• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    This method comprises: the transmission, by a zone controller (50), of a request to reset the detection equipment (30) of a secondary detection system to the track, following the finding of an inconsistency on the state of occupancy of the zone (14B) between said secondary system and a primary detection system; receiving the reset request by the detection equipment (30); and resetting the detection equipment. At the end of the reset, the detection equipment verifies that no train has been detected as entering and / or leaving the zone between a time of emission by the zone controller of the request in reset and a end of reset time of the detection equipment.
    公开号:FR3018759A1
    申请号:FR1452293
    申请日:2014-03-19
    公开日:2015-09-25
    发明作者:Mathieu Bresson；Jocelyn Perrot；Jean-Louis Venencie
    申请人:Alstom Transport Technologies SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method for resetting an equipment to the path of a secondary detection system, in an automatic train control architecture. The present invention relates more particularly to an architecture for automatic control of trains running on a railway network. Such an architecture is known by the acronym ATC architecture for "Automatic Train Control". In a manner known per se, an ATC architecture comprises different systems cooperating with each other to enable the safe circulation of the trains on the network. Different ATC architectures exist, however, the present invention more specifically relates to an ATC architecture of the "communication-based train management" type, known as CBTC, for "Communication Based Train Control". A CBTC architecture is shown schematically in Figure 1. A CBTC architecture is based on the presence of embedded computers on board trains. The computer of a train determines a number of operating parameters and communicates with different systems on the ground to allow the train 20 to perform, safely, the mission that has been assigned. This on-board computer ensures, on the one hand, the coverage of the functional requirements of the train, that is to say for example the stations to be served, and, on the other hand, the control of security points, that is to say for example to check that the train does not have excessive speed. The computer of a train is connected to an on-board radio communication unit capable of establishing a radio link with base stations of a communication infrastructure, itself connected to a communication network of the CBTC architecture. On the ground, the CBTC architecture includes a zone controller ZC, an acronym for "Zone Controller" in English. This zone controller is in particular in charge, on the one hand, of monitoring the presence of the trains on the rail network and, on the other hand, in a centralized architecture, of providing movement authorizations to the trains, which are of a nature to guarantee their safety of movement, that is to say for example not to provide a train with a movement authorization that would lead it to go beyond the train that precedes it. Such a zone controller is referenced by the numeral 50 in FIG. 1. This ATC architecture is part of a global system, referred to as the signaling system, SS in FIG. 1, which is also capable of controlling a plurality of equipment at the way.
    [0002] The signaling system includes an automatic train supervision system, also called AIS system, according to the acronym "Automatic Train Supervision". The AIS system is implemented in an operational central office and comprises man / machine interfaces, enabling operators to intervene on the various systems of the signaling system and, in particular, equipment on the track. For example, the operator can remotely control from the ATS the closing of a signal (switching from a fire to red). The signaling system also includes an interlocking system, also known as "Interlocking" in English. Such an interlocking system is capable of managing the equipment at the track, such as traffic lights, switching actuators, etc., these equipment to the track allowing the safe movement of the trains and to avoid movements. conflict between them. Formerly based electromechanical relays, the interlocking system is now computerized by adapted computers adapted to control the equipment to the track. Such an interlocking calculator is referenced by the number 40 in FIG. 1. The railway network is composed of railway sections, each section of track being subdivided into zones. In FIG. 1, three successive zones, 14A, 14B and 140, are shown. Occupying an area of a section of track is a fundamental piece of railway safety. The determination of this information will now be described. The zone controller receives information from a primary detection system and from a secondary detection system. The primary detection system allows the determination of the area occupied by a train according to the instantaneous position of the train determined by the train itself.
