EP3247609B1 - Verfahren sowie vorrichtung zur automatischen beeinflussung spurgebundener fahrzeuge - Google Patents

Verfahren sowie vorrichtung zur automatischen beeinflussung spurgebundener fahrzeuge Download PDF

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Publication number
EP3247609B1
EP3247609B1 EP16706382.5A EP16706382A EP3247609B1 EP 3247609 B1 EP3247609 B1 EP 3247609B1 EP 16706382 A EP16706382 A EP 16706382A EP 3247609 B1 EP3247609 B1 EP 3247609B1
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EP
European Patent Office
Prior art keywords
track
vehicle
bound
faulty
vehicles
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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.)
Active
Application number
EP16706382.5A
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German (de)
English (en)
French (fr)
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EP3247609A1 (de
Inventor
Karsten Rahn
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication date
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Publication of EP3247609A1 publication Critical patent/EP3247609A1/de
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Publication of EP3247609B1 publication Critical patent/EP3247609B1/de
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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
    • B61L3/16—Continuous control along the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • 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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur

Definitions

  • the present invention relates to a method for automatically influencing rail-bound vehicles, wherein in a normal operation of the track-bound vehicles their respective position is reported to a trackside device, determined by the trackside device taking into account the reported positions for the tracked vehicles a respective driving license and to the respective track-bound vehicle is transmitted.
  • Such a method for automatically influencing rail-bound vehicles which may be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains, is known, for example, from the company publication "Trainguard® MT - Optimal Performance with the Leading Train Control System for Local Transport” (order no .: A19100-V100-B976, Siemens AG 2014).
  • network capacities and network throughputs are optimized by enabling moving in a mobile space interval (moving block operation) by means of continuous, bidirectional communication between the vehicles and the route.
  • the present invention has for its object to provide a method of the type mentioned, which makes it possible to maintain a high-performance operation of the track-bound vehicles even in the event that one of the track-bound vehicles is disturbed that it can not ensure its integrity, and consequently is unable to report a valid or reliable position.
  • This object is achieved according to the invention for a method of the type mentioned in that in the event that one of the track-bound vehicles is disturbed to the effect that it can not guarantee its integrity, without interrupting the driving operation of the track-bound vehicles is switched to a fault mode, said in the disturbance mode, the disturbed tracked vehicle detects a position of one of its vehicle ends and, together with information that it can not assure its integrity, notifies the trackside device and the travel permits for the tracked vehicles are determined by the trackside device such that with respect to the disturbed track-bound vehicle with respect to the one vehicle end, the reported position and with respect to the other end of the vehicle free field information of a track-side free-reporting system is taken into account.
  • the method according to the invention is characterized firstly by the fact that in the event that one of the tracked vehicles is disturbed to the extent that it can not ensure its integrity, it is switched to a fault mode without interrupting the travel operation of the tracked vehicles.
  • the disturbed track-bound vehicle can not ensure its integrity, that is, completeness, this can be, for example, that a vehicle-side Component has failed or a communication link between the two vehicle ends of the track-bound vehicle is disturbed and thus there is only information about the position of one of the two vehicle ends.
  • a corresponding disturbance may in principle also be caused by the track-bound vehicle having broken down or having lost a vehicle part, for example in the form of one of its carriages, on the track.
  • the track-bound vehicles can consist of any number of driven and / or non-driven, fixed or loosely interconnected or coupled or coupled units in the context of the inventive method. Ensuring the integrity of the tracked vehicles is of high safety relevance, particularly in moving block operation, since the trackside facility currently does not release lane sections for other tracked vehicles occupied by the respective tracked vehicle based on the position reports of the tracked vehicles.
  • the switchover from the normal mode to the interference mode takes place without interrupting the travel mode, that is to say dynamically during the current travel mode.
  • this is done without an interim forced or emergency braking of the disturbed track-bound vehicle or one of the other these preceding or following track-bound vehicles.
  • the disturbed rail-bound vehicle detects a position of one of its vehicle ends and notifies it to the trackside device together with information that it can not assure its integrity.
  • the inventive method is thus characterized by the fact that in the disturbance mode the disturbed track-bound vehicle at least still determines the position of one of its vehicle ends and this together with information that it can not guarantee its integrity and consequently with respect to his other vehicle end can not report a position reports to the trackside facility.
