CN108706020B - Safety device, rail vehicle, method for maintaining the safety of a vehicle and computer program - Google Patents
Safety device, rail vehicle, method for maintaining the safety of a vehicle and computer program Download PDFInfo
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- CN108706020B CN108706020B CN201810237114.6A CN201810237114A CN108706020B CN 108706020 B CN108706020 B CN 108706020B CN 201810237114 A CN201810237114 A CN 201810237114A CN 108706020 B CN108706020 B CN 108706020B
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- 238000000034 method Methods 0.000 title claims abstract description 22
- 238000004590 computer program Methods 0.000 title claims abstract description 6
- 238000001514 detection method Methods 0.000 claims abstract description 48
- 206010000117 Abnormal behaviour Diseases 0.000 claims abstract description 25
- 230000008859 change Effects 0.000 claims description 10
- 230000001133 acceleration Effects 0.000 claims description 9
- 230000002547 anomalous effect Effects 0.000 claims description 3
- 230000006399 behavior Effects 0.000 claims description 3
- 238000012360 testing method Methods 0.000 description 9
- 238000011144 upstream manufacturing Methods 0.000 description 7
- 238000009434 installation Methods 0.000 description 6
- 238000012423 maintenance Methods 0.000 description 5
- 230000011664 signaling Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000010365 information processing Effects 0.000 description 3
- 208000027418 Wounds and injury Diseases 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 208000014674 injury Diseases 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 1
- 230000009471 action Effects 0.000 description 1
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- 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
- B61L15/0081—On-board diagnosis or maintenance
-
- 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
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- 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
- B61L15/0062—On-board target speed calculation or supervision
-
- 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
- B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
- B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
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- Health & Medical Sciences (AREA)
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- General Health & Medical Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Lighting Device Outwards From Vehicle And Optical Signal (AREA)
Abstract
The present application relates to a safety device for a rail vehicle, a rail vehicle and a method for maintaining the safety of the rail vehicle and a related computer program. A safety device (24) for a rail vehicle (2) is configured to command a brake system (22) of the rail vehicle. The safety device comprises a first detection module, a second detection module and a command module, wherein the first detection module is used for detecting at least one of the following abnormal behaviors of the railway vehicle: forbidden passing over signal lights (10, 11) and exceeding the limit speed; the second detection module is used for detecting at least one internal fault of the safety device; the command module is used for sending command signals to the brake system. The command module is configured to: -if abnormal behaviour is detected, sending a command signal for emergency braking at a first braking level; -if an internal fault is detected, sending a command signal for emergency braking at a second braking level, the first level being higher than the second level.
Description
Technical Field
The invention relates to a safety device for a rail vehicle, which is configured to command a brake system of the rail vehicle.
The invention also relates to a rail vehicle, such as a tram on a tire or rail, a Light Rail Vehicle (LRV) or a subway, for example a rubber-tired subway, comprising a brake system of the rail vehicle and such a safety device configured to command the brake system.
The invention also relates to a method for maintaining the safety of a rail vehicle, which is carried out by such an electronic safety device.
The invention also relates to a computer program comprising software instructions which, when executed by a computer, implements such a method of maintaining security.
The present invention relates to the field of safety of rail vehicles, in particular trams, LRVs or subways such as rubber-tired subways. The invention relates in particular to an Automatic Train Protection (ATP) device or system configured to automatically command the braking system of a rail vehicle under certain conditions.
Background
Safety devices for rail vehicles are known, for example ATP systems. The safety device comprises a first detection module, a second detection module and a command module, wherein the first detection module is configured to detect at least one of the following abnormal behaviors of the railway vehicle: forbidden passing signal light and exceeding speed limit; the second detection module is configured to detect at least one internal fault of the safety device; the command module is configured to send a command signal to the brake system.
The command module is then configured to send a command signal for emergency braking according to the maximum braking level if the first detection module detects abnormal behaviour or the second detection module detects an internal fault.