    [0003] More precisely, the zone controller receives, from each computer 26 on board a train 16, the instantaneous position of this train. This position is determined by the on-board computer from the detection of beacons 24 placed along the track 12 and whose geographical positions are known, and from odometry means equipping the train and allowing the calculator to determine the distance traveled by the train since the last cross tag. In another embodiment, the train uses other means to determine its position: for example an accelerometer (instead of the odometer) or a GPS (instead of beacons). From the instantaneous position of a train, the zone controller deduces, by means of a geographical plane of the network, on which each zone is uniquely identified, the zone in which the train is currently located. A first state El of the zone in which the train is located then takes the value "occupied".
    [0004] It should be noted that, for safety reasons, according to the primary detection system, not only the area in which the train is located is in the "busy" state, but also the neighboring areas in front and behind of this train. central zone, so as to define a safety volume around the train. This additional volume covers the maximum distance that the train could travel between the moment it calculates the position it will send to the zone controller and the moment that zone controller receives the information. Furthermore, as long as no other position information is received by the zone controller, the zone controller continues to extrapolate the position of the train to cover its potential movements. The first state El of the zones in which no train is at the current instant takes the value "free". In this way, a first occupancy information of each zone is determined by the zone controller.
    [0005] The secondary detection system is able to redundant the primary detection system, in case, for example, the radio communication unit 27 of a train 16 no longer functions, the zone controller 50 can not obtain the instantaneous position. of the train. By suitable track equipment, deposited along the track, the secondary detection system is able to detect the presence of a train in a particular area.
    [0006] In a presently preferred embodiment, to detect the presence of a train on an area, the secondary detection system counts the number of axles 17 entering and leaving the area. To do this, the secondary system comprises an input sensor 28A located at the entrance to the zone 14B and an output sensor 28B located at the exit of the zone 14B. The input and output sensors are connected by wiring to a device at the channel 30 associated with the zone 14B, hereinafter referred to as detection equipment. The detection equipment is located in a technical room (common with signaling equipment). There is one zone detection equipment. By cons, a sensor can be connected to several detection equipment. For example, in the direction of movement of the train indicated in FIG. 1, the sensor 28B is both the output sensor of the zone 14B and the input sensor of the zone 140. It will be connected to the zone controller of FIG. zone 14B and that of zone 140. The detection equipment 30 is an electronic card to which the input and output sensors of the zone in question are connected. The detection equipment is able to maintain a variable called axle counter C of the zone.
    [0007] When the train passes in front of the input sensor, each time an axle is detected by the input sensor, the detection equipment 30 increments the axle counter C of the zone by one unit. As the train exits the area, each time the axle passage is detected by the output sensor, the sensing equipment 30 decrement the axle counter C of the zone by one unit. Thus, according to the secondary detection system, the zone is in a second state E2 taking the value "free" when the axle counter C of the zone is equal to zero. Otherwise, the second state of the zone takes the value "busy".
    [0008] The second state E2 of a zone constitutes a second occupancy information which is periodically transmitted by the detection equipment 30 to the zone controller 50 via the interlocking computer 40. The zone controller 50 reconciles the first and second occupancy information. Different strategies are then implemented when these two pieces of information differ from each other. It is important to note that a "pure" CBTC system can only work with primary detection. The secondary detection is present on the one hand to cover the failure modes of the CBTC communication and on the other hand to allow the circulation, on the same railway network, of trains not equipped with CBTC.
    [0009] The secondary detection system of the state of the art has the following operating disadvantage. As illustrated in FIG. 1, the train comprises N axles 17. Initially, no train is on the zone 14B of the railway line 12. The axle counter CB of the zone 14B is equal to zero. The second state E2 of the zone is "free". When the train 16 enters the zone 14B, the input sensor 28A erroneously detects the passage of N-1 axles. The state counter C then takes the value N-1 ("busy" state). When the train 16 leaves the zone 14B, the output sensor 28B correctly detects the passage of N axles. The state counter C is decremented by N and takes the value -1. The second state E2 is therefore "busy". It can therefore be seen that in the event of erroneous detection of the number of axles by a sensor, the axle counter leads to indicating that the second state of the zone is "occupied", whereas no train physically occupies this zone. . By indicating that the first state El of this same zone is "free", the primary detection system is therefore in contradiction with the secondary system.
