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EP3925851B1 - Système et procédé pour effectuer un controle d'entrée pour un véhicule ferroviaire - Google Patents

Système et procédé pour effectuer un controle d'entrée pour un véhicule ferroviaire Download PDF

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Publication number
EP3925851B1
EP3925851B1 EP20181055.3A EP20181055A EP3925851B1 EP 3925851 B1 EP3925851 B1 EP 3925851B1 EP 20181055 A EP20181055 A EP 20181055A EP 3925851 B1 EP3925851 B1 EP 3925851B1
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European Patent Office
Prior art keywords
train protection
etcs
train
protection system
region
Prior art date
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Application number
EP20181055.3A
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German (de)
English (en)
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EP3925851C0 (fr
EP3925851A1 (fr
Inventor
Thomas Schrag
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 AG
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Siemens Mobility AG
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Filing date
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Priority to EP20181055.3A priority Critical patent/EP3925851B1/fr
Publication of EP3925851A1 publication Critical patent/EP3925851A1/fr
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Publication of EP3925851C0 publication Critical patent/EP3925851C0/fr
Publication of EP3925851B1 publication Critical patent/EP3925851B1/fr
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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
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • 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
    • B61L27/37—Migration, e.g. parallel installations running simultaneously
    • 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
    • B61L27/40—Handling position reports or trackside vehicle data
    • 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
    • B61L27/70—Details of trackside communication
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
    • 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
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • the present invention relates to a system and method for carrying out an entry control for a rail vehicle.
  • ETCS Level 2 is one of three possible main designs of the new European Train Control System (ETCS).
  • ETCS Level 1 the driver of the rail vehicle still relies on the light signals positioned along the route for authorization to drive.
  • the permitted speeds, braking curves and any location information are transmitted as so-called standardized ETCS telegrams by transponders arranged in the track (balises, line conductors) and received by a vehicle antenna when the transponder passes over it, evaluated by the on-board unit (OBU) and displayed on the ETCS display in the driver's cab.
  • OBU on-board unit
  • the electrical energy required to transmit the ETCS telegrams is provided inductively on the transponder by a tele-powering signal (so-called 27 MHz lobe) emitted by the front of the train.
  • a tele-powering signal (so-called 27 MHz lobe) emitted by the front of the train.
  • any light signals still on the track are no longer required for operation. All signals required for the journey The necessary data is transmitted to the on-board unit via the transponder and/or a track control center (so-called Radio Block Center RBC). Data relevant to operation is also sent to the RBC in the opposite direction.
  • RBC Radio Block Center
  • a proprietary mobile network operated by the infrastructure operator, such as GSM-R, is used for communication between the on-board unit and the RBC.
  • GSM-R Global System for Mobile communications
  • ETCS Level 2 the requested route is still set in fixed blocks, which are requested by the vehicle from the RBC. Train integrity is also still ensured by block-based train protection devices, for example axle counting systems and/or track circuits.
  • ETCS Level 3 the block-by-block setting of routes is no longer possible and the vehicle's own location, for example by GPS, is provided.
  • the driving permit is issued by means of the so-called moving block, in which the distance to the train ahead is determined dynamically depending on the permissible speed, the braking distance and a predefined safety margin.
  • the rail vehicle in order to be able to travel on a section equipped with ETCS Level 2, for example, the rail vehicle must be approved for standardized cab signaling and have on-board equipment that is compatible with the track equipment. In other words, this means that a vehicle must be suitable for an ETCS Level 2 section in order to be able to travel on it. An unsuitable vehicle could block the ETCS L2 section with corresponding operational consequences.