From the document FR 2,949,412B 1 there is also known a track safety installation which allows a train travelling along the track to brake when passing over a lateral signalling device (for example a traffic light) of the track, the status of which is remotely controlled by a control station. The track safety installation comprises a ground installation comprising an encoder comprising means for generating a telegram and at least one beacon located on the track in the vicinity of the lateral signalling device in question, the beacon being able to transmit a wireless signal corresponding to the telegram generated by the encoder. The track safety installation also comprises an on-board device that meets ETCS standards, comprising an antenna that can capture the wireless signals emitted by the beacons, and a calculation and actuation unit that is connected to the antenna, can process the received wireless signals and comprises means for actuating the braking system of the train.
When the lateral signalling device is in the "stop" state, for example corresponding to a red light of a traffic light, the ground installation emits a "stop" type telegram complying with the ETCS standard, and the on-board installation subsequently triggers the braking of the train.
However, such safety devices for rail vehicles are still not very suitable for operation in urban environments with many obstacles, such as pedestrians, riders or cars, especially when the rail vehicle is a tram, LRV or rubber-tired subway.
Disclosure of Invention
It is therefore an object of the present invention to propose a safety device for rail vehicles which is more suitable for such operation in urban environments.
To this end, the invention relates to a safety device for a rail vehicle, such as a tram, LRV or subway, such as a rubber-wheel subway, configured to command the braking system of the rail vehicle and comprising:
-a first detection module configured to detect at least one of the following anomalous behaviors of the rail vehicle: crossing forbidden signal lights and exceeding speed limit;
-a second detection module configured to detect at least one internal fault of the safety device; and
-a command module configured to send a command signal to a braking system;
the command module is configured to:
+ if the first detection module detects an abnormal behaviour, a command signal to perform emergency braking at a first braking level is sent, and
+ if the second detection module detects an internal fault, sending a command signal for emergency braking at a second braking level,
the first braking level is strictly higher than the (striclty grease that is higher than and not equal to) the second braking level.
With the safety device according to the invention, emergency braking at a maximum braking level, i.e. at a first braking level, is commanded only when abnormal behaviour of the rail vehicle is detected, i.e. when a strictly prohibited crossing of the signal lights or exceeding of the limit speed is detected, instead of detecting an internal failure of the safety device.
It is then made possible to limit the risk of injury of passengers in the rail vehicle (which is particularly effective for limiting the speed of collision of the rail vehicle with an obstacle such as a pedestrian, a rider or a car) by commanding emergency braking at the first braking level only when the situation is required, i.e. in the case of an abnormal behaviour of the rail vehicle, rather than in the case of a simple internal failure of the safety device, such detection sometimes also being caused by a false alarm.
According to further advantageous aspects of the invention, the safety device comprises one or more of the following features considered alone or according to any technically possible combination:
-the command module is configured to send a command signal for emergency braking at a first braking level only when the first detection module detects abnormal behaviour;
-the first level of braking comprises emergency level 3 or emergency level 4 according to standard EN 13452-1;
-the second level of braking comprises emergency level 1 or emergency level 2, according to standard EN 13452-1; and
the command module is configured to command the magnetic braking device by sending a command signal for emergency braking at a first braking level, the braking system comprising the magnetic braking device.
The invention also relates to a rail vehicle comprising a brake system for a rail vehicle and a safety device configured to command the brake system, wherein the safety device is as defined above.
According to another advantageous aspect of the invention, the rail vehicle is a tram, an LRV or a subway, for example a rubber-wheel subway.
The invention also relates to a method for maintaining the safety of a rail vehicle, such as a tram, LRV or subway, such as a rubber-wheel subway, the method being implemented by an electronic safety device and comprising:
-detecting at least one of the following events: abnormal behavior of the rail vehicle and internal failure of the safety device, wherein the abnormal behavior of the rail vehicle is forbidden to pass a signal light or exceed a speed limit;
-commanding a braking system of a rail vehicle, comprising:
+ if an abnormal behaviour of the rail vehicle is detected, sending a command signal for emergency braking according to a first braking level to the braking system; and
+ if an internal failure of the safety device is detected, a command signal to emergency braking at a second braking level is sent to the braking system,
the first braking level is strictly higher than the second braking level.
According to another advantageous aspect of the invention, the safety maintenance method comprises the following features:
-during commanding the braking system, sending a command signal for emergency braking at a first braking level to the braking system only when abnormal behaviour is detected.
