EP4116170B1 - Procédé permettant de faire fonctionner un système de commande des trains - Google Patents

Procédé permettant de faire fonctionner un système de commande des trains Download PDF

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Publication number
EP4116170B1
EP4116170B1 EP22175746.1A EP22175746A EP4116170B1 EP 4116170 B1 EP4116170 B1 EP 4116170B1 EP 22175746 A EP22175746 A EP 22175746A EP 4116170 B1 EP4116170 B1 EP 4116170B1
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EP
European Patent Office
Prior art keywords
vehicle
signal
balise
hsig
group
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German (de)
English (en)
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EP4116170A1 (fr
Inventor
Bertrand BREMEN
Axel Beer
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Hitachi Rail GTS Deutschland GmbH
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Hitachi Rail GTS Deutschland GmbH
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    • 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
    • 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
    • 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
    • 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
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • 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 train control system for influencing a rail-bound vehicle with a vehicle-side monitoring device (OBU), wherein the train control system comprises a track control center (Radio Block Center RBC) and an external signaling system with at least one signal and a first balise group connected upstream of the signal and a second balise group arranged on the signal, wherein the vehicle is monitored by the track control center, wherein the method comprises: assignment of the vehicle to the signal, determination of a current signal aspect of the assigned signal, issuing of a travel permit by the track control center to the vehicle depending on the determined signal aspect via a radio connection.
  • RBC Radio Block Center
  • RBC Radio Block Center RBC
  • the method comprises: assignment of the vehicle to the signal, determination of a current signal aspect of the assigned signal, issuing of a travel permit by the track control center to the vehicle depending on the determined signal aspect via a radio connection.
  • a method for operating a train control system is known, for example, from [01].
  • ETCS Level 1 communication between the track and the vehicle takes place discontinuously via beacons, which are often located at the locations of the preliminary and main signals. ETCS information is transmitted as soon as the vehicle passes the beacons.
  • the most important information transmitted by the beacons are line gradients, maximum line speeds, the point at which the vehicle should come to a stop, and signal states/signal aspects ("Stop", "Go”, etc.).
  • the beacons receive the information to be transmitted to the vehicle from a Lineside Electronic Unit (LEU), which is connected to the signal box or the signals.
  • LEU Lineside Electronic Unit
  • ETCS Level 2 is characterized by constant communication between the vehicle and the ETCS control center (RBC) via GSM-R or Euroradio. This requires the train's precise position and direction to be determined.
  • the vehicle computer regularly transmits position and direction information to the track via GSM-R. If the track is not suitable for ETCS Level 1, the beacons are usually fixed-data beacons, meaning they only send static messages to the vehicle.
  • ETCS Level 1 information regarding free track sections is determined by the signal box via the fixed track vacancy detection and passed on to the ETCS control center: For this purpose, the route is divided into block sections - as with conventional safety technology - whereby the train is only allowed to enter the next block section if this, including the subsequent protection section, is not occupied by another train but has been reported free.
  • the modes Full Supervision (FS) and Limited Supervision (LS) are defined for the various ETCS levels. Together with the mode, the ETCS information forms a movement authority. This enables the on-board ETCS equipment to continuously monitor compliance with the permitted speed (and direction) and to trigger emergency braking in good time, regardless of nationally defined route geometries and signal spacing.
  • FS Full Supervision
  • the signal aspects of the signals are replaced by cab signaling (FS mode).
  • the driver reads the signal information from the cab display.
  • External signaling is essentially not necessary in FS mode. While the train is fully monitored by the ETCS in FS mode, only background monitoring takes place in LS mode. In LS mode, the train driver is therefore still obliged to pay attention to the trackside signaling.
  • the Limited Supervision mode was designed specifically for ETCS Level 1 to reduce costs and to be able to use ETCS Level 1 on routes that do not have fixed distances between distant signals.
  • the Limited Supervision mode is not designed for ETCS Level 2, so many of the functions required to implement such operations are missing.