    [0010] Referring now to FIG. 2, the zone controller 50 reconciles the first and second information from both the primary sensing system and the secondary sensing system. While the primary detection system is functioning correctly, in the event of a "free" first state "El" state inconsistency with the second "occupied" state E2, the zone controller 50 places the detection equipment 30 of the zone 14B in the "out of order" mode (000 for "Out Of Operation"). This means that the status counter associated with this zone has been identified as erroneous and must be reset before being able to be taken into account again.
    [0011] For such a reset method, the information that a detection equipment is in the "out of service" mode is transmitted by the zone controller 50 to the AIS system. The information is then displayed on the screen of an operator, for example in the form of an alarm. Before validating such a reset, the operator requests an agent to move along the path to physically see that the area in question is actually unoccupied. Once the operator has received confirmation from the agent, he must then stop the trains that may potentially enter the area during the reset procedure. It then validates the reset, which has the effect of issuing a reset authorization to the zone controller 50.
    [0012] Upon receipt of this reset authorization request, the zone controller 50 transmits a reset request to the latch computer 40 managing the detection equipment 30 of the area of interest. Upon receipt of the reset request, the latch computer 40 transmits a reset command adapted to the detection equipment 30. Upon receipt of the reset command, the detection equipment is able to assign a reset command. default value (in this case zero) to the axle counter to be reset. Once the axle counter has been reset, the detection equipment 30 indicates that the second state E2 of the zone is "free", consistent with the first state E1 of the same zone. Noting this consistency, the zone controller 50 places the detection equipment 30 back into the "in service" mode. Thus, in this first embodiment of a method for resetting the axle counter of a zone, there is no verification of the real state of the zone by the signaling system.
    [0013] Once in the "out of service" mode, information that could be collected by the zone's detection equipment is not taken into account. More precisely, the zone is considered as occupied by all, regardless of the number of axles indicated by the axle counter.
    [0014] In addition, as indicated above, the operational procedure that precedes the issuance by the operator of a request for reset authorization is cumbersome. It should be noted that all the security of this reset procedure is based on the operators who must guarantee the absence of a train in the zone before and during the reset. The danger would be to return an area to the "free" state while a train is actually present in that area. As a result, this reset method is slow to implement. During its execution, on the zone or zones whose detection equipment is for the "out of service" zone controller, the primary detection system is not redundant, which presents problems of system availability in the event of failure of the system. radio communication system of a CBTC train or in the case of a non-equipped CBTC train. According to a second prior art reset method, when displaying an alarm message on a screen of the AIS system, the operator validates the issuance of a reset authorization to the zone controller.
    [0015] Upon receipt of this authorization, the zone controller verifies, by using the primary detection system, not only that no train is present on the area whose status counter is to be reset, but also that no train is within an approach volume around this area. The approach volume defines a distance upstream and downstream of an area, to ensure that no train will return to the area during the implementation of the reset process. The approach volume corresponds to a reset time multiplied by a maximum train speed on the zones upstream and downstream of the zone considered. The approach volume depends on each zone.
    [0016] The reset time takes into account the delay introduced by the communication between the zone controller and the trip computer and between the trip computer and the detection equipment, as well as the time required for the detection equipment for perform the reset itself. The distance from each side of the area under consideration is large, for example 300 m upstream or downstream from this area.