  • the ETCS L2 section can be executed with an entry check.
  • the entry check checks at a suitable distance before the ETCS L2 section whether the Vehicle is suitable for the ETCS L2 section and prevents the automatic setting of further routes for unsuitable vehicles.
  • the vehicle must be registered with the RBC in order to carry out the entry check.
  • railway lines are not equipped with ETCS L2 across the board, which creates ETCS L2 gaps.
  • the vehicle is not registered with any RBC for a certain period of time (neither the RBC of the section being left nor the RBC of the future section), so that no entry check can be carried out during this time.
  • the two RBCs do not communicate with each other due to the ETCS L2 gap.
  • the vehicle is therefore classified as unsuitable per se, especially for the RBC of the future section. This usually means that, depending on the extent of the ETCS L2 gap, the topology and the condition of the vehicle, routes are often set late, which leads to delays as well as increased energy requirements and wear.
  • the present invention is therefore based on the object of specifying a system and a method for carrying out an entry control for a rail vehicle, with which it is possible on the one hand to keep the travel times as short as possible and on the other hand to avoid increased investment costs in new signal boxes in gap sections.
  • the entry control which controls the setting of routes, takes place in the higher-level control system and not at the level of the train protection authorities.
  • the train protection authorities simply forward the information from the vehicles for the entry control to the control system.
  • the train protection authorities only check whether a vehicle is suitable for their own area. If the vehicle is not suitable for the ETCS L2 area, for example, the vehicle will not be given permission to drive and will no longer be able to continue driving and may block other trains. This is precisely the problem that the entry control in the higher-level control system is intended to prevent in advance, so that the vehicle can be stopped at a suitable location.
  • the two train protection instances do not communicate across the gap area.
  • the higher-level control system that carries out the higher-level entry control assesses the suitability for the second train protection instance based on the communication with the first assurance instance.
  • a vehicle can be suitable for the first train protection instance.
  • Suitability for the first train protection regime (ETCS L2) does not therefore automatically mean that the vehicle is suitable for a certain Train protection authority is suitable.
  • the suitability test is therefore carried out specifically for each area, but suitability in the first area at least enables the setting of routes, even while the vehicle is in the gap area, and suitability for the safety authority of the second area, at least with regard to the possibility of setting routes, could actually only be carried out in the second area.
  • the present invention therefore postulates - until proven otherwise - suitability for the second area after the suitability of the vehicle for the first area has been determined.
  • a particularly advantageous embodiment of the present invention results in view of the ETCS migration projects currently being implemented and still to be implemented throughout Europe, if the first train protection regime is implemented with a driver's cab signaling without track-side driving aspect signaling, such as ETCS L2, and the first and second train protection instances are implemented as Radio Block Centers (RBC).
  • ETCS L2 Radio Block Centers
  • the first train protection regime can be implemented in accordance with European Train Control System Level 2, whereby the second train protection regime does not have to be compatible with this first train protection regime, as is usually the case with the old train protection systems that are currently still in widespread use.
  • the present invention is now explained below using the example of a train protection system according to the European Train Control System Level 2 (ETCS L2) in accordance with the European standards EN 50128 and EN 50129 or the rules derived from them that define the interfaces and behavior of a Radio Block Center RBC.
  • ECS L2 European Train Control System Level 2
  • EN 50128 and EN 50129 or the rules derived from them that define the interfaces and behavior of a Radio Block Center RBC.
