WO2012104334A1 - Procédé de fonctionnement d'une ligne de chemin de fer exposée à des tempêtes de sables et système correspondant de commande de la marche des trains - Google Patents

Procédé de fonctionnement d'une ligne de chemin de fer exposée à des tempêtes de sables et système correspondant de commande de la marche des trains Download PDF

Info

Publication number
WO2012104334A1
WO2012104334A1 PCT/EP2012/051647 EP2012051647W WO2012104334A1 WO 2012104334 A1 WO2012104334 A1 WO 2012104334A1 EP 2012051647 W EP2012051647 W EP 2012051647W WO 2012104334 A1 WO2012104334 A1 WO 2012104334A1
Authority
WO
WIPO (PCT)
Prior art keywords
sandstorm
balises
zugbeeinflussungssystem
sensors
monitoring center
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.)
Ceased
Application number
PCT/EP2012/051647
Other languages
German (de)
English (en)
Inventor
Rainer DEITMAR
Bastel FRANKE
Tobias KLINGENBERG
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
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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 AG, Siemens Corp filed Critical Siemens AG
Publication of WO2012104334A1 publication Critical patent/WO2012104334A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • 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
    • B61L27/20—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 sandstorm endangered railway track and a Switzerlandbeeinflus ⁇ sungssystem, in particular ETCS -European Train Control Sys ⁇ tem-, with track-side train control elements, in particular balises.
  • the method and train control system are designed to prevent sandstorm related accidents. So far ent ⁇ sidings frequent trains in desert areas when they drive with their regularly scheduled speed on a rail area which was blowing from the desert sand and rubble. Such sand drifts caused by desert storms often occur very suddenly. Due to certain climatic conditions, extreme sandstorms occur preferentially in relatively precisely delimitable areas. The length of the crossing railway lines is up to 80 km.
  • the invention has for its object to provide a method and a train control system of the generic type, which provides an immediate response to sudden
  • the object is achieved in that by means of track-near sandstorm sensors detected dangerous conditions via a radio system, in particular GSM-R -Global Positioning System for Mobile Communications at Railways-, and / or rail-side train control elements, in particular balises, are transmitted to rail vehicles.
  • a radio system in particular GSM-R -Global Positioning System for Mobile Communications at Railways-, and / or rail-side train control elements, in particular balises
  • Sandstorm area automatically or by the driver a reduction in speed be initiated.
  • a braking distance of predominantly several kilometers in length can be taken into account.
  • the Entgleisungsge ⁇ is propelled by sanded rails substantially less than at a speed of for example, 180 km / h.
  • a sandstorm sensor in the vicinity of the railroad track can transmit its sensor signal or a derived warning signal either directly to the approaching rail vehicle or indirectly via an evaluation device in a monitoring center.
  • a GSM-R radio system a corresponding SMS -Short Message Service message for example, can be transmitted to the rails ⁇ vehicle.
  • the sandstorm sensor should be used to power a nearby GSM-R base station.
  • the SMS or voice communication offers in the case of indirect, provided by a monitoring center information transfer between the sandstorm sensor and the rail vehicle additionally the possibility that information can be transmitted in the return direction.
  • the driver in addition to the sandstorm sensors informa- tion about the current storm location on the monitoring ⁇ central pass.
  • sensory hazard states can also be detected by point-shaped train-influencing elements, for example, balises, on the
  • the Basse is thereby, di ⁇ rectly controlled by the sensor signal of the sand storm sensor or in the indirect variant by the monitoring center in such a ⁇ that at crossing of a railway vehicle in the direction of the sand storm vulnerable road section, a data telegram at a rate dependent on the intensity of the detected sand storm maximum speed to the Schie ⁇ nenproduction is transmitted.
  • the object on which the invention is based is also achieved with a generic train control system, in particular ETCS, in which track-mounted sandstorm sensors are used to actuate the train. tion of train control elements, in particular balises, are provided.
  • the train control system based on sandstorm sensor system preferably operates completely independently and independently of other systems for train control and command. As a result, the retrofitting of existing railway lines with sandstorm sensor technology is greatly facilitated.
  • the sandstorm sensors are according to claim 3 for generating a sensor signal depending on the Windgeschwindig ⁇ speed and / or the wind direction and / or the ambient temperature and / or the sand particle density of the ambient air out ⁇ forms and connected to a monitoring center for evaluation of the sensor signals.
  • the sandstorm sensor itself must be resistant to sandstorm and be mounted at a height, for example, about 3 m above the ground, at which a usable for the hazard warning of rail vehicles sensor signal is generated.
  • At least one display for visualizing the sensor signals and / or an alarm system for visual and / or acoustic warning of danger when predetermined limit values are exceeded are provided in the monitoring center.
  • the particular display may be designed in the manner of an axial hot runner ⁇ -detector case, the expansion and the strength of a sand storm on a track image shown ⁇ the.
  • the hardware of other systems can be at least partially shared ⁇ wise.
  • the dust storm detection system should provide various manual exert influence possibilities, for example with regard to the alarm limits for Windgeschwindig ⁇ ness and / or wind direction and / or ambient temperature and / or sand particle density in the ambient air.
  • balises for setting sensor signal dependent maximum speeds for the balises crossing rail vehicles.
  • Mahses as constituents of ETCS systems are often arranged in groups. For example, two fixed-data balises for location purposes and two balises that can be controlled with the storm information can form a balancing group, with no linking of the balancing groups among one another being provided.
  • the sensor signal-dependent maximum speeds can z. B. in 10 km / h increments between 30 km / h and 100 km / h by selecting an associated Greysentelegrammes be specified.