    [0017] Thus, the zone controller issues a reset request to the detection equipment only if all zones of the approach volume associated with the zone are in a first "free" state. Failing this, if a train is within the approach volume at the time of initiating the reset, the zone controller does not issue a reset request to the detection equipment, which remains in the " out of order ". As a result, the alarm does not disappear from the AIS screen. This reset method has the advantage of being intrinsically safe since it is the signaling system itself that checks the absence of train in and around the area. In other words, this method does not rely on the operator, unlike the previous one. On the other hand, it also presents a certain number of difficulties of implementation. For example, it is impossible to implement it during peak hours of use of the network, the trains being too close to each other, so that the approach volume associated with a zone is only very rarely free. . In this case, the only alternative is a so-called "local" reset of the detection system, that is to say via a human intervention directly on the electronic card of the detection equipment, which has a button of reset ("reset"). The present invention aims to overcome the aforementioned problems. To this end, the subject of the invention is a method for resetting detection equipment to the path of a secondary system for detecting the occupation of an area of a railway network, a CBTC architecture, said CBTC architecture further comprising a primary system for detecting the occupation of said zone, based on a transmission by on-board computers on trains running on the network of the instantaneous position of each train, comprising the steps of: - detection by the detection equipment of the secondary system for detecting trains entering and / or leaving the zone and periodic transmission of a second zone occupancy information to a zone controller; - issuing, by the zone controller, a request to reset the detection equipment following the reception of a second zone occupancy information by said detection equipment indicating that the zone is in a second state "Occupied", while a first information occupying the zone by the primary system for detecting the occupation of the zone indicates, at the same time, that the zone is in a first state "free"; - receiving the reset request by the detection equipment; and, - reset of the detection equipment, characterized in that, at the end of the step of resetting the detection equipment, the detection equipment verifies that no train has been detected as entering and / or leaving the zone between a time of emission by the zone controller of the request in reset and a time of end of reinitialization of the detection equipment; and, if so, issues a successful reset message to the zone controller, and if not, issues a failed reset message to the zone controller. According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics, taken in isolation or in any technically possible combination: following receipt of a reset command, the detection equipment verifies that no train has been detected as entering and / or leaving the area between the time of issue by the zone controller of the reset request and the time of receipt of the reset command; and, if so, the detection equipment executes the reset step; and if not, does not perform the reset step and issues a failed reset message to the zone controller; the upstream communications of the detection equipment to the zone controller and the downstream of the zone controller to the detection equipment is effected by means of an interlocking computer acting as a communication relay; - the detection equipment being connected to two axle sensors, respectively an input sensor located at an input boundary of the zone and an output sensor located at an exit boundary of the zone, the reset of the detection equipment consists of resetting an axle counter; the detection equipment is capable of keeping up to date a number of axles variation counter detected on the zone on a sliding window whose temporal depth with respect to the current time is greater than the duration separating the instant of issuing by the zone controller a reset request and the end time of the reset step following receipt of said reset request by the detection equipment; after a predefined number of attempts to reset the detection equipment (30) by the zone controller, upon receipt of a failed reset message, the zone controller transmits an alarm message to an ATC system of the CBTC architecture for validation, by an operator, of the reset of the detection equipment.
    [0018] The invention will be better understood with the aid of the description which will follow, given solely by way of nonlimiting example and with reference to the appended drawings in which: FIG. 1 is a schematic view of an architecture of automatic control of railway traffic on a railway line and a train running on that railway; FIG. 2 is a schematic view of the first and second states of occupation of successive zones, received by the zone controller of the architecture of FIG. 1; FIGS. 3 to 5 are representations of the reset method according to the invention; FIG. 6 is a timing diagram representing the signals processed by the detection equipment according to the method of FIGS. 4 and 5; and, FIGS. 7 to 9 are diagrams representing situations that the present resetting method makes it possible to solve without human intervention, contrary to the methods of the state of the art.
    [0019] A preferred embodiment of the reset method 100 will now be described with reference to FIGS. 3 and 5. The implementation architecture of the method 100 is in accordance with that of the prior art shown schematically in FIG. differs in that the detection equipment 30 is able to keep up to date, not only an axle counter C, indicating the number of axles on the zone at the current time t, but also a CV variation counter the number of axles detected by the input and output sensors of the zone during a sliding time window. The window extends over a predetermined duration D before the current instant t. More precisely, this CV counter has two states: the first indicates that an interaction with the input / output sensors of the zone has occurred during the duration D preceding the current instant t. The second state indicates instead that no interaction with the input / output sensors of the zone has occurred during the duration D preceding the current time t. While the train 16 has left the zone 14B, the counter of axles C does not take again the value null, one of the input or output sensors of the zone 14B not having detected the good number of axles . In step 110 (FIG. 3), the detection equipment 30 transmits an MO message indicating that the second state E2 of the zone 14B is "busy" towards the switching computer 40. At step 120, continued upon receiving the message MO, the switching computer 40 transmits a message M1 relaying the information that the second state E2 of the zone 14B is "busy" to the zone controller 50.
