B2 (en) * 2010-01-08 2013-04-23 Wabtec Holding Corp. Short headway communications based train control system
FR3026710B1 (fr) * 2014-10-03 2017-10-06 Metrolab Vehicule ferroviaire, vehicules ferroviaires amont et aval, procede de regulation de distance entre un vehicule ferroviaire aval et un vehicule ferroviaire amont

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ES2983618T3 (es) 2024-10-23
EP3697667A1 (fr) 2020-08-26
WO2019110293A1 (fr) 2019-06-13
DE102017221812A1 (de) 2019-06-06
EP3697667C0 (fr) 2024-02-28

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