EP4098508A1 - Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération - Google Patents

Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération Download PDF

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Publication number
EP4098508A1
EP4098508A1 EP21177609.1A EP21177609A EP4098508A1 EP 4098508 A1 EP4098508 A1 EP 4098508A1 EP 21177609 A EP21177609 A EP 21177609A EP 4098508 A1 EP4098508 A1 EP 4098508A1
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EP
European Patent Office
Prior art keywords
train
target section
release speed
entry
control system
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP21177609.1A
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German (de)
English (en)
Inventor
Dr. Michael HOFER
Bernhard Diethelm
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 Mobility AG
Original Assignee
Siemens Mobility AG
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 Mobility AG filed Critical Siemens Mobility AG
Priority to EP21177609.1A priority Critical patent/EP4098508A1/fr
Priority to EP22172610.2A priority patent/EP4098509B1/fr
Publication of EP4098508A1 publication Critical patent/EP4098508A1/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
    • B61L19/06—Interlocking devices having electrical operation
    • 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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • 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 present invention relates to a method for optimized train entry into a target section by dynamically determining the release speed.
  • the trackside safety systems (interlocking, RBC, partly also control technology) must ensure both reliable signaling and smooth operation for rail traffic and optimally support the operating processes.
  • the demands regarding capacity (throughput) have increased before and since the introduction of electronic security systems and will continue to increase due to social developments. At the same time, there is a demand for cheaper and less complex solutions (cost pressure from infrastructure operators).
  • the figure 1 an overview of the current structure of security systems and also shows how a possible simplified structure could be designed for the future.
  • the route is the ordered set of all relevant instances of switches, track sections, etc., which form the route from a possible start to the next possible destination.
  • route data of route instances must be consistent with the underlying outdoor facility, as they declare the continuity and freedom from interruptions of routes and thus bear safety responsibility (SIL 4). Therefore, in the case of conversions and extensions - in addition to the individual elements such as points, etc. - they must always be consistently updated and checked for completeness and correctness.
  • ETCS stop/location signals EHS/ESS
  • the processes involved in entering a station and the associated issuing of the driving license in the destination section are time-critical processes, which, however, have to meet strictly regulated monitoring requirements due to safety requirements.
  • a train driver can approach the end of the set route, i.e. the end of authority, with a driving license issued and within the framework of the ETCS Level 2 Full Supervision but a so-called release speed (freeing speed) is reported in the onboard unit.
  • This ETCS function enables the engine driver to approach the end of the set route at a certain speed without taking into account the braking curve actually calculated for this train (EBI - Emergency Brake Intervention Curve) and also enables the train to depart again after the train has come to a standstill (unlike with the Overlap Release Speed function).
  • the train brakes when the transmitted release speed is reached or fallen below in the onboard unit OBU, the monitoring of the braking curve is replaced by a constant monitoring speed, i.e. the OBU only monitors the journey to ensure that the assigned release Speed is no longer exceeded until the EoA is reached.
  • the granting of the release speed means that the train has to be braked at a predetermined time or place to a speed below the release speed and then use the OS or FS principle to reach the intended stopping point (i.e. the intended EoA). without observing the braking curve originally intended. This compulsion to fall below the prescribed current through the ETCS project planning rules Fixed release speed (usually 20 km/h when entering the station) can have an impact on throughput for the following train or trains.
  • ETCS Level 3 is sufficiently mature with less investment and/or engineering requirements for the optimized issuing of driving licenses and the corresponding optimization of train throughput.
  • the present invention is therefore based on the object of providing a method for optimized train entry into a destination section for a train whose entry is intended for the destination section secured with a destination point and lying in front of this destination point as seen in the direction of travel of the train, e.g. a track section for a station stop, specify, with which a high level of security and at the same time a high flexibility in the route use can be achieved without large additional investment and / or engineering needs.
  • the release speed can only be determined when there is actually a slip path for the train that is also secured by the signal box. If, for example, the slip route could not be secured at the time the movement authority was granted, e.g. because there is a conflict with another train or shunting route, the MA can initially be issued without release speed. However, as soon as the slipping path could then be secured in this embodiment because the previously existing conflict has been resolved, the MA can be updated with the corresponding release speed.
  • a gradual increase in the release speed can even be imagined here.
  • the MA is updated with a release speed. If the secured slipping distance could be extended at a later point in time, the release speed in the MA can also be further increased, for example. However, when the release speed is determined dynamically, the release speed may only be upgraded, ie increased, since otherwise emergency braking may occur.
  • a good example for the dynamic granting of comparatively high release speeds is provided by the S-Bru traffic, with, for example, a During rush hour, a long S-Bru train coupled with several sets (with good braking behavior) has to drive into the station to the end of the station track so that the rearmost door of the stationary train is still accessible from the platform.
  • the same can also apply to a train that also has very good braking dynamics and, due to an existing delay, should enter the station as quickly as possible in order to be able to catch up on part of the delay.
  • the train's braking capacity and/or the length of the train and/or the priority of the train in relation to the train throughput and/or the punctuality status of this train compared with the timetable can expediently be used as characteristics of the train and also the possible slip-through path length(s) from a general point of view.
  • a particularly dynamic adjustment of the release speed can be achieved if the release speed is increased based on the previously determined release speed when the target section and/or the slip path is vacated by a train in front or the elimination of another conflict in the required slip path for the train becomes.
  • the release speed Before and/or when the train enters the destination section, the release speed can even be increased as required be increased so that the train driver has to brake even less hard or first approach the destination at higher speed and then brakes correspondingly more strongly to comply with the driving license promised with the EoA, which means that the route sections previously occupied by the train are even faster for the setting of new routes can be made available again for the next train or trains.