  • the disturbed lane-bound vehicle is not switched over from the moving block operation, that is, from driving in the movable space distance, to driving in fixed space distance based on free field information of a track-side free-field system in the interference mode.
  • the driving licenses for the track-bound vehicles that is for the disturbed track-bound vehicle and other track-bound vehicles whose driving licenses are influenced by the disturbed track-bound vehicle, determined by the trackside device such that with respect to the one vehicle end, for the continued fuse-technically valid position has been reported by the disturbed track-bound vehicle, this reported position is also used in the Stör rehearsal continue. Only with respect to the other end of the vehicle, that is to say the end of the vehicle for which there is no position report due to the fact that the disturbed track-bound vehicle can not guarantee its integrity, free field information of a track-side free-field system is taken into account.
  • the method according to the invention is thus characterized in that, in the event that a track-bound vehicle can no longer ensure its integrity, it is dynamically switched from normal operation to disruptive operation.
  • the disturbance mode then with respect to the two vehicle ends of the disturbed track-bound vehicle are different Methods used for position determination. While the travel permissions for the track-bound vehicles with respect to the one vehicle end are determined taking into account the available reported position, free field information of a track-side free-field system is taken into account with respect to the other vehicle end.
  • This has the advantage that in the disturbance mode still largely a moving block operation can be maintained.
  • the robustness and availability of the system for automatically influencing the track-bound vehicles that is, for example, the CBTC system, is advantageously improved.
  • the inventive method has the particular advantage that usually referred to as Buchbeein.ungssystem systems for automatically influencing track bound vehicles as a fallback level in the event of failure of the automatic train control system often already trackside free-field systems, such as in the form of track-free signaling devices have. This means that the method according to the invention can advantageously be implemented regularly, without the need for new trackside components.
  • the method according to the invention can be developed in such a way that, in the event that the one vehicle end is the front vehicle end with respect to a direction of travel of the disturbed track-bound vehicle, the driving permission for the disturbed track-bound vehicle is determined in consideration of the reported position of the one, front vehicle end , In the event that the one end of the vehicle is the front end of the vehicle and thus there is still a position determined on the vehicle side, the driver's license for the disturbed lane-bound vehicle can advantageously be determined taking into account the reported position of the one front end of the vehicle. This means that for that Disturbed track-bound vehicle itself continues to be a moving block operation is possible.
  • the method according to the invention is embodied such that, in the event that one end of the vehicle is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the respective driving permit for at least one disturbed track-bound vehicle at the other, rear end of the vehicle subsequent track-bound vehicle is determined taking into account the free message information of the track-side Free Message System.
  • a travel permission for at least one tracked vehicle following the disturbed tracked vehicle at the other, rear end of the vehicle can be determined, taking into account the clearance information of the trackside open-field system. This means that the driving operation, at least with respect to the immediately following track-bound vehicle, is switched to driving in a fixed spatial distance by means of corresponding blocks of the track-side free-field system.
  • the method according to the invention can also be so pronounced that, in the event that the one vehicle end is the rear end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the respective ones Driving permission for at least one the tracked vehicle following the faulty tracked vehicle at the one, rear end of the vehicle is determined taking into account the reported position of the one, rear end of the vehicle.
  • This preferred embodiment thus relates to the case where the one vehicle end, for which there is still a reported position, is the rear end of the vehicle of the disturbed track-bound vehicle.
  • the free-of-charge information taken into consideration with regard to the other end of the vehicle may in principle be a free-field information of any free-field reporting system known per se.
  • the method according to the invention can advantageously also be configured in such a way that with regard to the other vehicle end of the disturbed track-bound vehicle, free field information of a track-side free-field system based on track circuits is taken into account.
  • Track circuits are also a tried-and-tested free-field system, which is often available anyway as a fallback, and which can thus advantageously be used in the context of the method according to the invention for providing the status information.
  • the track-side free-field system will usually be either an axle counting system or an on-track free-field signaling system, it is basically also conceivable that a track-side free-field system comprises both axle counters and track circuits.
  • Such a combined track-side free-reporting system can also be used in the context of the method according to the invention.
