EP3378725A1 - Dispositif de sécurité pour un véhicule ferroviaire, véhicule ferroviaire, procédé de mise en sécurité d'un tel véhicule ferroviaire, et programme d'ordinateur associé - Google Patents

Dispositif de sécurité pour un véhicule ferroviaire, véhicule ferroviaire, procédé de mise en sécurité d'un tel véhicule ferroviaire, et programme d'ordinateur associé Download PDF

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Publication number
EP3378725A1
EP3378725A1 EP18163116.9A EP18163116A EP3378725A1 EP 3378725 A1 EP3378725 A1 EP 3378725A1 EP 18163116 A EP18163116 A EP 18163116A EP 3378725 A1 EP3378725 A1 EP 3378725A1
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EP
European Patent Office
Prior art keywords
braking
level
railway vehicle
emergency
control
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.)
Pending
Application number
EP18163116.9A
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German (de)
English (en)
French (fr)
Inventor
Laurent Hazard
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.)
Alstom Holdings SA
Original Assignee
Alstom Transport Technologies SAS
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 Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Publication of EP3378725A1 publication Critical patent/EP3378725A1/fr
Pending legal-status Critical Current

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    • 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
    • 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
    • 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

Definitions

  • the present invention relates to a safety device for a railway vehicle, the safety device being configured to control a braking system of the railway vehicle.
  • the invention also relates to a railway vehicle, such as a tram, on wheels or rails, a light rail vehicle also called LRV ( Light Rail Vehicle acronym) or a metro, such as a metro on tires, comprising a rail vehicle braking system and such a safety device configured to control the braking system.
  • a railway vehicle such as a tram, on wheels or rails
  • LRV Light Rail Vehicle acronym
  • a metro such as a metro on tires
  • the invention also relates to a method for securing the railway vehicle, the method being implemented by such an electronic security device.
  • the invention also relates to a computer program comprising software instructions which, when executed by a computer, implement such a method of setting security.
  • the invention relates to the field of safety of railway vehicles, in particular trams, LRVs or subways, such as metros on tires.
  • the invention particularly relates to automatic train stop devices, also known as DAAT (acronym for Automatic Train Stop Device), or ATP ( Automatic Train Protection ) systems, which are configured to automatically control a rail vehicle braking system under certain conditions.
  • DAAT cronym for Automatic Train Stop Device
  • ATP Automatic Train Protection
  • a safety device for a railway vehicle such as an automatic stopping device (DAAT) or an ATP system
  • This safety device comprises a first detection module configured to detect at least one abnormal behavior of the railway vehicle among a prohibited crossing of a traffic light and exceeding a speed limit; a second detection module configured to detect at least one internal failure of the security device; and a control module configured to send a control signal to the braking system.
  • DAT automatic stopping device
  • ATP ATP
  • the control module is then configured to send a control signal of an emergency braking according to a maximum braking level, in the event of detection of an abnormal behavior by the first detection module or of detection of a failure. internal by the second detection module.
  • the railway safety installation comprises a ground device comprising an encoder comprising means for generating telegrams and at least one beacon placed on the track near the lateral signaling equipment in question, the beacon being able to emit a radio signal. corresponding to a telegram generated by the encoder.
  • the railway safety installation also comprises an on-board device meeting the ETCS standard, comprising an antenna capable of receiving a radio signal emitted by the beacon, and a calculation and actuation unit connected to the antenna, able to process the radio signal received and comprising means for actuating the braking system of the train.
  • the ground device transmits a telegram of the "stop" type compatible with the ETCS standard, and the on-board device train edge then triggers the braking of the train.
  • the object of the invention is then to propose a rail vehicle safety device that is more suited to such an operation in an urban environment.
  • the emergency braking with the maximum braking level that is to say the emergency braking according to the first braking level, is controlled only in case of detection of an abnormal behavior of the railway vehicle, ie a prohibited crossing of a traffic light or a speed limit violation, but not in the event of detection of an internal failure of the safety device.