  • Usual beacons contained ⁇ th a register for 10 or even considerably more different telegrams.
  • various fault states can also be stored in the bit registers. And characterized by the redundancy of a high level of safety and reliability of the resultsylonsys ⁇ tems.
  • the balises are arranged at least in braking distance before a sandstorm endangered section and in this section at least one sandstorm sensor.
  • the braking distance is for passenger trains, which are to be braked from about 180 km / h to about 30 km / h, in the order of 2 km. If Sandsturm two sensors are arranged in the sand storm vulnerable road section, thenicsreduzie ⁇ tion can possibly only for the area around one of the two
  • the Ba transmits an additional parameter lise, can recognize by which the driver or an automatic system, in which part of the area of the sand storm at risk route section actually prevails, and therefore the sand storm Ge ⁇ speed must be reduced.
  • the sandstorm-prone section has a very large extent, for example, from 30 km in length, it is provided according to claim 7, that the sandstorm endangered section is divided into several limited by Balise subsections. These additional beacons in the storm area, the speed reduction can be designed stage and be limited to the shortest possible part ⁇ stretch, so the schedule deviation is as low as possible. Depending on the local conditions and the transmit power of the balise, precautions must be taken to prevent the balise from silting.
  • a fiber optic cable For transmitting information from the sandstorm sensors to the monitoring center and from the monitoring center to the balises a fiber optic cable is provided according to claim 8. Frequently, railway lines in desert areas are already equipped with fiber optic cables for other purposes. As REMtra ⁇ tion protocol Ethernet is widely used.
  • the fiber optic cable according to claim 9 is connected to the balises via balise feed assemblies, the tray feed assemblies comprising a LEU - Lineside Electronic Unit - for selecting ETCS telegrams for the balise.
  • the Baiisenspisebaueria should as close as possible to other energy consumers, such as GSM-R base stations, be arranged in order to share their power supply can. However, the Baiisenspisebaueria should not be located about 300 m from the Baiisenlui to be controlled.
  • An Ethernet relay output of the balisupply module is connected to the LEU, which reads the relay outputs and selects the assigned ETCS telegram to control the balise.
  • FIG. 1 shows the essential components of a train control system according to the invention
  • FIG. 2 shows an embodiment according to FIG. 1,
  • Figure 3 shows a further imple mentation form based on Figure
  • FIG. 1 shows an oriented on sandstorms Wernergan, Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., Inc., a sandstorm sensor 3 arranged, which is connected via a fiber optic cable 4 with an evaluation device 5 in a monitoring center , The evaluation device 5 generates from the sensor signal a drive signal for two Balisenspeise ⁇ modules 6.1 and 6.2, which is also transmitted via the fiber optic cable 4. Each Balisenseage 6.1 and 6.2 generates ETCS telegrams for two similar redundant balises 7a and 7b.
  • the balises 7a and 7b belong to a basic group, which also includes two fixed data balises 8a and 8b for positioning purposes
  • the sandstorm sensor 3 detects a sandstorm, this sensor signal is transmitted via the evaluation device 5 in the monitoring center and the balisupply modules 6.1 and 6.2 forwarded to the balises 7a and 7b, whereby they carry a data telegram on a vehicle traveling over ⁇ over, which prompts for deceleration to a lower speed.
  • the line speed of 180 km / h becomes a factor
  • Sandstorm a determined by the sandstorm sensor 3 certain expression reduced to 30 km / h.
  • the Balises 7a and 7b are located about 2 km from the entrance to the Sandstormangered area 2 away. This distance corresponds to at least the braking distance so that the rails ⁇ vehicle can move at the maximum permissible speed in the sandstorm area. 2
  • the reduced speed ⁇ Ge which is considered in the embodiment to a 3 km long track section 1 through the sand storm region 2, the derailment risk is considerably reduced due sanded rails.
  • balises 7a and 7b additionally transmit the information in which of the two
  • Sandstorm sensors 3.1 and 3.2 associated sections 1.1 and 1.2 a sandstorm has been found or whether both sections 1.1 and 1.2 are affected. It can be seen that in the illustrated example only in the section 1.2 a speed reduction of 180 km / h to 60 km / h is required.
  • a further base feed module 6.3 with balises 7a and 7b to be triggered is arranged in the middle of this section of track 1, as shown in FIG.
  • This Baiisenspisebau devise 6.3 subdivides the section 1 in subsections la and lb.
  • the fiber optic cable 4 is provided at certain points with Auskoppelmodulen 9.
  • the transmission protocol is usually Ethernet.
  • the decoupling module 9 is connected to an Ethernet relay output 10.
  • the various relay outputs are from the evaluation device 5 of the monitoring center and thus ultimately from the sensor signal of the sandstorm sensor 3, 3.1,
  • a LEU Lineside Electronic Unit 11 reads the Ethernet relay output 10 and generates ETCS telegrams for controlling the two associated balises 7a and 7b.
  • a power supply device 12 for the decoupling module 9 is used by the Baiisenspisebauage 6.1, 6.2, 6.3 with ⁇ .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'une ligne de chemin de fer exposée à des tempêtes de sables et un système de commande de la marche des trains, en particulier ETCS (système européen de contrôle des trains), comportant des éléments de commande de la marche des trains, en particulier des balises, situés côté voie ferrée. L'invention permet de réagir de manière immédiate et ciblée par réduction de la vitesse, lors de la formation subite de tempêtes de sable. A cette fin, des conditions dangereuses détectées à l'aide de capteurs de tempête de sables (3, 3.1, 3.2) situés près de la voie, sont transmises à des véhicules ferroviaires par un système radio, en particulier GSM-R et/ou par les éléments de commande de la marche des trains, en particulier des balises (7a, 7b), situés côté voie ferrée.
PCT/EP2012/051647 2011-02-04 2012-02-01 Procédé de fonctionnement d'une ligne de chemin de fer exposée à des tempêtes de sables et système correspondant de commande de la marche des trains Ceased WO2012104334A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011003673.3 2011-02-04
DE102011003673A DE102011003673A1 (de) 2011-02-04 2011-02-04 Verfahren zum Betreiben einer sandsturmgefährdeten Eisenbahnstrecke und diesbezügliches Zugbeeinflussungssystem