  • the present invention further relates to a device for automatically influencing rail-bound vehicles, wherein the device comprises vehicle-mounted devices arranged on the track-bound vehicles as well as a trackside device and is designed such that in normal operation the vehicle-mounted devices transmit a position of the respective tracked vehicle to the trackside device report, the track-side device, taking into account the reported positions for the track-bound vehicles determines a respective driving permission and transmits to the vehicle-mounted device of the respective tracked vehicle.
  • Such a device is known from the aforementioned company publication of Siemens AG.
  • the present invention has for its object to provide a device of the aforementioned type, which makes it possible to maintain a high-performance operation of the track-bound vehicles even in the event that one of the track-bound vehicles is disturbed that it does not ensure its integrity and therefore unable to report a valid or reliable position.
  • the device is designed such that it in the event that one of the track-bound vehicles is disturbed that it can not ensure its integrity, without interrupting the driving operation of the track-bound Switching vehicles into a jamming operation in which the on-vehicle device of the abnormal lane-bound vehicle detects a position of one of its vehicle ends and notifies the lane-side device together with information that the failed lane-bound vehicle can not assure its integrity, and the lane-side device Driving permissions for the track-bound vehicles determined such that they related to the disturbed track-bound vehicle with respect to the one vehicle end the reported position and with respect to the other end of the vehicle free field information strec ken.00en Freimeldesystems considered.
  • the device according to the invention can be designed such that, in the event that the one vehicle end is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the trackside device the driving permission for the disturbed track-bound vehicle taking into account the reported position of the one, front Vehicle end determined.
  • the device according to the invention is so pronounced that, in the event that the one vehicle end is the front end of the vehicle in relation to a direction of travel of the disturbed track-bound vehicle, the trackside device will issue the respective driving permit for at least one disturbed track-bound vehicle at the other , rear end of the vehicle subsequent track-bound vehicle, taking into account the free field information of the trackside free-field system determined.
  • the device according to the invention can also be designed such that, in the event that the one end of the vehicle is the rear end of the vehicle in relation to a direction of travel of the disturbed track-bound vehicle, the trackside device will issue the respective driving permission for at least one disturbed track-bound vehicle at the one rear Vehicle subsequent track-bound vehicle, taking into account the reported position of the one, rear end of the vehicle determined.
  • the track-side device takes into account, with respect to the other vehicle end of the disturbed track-bound vehicle, free field information of a track-side free-field system in the form of an axle counting system.
  • the device according to the invention can also be configured such that the trackside device with respect to the other end of the vehicle of the disturbed track-bound vehicle takes into account free field information of a track-based free-field system based on track circuits.
  • FIG. 1 shows in a schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which the track-bound vehicles are operated in a normal mode.
  • the track-bound vehicles 10, 20 are rail vehicles, each having a vehicle-side device 11 and 21 respectively.
  • the vehicle-side devices 11, 21 can be, for example, vehicle devices of an automatic train control system.
  • a track-side device 40 is indicated on the track 30 in the form of a track, which may include, for example, at least one distance device of the automatic train control system.
  • the track-side device 40 may furthermore also have at least one central track-side control device connected to the at least one route device in terms of communication technology.
  • axle counter 50 and 51 are still indicated on the track side.
  • the axle counters 50, 51 are part of a track-side free-field system in the form of an axle counting system, which is provided in the event that an automatic train control operation in moving block operation is not possible due to a fault.
  • the axle counters 50, 51 or a corresponding free message information provided by them are not used in normal operation of the automatic train control system.
  • the track-bound vehicles 10, 20 in normal operation their respective position is reported to the trackside device 40. It is in FIG. 1 by way of example, the position reported by the track-bound vehicle 10 in the form of a "position band" or "position range" 60 is indicated.
  • This position band encompasses the area between the two vehicle ends of the track-bound vehicle 10 and preferably also takes into account additional aspects such as buffer overhangs or safety margins due to the accuracy of the spatial resolution.
  • the track-bound vehicle 20 also cyclically reports its position to the trackside device 40.
  • the train position indicated by the position range 60 can be determined, for example, in a known manner by means of a vehicle-side odometry system, for example using a position encoder in combination with trackside beacons.
  • a vehicle-side odometry system for example using a position encoder in combination with trackside beacons.
  • the positions of the vehicle ends of the track-bound vehicle 10 satellite-based that is, by means of a GNSS (Global Navigation Satellite System) receiver, are determined.
  • GNSS Global Navigation Satellite System
  • a determination of the position of the vehicle ends of the track-bound vehicle 10 for example, by the Locating a vehicle-side receiver done in a wireless network.
  • the wireless network can be, for example, a WLAN (Wireless Local Area Network), for example in accordance with the IEEE 802.11 standard, or a mobile radio network, for example in accordance with one of the Global System for Mobile Communications (GPRS) GPRS (General Packed Radio Service). Universal Mobile Telecommunications System) or LTE (Long Term Evolution).
