EP1097077A2 - Procede pour la reduction de donnees dans le service des chemins de fer - Google Patents

Procede pour la reduction de donnees dans le service des chemins de fer

Info

Publication number
EP1097077A2
EP1097077A2 EP99939947A EP99939947A EP1097077A2 EP 1097077 A2 EP1097077 A2 EP 1097077A2 EP 99939947 A EP99939947 A EP 99939947A EP 99939947 A EP99939947 A EP 99939947A EP 1097077 A2 EP1097077 A2 EP 1097077A2
Authority
EP
European Patent Office
Prior art keywords
vehicles
trains
route
train
vehicle
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
EP99939947A
Other languages
German (de)
English (en)
Inventor
Hartwig Ohmstede
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
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1097077A2 publication Critical patent/EP1097077A2/fr
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the invention relates to a method according to the Oberbe ⁇ handle of claim 1.
  • Such a method is z. B. known from DE 44 06 720 C2.
  • Signal boxes are usually used to control and monitor rail operations, ensuring the safety of train traffic.
  • the signal boxes monitor the travel locations of the trains running in their parking area using a wide variety of track sensors and use light signals to ensure that successive trains do not come dangerously close.
  • signal boxes are used to set routes for the trains, counter-movements or flank movements being reliably avoided by means of exclusion and linking procedures. The trains automatically dissolve the cleared parts of the route behind them, making them available again for the controlling and monitoring signal box.
  • Such an interlocking-controlled railway operation is sensible to use on routes that are to be traveled by a large number of trains as close as possible and at the highest possible speed;
  • Signal boxes are indispensable for the control of rail traffic on main lines.
  • they require trackside vehicle location and central signaling of travel terms or directions to the trains.
  • decentralized train protection systems that allow safe driving without signal boxes are now favored for routes with moderate traffic.
  • chen Synignal + wire, supplement 4/96, pages 22 to 27.
  • the trains traveling on their own route determine their respective place of travel and transmit this to decentralized trackside facilities for which the term track field elements has been imprinted.
  • These track-side devices are preferably assigned to the switches. You are addressed by telegrams from the trains with which the trains register their wish to be able to travel the route. The trackside facilities check whether there are already registrations for counter-trips to the relevant route area or whether permits have already been issued for such trips.
  • the requesting vehicle's wish to be allowed to drive the route cannot be met, and a message in this regard is sent to the requesting vehicle; the latter must then stop at the point at the latest up to which its permission to advance is sufficient.
  • the line-side facility accepts the request from the train and assigns it permission to travel on the line it manages; The prerequisite for this is, however, that the permission to travel the route has not already been assigned to a train in front of it or that there is an older request for the assignment of the permission to travel the route.
  • Each trackside facility can assign only one train permission to travel on the route it manages; a successor train can only travel on the route after the preceding train has completely cleared the route. Opposite journeys along the route are only possible if all of them have traveled the route in the assumed direction. moving trains have cleared the route managed by the trackside facility. To simplify matters, it has been assumed in the preceding consideration that there are no branches between the trains advancing in the assumed direction of travel onto the track-side facilities, at which, for example, subsequent trains can leave the track that is being traveled together.
  • the vehicles advancing on the route themselves determine their respective place of travel on the route, for example using GPS location devices and transmit corresponding location reports to the trackside devices, from which they can recognize whether the route areas occupied by the trains are still used or have already been cleared. In the latter case, the request of another train for the allocation of permission to travel on the route in question can then be processed and, if necessary, given a positive decision.
  • a prerequisite for the trackside facility to have sufficient knowledge of the location of the route areas occupied by the individual trains is, in addition to the transmission of corresponding location information by the trains, the certainty that the trains are complete.
  • the trains must check this completeness continuously or at least at predetermined time or space intervals and either transmit corresponding messages to the trackside facilities or the latter
  • the trackside facilities then either take into account the actual length of the trains or they take standardized length values into account.