The invention also relates to a computer program comprising software instructions which, when executed by a computer, implements the method as defined above.
Drawings
These characteristics and advantages of the invention will become clearer upon reading the following description, provided purely by way of non-limiting example, with reference to the attached drawings, in which:
figure 1 is a schematic view of a rail vehicle moving along a track according to the invention;
figure 2 is a schematic view of a rail vehicle; and
fig. 3 is a flow chart of a method for maintaining the safety of a rail vehicle according to the invention.
Detailed Description
In fig. 1, a rail vehicle 2 is capable of traveling along a railway track 4 comprising, for example, two rails 5 and 6, the rail vehicle 2 being capable of communicating with a ground system 8. The track 4 is conventionally signaled with, in particular, lateral signaling devices, for example, a first signal light 10 and a second signal light 11 located consecutively at the edge of the track 4. The first lamp 10 is aligned with a first point M of the rail 4 and the second lamp 11 is aligned with a second point M'. Each signal lamp 10, 11 serves to transmit a visual signal to a driver 12 of the rail vehicle 2.
The rail vehicle 2 comprises a receiving device 14 configured for receiving a signal, preferably a wireless signal, from a beacon 16, 18 associated with the respective signal light 10, 11.
The rail vehicle 2 comprises a measuring device 20 which is configured to measure the speed of the rail vehicle or to obtain the speed of the rail vehicle from another measuring device.
The rail vehicle 2 comprises a brake system 22 configured to apply a braking force to the rail vehicle 2, the brake system 22 comprising, inter alia, a magnetic braking device (not shown) to apply a maximum level of braking.
The rail vehicle 2 further comprises a safety device 24 configured to command the brake system 22, the safety device 24 being for example an ATP (automatic train protection) system.
The rail vehicle 2 further comprises a human-machine interface 26 connected to the safety device 24.
The rail vehicle 2 is preferably a tram, an LRV or a subway such as a rubber-tired subway.
Alternatively, the rail vehicle is a rubber-tired tram. In this alternative, only one central guide rail is used.
The ground system 8 comprises a first 10 and a second 11 signal lamp, a control station 28 configured to remotely command a change in the status of each signal lamp 10, 11, the control station 28 being connected to the corresponding signal lamp 10, 11 by a dedicated electrical line 30 to send electrical command signals as to the status of the signal lamp 10, 11. Each respective electrical line 30 is coupled to the signal lights 10, 11 via a relay system 32 such that the electrical command signal can be amplified to perform a change of state of the signal lights 10, 11.
For each signal 10, 11, the ground system 8 further comprises an encoder 34 and beacons 16, 18, i.e. an upstream beacon 16 and a downstream beacon 18. Beacons 16 and 18 are positioned successively between the track lines 5 and 6 of the track 4 in the moving direction of the track vehicle 2. At the input, the encoder 34 is connected to the relay system 32 in the link between the control station 28 and the respective signal lamp 10, 11. At the output, the encoder 34 is connected to the upstream beacon 16.
Each signal lamp 10, 11 can be in one of three different states:
a "stop" state, for example corresponding to a red light, which indicates to the driver 12 to stop the rail vehicle 2 so that it does not cross the corresponding point M, M';
a "travel" state, for example corresponding to a green light, indicating to the driver 12 that he can cross point M, respectively point M', and continue the next section of track 4;
a "warning" state, for example corresponding to a yellow light, indicates to the driver 12 that the next signal light on the track 4 is the light currently in the "stop" state. This information indicates to the driver 12 that he has to actuate the brake system of the rail vehicle 2 to comply with the indication given by the next signal lamp.
The receiving means 14 is configured to receive a signal, preferably a wireless signal, from a beacon 16, 18 associated with each signal light 10, 11, in particular to receive an indication relating to the prohibition of crossing the respective signal light 10, 11. The receiving device 14 includes a wireless antenna and transceiver (not shown) configured to receive wireless signals from the beacons 16, 18.
The receiving means 14 are also configured to receive an indication relating to the speed limit implemented by the geographical area in which the rail vehicle 2 is located. The indication relating to the speed limit is also received in the form of one or more wireless signals.