Publications (1)

Publication Number Publication Date
WO2012104334A1 true WO2012104334A1 (fr) 2012-08-09

Family

ID=45569615

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2012/051647 Ceased WO2012104334A1 (fr) 2011-02-04 2012-02-01 Procédé de fonctionnement d'une ligne de chemin de fer exposée à des tempêtes de sables et système correspondant de commande de la marche des trains

Country Status (2)

Country Link
DE (1) DE102011003673A1 (fr)
WO (1) WO2012104334A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150291188A1 (en) * 2012-09-28 2015-10-15 Siemens Aktiengesellschaft Controller of a rail vehicle

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014212559A1 (de) * 2014-06-30 2015-12-31 Siemens Aktiengesellschaft Sicherheitstechnische Einrichtung für ein Bahngleis und Zugsicherungsverfahren für ein Bahngleis

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4305513A1 (de) * 1993-02-16 1994-08-18 Siemens Ag Verfahren zur Verbesserung der Laufzielbremsung aus den Richtungsgleisbremsen einer Ablaufanlage
WO2007048765A1 (fr) * 2005-10-25 2007-05-03 Siemens Aktiengesellschaft Procede de detection et de prise en compte de l'action d'un vent lateral sur un vehicule sur rails en mouvement et wagon terminal conçu en consequence

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4305513A1 (de) * 1993-02-16 1994-08-18 Siemens Ag Verfahren zur Verbesserung der Laufzielbremsung aus den Richtungsgleisbremsen einer Ablaufanlage
WO2007048765A1 (fr) * 2005-10-25 2007-05-03 Siemens Aktiengesellschaft Procede de detection et de prise en compte de l'action d'un vent lateral sur un vehicule sur rails en mouvement et wagon terminal conçu en consequence