  • the document EP 3 124 351 A1 describes a train control system.
  • the invention is defined by the features of claim 1.
  • the object is achieved according to the invention in that the vehicle is driven by a driver according to the external signaling, and that the monitoring by the route control center takes place in the background, such that the route control center communicates discontinuously with the vehicle, wherein the travel authorization is requested by driving over the first beacon group, and the travel authorization is transmitted to the vehicle depending on the determined current signal aspect, wherein the travel authorization contains linking information, whereby the second beacon group is masked and thus not evaluated.
  • the vehicle (at least one carriage, whereby the carriage can comprise a traction unit and possibly other carriages, in particular a train) is controlled primarily by the driver, whereby the control by the driver is supplemented by background monitoring.
  • the driver decides, depending on the external signals, whether/how the train is accelerated or decelerated or at what speed it is traveling ("driving according to external signaling").
  • the background monitoring only intervenes in the event of an error by the driver and, if necessary, triggers a safety reaction. This means that the driver does not drive according to the instructions of the train control system, but according to the instructions of the external signaling. Since the responsibility lies with the driver, the track control center only has to meet low safety requirements for the train control system, in contrast to ETCS Level 2 FS. This reduces the development costs of the system used.
  • starting against stop signals can be prevented by the vehicle registering with the RBC at the start of the train journey ("Start of Mission"). This can prevent starting against stop signals because the track control center can issue an SR (Staff responsible) permit, which only monitors the maximum permissible speed, or an OS (on sight) permit, which allows a lower maximum speed than the nationally specified values (National Values).
  • SR Staff responsible
  • OS on sight
  • the method according to the invention therefore requires fewer balises than ETCS Level 1 LS.
  • trackside electronics Lineside Electronic Unit LEU
  • ETCS Level 1 LS for example.
  • linking information is the logical linking of a balise group with a subsequent balise group. In a link, successive balise groups in the direction of travel are announced and monitored with their identities and the distances to be traveled between them. If a balise group is not listed in the linking information, its information is not used by the vehicle-side monitoring device. The linking information is used to mask the second balise group. After passing the location of a virtual balise group, the linking information on the vehicle is deleted and each balise is read again.
  • the beacons are used to determine the location of the vehicle.
  • the first group of beacons in front of the signal is used to inform the control center that the vehicle is in front of the signal and that permission to proceed must be granted in order to avoid a safety reaction.
  • a "drive permit” is a message that is sent from the track to the vehicle and evaluated there.
  • the drive permit, the vehicle's braking ability, the odometry and other input data are used to derive braking curves, among other things, which are used as a basis for monitoring the speed of the vehicle, particularly within the framework of ETCS.
  • the drive permit includes, among other things, the length or end of the drive permit, i.e. the place to which the journey may be carried out and, if applicable, a permitted braking distance. For example, the announcement of a permitted braking distance when "expect stop" at a distant signal leads to the vehicle reducing its speed to such an extent that the permitted braking distance is still maintained with the respective braking ability when the associated main signal indicating stop is passed.
  • the travel authorization from the control center contains linking information to a virtual (non-existent) beacon group behind the second beacon group. This means that the information from the second beacon group is not evaluated by the vehicle (in particular, it is not forwarded to the control center) and the safety reaction is prevented if a travel authorization is received from the vehicle (masking the second beacon group). If the vehicle has not received the travel authorization, the second beacon group is read and the ID is sent to the control center. If there is an advance signal and a main signal, this applies to the two beacon groups at the advance signal as well as to the two beacon groups at the main signal. If the travel authorization is not received from the vehicle-side monitoring device due to a fault, the second beacon group is evaluated, which triggers a safety reaction on the vehicle-side monitoring device.
  • the transmitted travel authorization causes continued travel without interference when the signal shows proceed, an interference before the advance signal when the signal shows stop (observance of the permissible braking distance at a distance after the advance signal) and an interference before the main signal with a travel authorization up to the main signal.