  • the object of the invention is to reduce the data traffic between the trains traveling on a route and the facilities on the route to ensure the operation of the railway.
  • the invention solves this problem by means of the characterizing features of claim 1.
  • successive trains are virtually coupled as required, so that at least temporarily only one train exists for the trackside facilities with which data are to be exchanged.
  • the facilities on the track side communicate with the overall virtual train, while the individual trains actually present monitor their train integrity and transmit appropriate messages to the train that communicates with the facilities on the track side.
  • the virtually coupled trains are themselves responsible for securing their distance.
  • B. can be kept relatively small via radar sensors, but also z. B. may be on the order of 500m or more.
  • a virtual coupling of such widely spaced trains can be useful, for example, if the rear train cannot connect to the trackside device for any reason.
  • the method according to the invention can also advantageously be used in such a way that more than two trains are virtually coupled to one another and are treated as one train each by the trackside devices.
  • the facilities on the track side are to be supplied at least indirectly with reports of the completeness of the virtually coupled trains from the virtually coupled trains; This enables the trackside facilities to know reliably about the location of the trains and thus about the occupancy of the track.
  • the minimum distance values given by the braking distance between the trains according to the teaching of claim 4 are to be increased by safety surcharges which take into account the confidence interval of the location as well as speed-dependent distance values Consider times for data transmission and data recognition.
  • the trackside devices have to communicate with the individual vehicles or vehicle associations again according to the teaching of claim 5 and to separately evaluate the location reports originating from there.
  • the trackside devices should prompt for the separate submission of location reports or, according to the teaching of claim 7, the vehicles should of their own accord after the virtual len coupling send these location reports to the track facilities.
  • the virtual coupling of the vehicles according to the teaching of claim 8 is advantageously carried out from the vehicles and also canceled because the trackside devices are primarily intended to ensure safety, but not for planning measures.
  • the virtual coupling of trains is to be canceled in particular when there are disturbances in the distance control, because if the distance control is faulty it is no longer ensured that the successive vehicles will not come dangerously close.
  • the virtual coupling is released, which is possible at any time, there are again completely separate trains for the trackside facilities, which are to be treated separately.
  • FIG. 1 shows the control of two independent trains and in FIG. 2 the control of two virtually coupled trains.
  • Figure 1 shows a route S, which is traveled by two successive trains ZI, Z2 in the direction of travel from left to right.
  • the trains are in radio communication with trackside devices E which, if necessary, assign them permission to travel to certain sections of the track.
  • track-side devices are preferably designed as actuating devices directly assigned to the active track field elements; Active track field elements include switches, crossovers, crossings with moving heart tips, level crossings and track barriers.
  • the route term facilities to ensure the driving operation ensure that a route area reserved for a train can actually only be traveled by this one train.
  • the route-side facilities after the assignment of the permission to travel a route to a train, can only pass it on to a subsequent train when the preceding train has left the route area and the permission to the route-side facilities returned or deleted a corresponding permit.
  • the trackside facilities know about the location of the individual trains. This is done by the trains automatically determining their destination and sending corresponding location reports to the trackside facilities. Satellite locating systems are particularly suitable as train-side locating devices, with the aid of which the trains can determine their respective travel location with sufficient accuracy. The use of preferably redundant and diverse locating devices on the trains makes it possible to dispense with any additional trackside track monitoring.
  • the train ZI occupies a route section F01 which, according to the confidence interval of the locating on the train side, by a certain amount compared to the actual train length and thus the actually set section is enlarged; this section of the route traveled by the train moves with the train, the sequence of location reports in the track-side devices simulating a gradual advancement of the train on the route.
  • F01 the route section of the route traveled by the train moves with the train, the sequence of location reports in the track-side devices simulating a gradual advancement of the train on the route.