  • the invention also relates to a railway vehicle comprising a braking system of the railway vehicle and a safety device configured to control the braking system, wherein the safety device is as defined above.
  • the railway vehicle is a tramway, an LRV or a metro, such as a metro on tires.
  • the invention also relates to a computer program comprising software instructions which, when executed by a computer, implement a method as defined above.
  • a railway vehicle 2 is able to circulate along a railway line 4 which comprises, for example, two rail lines 5 and 6, the railway vehicle 2 being able to communicate with a ground system 8.
  • the track 4 is signalized in a conventional manner by means, inter alia, lateral signaling equipment, such as first and second traffic lights 10, 11, arranged successively on the edge of the track 4.
  • the first light 10 is entitled to a first point M of the track 4 and the second light 11 is at the right of a second point M '.
  • Each signaling light 10, 11 is intended to transmit a visual signal to the driver 12 of the railway vehicle 2.
  • the railway vehicle 2 comprises a receiving device 14 configured to receive signals, preferably radio signals, from a beacon 16, 18 associated with a corresponding signaling light 10, 11.
  • the railway vehicle 2 comprises a measuring device 20 configured to measure a speed of the railway vehicle or to acquire the speed of the railway vehicle from another measuring device.
  • the railway vehicle 2 comprises a braking system 22 configured to exert a braking force on the railway vehicle 2, the braking system 22 including in particular a magnetic braking device, not shown, to exert the maximum braking level.
  • the railway vehicle 2 further comprises a safety device 24 configured to control the braking system 22, the safety device 24 being for example an automatic stopping device (DAAT - Automatic Train Stopping Device), or an ATP ( Automatic Train Protection ) system.
  • a safety device 24 configured to control the braking system 22, the safety device 24 being for example an automatic stopping device (DAAT - Automatic Train Stopping Device), or an ATP ( Automatic Train Protection ) system.
  • DAT automatic stopping device
  • ATP Automatic Train Protection
  • the railway vehicle 2 also comprises a man-machine interface 26 connected to the safety device 24.
  • the railway vehicle 2 is preferably a tramway, an LRV or a metro, such as a metro on tires.
  • the railway vehicle is a wheeled tramway.
  • a central guiding rail is used.
  • the ground system 8 comprises the first and second traffic lights 10, 11, a control station 28 configured to remotely control a change of state of each traffic light 10, 11, the control station 28 being connected to the traffic light.
  • signaling 10, 11 corresponding, by a dedicated electrical line 30 for the transmission of an electrical signal for controlling the state of the traffic light 10, 11.
  • Each respective electrical line 30 is coupled to the signaling light 10, 11, via a relay system 32 for amplifying the electrical control signal to effect the change of state of the signaling light 10, 11.
  • the ground system 8 further comprises, for each signal light 10, 11, an encoder 34 and the beacons 16, 18, namely an upstream beacon 16 and a downstream beacon 18.
  • the beacons 16 and 18 are arranged between the queues 5 and 6 of the track 4 and successively, in a direction of movement of the railway vehicle 2.
  • the encoder 34 is connected to the relay system 32 of the link between the control station 28 and the signaling light 10, 11 correspondent.
  • the encoder 34 is connected to the upstream beacon 16.
  • the reception device 14 is configured to receive the signals, preferably radio signals, from the beacons 16, 18 associated with each signaling light 10, 11, in particular an indication relating to a forbidden crossing of a signaling light. , 11 corresponding.
  • the receiving device 14 comprises a radio antenna and a radio transceiver, not shown, configured to receive the radio signals from the beacons 16, 18.
  • the receiving device 14 is also configured to receive an indication of a speed limit in force in the geographical area where the railway vehicle 2 is located. This indication relating to the speed limit is also received in the form of one or more radio signals.
  • the tags, respectively upstream 16 and downstream 18, are configured to transmit short-range radio signals.
  • the presence of the second beacon 18, also called downstream beacon, downstream of the first beacon 16, also called upstream beacon, allows to simply guide the channel 4 in a single direction of traffic corresponding to the order of the upstream beacons 16, then downstream 18. For example, a railway vehicle 2 traveling on a track parallel to the track 4, but having a direction of opposite traffic does not take into account the radio signals emitted by the beacons 16 and 18, because it receives first a signal from the downstream beacon 18, then that of the upstream beacon 16.
  • the measuring device 20 is known per se and is configured for measuring the speed of the railway vehicle, in particular its instantaneous speed, or for acquiring said speed of the railway vehicle 2 from another measuring device, such as a receiver of a satellite positioning system, also called GNSS receiver (of the English Global Navigation Satellite System ).