  • the travel authorization is not displayed in the driver's cab, as the The train driver drives according to external signals and is only monitored in the background. As soon as a stop signal changes to go, the drive authorization is renewed and the influence is removed.
  • the train control system is preferably ETCS and the vehicle is operated in ETCS Level 2 Limited Supervision (LS) mode.
  • LS Level 2 Limited Supervision
  • the route control center issues an initial travel authorization with a specified maximum length and "Limited Supervision" mode profile before crossing the first group of balises.
  • the specified maximum length is preferably > 32 km ("unlimited travel authorization").
  • the process is carried out with a reduced planning effort for the technical system compared to an ETCS Level 1 LS and/or ETCS Level 2 FS operating mode.
  • the process is therefore carried out with a system that is incompletely planned for an ETCS Level 1 LS and/or ETCS Level 2 FS operating mode.
  • Planning is understood to mean the project-related configuration of the system. Incomplete planning means that not all of the data required for ETCS Level 1 LS or ETCS Level 2 FS is planned. This means that with the method according to the invention, less planning effort is required in relation to ETCS Level 2 FS and ETCS Level 1 LS.
  • the distances between advance and main signals do not have to be planned. The distances between main signals do not have to be planned.
  • the inclination angles and speed profiles of the route do not have to be planned.
  • the distances between the first and second balise groups on the distant and main signals are set to a uniform value and do not need to be individually planned.
  • the method according to the invention therefore requires significantly less planning effort for the technical system than for an ETCS Level1 LS and/or ETCS Level2 FS operating mode.
  • static information in particular the beacon ID
  • the static information can also contain, for example, text messages and/or information regarding speed restrictions.
  • the first balise group and the second balise group comprise fixed data balises (passive balises) which can only transmit static information to the vehicle.
  • the static information transmitted from the balise group to the vehicle when it passes over the first balise group is transmitted at least in part by the vehicle to the track control centre, in particular via the radio link, preferably by means of GSM-R or Euroradio.
  • the vehicle is assigned to the signal by the control center based on the static information transmitted by the vehicle to the control center.
  • the location of the vehicle can be determined using the ID.
  • the control center can assign the vehicle to the signal.
  • the vehicle is assigned to the preliminary or main signal and thus the position is determined using the beacons, preferably exclusively using the beacons.
  • the position data used for the assignment can in principle also be determined using other positioning methods, e.g. GPS, inertial navigation, magnetic field maps. The vehicle would have to cyclically report its position determined using the positioning method to the control center, which would then assign the signal again.
  • the vehicle If the vehicle does not receive a new travel authorization from the route control center after driving over the first group of balises, by which the second group of balises is masked, the vehicle reads the second group of balises in a particularly preferred variant of the method and a safety reaction, in particular an automatic braking of the vehicle, is initiated.
  • the slow-speed point is located in particular in front of a signal in front of a danger point (main signal).
  • the beacon that triggers the sending of a slow-speed point is preferably located at the location of a distant signal.
  • the slow-speed point causes the vehicle to be slowed down to a low speed in front of the main signal so that any emergency braking at the second group of beacons does not lead to the vehicle crossing the danger point behind the main signal. It forces the vehicle to brake.
  • the train driver receives a text message about the reason that triggered the safety reaction.
  • One reason for not receiving permission to travel can be a delay or disruption, e.g. in the transmission of the static information to the track control center.
  • a special variant of the procedure provides that by driving over the second group of balises the vehicle receives an instruction requiring acknowledgement, in particular with a text message, and that automatic braking occurs in response to the lack of acknowledgement of the instruction requiring acknowledgement.
  • the current signal aspect is preferably determined by the line control centre collecting line information from a signal box.
  • the at least one signal comprises a distant signal and a main signal
  • the balise groups comprise a first distant signal balise group upstream of the distant signal and a first main signal balise group upstream of the main signal, as well as a second distant signal balise group arranged at the distant signal and a second main signal balise group arranged at the main signal.