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
"Seitenwindgefahr für schnelle Reisezüge?", EISENBAHNINGENIEUR, TETZLAFF, HAMBURG, DE, 1 October 2002 (2002-10-01), pages 24, XP002414917, ISSN: 0013-2810 *
HANS PETER LANG: "Der technische Systemverbund Bahn - Ein Gebot der Wirtschaftlichkeit", INTERNET CITATION, 19 September 2005 (2005-09-19), XP002414916, Retrieved from the Internet <URL:http://www.schienenfahrzeugtagung.at/download/PDV%20Versionen/06%20-% 20Vortrag%20Graz%2019_09_2005%20(Hans%20Peter%20Lang).pdf> [retrieved on 20070116] *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150291188A1 (en) * 2012-09-28 2015-10-15 Siemens Aktiengesellschaft Controller of a rail vehicle

Also Published As

Publication number Publication date
DE102011003673A1 (de) 2012-08-09

Similar Documents

Publication Publication Date Title
EP0697321B1 (fr) Triage automatique pour wagons de marchandises ferroviaires
EP2879934B1 (fr) Commande d&#39;un véhicule ferroviaire
EP2170673B1 (fr) Procédé et dispositif d&#39;exploitation d&#39;une ligne de chemin de fer
EP3448737B1 (fr) Procédé de sécurisation pour passage à niveau
EP2250065A1 (fr) Procédé de sécurisation de véhicules sur rails par des techniques de signalisation et système de sécurisation de ces véhicules
DE102014210190A1 (de) Fahrerlaubnis für ein Schienenfahrzeug
EP3448736B1 (fr) Procédé et dispositif de commande d&#39;un passage à niveau
DE102017209926A1 (de) Verfahren zum Betreiben eines spurgebundenen Verkehrssystems
DE102019204135A1 (de) Verfahren zum gemischten Betrieb eines gleisgebundenen Streckenabschnitts mit Weiche sowie Streckenabschnitt und Weiche
EP2328791A1 (fr) Procédé et dispositif de commande automatique de véhicules guidés et installation à piste magnétique
DE19902777A1 (de) Zugvollständigkeits-Überwachungsvorrichtung
DE102019211966A1 (de) Gleisgebundener Streckenabschnitt, ausgestattet mit einem automatischen Zugsicherungssystem, und Verfahren zu dessen Betrieb
EP2619067B1 (fr) Procédé pour commander automatiquement une pluralité de véhicules guidés
DE102019209395A1 (de) Zug und Verfahren zum Betreiben eines Zugs
WO2019042752A1 (fr) Dispositifs et procédé pour commander un réseau de véhicules ferroviaires
WO2012104334A1 (fr) Procédé de fonctionnement d&#39;une ligne de chemin de fer exposée à des tempêtes de sables et système correspondant de commande de la marche des trains
WO1995007832A1 (fr) Systeme permettant de piloter le fonctionnement et l&#39;ecoulement du trafic ferroviaire
EP4331943A1 (fr) Réseau de transport et procédé de fonctionnement de véhicules ferroviaires dans un réseau de transport comprenant une combinaison de sections de voie avec et sans protection contre les trains
DE102016220215A1 (de) Verfahren zum Betreiben von Schienenfahrzeugen
DE102012206479A1 (de) Verfahren zur Hilfsbedienung eines Fahrwegelements sowie betriebsleittechnisches System
WO2017153132A1 (fr) Installation technique ferroviaire et procédé de fonctionnement d&#39;une installation technique ferroviaire
EP2489570B1 (fr) Procédé et système destinés à l&#39;échange de données entre une unité centrale et une composante de commande de la marche des trains pour des besoins de tests
DE102017202453A1 (de) Anzeigesystem für eine fahrzeugseitige Anordnung
EP3692731A1 (fr) Procédé et dispositif de commande permettant l&#39;influence de véhicule basée sur la communication
DE102005003726A1 (de) Induktives Zugsicherungssystem &#34;Christopherus&#34;, mit Betriebsprogramm &#34;Christopherus&#34;, Neupositionierung und Zuweisung neuer Funktionen von Infrastrukturkomponenten, erweiterten Fahrzeugeinrichtungen

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12703053

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 12703053

Country of ref document: EP

Kind code of ref document: A1