  • the movement authority assigned to the train for entry into the target section is assigned a target value (end of authority) which, viewed in the direction of travel of the train and calculated from the start of the target section, is essentially the length of the train and the shelter reserved for this train.
  • the corresponding End of Authority (EoA) dynamically determined as the new destination is dynamically shown to the train driver on the display of the onboard unit and monitored for compliance with the intended stopping point, which is now dynamically determined as seen in the direction of travel.
  • EoA End of Authority
  • track vacancy detection devices typically play a safety-relevant role in the statically generated EoA at the destination of the destination section.
  • the position of the train and the identity of the onboard unit can be used to determine a clear control system side addressable train entity are formed, for which the movement authority initiates, the target value of the movement authority is output by the control system to the interlocking and, after the route has been secured accordingly, this movement authority is then carried out safely by a radio block center to the train (i.e. its onboard unit ) is transmitted.
  • the method mentioned above is particularly suitable if the train protection of the target section and the slip-through path is implemented according to ETCS Level 2 or higher and the train protection monitors actual compliance by issuing the dynamically determined target value (EoA).
  • EoA dynamically determined target value
  • FIG 1 a schematic representation of the structure of today's existing railway safety systems and a future train-oriented safety logic working with train instances. These are clearly recognizable in the solutions used today dispatching level with the control system (control level) and the interlocking and the radio block centers (RBC, from ETCS Level 2 and higher) on the security level.
  • control level control level
  • RBC radio block centers
  • the method according to the invention for dynamically determining the release speed 14 for a train 2 whose entry into a target section 6 is intended takes place above all at the level of the dispatching control system, the interlocking and the RBC.
  • This destination section 6 is secured with an entry signal 3 and a destination signal 4 and is located in front of this destination signal 4 as seen in the direction of travel of train 2 (see arrow on the symbol for train 2).
  • the control system checks whether the conditions for issuing the driving license (Movement Authority MA) and its target value, which is also known as the End of Authority EoA, are met.
  • the initiation by the control system and safe issuing of the movement authority for train 2 by the interlocking/RBC by signaling is carried out in this procedure if the criteria for issuing the MA for entry into target section 6 are met are.
  • the characteristics of the train 2 are made known to the control system for train dispatching that also covers this section of the route.
  • Such characteristics can be used, for example, the braking capacity of the train and/or the length of the train and/or the priority of the train in relation to the train throughput and/or the punctuality status of this train compared to the timetable.
  • the possible slip path length(s) 10 from a higher perspective can also be used for this issuing of the MA.
  • a target value (EoA) for the Movement Authority (MA) and a slip-through path 10 (Dweg) for this train 2, which is subordinate to the target value, are assigned by the control system and interlocking Interlocking/RBC-side issuance of the Movement Authority for train 2, which authorizes entry into the target section, with the Release Speed 14 to be provided dynamically as part of the issuance of the Movement Authority, depending on the characteristics of the train and the train assigned to this slipping path is dynamically determined, updated and displayed in the onboard unit of train 2.
  • the train driver can be given greater freedom in guiding his train along a higher speed profile towards the Movement Authority target value.
  • a higher release speed has the effect that the engine driver (a driverless train is also conceivable here, of course) does not have to brake his train as hard to below release speed 14 and then only has to pay attention to his train below this release when continuing the journey To maintain speed and of course to actually stop there, taking into account the intended target value of the movement authority.
  • the situation with regard to the train ahead and/or the occupancy of routes in front of the train (seen in its direction of travel) behind the target section 6 can be observed, for example, if the target section 6 and/or the slip-through path 10 is vacated by a train in front for the train intended to enter the target section 6 2 based on the previously defined Rele ase Speed 14 to increase or even grant the Release Speed 14 dynamically and thus situation-related.
  • the time-saving effect when stopping in target section 6 can be reinforced again or overshooting of the dynamics can be avoided by pulling back the EoA too far. Pulling back the EoA too much could be counterproductive in the sense that the incoming train 2 reduces its speed too early. This would increase the travel time and possibly create a backlog for other trains that follow, which would reduce the intended effect of the faster train sequence. If the length of the slipping path 10 can be shortened in justified cases depending on the train and the situation, the EoA does not then have to be pulled back so much.
  • the influence of the dynamically determined release speed 14 on the length of the required slipping distance 10 is significant and in any case greater than the influence of the residual risk of the braking behavior itself.
  • the control technology e.g. RCS/TMS and Iltis ® ) makes the decision in each case, depending on the train and the situation, as to which release speed 14 is the maximum permissible or which available slip path length 10 should be used. You can do this by means of a corresponding operation with a specially provided parameter (e.g. with a value of 10 for a release speed of 10 km/h or with a value of 30 for an available slipping distance of 30m) before or with the operation for the actual train route setting.
  • a specially provided parameter e.g. with a value of 10 for a release speed of 10 km/h or with a value of 30 for an available slipping distance of 30m
  • This operation is only of a dispositive nature and can therefore be automated. Incorrect values only lead to operational limitations (MA too restrictive or MA too late), but not to a safety-critical situation.
  • the length or extent of the slipping path (including extended free detection control) is adapted to the immediately following setting of a train route to this destination.
  • the specified release speed 14 and/or the available, secured slip-through path length is communicated from the interlocking to the RBC via the appropriately configured interface.
  • the RBC transmits this release speed to the OBU via the existing interface as part of the issuing of the MA, or calculates this based on the length of the slip route reported by the interlocking and then also reports this to the OBU.
  • the release speed can be increased again for the train in question or the slipping distance can be extended again if the obstacle is removed (the journey in front clears the target section) or when moving on. unless the MA is extended anyway.
  • this procedure can be implemented without adjustments to the ETCS specifications from BL2 ("Software instead of concrete").
  • the ETCS specification from BL2 would also allow the calculation of the permissible release speed on the on-board unit (OBU) depending on the available slip path 10, among other things.
  • the onboard unit must be provided with the previously dynamically determined value for the slipping distance 10 by the RBC.