  • the permission to proceed transmitted to the vehicle contains information regarding of the "Limited Supervision” mode profile and a length beyond the main signal.
  • the travel permit such as the gradient of the route, maximum speed on the route, or the permitted speed indicated on the signal in the following section of the route, etc.
  • the travel authorization is extended. It is particularly advantageous if, after a signal upgrade (change of the signal aspect to "travel” or "travel expected"), the control center immediately extends the travel authorization and does not wait until a new group of beacons has been passed, as is the case in Level 1 Limited Supervision, for example. With the method according to the invention, however, the travel authorization can be extended at any time when the signal is set to travel. This means that the number of beacons can be reduced compared to ETCS Level 1 Limited Supervision.
  • the travel authorization transmitted to the vehicle includes information regarding a permitted braking distance (Permitted Braking Distance), and that compliance with the braking distance is monitored by the on-board monitoring device (OBU).
  • Permitted Braking Distance a permitted braking distance
  • the track control center sends an unlimited travel authorization with the LS mode profile.
  • the vehicle monitors in the background that the train driver is braking the vehicle. If he does not do this, the vehicle is forced to brake by the on-board unit if the permitted speed is exceeded.
  • a travel authorization that contains a Permitted Braking Distance activates the background monitoring. This prevents the vehicle from driving past the main signal. Since the method according to the invention therefore prevents starting against a stop signal Signals can be prevented by using background monitoring by the control center, the number of balises can be further reduced compared to ETCS Level 1 LS.
  • the control center sends a Conditional Emergency Stop to the location of the main signal. If the vehicle is still in front of the main signal, the existing permission to proceed is shortened and the train is braked to the main signal.
  • the second balise group is used to trigger a safety reaction.
  • a particularly preferred method variant provides that the linking information contained in the travel authorization includes information relating to a virtual balise group, which causes the linking information on the vehicle to be deleted again when the location of the virtual balise group is passed and all other balises are read again.
  • the first balise group on the vehicle is saved as the Last Relevant Balise Group (LRBG). All distances of the travel authorization, the linking information, etc. always refer to this LRBG until a new balise group becomes the LRBG.
  • the virtual balise group is located a certain distance behind the first balise group, which is known to the vehicle-side monitoring device via the linking information in the travel authorization. The vehicle measures its own position in relation to the LRBG.
  • the linking information relating to the virtual balise group is deleted and the linking on the vehicle is deactivated until new linking information is sent from the control centre.
  • the linking information is preferably deleted when the front (safe) train head passes the location of the virtual balise group. By deleting the linking information, the first balise group is read again at the next signal. If the linking information not deleted, the next balise groups would not be read. This makes it possible to mask the second balise groups on the pre- and main signal.
  • the position data of the virtual balise group is selected so that it lies behind the masked second balise group.
  • Fig. 1 shows a traction vehicle F on a track S in front of a signal Sig (track signal).
  • the track S is provided with a first balise group SigB 1 and a second balise group SigB2.
  • the balise groups SigB 1, SigB 2 are used to transmit static information, in particular balise identification number ID and text messages TXT to a monitoring device OBU (on-board unit) within the vehicle F.
  • the monitoring device OBU comprises a receiving unit EB for receiving the information sent by the balise groups SigB 1, SigB 2.
  • the monitoring device can also have a transmission channel on which it sends energy. This allows the balise to receive its energy for its own power supply.
  • a GSM transmitting and receiving device is provided to receive radio signals from a route control center RBC and to transmit radio signals to the route control center RBC, which is preferably based on the GSM mobile radio standard.
  • the monitoring device OBU receives the beacon ID of the balise group SigB 1 that has just been passed over.
  • the monitoring device OBU transmits this beacon ID to the route control center RBC so that it can determine the location of the vehicle.
  • the route control center RBC assigns the vehicle F to a preliminary or main signal based on the beacon ID and the direction of travel.