  • Train advancing route area BAI the length of which depends on the braking distance of the train from its current driving speed or an assumed maximum speed.
  • This route area BAI denotes that section which must at least be kept free for the train ZI to continue its journey, i. H. only to be reserved for this train.
  • the line-side devices have reserved a further partial line R11 for the train at the time in question, which extends to a line point XI lying ahead. According to the assumption, the train ZI had requested permission to travel on the route up to this route point XI from its request to the trackside facilities and then received the corresponding permission.
  • the train ZI has requested and also received permission to travel the route up to the route point XI.
  • the route-side devices for controlling the driving operation have based on the requested and issued permission to drive the route up to this route point and from the route topography. knows that, in addition to the route area actually occupied by the train, they also have to block an area Rl / 2 between route point XI and the following track branch for journeys in the opposite direction, because otherwise obstacles could arise. You have therefore reserved this route area on your own for train ZI, resulting in a total of route area B1 occupied for the train.
  • the invention now shows a way of reducing the amount of data to be transmitted, in particular in the case of trains which follow one another in close proximity, and in order to reduce the amount of data required for the trackside devices transfer and processing facilities to arrive.
  • This is illustrated by the exemplary embodiment in FIG. 2.
  • the trackside devices E communicate exclusively with the train ZI, for which, as in FIG. 1, the sections F01, BAI, R11, R12 and Rl / 2 are to be reserved.
  • the following train Z2 either moves on its own responsibility or under the control of the trackside devices onto the preceding train ZI and is kept at a distance from it by a suitable distance securing device AS.
  • Such devices for securing distance are known per se; For this purpose, for example, radar devices or devices for determining the running time of location signals to be exchanged between the successive trains can be used.
  • the minimum distance between the vehicles following one another is determined in FIG. 2 by the braking distance of the following train Z2. This distance can be reduced to the relative braking distance to the train ahead if necessary.
  • the trains kept at a distance by the distance protection are now coupled for the trackside facilities to a virtual train, i.e. for the trackside facilities there is at least temporarily only one train, the top of which is the leading vehicle of the first train ZI and the end of the train is the last vehicle of train Z2 is defined.
  • the route occupied by this virtual train increases to the area FOVZ between the top and the rear vehicle of the trains under consideration.
  • the route BVZ reserved for the virtually coupled train from the route-side facility E comprises, in addition to the actually occupied route FOVZ, also the areas BAI, Rll,
  • the successive trains do not necessarily have to follow one another as closely as possible, but it is also quite possible for the following train to follow the preceding train at a greater distance, which may also vary.
  • the trackside devices only communicate with one of these trains, this train preferably being the train traveling in front.
  • trains also means individually running vehicles.
  • the trackside devices In the event that the virtual coupling of the trains is to be released again, for example because the trains in question are to advance on different routes from now on, the trackside devices must again communicate with both trains. For this purpose, the two trains inform the trackside devices of the cancellation of the virtual coupling or the trackside devices on their part cause the cancellation of the virtual coupling. As a result of this, the trains will send the trackside facilities, if necessary, corresponding individual location reports together with their individual train integrity and train length messages; if necessary, a uniform train length can also be assumed for the trains.
  • the virtual coupling of trains is not only canceled when driving on different routes, but also when there are disruptions within the automatic Standstill of the trains should come. At least one of the trains then informs the line-side facilities of the disruption that has occurred, whereupon after the cancellation of the virtual one. Coupling, communication with the previously virtually coupled trains is resumed. B. with three coupled vehicles / trains only the two disturbed can be separated. Corresponding commands may cause a temporary reduction in the speed of travel of the following trains, so that their distance from the preceding trains increases. This makes it possible to update the location information of the trains at larger intervals, so that the amount of data to be transmitted remains approximately constant despite the cancellation of the virtual coupling; however, this is bought by a corresponding reduction in route performance.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