  • GNSS receiver of the English Global Navigation Satellite System
  • the braking system 22 is also known per se and is configured to brake the railway vehicle 2.
  • the braking system 22 comprises in particular the magnetic braking device, which is capable of exerting a braking force on the railway vehicle 2 corresponding to a maximum level of braking.
  • the safety device 24 also visible on the figure 2 , comprises a first detection module 40 configured to detect at least one abnormal behavior of the railway vehicle among a forbidden crossing of a traffic light 10, 11 and an exceeding of a speed limit.
  • the security device 24 comprises a second detection module 42 configured to detect at least one internal failure of the security device 24, and a control module 44 configured to send a control signal to the braking system 22.
  • the security device 24 comprises an acquisition module 46 configured to acquire an authorization to cross a corresponding traffic light 10, 11, this crossing authorization being for example received by a voluntary action of the driver.
  • the safety device 24 is for example of level at least equal to SIL 2 (English Safety Integrity Level 2 ) according to the standards NF EN 50126, NF EN 50128 and NF EN 50129.
  • SIL 2 English Safety Integrity Level 2
  • the security device 24 is made at least partially in the form of hard-wired logic, the first detection module 40 comprising a first comparator 50, a second comparator 52 and an OR logic gate 54, and the control module 44 comprising a first loop 60 equipped with one or more first switches 62, such as normally closed switches, and a second control loop 64 separate from the first control loop 60, the second control loop 64 being equipped with one or more second switches 66, such as normally open switches.
  • the first detection module 40 comprising a first comparator 50, a second comparator 52 and an OR logic gate 54
  • the control module 44 comprising a first loop 60 equipped with one or more first switches 62, such as normally closed switches, and a second control loop 64 separate from the first control loop 60, the second control loop 64 being equipped with one or more second switches 66, such as normally open switches.
  • the security device 24 further comprises an information processing unit, not shown, formed for example of a processor and a memory associated with the processor.
  • the first detection module 40, the second detection module 42, the control module 44 and the acquisition module 46 are for example each made in the form of software executable by the processor.
  • the memory of the information processing unit is then able to store a first detection software configured to detect at least one abnormal behavior of the railway vehicle among a forbidden crossing of a traffic light 10, 11 and an overtaking of a speed limit, a second detection software configured to detect at least one internal failure of the security device 24, a control software configured to send a control signal to the braking system 22 and an acquisition software configured to acquire a authorization to cross a corresponding traffic light 10, 11.
  • the processor of the information processing unit is then able to execute the first detection software, the second detection software, the control software and the acquisition software.
  • the first detection module 40, the second detection module 42, the control module 44 and the acquisition module 46 are each made in the form of a programmable logic component, such as an FPGA (of English Field Programmable Gate Array ), or in the form of a dedicated integrated circuit, such as an ASIC ( Applications Specific Integrated Circuit ) .
  • a programmable logic component such as an FPGA (of English Field Programmable Gate Array )
  • ASIC Applications Specific Integrated Circuit
  • the human-machine interface 26 is connected to the security device 24, and comprises, for example, a screen, not shown, for displaying information readable by the driver 12 of the railway vehicle 2, as well as a loudspeaker, not represented, to emit different warning tones.
  • the encoder 34 is configured to receive, from the relay system 32, a secondary electrical signal corresponding to the electrical control signal of the state of the corresponding traffic light 10, 11. The encoder 34 is then configured to process this secondary electrical signal and generate a bit frame corresponding to the current state of the signaling light 10, 11 corresponding to which the encoder 34 is associated. The frame, or series of bits, is transmitted to the upstream beacon 16 which is able to transmit a radio signal corresponding to the frame generated by the coder 34.
  • the first detection module 40 is configured to detect a forbidden crossing of a traffic light 10, 11 or an exceeding of a speed limit.
  • the first detection module 40 comprises for example the first comparator 50 able to compare, on the one hand, a signal received from the receiving device 14 relating to the state of the corresponding signaling light 10, 11, as well as crossing or not of this traffic light 10, 11 by the railway vehicle 2, and secondly, the authorization or not of crossing the traffic light 10, 11, acquired by the acquisition module 46, in order to detect a possible forbidden crossing, ie unauthorized, of the corresponding traffic light 10, 11.