  • the RBC route control center receives signal information from a signal box IL , which in turn is connected to the signals Sig on the route S. Based on the location information of the vehicle F and the signal aspect of the signal Sig, the RBC route control center creates a travel authorization MA and sends this via the radio connection to the monitoring device OBU of the vehicle F.
  • the MA driving permit is granted with restrictions or without restrictions.
  • the control of the vehicle is primarily the responsibility of a driver who follows the external signals.
  • the OBU monitoring device is only used for background monitoring, for example to trigger a safety reaction in the event of a wrong decision by the driver.
  • the position of vehicle F is not continuously monitored by the RBC route control center. Monitoring is initiated when vehicle F sends the balise ID of a group of balises SigB1, SigB2 to the RBC route control center after driving over it. If a balise ID is not transmitted to the RBC route control center due to a transmission fault, the second group of balises SigB2 initiates a safety reaction that brakes vehicle F.
  • Fig. 2 shows a route S with a distant signal VSig and a main signal HSig, a first distant signal balise group VSigB1, a second distant signal balise group VSigB2, a first main signal balise group HSigB1 and a second main signal balise group HSigB2.
  • the first distant signal balise group VSigB1 is located at a distance d1 in front of the distant signal VSig.
  • the balise ID of the first distant signal balise group VSigB1 is used by the route control center RBC to assign the vehicle F to the distant signal VSig.
  • the second distant signal balise group VSigB2 is used to initiate a safety reaction if the ID of the first distant signal balise group VSigB1 was not sent to the route control center RBC.
  • the first main signal balise group HSigB1 is located at a distance d2 in front of the main signal HSig.
  • the balise ID of the first main signal balise group HSigB1 is used by the RBC track control center to assign vehicle F to the main signal HSig.
  • the second main signal balise group HSigB2 is used to initiate a safety reaction if the balise ID of the first main signal balise group HSigB1 was not sent to the RBC track control center.
  • the distances d1, d2 should be as short as possible and as long as necessary and depend on the route speed and duration, on reading the balise group, transmitting the balise ID to the route control center RBC and on receiving a new travel command.
  • the new travel command must be on vehicle F before driving over the balise SigB2, otherwise a safety reaction will occur.
  • a time for reading a telegram from the balise of approx. 1s, for processing on the vehicle of approx. 0.5s, for sending to the route control center of approx. 1s, for processing in the route control center of approx. 0.5s, for sending to the vehicle of approx. 1s, for processing the new travel authorization MA on the vehicle of approx. 0.5s this results in approx. 4.5s and from this, at an assumed speed of 160km/h, for the distances d1, d2 of approx. 200m.
  • Fig. 2 also shows (dashed) virtual balise groups ViB. These are not actual balise groups in the sense of hardware, but location data that are sent as chaining information with the travel authorization MA to the Vehicle F. The chaining information determines up to where beacons that are possibly driven over will not be read. At the location of the virtual beacon groups ViB, this "reading ban” is lifted and beacons that are subsequently driven over are read again.
  • Vehicle F is travelling on route S.
  • the monitoring device OBU in vehicle F reads the first distant signal balise group VSigB1 in front of the distant signal VSig and sends the balise ID to the route control centre RBC.
  • the route control centre RBC can now assign vehicle F to the distant signal VSig or the main signal HSig. (As a rule, the balise ID of the distant signal VSig is assigned directly to the main signal HSig. Only in cases where assignment to the main signal HSig is not possible at the location of the distant signal VSig, the distant signal or a switch position information must be evaluated.)
  • the RBC control center sends vehicle F a travel command for mode LS beyond the main signal HSig, using linking information. This masks the advance signal balise group VSigB2 and does not evaluate it by vehicle F.
  • the RBC track control center sends vehicle F a drive command for Mode LS with a Permitted Breaking Distance of x meters and linking information. This masks the advance signal balise group VSigB2 and does not evaluate it by vehicle F. Using the Permitted Braking Distance, vehicle F monitors in the background that the train driver is braking vehicle F. If he does not do this, vehicle F is braked by the OBU monitoring device as a safety reaction when the permitted speed is exceeded.