The upstream beacon 16 and the downstream beacon 18 are each configured to emit a short-range wireless signal. The presence of the second beacon 18 (also called downstream beacon) downstream of the first beacon 16 (also called upstream beacon) makes it possible to orient the track 4 simply along a single direction of travel corresponding to the sequence of the upstream beacon 16 then the downstream beacon 18. For example, a rail vehicle 2 traveling on a track parallel to track 4 but traveling in the opposite direction will not take into account the wireless signals emitted by beacons 16 and 18 because it first receives signals from downstream beacons 18 and then from upstream beacons 16.
The measuring device 20 is known per se and is configured to measure the speed of the rail vehicle, in particular the instantaneous speed of the rail vehicle, or to acquire said speed of the rail vehicle 2 from another measuring device, for example a receiver of a satellite positioning system, also known as a GNSS (global navigation satellite system) receiver.
The braking system 22 is also known per se and is configured to brake the rail vehicle 2. The braking system 22 comprises in particular a magnetic braking device capable of applying a braking force corresponding to a maximum braking level to the rail vehicle 2.
The safety device 24, which can also be seen in fig. 2, comprises a first detection module 40 configured to detect at least one of the following anomalous behaviors of the rail vehicle: forbidden to pass over the signal lights 10, 11 and exceed the limit.
The safety device 24 includes a second detection module 42 configured to detect at least one internal fault of the safety device 24 and a command module 44 configured to send a command signal to the brake system 22.
The safety device 24 comprises an acquisition module 46 configured to acquire permission to pass the respective signal lamp 10, 11, which is received, for example, by an autonomous action of the driver.
The level of the safety device 24 is for example at least equal to SIL 2 (safety integrity level 2) according to the standards NF EN 50126, NF EN 50128 and NF EN 50129.
In the example of fig. 2, the safety device 24 is at least partially made up of a wired logical connection, a first detection module 40 comprising a first comparator 50, a second comparator 52, and an OR logic gate 54, and a command module 44 comprising a first command loop 60 equipped with one OR more first switches 62 (e.g., normally closed switches) and a second command loop 64 separate from the first command loop 60, the second command loop 64 being equipped with one OR more second switches 66, such as normally open switches.
Additionally or alternatively, the security device 24 further comprises an information processing unit (not shown), for example formed by a processor and a memory associated with the processor. According to this alternative, the first detection module 40, the second detection module 42, the command module 44 and the acquisition module 46 are each made in the form of software executable by a processor, for example. Thereby, the memory of the information processing unit is capable of storing a first detection software, a second detection software, a command software and an acquisition software, wherein the first detection software is configured to detect at least one of the following abnormal behaviour of the rail vehicle: forbidden passing signal lights 10, 11 and exceeding the speed limit; the second detection software is configured to detect at least one internal failure of the safety device 24; the command software is configured to send command signals to the brake system 22; the acquisition software is configured to acquire permission to pass the respective signal lights 10, 11. Then, the processor of the information processing unit can execute the first detection software, the second detection software, the command software, and the acquisition software.
In an alternative not shown, the first detection module 40, the second detection module 42, the command module 44 and the acquisition module 46 are each made in the form of a programmable logic device, for example an FPGA (field programmable gate array), or in the form of an application-specific integrated circuit, for example an ASIC (application-specific integrated circuit).
The human-machine interface 26 is connected to the safety device 24 and comprises, for example, a screen (not shown) for displaying information of the rail vehicle 2 that can be read by the driver 12 and a loudspeaker (not shown) for emitting a different warning sound.
The encoder 34 is configured to receive a secondary electrical signal from the relay system 32, which secondary electrical signal corresponds to the electrical command signal of the status of the respective signal lamp 10, 11. The encoder 34 is then configured to process the secondary electric signal and generate a frame of bits corresponding to the current state of the respective signal lamp 10, 11 associated with the encoder 34. The bit frame or bit sequence is transmitted to an upstream beacon 16 that is capable of emitting a wireless signal corresponding to the frame generated by the encoder 34.
The first detection module 40 is configured to detect a prohibited crossing of the signal 10, 11 or exceeding of a speed limit.