  • the invention is suitable for all train protection systems in which a gap area leads to a temporary interruption of the continuity of a modern train protection system with driver's cab signaling.
  • a rail vehicle LOK is located in a first track section 2 - hereinafter referred to as ETCS L2-1 - on a route 4 set for its journey with a driving permit that currently extends to the end of the set route 4 with a Movement Authority MA.
  • the rail vehicle LOK and in particular the onboard unit (OBU) of the rail vehicle, is connected to a railway-specific Mobile phone connection (GSM-R) in constant contact with a first ETCS route control center (Radio Block Center RBC1) and exchanges data relevant to the journey of the rail vehicle LOK with it.
  • GSM-R railway-specific Mobile phone connection
  • RBC1 Radio Block Center
  • the vehicle computer registers with the first ETCS route control center RBC1 when it first contacts the first ETCS route control center.
  • the control system higher up the RBC1 then immediately checks whether the rail vehicle, and in particular the vehicle computer in this case, is ETCS L2-compatible. Only when this suitability has been determined can route 4 be set and the MA issued.
  • the determination of suitability by the first ETCS route control center RBC1 primarily affects the communication between the ETCS route control centers RBC and the vehicle. If the vehicle is not suitable, it will not be granted a driving license. However, the signal box can set routes at any time, even for unsuitable vehicles. However, the first ETCS track control center RBC1 cannot issue MA to unsuitable vehicles, even though the route for the vehicle has been set by the signal box. It is the task of the higher-level entry control to prevent routes from being automatically set for unsuitable vehicles.
  • the first ETCS track control center RBC1 is an essential component of the European Train Control System (ETCS) in levels 2 and 3. Its task is to control and monitor the rail vehicle LOK in the first track section 2, and the second ETCS track control center RBC2 is responsible for a second track section 6, also called ETCS L2-2 here.
  • the ETCS track control centers RBC1 and RBC2 receive the information required for this from one or more associated signal boxes, a higher-level control system 8 with integrated entry control and from the rail vehicle LOK via position reports, and thus generate ETCS movement authorizations (Movement Authority MA). which they send via radio (usually GSM-R) to the rail vehicle LOK.
  • ETCS European Train Control System
  • the rail vehicle LOK leaves the first track section 2 as it progresses and enters an ETCS gap area 10, which in Figure 2 shown schematically.
  • This ETCS gap area 10 is not ETCS L2 compatible upgraded and can, for example, still be equipped with an old proprietary national train protection system, such as ZUB121 in Switzerland or INDUSI in Germany.
  • a second route 12 has been set for the rail vehicle by the signal box, while the first route 4 (shown here only as a dashed line) has already been canceled.
  • the train driver drives the rail vehicle LOK here according to the information signaled along the route.
  • each of the areas 2, 10, 6 can have one signal box each. These signal boxes are connected to the higher-level control system 8; in addition, the signal boxes for the first area 2 and the second area 6 are connected to the RBC assigned to them.
  • the present invention solves this problem by "freezing" the suitability of the rail vehicle LOK for the area of the second ETCS route center RBC2 beyond the ETCS gap area 10, as determined in the area of the first ETCS route center RBC1, and using it to set the other routes in the higher-level control system. Routes that the rail vehicle LOK already requests when traveling through the ETCS gap area 10 for the second ETCS L2 track section 6 can be set immediately even if the rail vehicle LOK has not yet registered with the second ETCS route center RBC2 and is then administered there.
  • This is in Figure 2 shown schematically by transmitting a symbolic data block "ETCS L2 - LOK" with a tick from the first ETCS line control center RBC1 via the signal box/control system 8 to the second ETCS line control center RBC2.
  • the entry check carried out in the first ETCS L2 track section 2 for the second ETCS line control center RBC2 for the rail vehicle LOK is also sufficient when the rail vehicle LOK enters the second ETCS track section 6, even though the rail vehicle LOK must temporarily pass through an ETCS gap area 10 in which there is no connection to one of the first or second ETCS line control centers RBC1 or RBC2 responsible for the first and second track sections 2 or 6 for the duration of this passage.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (6)