  • vehicle F does not receive a new travel authorization MA from the RBC due to a delay or a fault in front of the advance signal VSig by masking the second advance signal balise group VSigB2, the train reads the second pre-signal balise group VSigB2 and receives a temporary speed restriction at a distance of y meters. This forces vehicle F to brake, and the driver also receives a text message about the reason for the safety reaction carried out.
  • Vehicle F continues to drive until the monitoring device OBU reads the main signal balise group HSigB1 in front of the main signal HSig and sends the corresponding balise ID to the route control center RBC.
  • the route control center RBC can now assign vehicle F to the main signal HSig. The assignment is not absolutely necessary if the main signal HSig still shows "drive” at this time. If the main signal HSig still shows "drive” at this time, the route control center RBC sends vehicle F a drive authorization MA for mode LS well beyond the main signal HSig.
  • the drive authorization MA contains linking information, which means that the second main signal balise group HSigB2 is masked and not evaluated by vehicle F.
  • Vehicle F receives a Conditional Emergency Stop from the RBC line control center at the location of the main signal HSig. (d2+z meters after the first main signal balise group HSigB1, where z is a correction value that is required to compensate for the difference between the main signal HSig and the end of the associated track vacancy detection section behind the main signal HSig). If the main signal HSig stop was caused by vehicle F, for example because vehicle F passed the main signal HSig regularly and is thus blocking the next track section, the emergency stop is ignored because it is a regular stop that is intended to prevent another vehicle from entering the same track section. If vehicle F is still in the same track before the main signal HSig, an emergency braking is initiated as a safety reaction.
  • vehicle F brakes to a speed so that it can maintain the permitted breaking distance.
  • the train travels at this speed until the monitoring device OBU in vehicle F reads the first main signal balise group HSigB1 in front of the main signal HSig and sends the balise ID to the RBC track control center.
  • the RBC track control center can now assign vehicle F to the main signal HSig.
  • the RBC track control center sends vehicle F a travel command MA for mode LS to the main signal HSig, where vehicle F is to come to a stop.
  • the drive authorization MA contains linking information, which means that the second main signal balise group HSigB2 is masked and not evaluated by vehicle F.
  • the stop of the HSig is evaluated by the RBC and the train receives a conditional emergency stop at the location of the HSig (d2+z meters after the first beacon group HSigB1, where z is a correction value that is required to compensate for the difference between the main signal and the end of the track vacancy detection section, in particular the area between two axle counting points or the area of a track circle behind the signal). If the stop of the main signal HSig was caused by vehicle F, for example because vehicle F passed the main signal HSig normally and is thus blocking the next track section, the emergency stop is ignored. If vehicle F is still in front of the main signal HSig, emergency braking is initiated as a safety reaction.
  • vehicle F If vehicle F does not receive a new travel command MA from the control centre RBC due to a delay or a fault before the main signal HSig, with which the second main balise group HSigB2 is masked, and the driver illegally crosses the main signal HSig, the vehicle F reads the second balise group HSigB2 and an emergency brake is initiated.
  • a travel command for mode LS can be given to vehicle F at any time when the HSig signal is in the travel position, thus canceling monitoring by the RBC track control center (until the next balise group is passed).
  • the location of the vehicle F is determined, in particular by means of the beacon groups. Preferably, the location is determined exclusively by means of the beacon groups. Based on the location determination, the vehicle F is assigned to a signal. If the signal shows "stop” or “expecting to stop”, monitoring of the vehicle F is initiated by the RBC route control center.
  • the method according to the invention is based on the fact that when driving over the first balise group VSigB1, HSigB1, a travel authorization MA is sent to the vehicle F depending on the current signal aspect with concatenation information and the second balise group VSigB2, HSigB2 is masked by this concatenation information, i.e. is not read out.