The first detection module 40 comprises, for example, a first comparator 50 able to compare: on the one hand, the signals received from the receiving device 14, which are related to the status of the respective signal lights 10, 11 and the crossing or non-crossing of the signal lights 10, 11 by the rail vehicle 2, and on the other hand the crossing or non-crossing of the signal lights 10, 11, which is permitted or not, which is acquired by the acquisition module 46, in order to detect any forbidden, i.e. non-permitted, crossing of the respective signal lights 10, 11.
The first detection module 40 comprises, for example, a second comparator 52 capable of comparing: on the one hand, the signals received from the receiving device 14 relating to the speed limit implemented in the geographical area in which the rail vehicle 2 is located, and on the other hand, the speed of the rail vehicle 2 received from the measuring device 20, in order to detect any exceeding of the speed limit.
The first detection module 40 further comprises an OR logic gate 54 connected at the output of the first and second comparators 50, 52, the OR logic gate 54 then transmitting as output a signal indicative of at least one of the following abnormal behaviors of the rail vehicle 2: forbidden to pass the corresponding signal lights 10, 11 and exceed the limit speed. In this case, the output of the OR logic gate 54 forms the output of the first detection module 40.
The second detection module 42 is configured to detect at least one internal fault of the safety device 24. Such internal faults are caused, for example, by errors observed during the following tests: an internal self-test of the safety device 24, a software integrity test performed to monitor software activity and/or power supply of the safety device 24, or a monitoring test of hardware.
According to the invention, the command module 44 is configured to: if the first detection module 40 detects an abnormal behavior, it sends a command signal for emergency braking according to a first braking level; if the second detection module 42 detects an internal fault, a command signal for emergency braking at a second braking level is sent, the first braking level being strictly higher than the second braking level.
The command module 44 is preferably configured to send a command signal for emergency braking at a first braking level only when the first detection module 40 detects an abnormal behavior of the rail vehicle 2.
The command module 44 is configured, for example, to command the magnetic braking device by sending a command signal for emergency braking at a first braking level.
According to the standard EN13452-1, the first braking level comprises the emergency level 3 or the emergency level 4. The first braking level is preferably the emergency level 3 or the emergency level 4 according to the standard EN 13452-1.
According to the standard EN13452-1, the level of urgency 3 corresponds to between 2.8m.s-2To 5m.s-2Deceleration (negative acceleration) between, the maximum acceleration change rate is 8m/s3. According to the standard EN13452-1, the level of urgency 4 corresponds to between 2.8m.s-2To 4m.s-2The maximum acceleration change rate is 8m/s3。
The second braking level comprises an emergency level 1 or an emergency level 2 according to the standard EN 13452-1. The second braking level is preferably emergency level 1 or emergency level 2 according to the standard EN 13452-1.
According to the standard EN13452-1, the emergency level 1 corresponds to a value between 1.2m.s-2To 2.5m.s-2The maximum acceleration change rate is 4m/s3. According to the standard EN13452-1, the level of urgency 2 corresponds to a value between 1.2m.s-2To 2.5m.s-2The maximum acceleration change rate is 4m/s3。
The command module 44 comprises a first command circuit 60, for example equipped with two first switches 62 (for example normally closed switches), to command emergency braking at a first braking level.
The command module 44 comprises, for example, a second command circuit 64 independent of the first command circuit 60, the second command circuit 64 being equipped with two second switches 66, for example switches that are normally open, to command emergency braking at a second braking level, the value of which is strictly lower than that of the first braking level.
In the example of fig. 2, a first command circuit 60 is dedicated to commanding the braking system 22 to effect the magnetic braking device, and a second command circuit 64 is dedicated to commanding the braking system 22 not to effect the magnetic braking device.
The use of two independent command circuits 60, 64 enables the discrimination between a first independent braking level and a second independent braking level in the command interface.
Additionally and preferably, first command circuit 60 and second command circuit 64 cannot be activated simultaneously to command braking system 22 at the first and second braking levels simultaneously.
The operation of the rail vehicle 2, in particular of the safety device 24, will now be explained using fig. 3, fig. 3 showing a flow chart of a safety method of the rail vehicle according to the invention.