  1. Procédé de mise en oeuvre d'un contrôle d'entrée pour un véhicule ferroviaire (LOK) circulant depuis un premier canton (2) équipé d'un premier régime de protection des trains (ETCS L2) jusqu'à un deuxième canton (6) également équipé du premier régime de protection des trains (ETCS L2) en passant par un canton intermédiaire (10) équipé d'un deuxième régime de protection des trains, dans lequel :
    a) un appareil de véhicule se trouvant sur le véhicule ferroviaire procède, avant et/ou pendant que le véhicule ferroviaire se trouve dans le premier canton, à un échange de données avec une première instance de protection des trains pour le premier canton (2) à propos de l'adéquation dudit appareil de véhicule au premier régime de protection des trains ;
    b) un système de guidage (8) d'un niveau supérieur à celui de la première instance de protection des trains (RBC1) vérifie si l'appareil du véhicule est adapté audit premier régime de protection des trains (ETCS L2) ;
    caractérisé en ce que
    c) en cas de vérification positive, l'adéquation de l'appareil de véhicule au premier régime de protection des trains (ETCS L2) est mise en suspens jusqu'à ce que l'appareil de véhicule, pendant et/ou après la traversée du canton intermédiaire (10), commence un échange de données avec une deuxième instance de protection des trains (RBC2) à l'approche et/ou à l'arrivée dans le deuxième canton (6).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    le premier régime de protection des trains (ETCS L2), comprenant une signalisation en cabine sans signalisation latérale, et les première et deuxième instances de protection des trains sont mis en oeuvre sous forme de Radio Block Center (RBC).
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que
    le premier régime de protection des trains est mis en oeuvre conformément au système européen de contrôle des trains de niveau 2, le deuxième régime de protection des trains n'étant pas compatible avec le premier régime de protection des trains.
  4. Système de mise en oeuvre d'un contrôle d'entrée pour un véhicule ferroviaire (LOK) circulant depuis un premier canton (2) équipé d'un premier régime de protection des trains (ETCS L2) jusqu'à un deuxième canton (6) équipé du premier régime de protection des trains (ETCS L2) en passant par un canton intermédiaire (10) équipé d'un deuxième régime de protection des trains, comprenant :
    a) un appareil de véhicule adapté afin de se trouver sur le véhicule ferroviaire et configuré afin de procéder à un échange de données avec une première instance de protection des trains pour le premier canton à propos de l'adéquation dudit appareil de véhicule au premier régime de protection des trains avant et/ou pendant que le véhicule ferroviaire se trouve dans le premier canton ;
    b) un système de guidage d'un niveau supérieur à celui de ladite instance de protection des trains et configuré pour :
    b1) vérifier si l'appareil de véhicule est adapté audit premier régime de protection des trains ; et caractérisé en ce que le système de guidage est configuré pour :
    b2) en cas de vérification positive, mettre en suspens l'adéquation de l'appareil de véhicule au premier régime de protection des trains au sein du système de guidage de niveau supérieur pour le deuxième canton jusqu'à ce que l'appareil de véhicule, pendant et/ou après la traversée du canton intermédiaire, commence un échange de données avec une deuxième instance de protection des trains à l'approche du deuxième canton.
  5. Système selon la revendication 4,
    caractérisé en ce que
    le premier régime de protection des trains (ETCS L2), comprenant une signalisation en cabine sans signalisation latérale, et les première et deuxième instances de protection des trains sont mis en oeuvre sous forme de Radio Block Center (RBC).
  6. Système selon la revendication 4 ou 5,
    caractérisé en ce que
    le premier régime de protection des trains est mis en oeuvre conformément au système européen de contrôle des trains de niveau 2, le deuxième régime de protection des trains n'étant pas compatible avec le premier régime de protection des trains.
EP20181055.3A 2020-06-19 2020-06-19 Système et procédé pour effectuer un controle d'entrée pour un véhicule ferroviaire Active EP3925851B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20181055.3A EP3925851B1 (fr) 2020-06-19 2020-06-19 Système et procédé pour effectuer un controle d'entrée pour un véhicule ferroviaire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20181055.3A EP3925851B1 (fr) 2020-06-19 2020-06-19 Système et procédé pour effectuer un controle d'entrée pour un véhicule ferroviaire

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Publication Number Publication Date
EP3925851A1 EP3925851A1 (fr) 2021-12-22
EP3925851C0 EP3925851C0 (fr) 2024-09-18
EP3925851B1 true EP3925851B1 (fr) 2024-09-18

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Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116495036B (zh) * 2023-06-30 2023-10-03 卡斯柯信号(北京)有限公司 测试列车正常运行的方法及装置
CN117002577A (zh) * 2023-08-22 2023-11-07 成都交控轨道科技有限公司 一种全自动运行系统中的不同模式过分相控制方法
EP4613608A1 (fr) * 2024-03-04 2025-09-10 Siemens Mobility AG Procédé de déverrouillage d'un véhicule ferroviaire pour l'utilisation d'une section de voie ferrée

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004001818B3 (de) * 2004-01-07 2005-08-25 Siemens Ag Betriebsführungssystem für schienengebundene Verkehrsmittel
JP6657391B2 (ja) * 2016-05-12 2020-03-04 株式会社京三製作所 地上装置

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EP3925851A1 (fr) 2021-12-22

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