  • a missing travel authorization MA after passing the first balise group VSigB1, HSigB1, the second balise group VSigB2, HSigB2 is read out, which may trigger a safety reaction.

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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 (14)

  1. Procédé permettant d'exploiter un système d'influence de train permettant d'influencer un véhicule (F) sur rails comportant un dispositif de surveillance (OBU) côté véhicule, dans lequel le système d'influence de train comprend un poste de commande central (RBC) et une signalisation extérieure comportant au moins un signal (Sig ; HSig, VSig) et un premier groupe de balises (SigB, HSigB1, VSigB1) placé en amont du signal (Sig ; HSig, VSig) et un second groupe de balises (SigB2 ; HSigB2, VSigB2) disposé au niveau du signal (Sig ; HSig, VSig), dans lequel le véhicule (F) est surveillé par le poste de commande central (RBC), dans lequel le procédé comprend :
    • l'association du véhicule (F) au signal (Sig ; HSig, VSig),
    • la détermination d'un terme de signal actuel du signal (Sig ; HSig, VSig) associé,
    • la délivrance d'une autorisation de conduite (MA) par le poste de commande central (RBC) au véhicule (F) en fonction du terme de signal déterminé, par l'intermédiaire d'une liaison radio,
    • la conduite du véhicule (F) par un conducteur après la signalisation extérieure,
    • dans lequel la surveillance est effectuée en arrière-plan par le poste de commande central (RBC), caractérisé en ce que
    ∘ le poste de commande central (RBC) communique de manière discontinue avec le véhicule (F), dans lequel l'autorisation de conduite (MA) est demandée en franchissant le premier groupe de balises (SigB1 ; HSigB1, VSigB1),
    ∘ l'autorisation de conduite (MA) est transmise au véhicule (F) en fonction du terme de signal actuel déterminé, dans lequel l'autorisation de conduite (MA) contient une information d'enchaînement, moyennant quoi le second groupe de balises (SigB2 ; HSigB2, VSigB2) est masqué et n'est donc pas évalué.
  2. Procédé selon la revendication 1, caractérisé en ce que le système d'influence de train est l'ETCS et le véhicule (F) est exploité en mode de fonctionnement ETCS Level 2 Limited Supervision (niveau 2 ETCS supervision limitée).
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que, lors du franchissement par le véhicule (F) du groupe de balises (HSigB1 ; VSigB1, HSigB2 ; VSigB2), une information statique, en particulier l'identifiant de balise (ID), est lue par le véhicule (F), en particulier par le dispositif de surveillance (OBU) côté véhicule.
  4. Procédé selon la revendication 3, caractérisé en ce que, lors du franchissement du premier groupe de balises (SigB1 ; HSigB1, VSigB1), l'information statique (ID) transmise par le premier groupe de balises (SigB1 ; HSigB1, VSigB1) au véhicule (F) est transmise au moins en partie par le véhicule (F) au poste de commande central (RBC), en particulier par l'intermédiaire de la liaison radio, de préférence à l'aide de GSM-R ou Euroradio.
  5. Procédé selon la revendication 4, caractérisé en ce que l'association du véhicule (F) au signal (HSig, VSig) est effectuée par le poste de commande central (RBC) à l'aide de l'information statique (ID) transmise par le véhicule (F) au poste de commande central (RBC).
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que, si le véhicule (F) ne reçoit pas du poste de commande central (RBC) une nouvelle autorisation de conduite (MA) après avoir franchi le premier groupe de balises (SigB1 ; HSigB1, VSigB1), par laquelle autorisation le second groupe de balises (SigB2 ; HSigB2, VSigB2) est masqué, le véhicule (F) lit le second groupe de balises (SigB2 ; HSigB2, VSigB2) et une réaction de sécurité, en particulier un freinage automatique du véhicule (F), est déclenchée.