  • GPRS Global System for Mobile Communications
  • GPRS General Packed Radio Service
  • LTE Long Term Evolution
  • the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20 comprise corresponding means for determining the position of the respective track-bound vehicle 10, 20.
  • a corresponding vehicle-side device or at least means for determining the position of the relevant vehicle end may be provided at the respective other vehicle end.
  • the position of the one, in the present case the front end of the vehicle is determined by the respective vehicle-side device 11, 21 and the integrity of the track-bound vehicles 10 and 20 is ensured by a corresponding vehicle-mounted monitoring. This can be done, for example, by a corresponding communication link between the vehicle ends of the track-bound vehicles 10, 20.
  • the track-bound vehicles 10, 20 differing from the simplified schematic representation of FIG. 1 usually each consist of a plurality of interconnected or coupled or coupled units.
  • a monitoring of the integrity of the track-bound vehicles 10, 20 is generally important, especially in such cases, in which these consist of several units, such as in the form of cars.
  • the track-side device 40 taking into account the positions for the lane-bound vehicles 10, 20 reported by the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20, determines a respective travel permit 70, 71 and transmits it to the respective lane-bound vehicle 10, 20 ,
  • the travel permission 70 of the lane-bound vehicle 10 extends to a point determined by the position of a lane-bound vehicle ahead of the lane-bound vehicle 10 at a shorter distance FIG. 1 not shown is limited.
  • FIG. 2 shows in a further schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which due to the fact that one of the track-bound vehicles can no longer ensure its integrity, has been switched from normal operation to a fault mode.
  • the track-bound vehicle 10 is disturbed in such a way that it can no longer or no longer guarantee its integrity.
  • This is indicated by a "break symbol" 80, which may represent both actual physical separation of the tracked vehicle 10 and units thereof, as well as component failure or communication failure that cause the track bound vehicle 10 to remain intact , but can not make any reliable or valid statement about its integrity.
  • the track-bound vehicle 10 may have a further vehicle-side device arranged at the rear end of the vehicle, which may inter alia determine the position of the relevant vehicle end and / or communicate with the vehicle-side device 11 for the purpose of confirming Integrity of the track bound vehicle 10 may serve.
  • the disturbed rail-bound vehicle 10 further determines a position of one of its vehicle ends, that is, the front end of the vehicle on which the on-vehicle device 11 is located.
  • the determined position of the one vehicle end reports the track-bound vehicle 10 or its vehicle-side device 11 together with information in such a way that it can not guarantee its integrity to the trackside device 40.
  • the travel permits 61 and 72 for the tracked vehicles 10, 20 are now determined such that with respect to the faulty tracked vehicle 10 with respect to the one, the vehicle front end the reported position and with respect to the other, rear end of the vehicle free information of the trackside Free reporting system is taken into account.
  • This is in FIG. 2 indicated by a position band 61, which indicates the position of the track-bound vehicle 10 that is reported in the fault mode or used by the trackside device 40. It can be seen here that there is no change with respect to the one, front vehicle end of the track-bound vehicle 10 in comparison to FIG. This means that the disturbed lane-bound vehicle 10 can continue to travel in moving block mode.
  • the one vehicle end which is based on the direction of travel 25 of the disturbed track-bound vehicle 10 rear end of the vehicle.
  • the respective driving permission for at least one of the disturbed track bound vehicle 10 at the one rear end of the vehicle subsequent track bound vehicle 20 can be determined taking into account the reported position of a rear end of the vehicle. That is, in this case, moving block operation can be maintained with respect to the following lane-bound vehicle 20.
  • the method described above and the associated device are characterized in particular by the fact that the skillful combination of available information improves the performance of the system for automatically affecting the track bound vehicles 10, 20 in the form of the respective train control system in train integrity errors.
  • This applies in particular with regard to the robustness and availability of CBTC systems since a moving block operation is maintained as far as possible and only to the extent absolutely necessary to use the free field information of the trackside free reporting system is changed. As a result, this leads to the fact that even in the event that one of the track bound vehicle 10, 20 can no longer ensure its integrity and therefore is switched to a fault mode, the driving operation can be largely maintained. This has the consequence that even a disturbed track-bound vehicle can advantageously still finish the day before the elimination of the disturbance.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP16706382.5A 2015-03-17 2016-02-26 Verfahren sowie vorrichtung zur automatischen beeinflussung spurgebundener fahrzeuge Active EP3247609B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015204769.5A DE102015204769A1 (de) 2015-03-17 2015-03-17 Verfahren sowie Vorrichtung zur automatischen Beeinflussung spurgebundener Fahrzeuge
PCT/EP2016/054099 WO2016146365A1 (de) 2015-03-17 2016-02-26 Verfahren sowie vorrichtung zur automatischen beeinflussung spurgebundener fahrzeuge