  • the first detection module 40 comprises, for example, the second comparator 52 able to compare, on the one hand, a signal received from the reception device 14 relating to the speed limit in force in the geographical area where the vehicle is located. 2, and on the other hand, the speed of the railway vehicle 2 received from the measuring device 20, in order to detect a possible exceeding of the speed limit.
  • the first detection module 40 furthermore comprises the OR logic gate 54 connected at the output of the first and second comparators 50, 52, the OR logic gate 54 then outputting a signal indicating at least one abnormal behavior of the railway vehicle 2 among a crossing. forbidden from a corresponding traffic light 10, 11 and exceeding a speed limit.
  • the output of the OR logic gate 54 in this case forms the output of the first detection module 40.
  • the second detection module 42 is configured to detect at least one internal failure of the security device 24.
  • Such an internal failure results for example from a defect found during a self-test internal to the security device 24, during a test software integrity, or during a hardware monitoring test for monitoring the software activity and / or the power supply of the security device 24.
  • control module 44 is configured to send a control signal of an emergency braking according to a first braking level, in case of detection of an abnormal behavior by the first detection module 40, and for sending a control signal of an emergency braking according to a second braking level, in the event of detection of an internal fault by the second detection module 42, the first braking level being strictly greater than the second braking level .
  • the control module 44 is preferably configured to send an emergency brake control signal following the first braking level only in detection case, by the first detection module 40, abnormal behavior of the railway vehicle 2.
  • the control module 44 is for example configured to control the magnetic braking device, by sending the emergency braking command signal according to the first braking level.
  • the first level of braking comprises the emergency level 3 or the emergency level 4 according to the EN13452-1 standard.
  • the first braking level is preferably the emergency level 3 or the emergency level 4 according to the EN13452-1 standard.
  • the emergency level 3 corresponds, according to the EN13452-1 standard, to a deceleration of between 2.8 ms -2 and 5 ms -2 with a maximum jerk of 8 m / s 3 .
  • the emergency level 4 corresponds, according to the EN13452-1 standard, to a deceleration of between 2.8 ms -2 and 4 ms -2 with a maximum jerk of 8 m / s 3 .
  • the second level of braking comprises the emergency level 1 or the emergency level 2 according to the EN13452-1 standard.
  • the second level of braking is preferably the emergency level 1 or the emergency level 2 according to the EN13452-1 standard.
  • Emergency level 1 corresponds, according to standard EN13452-1, to a deceleration of between 1.2 ms -2 and 2.5 ms -2 with a maximum jerk of 4 m / s 3 .
  • Emergency level 2 corresponds, according to the EN13452-1 standard, to a deceleration of between 1.2 ms -2 and 2.5 ms -2 with a maximum jerk of 4 m / s 3
  • the control module 44 comprises, for example, the first control loop 60 equipped with two first switches 62, such as normally closed switches, for the control of the emergency braking according to the first braking level.
  • the control module 44 comprises, for example, the second control loop 64 distinct from the first control loop 60, the second control loop 64 being equipped with two second switches 66, such as normally open switches, for the control of the emergency braking according to the second braking level, of a value strictly lower than that of the first braking level.
  • the control module 44 has, for example, inverted activation logic from one control loop to another, the first loop 60 having normally closed switches 62 and the second loop 64 having normally open switches 66.
  • the first control loop 60 is, in the example of the figure 2 , dedicated to the control of the braking system 22 with implementation of the braking device magnetic, and the second control loop 64 is dedicated to the control of the braking system 22 without implementation of the magnetic braking device.
  • control loops 60, 64 allow differentiation in the control interface of the first and second distinct braking levels.
  • the first control loop 60 and the second control loop 64 are not activatable simultaneously, so as not to simultaneously control the braking system 22 at the same time with the first braking level and with the second level braking.
  • the first detection module 40 monitors the information received from the reception device 14, on the one hand, and the measurement device 20, on the other hand, in order to detect a possible abnormal behavior of the vehicle rail 2, this abnormal behavior being a forbidden crossing of a traffic light 10, 11 or an exceeding of a speed limit, that is to say an excess speed.