  7. Procédé selon la revendication 6, caractérisé en ce que, en franchissant le second groupe de balises (SigB2 ; HSigB2, VSigB2), le véhicule (F) reçoit une instruction (TXT) nécessitant un acquittement, en particulier avec un message textuel, et en ce que le freinage automatique est effectué en réaction à l'absence d'acquittement de l'instruction nécessitant un acquittement.
  8. Procédé selon la revendication 7, caractérisé en ce que l'instruction (TXT) nécessitant un acquittement comprend une condition d'acquittement qui ne peut pas être remplie.
  9. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que la détermination du terme de signal actuel s'effectue en prélevant des informations de ligne à un poste d'aiguillage (IL) par le poste de commande central (RBC).
  10. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que l'au moins un signal (HSig, VSig) comprend un signal préliminaire (VSig) et un signal principal (HSig), et les groupes de balises (HSigB1, VSigB1, HSigB2, VSigB2) comprennent un premier groupe de balises de signal préliminaire (VSigB1) placé en amont du signal préliminaire (VSig) et un premier groupe de balises de signal principal (HSigB1) placé en amont du signal principal (HSig) ainsi qu'un second groupe de balises de signal préliminaire (VSigB2) disposé sur le signal préliminaire et un second groupe de balises de signal principal (HSigB2) disposé sur le signal principal.
  11. Procédé selon la revendication 10, caractérisé en ce que, si le véhicule (F) doit se déplacer au-delà du signal principal (HSig), l'autorisation de conduite (MA) transmise au véhicule (F) comprend des informations concernant le profil de mode « Limited Supervision » et une longueur au-delà du signal principal (HSig).
  12. Procédé selon l'une des revendications 10 à 11, caractérisé en ce que, si le véhicule (F) ne doit pas se déplacer au-delà du signal principal (HSig), l'autorisation de conduite (MA) transmise au véhicule (F) comprend des informations relatives à une distance de freinage autorisée, et
    en ce que le respect de la distance de freinage est surveillé par le dispositif de surveillance (OBU) côté véhicule (OBU).
  13. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que le second groupe de balises (HSigB2, VSigB2) est utilisé pour déclencher une réaction de sécurité.
  14. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que l'information d'enchaînement contenue dans l'autorisation de conduite (MA) comprend des informations relatives à un groupe de balises virtuelles (VB) qui font qu'au passage du lieu du groupe de balises virtuelles (VB), l'information d'enchaînement est à nouveau effacée sur le véhicule (F) et toutes les autres balises sont à nouveau lues.
EP22175746.1A 2021-07-06 2022-05-27 Procédé permettant de faire fonctionner un système de commande des trains Active EP4116170B1 (fr)

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DE102021117366.3A DE102021117366A1 (de) 2021-07-06 2021-07-06 Verfahren zum Betreiben eines Zugbeeinflussungssystems

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CN116395005B (zh) * 2023-03-08 2024-09-03 北京全路通信信号研究设计院集团有限公司 一种调车冒进防护方法及系统
CN116373948A (zh) * 2023-03-17 2023-07-04 西门子交通技术(北京)有限公司 行车控制方法及装置、介质、设备

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DE102004001818B3 (de) 2004-01-07 2005-08-25 Siemens Ag Betriebsführungssystem für schienengebundene Verkehrsmittel
DE102007037603B4 (de) * 2007-08-07 2009-09-03 Siemens Ag Verfahren zum Betreiben einer ETCS-Streckenausrüstung
EP3124351A1 (fr) 2015-07-28 2017-02-01 Peter Winter Procédé de post-équipement de parties de réseau ferroviaire existant avec un système de sécurisation de train

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PL4116170T3 (pl) 2025-08-11
ES3023750T3 (en) 2025-06-03
MX2022008377A (es) 2023-01-09
FI4116170T3 (fi) 2025-04-29
DE102021117366A1 (de) 2023-01-12
PT4116170T (pt) 2025-04-15
DK4116170T3 (da) 2025-04-28
EP4116170A1 (fr) 2023-01-11

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