Publications (2)

Publication Number Publication Date
EP3247609A1 EP3247609A1 (de) 2017-11-29
EP3247609B1 true EP3247609B1 (de) 2019-08-14

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EP16706382.5A Active EP3247609B1 (de) 2015-03-17 2016-02-26 Verfahren sowie vorrichtung zur automatischen beeinflussung spurgebundener fahrzeuge

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US (1) US10457300B2 (zh)
EP (1) EP3247609B1 (zh)
CN (1) CN107406089B (zh)
DE (1) DE102015204769A1 (zh)
ES (1) ES2757727T3 (zh)
WO (1) WO2016146365A1 (zh)

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DE102016217902A1 (de) 2016-09-19 2018-03-22 Siemens Aktiengesellschaft Überwachung eines Schienenfahrzeugs
DE102016217900A1 (de) 2016-09-19 2018-03-22 Siemens Aktiengesellschaft Überwachung eines Schienenfahrzeugs
CN106672020B (zh) * 2016-12-12 2019-04-16 交控科技股份有限公司 基于对象控制器的前车识别方法、车载控制器及列车
DE102017206199A1 (de) * 2017-04-11 2018-10-11 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Unterstützung von Zugleitsystemen durch Online-Übertragung von Informationen zum Bremsvermögen
DE102017209926A1 (de) 2017-06-13 2018-12-13 Siemens Aktiengesellschaft Verfahren zum Betreiben eines spurgebundenen Verkehrssystems
DE102017209928A1 (de) * 2017-06-13 2018-12-13 Siemens Aktiengesellschaft Verfahren zum Betreiben eines spurgebundenen Verkehrssystems
EP3689707A4 (en) * 2017-09-28 2021-06-23 Hitachi, Ltd. TRAIN CONTROL DEVICE
CN108345863B (zh) * 2018-03-05 2020-06-30 西南交通大学 一种基于深度学习的计轴器故障监测方法
DE102019207948A1 (de) * 2019-05-29 2020-12-03 Siemens Mobility GmbH Verfahren zum Betreiben eines Schienenfahrzeuges
US20220055668A1 (en) * 2020-08-24 2022-02-24 Harsh PIPARSANIYA Prevention of collision between trains
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Publication number Publication date
EP3247609A1 (de) 2017-11-29
US20180105192A1 (en) 2018-04-19
ES2757727T3 (es) 2020-04-30
DE102015204769A1 (de) 2016-09-22
WO2016146365A1 (de) 2016-09-22
CN107406089B (zh) 2019-09-27
CN107406089A (zh) 2017-11-28
US10457300B2 (en) 2019-10-29

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