  • the first detection module 40 compares in particular the speed of the railway vehicle 2, in particular its instantaneous speed, supplied by the measuring device 20 with the corresponding speed limit provided by the receiving device 14, and signals, to the control module 44 , a possible exceeding of this speed limit.
  • the first detection module 40 also compares the different information received from the reception device 14 with that provided by the acquisition module 46, in order to verify, in case of crossing a corresponding traffic light 10, 11, that a such a crossing was well authorized.
  • the second detection module 42 also monitors, during step 100, the results of tests internal to the security device 24, in particular the results of internal self tests, software integrity test (s) and / or test (s) ( s) hardware monitoring, in order to detect a possible internal failure to the safety device 24. Where appropriate, the second detection module 42 signals, to the control module 44, a possible internal failure to the safety device.
  • the The safety method proceeds to the next step 110 to control the braking system 22 of the railway vehicle according to the detected event.
  • the control module 44 then sends the braking system 22 a control signal of an emergency braking according to the first braking level, the first level for example, the emergency level 3 or 4 according to EN13452-1.
  • the control module 44 then sends, to the braking system 22, a control signal of an emergency braking according to the second braking level, the second braking level being strictly lower than the first braking level, the second braking level being for example the emergency level 1 or 2 according to the EN13452-1 standard.
  • the security device 24 further comprises a third detection module, not shown, configured to detect an anomaly that does not require braking with maximum efficiency, such as a state of attention of the driver corresponding to a decrease of the driver's attention below a predetermined threshold.
  • a state of attention is, for example, determined by a watch device which controls the state of the driver, that is to say, for example, the movements of the driver.
  • the control module 44 then sends, to the braking system 22, a control signal an emergency braking according to the second braking level, the second braking level being strictly lower than the first braking level, the second braking level being, for example, the emergency level 1 or 2 according to the EN13452-1 standard;
  • the safety device 24 and the safety method according to the invention make it possible to control the braking system 22 in order to have braking with maximum efficiency only when an effective danger is detected, such as a prohibited crossing. a signaling light 10, 11 or an exceeding of the corresponding speed limit. Indeed, such braking with maximum efficiency presents a risk for travelers in the rail vehicle 2, including a risk of falling and / or injury.
  • the device of safety 24 and the method of security according to the invention can control the braking system 22 to have a braking with moderate efficiency to reduce the risk to passengers in the rail vehicle 2, including the risk of fall.
  • the safety device 24 and the safety method according to the invention then make it possible to reduce the number of emergency braking operations with maximum efficiency which are untimely, in particular to reduce the number of unwanted or unjustified braking, emergency 3 or 4 according to EN13452-1.
  • the safety device 24 and the security method according to the invention are more suitable for operation in an urban environment with many obstacles, such as pedestrians, cyclists or cars, especially in the case where the railway vehicle 2 is a tram, an LRV or a metro on tires.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • 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)
EP18163116.9A 2017-03-22 2018-03-21 Dispositif de sécurité pour un véhicule ferroviaire, véhicule ferroviaire, procédé de mise en sécurité d'un tel véhicule ferroviaire, et programme d'ordinateur associé Pending EP3378725A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1752359A FR3064221B1 (fr) 2017-03-22 2017-03-22 Dispositif de securite pour un vehicule ferroviaire, vehicule ferroviaire, procede de mise en securite d'un tel vehicule ferroviaire, et programme d'ordinateur associe

Publications (1)

Publication Number Publication Date
EP3378725A1 true EP3378725A1 (fr) 2018-09-26

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EP18163116.9A Pending EP3378725A1 (fr) 2017-03-22 2018-03-21 Dispositif de sécurité pour un véhicule ferroviaire, véhicule ferroviaire, procédé de mise en sécurité d'un tel véhicule ferroviaire, et programme d'ordinateur associé

Country Status (6)

Country Link
EP (1) EP3378725A1 (zh)
CN (1) CN108706020B (zh)
AU (1) AU2018201894B2 (zh)
BR (1) BR102018004942B1 (zh)
FR (1) FR3064221B1 (zh)
TW (1) TWI791497B (zh)

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CN115052395A (zh) * 2022-05-17 2022-09-13 北京佳讯飞鸿技术有限公司 基于雷达的铁路隧道照明智能控制***及方法

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