Plusieurs trains (Z1, Z2) empruntant une voie (S) dans le même sens peuvent être accouplés virtuellement et constituent alors, pour le système (E) assurant la sécurité de l'exploitation ferroviaire, des convois de véhicules dont le début est formé par le véhicule de tête du premier train et dont l'extrémité est formée par le dernier véhicule du dernier train. Les trains sont guidés avec un certain espacement par des systèmes (AS) prévus à cet effet. Les systèmes côté voie ne communiquent plus qu'avec un véhicule des trains accouplés virtuellement. Il s'ensuit une réduction considérable des données par rapport au trafic de données existant avec plusieurs trains individuels. L'accouplement virtuel des trains peut être à tout moment supprimé et les systèmes côté voie communiquent alors à nouveau avec les trains individuels.
EP99939947A 1998-06-23 1999-06-21 Procede pour la reduction de donnees dans le service des chemins de fer Ceased EP1097077A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19828878 1998-06-23
DE19828878A DE19828878A1 (de) 1998-06-23 1998-06-23 Verfahren zur Datenreduktion im Bahnbetrieb
PCT/DE1999/001849 WO1999067117A2 (fr) 1998-06-23 1999-06-21 Procede pour la reduction de donnees dans le service des chemins de fer

Publications (1)

Publication Number Publication Date
EP1097077A2 true EP1097077A2 (fr) 2001-05-09

Family

ID=7872329

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99939947A Ceased EP1097077A2 (fr) 1998-06-23 1999-06-21 Procede pour la reduction de donnees dans le service des chemins de fer

Country Status (5)

Country Link
US (1) US7578485B1 (fr)
EP (1) EP1097077A2 (fr)
DE (1) DE19828878A1 (fr)
NO (1) NO20006587L (fr)
WO (1) WO1999067117A2 (fr)

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DE60300520T2 (de) * 2002-06-04 2006-02-23 Bombardier Transportation (Technology) Gmbh Automatisches Fahrzeugmanipulierungssystem und -methode für ein Eisenbahnsystem
DE50206314D1 (de) 2002-08-12 2006-05-18 Alcatel Sa Elektronische Deichsel
MXPA05004719A (es) 2002-10-30 2005-08-03 Durr Automotion Gmbh Sistema de transporte guiado por vias y metodo para controlar carros en un sistema de transporte guiado por vias.
DE102005057273B4 (de) * 2005-11-25 2007-12-27 Siemens Ag Kommunikationssystem für Fahrzeuge und Streckenzentralen
DE102009059170A1 (de) * 2009-12-16 2011-06-22 Maurer Söhne GmbH & Co. KG, 80807 Elektrische Kopplung
JP5904740B2 (ja) * 2011-09-30 2016-04-20 日本信号株式会社 列車制御システム
JP5858897B2 (ja) * 2012-10-09 2016-02-10 株式会社京三製作所 位置検出システム及び位置検出方法
DE102014008996A1 (de) * 2014-06-23 2015-12-24 Wolf Dieter Herf Geteiltes Doppelspurkranzrad für Schienen-,Zweiwege- und Straßenfahrzeue
US11021178B2 (en) * 2015-10-24 2021-06-01 Nabil N. Ghaly Method and apparatus for autonomous train control system
DE102017006684A1 (de) * 2016-09-12 2018-03-15 Sew-Eurodrive Gmbh & Co Kg Verfahren und System zur Positionserfassung
FR3070661B1 (fr) * 2017-09-01 2021-10-29 Alstom Transp Tech Procede de controle de la circulation de vehicules dans un reseau
DE102017221812A1 (de) * 2017-12-04 2019-06-06 Siemens Mobility GmbH Verfahren zum Betreiben von Schienenfahrzeugen
DE102018220153A1 (de) * 2018-11-23 2020-05-28 Zf Friedrichshafen Ag Verfahren zum Betreiben eines schienengebundenen Konvois
CA3128759A1 (fr) * 2020-08-24 2022-02-24 Siemens Mobility, Inc. Prevention des collisions entre les trains
CN115503793B (zh) * 2022-09-27 2024-03-26 卡斯柯信号有限公司 一种支持虚拟连挂的列控***及其运行方法
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Also Published As

Publication number Publication date
NO20006587L (no) 2001-02-23
WO1999067117A2 (fr) 1999-12-29
NO20006587D0 (no) 2000-12-21
US7578485B1 (en) 2009-08-25
WO1999067117A3 (fr) 2000-03-02
DE19828878A1 (de) 1999-12-30

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