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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)
EP21177609.1A 2021-06-03 2021-06-03 Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération Withdrawn EP4098508A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP21177609.1A EP4098508A1 (fr) 2021-06-03 2021-06-03 Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération
EP22172610.2A EP4098509B1 (fr) 2021-06-03 2022-05-10 Procédé d'accès optimisé à une section cible par détermination dynamique de la vitesse de libération

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP21177609.1A EP4098508A1 (fr) 2021-06-03 2021-06-03 Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération

Publications (1)

Publication Number Publication Date
EP4098508A1 true EP4098508A1 (fr) 2022-12-07

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EP21177609.1A Withdrawn EP4098508A1 (fr) 2021-06-03 2021-06-03 Procédé d'accès optimisé à une section de destination par détermination dynamique de la vitesse de libération
EP22172610.2A Active EP4098509B1 (fr) 2021-06-03 2022-05-10 Procédé d'accès optimisé à une section cible par détermination dynamique de la vitesse de libération

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EP22172610.2A Active EP4098509B1 (fr) 2021-06-03 2022-05-10 Procédé d'accès optimisé à une section cible par détermination dynamique de la vitesse de libération

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3109127A1 (fr) * 2015-06-23 2016-12-28 Siemens Schweiz AG Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande
EP3323693A1 (fr) * 2016-11-21 2018-05-23 Siemens Schweiz AG Logique de sécurité de voies orientée train pour installations de sécurité ferroviaire
EP3782869A1 (fr) * 2019-08-22 2021-02-24 Thales Management & Services Deutschland GmbH Procédé de commande d'un train dans un système de protection des trains, système de protection des trains

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3109127A1 (fr) * 2015-06-23 2016-12-28 Siemens Schweiz AG Procédé de communication d'une dilatation d'une autorité de mouvement d'un centre de contrôle sur une unité de commande
EP3323693A1 (fr) * 2016-11-21 2018-05-23 Siemens Schweiz AG Logique de sécurité de voies orientée train pour installations de sécurité ferroviaire
EP3782869A1 (fr) * 2019-08-22 2021-02-24 Thales Management & Services Deutschland GmbH Procédé de commande d'un train dans un système de protection des trains, système de protection des trains

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EP4098509A1 (fr) 2022-12-07
EP4098509B1 (fr) 2026-03-04
EP4098509C0 (fr) 2026-03-04

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