During an initial step 100, the first detection module 40 monitors the information received from the receiving device 14 on the one hand and the measuring device 20 on the other hand, in order to detect any abnormal behavior of the rail vehicle 2, which is prohibited crossing the signal lights 10, 11 or exceeding the limit speed, i.e. speeding.
The first detection module 40 compares, in particular, the speed of the rail vehicle 2 provided by the measuring device 20 (in particular the instantaneous speed of the rail vehicle) with the corresponding limit speed provided by the receiving device 14 and signals any exceedance of the limit speed to the command module 44.
The first detection module 40 also compares the pieces of information received from the receiving means 14 with the pieces of information provided by the acquisition module 46 in order to verify that the crossing is indeed permitted if the corresponding signal lamp 10, 11 is crossed.
During step 100, the second detection module 42 also monitors the results of internal tests of the safety device 24, in particular internal self-tests, software integrity tests and/or monitoring tests of hardware, in order to detect any internal faults of the safety device 24. The second detection module 42 signals any internal failure of the safety device to the command module 44, if applicable.
If the first detection module 40 detects an abnormal behaviour of the rail vehicle 2 and/or the second detection module 42 detects the occurrence of at least one event of an internal failure of the safety device, the safety method proceeds to the next step 110 in order to command the braking system 22 of the rail vehicle according to the detected event.
If the first detection module 40 detects abnormal behaviour, the command module 44 sends a command signal to the brake system 22 for emergency braking at a first braking level, for example emergency level 3 or emergency level 4, according to the standard EN 13452-1.
If only the second detection module 42 detects an internal failure of the safety device, the command module 44 sends a command signal to the brake system 22 for emergency braking at a second braking level, strictly lower than the first braking level, which is for example emergency level 1 or emergency level 2, according to the standard EN 13452-1.
Alternatively, the safety device 24 further comprises a third detection module (not shown) configured to detect an abnormality that does not require braking at maximum efficiency, for example a state of driver attention corresponding to the driver's attention falling below a predetermined threshold. Such an attentional state is determined, for example, by a backup device that monitors the state of the driver (e.g., the movement of the driver). In this alternative, if the third detection module detects only that the driver's attention has fallen below a predetermined threshold, the command module 44 sends a command signal to the braking system 22 for emergency braking at a second braking level, strictly lower than the first braking level, for example emergency level 1 or emergency level 2, according to the standard EN 13452-1.
The safety device 24 and the safety maintenance method according to the invention thus enable the brake system 22 to be commanded to brake with maximum efficiency only when an actual hazard is detected, such as a forbidden crossing of the signal lights 10, 11 or exceeding of the respective limit speed. In fact, such braking with the highest efficiency poses risks to the passengers in the rail vehicle 2, in particular risks of falling and/or injury.
However, when the safety device 24 detects only an internal failure of the safety device, for example due to a self-test error, which is sometimes a false alarm, the safety device 24 and the safety maintenance method according to the invention make it possible to command the braking system 22 to brake with moderate efficiency, thereby reducing the risk of the passengers in the rail vehicle 2 being burdened, in particular the risk of falling.
The safety device 24 and the safety maintenance method according to the invention thus make it possible to reduce the number of untimely or unreasonable emergency braking operations with maximum efficiency, in particular at an emergency level 3 or an emergency level 4 according to the standard EN 13452-1.
It can thus be seen that the safety device 24 and the safety maintenance method according to the invention are more suitable for operation in urban environments with many obstacles, such as pedestrians, riders or cars, in particular if the rail vehicle 2 is a tram, LRV or rubber-tired subway.
Claims (10)
1. A safety device (24) for a rail vehicle (2), the safety device (24) being configured to command a brake system (22) of the rail vehicle (2) and comprising:
-a first detection module (40) configured to detect at least one of the following anomalous behaviors of the rail vehicle (2): forbidden passing over signal lights (10, 11) and exceeding the limit speed;
-a second detection module (42) configured to detect at least one internal fault of the safety device (24);
-a command module (44) configured to send command signals to the braking system (22);
characterized in that the command module (44) is configured to:
-if said first detection module (40) detects abnormal behaviour, sending a command signal for emergency braking at a first braking level, and
-if said second detection module (42) detects an internal fault, sending a command signal for emergency braking at a second braking level,
the first braking level is strictly higher than the second braking level.
2. The safety device (24) according to claim 1, wherein the command module (44) is configured to send a command signal for emergency braking at the first braking level only when the first detection module (40) detects abnormal behavior.
3. Safety device (24) according to claim 1 or 2, wherein the first braking level comprises an emergency level 3 or an emergency level 4 according to standard EN13452-1,
according to the standard EN13452-1, the level of urgency 3 corresponds to between 2.8m.s-2To 5m.s-2In which the maximum acceleration change rate is 8m/s3；
According to the standard EN13452-1, the level of urgency 4 corresponds to between 2.8m.s-2To 4m.s-2In which the maximum acceleration change rate is 8m/s3。
4. Safety device (24) according to claim 1 or 2, wherein the second braking level comprises an emergency level 1 or an emergency level 2 according to the standard EN13452-1,
according to the standard EN13452-1, the emergency level 1 corresponds to a value between 1.2m.s-2To 2.5m.s-2In which the maximum acceleration change rate is 4m/s3；
According to the standard EN13452-1, the level of urgency 2 corresponds to a value between 1.2m.s-2To 2.5m.s-2In which the maximum acceleration change rate is 4m/s3。
5. The safety device (24) according to claim 1 or 2, wherein the command module (44) is configured to command a magnetic braking device by sending a command signal for emergency braking at the first braking level, the braking system (22) comprising the magnetic braking device.
6. Rail vehicle (2) comprising a brake system (22) for the rail vehicle and a safety device (24) configured to command the brake system (22),
characterized in that the safety device (24) is a safety device according to any one of the preceding claims.
7. The rail vehicle (2) according to claim 6, wherein the rail vehicle (2) is a tram, an LRV or a subway.
8. A method for maintaining the safety of a rail vehicle (2), the method being implemented by an electronic safety device (24) and comprising:
-detecting (100) at least one of the following events: abnormal behavior of the rail vehicle (2) and internal failure of the safety device (24), the abnormal behavior of the rail vehicle (2) being a prohibited crossing of a signal light (10, 11) or exceeding of a speed limit;
-commanding (110) a braking system (22) of the rail vehicle (2), comprising:
+ if an abnormal behaviour of the rail vehicle (2) is detected, sending a command signal to the braking system (22) for emergency braking at a first braking level; and
+ if an internal failure of the safety device (24) is detected, sending a command signal to the braking system (22) for emergency braking at a second braking level,
the first braking level is strictly higher than the second braking level.
9. The method of claim 8, wherein during commanding (110) the brake system (22), a command signal for emergency braking at the first braking level is sent to the brake system (22) only when abnormal behavior is detected.
10. Computer program comprising software instructions, which when executed by a computer performs the method according to claim 8 or 9.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1752359 | 2017-03-22 | ||
| FR1752359A FR3064221B1 (en) | 2017-03-22 | 2017-03-22 | SAFETY DEVICE FOR A RAILWAY VEHICLE, RAILWAY VEHICLE, METHOD OF SECURING SUCH A RAILWAY VEHICLE, AND ASSOCIATED COMPUTER PROGRAM |
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| CN108706020A CN108706020A (en) | 2018-10-26 |
| CN108706020B true CN108706020B (en) | 2022-01-11 |
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| EP (1) | EP3378725A1 (en) |
| CN (1) | CN108706020B (en) |
| AU (1) | AU2018201894B2 (en) |
| BR (1) | BR102018004942B1 (en) |
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| EP3378725A1 (en) | 2018-09-26 |
| FR3064221B1 (en) | 2019-04-26 |
| FR3064221A1 (en) | 2018-09-28 |
| BR102018004942B1 (en) | 2023-12-19 |
| CN108706020A (en) | 2018-10-26 |
| TWI791497B (en) | 2023-02-11 |
| TW201838850A (en) | 2018-11-01 |
| AU2018201894B2 (en) | 2022-03-10 |
| AU2018201894A1 (en) | 2018-10-11 |
| BR102018004942A2 (en) | 2018-10-30 |
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