    [0020] In step 130, performed at time fi, the zone controller ZC 50 compares the first state El of the zone 14B with the second state E2 of the zone 14B. The first state El of the zone 14B is the one delivered at the current time by the primary detection system. The train 16 indicates an instantaneous position at the instant t 1 such that the zone controller 50 can conclude that the first state El of the zone 14B is "free". The second state E2 of the zone 14B is that indicated by the secondary detection system in the message M1. In the case indicated in the introduction, the zone controller 50 can conclude that the second state E2 of the zone 14B is "busy". There is therefore an inconsistency between the first occupation information delivered by the primary system of detection and the second occupancy information delivered by the secondary detection system. However, the zone controller 50, identifying that the primary system is operational, in particular because the zone controller periodically receives instantaneous position information from the computers 26 onboard the trains, he deduces that the inconsistency is caused by an axle counter C which is wrong. It should be noted that for the moment the detection equipment 30 is kept in the "in service" mode by the zone controller 50. This will first try to reset the detection equipment 30 (as explained after) before deciding whether to put it "out of service" if the reset fails. The zone controller 50 then initiates, by itself, the reinitialization of the axle counter C. At the step 140, the zone controller 50 is able to request a reset of the state counter C of the zone 14B. issuing an RI reset request to the latch computer 46. In step 150, following receipt of the request R1, the latch computer 40 issues a reset command C1 relaying the information that the counter of the latch. C-Axis 14B must be reset. At time t2, in step 160, the detection equipment 30 receives the reset command C1. In step 170, the detection equipment 30 then starts the reset of the counter C. The reset ends at the moment t3. In step 180, which starts at time t4 (offset by a predetermined duration after time t3), the detection equipment 30 checks the value of the CV variation counter.
    [0021] The duration D of the window used for the counter CV is greater than or equal to the duration between instants fi and t3.
    [0022] Thus, if the CV variation counter is zero, it means that no train has entered the zone since the time t 1 when the zone controller has required the reset. The reset is thus validated by the detection equipment 30. The zone is therefore in the free state at the time t4, consistent with the current value the axle counter C itialized kidney. In step 180 (FIG. 4), the detection equipment 30 then sends a validation message M2 indicating that the reset has been successful and that the zone is in the second "free" state. In step 190, following the receipt of the message M2, the switching computer 40 transmits a message M3 relaying the information according to which the second state of the zone 14B is "free" towards the zone controller 50. in step 200, the zone controller 50 compares the first state El of the zone 14B with the second state E2 of the zone 14B. These two states are now coherent with each other. The reset was successful. It is important to note that, from an operational point of view, the detection equipment has never gone into the "out of service" mode. In other words, the reset process was completely transparent to the operator and did not in any way disturb the nominal running of the system as a whole. On the other hand, in the case where the CV variation counter is not zero, this means that a train has entered the zone 14B since the instant FI when the zone controller 50 has requested the reset, the duration D being sized to cover transmission times between different subsystems. In this case, in step 180 (FIG. 5), the reset is not validated by the detection equipment 30 and the zone therefore remains the "busy" state at the current time. The detection equipment 30 then transmits a failed reset message M4 indicating that the reset has not been performed and that the zone 14B is still busy. In turn, in step 290, the latch computer 40 transmits to the zone controller 50 a message M5 indicating that the zone 14B is still busy. In step 300, the zone controller 50 finds that at least one reset attempt has already been made without success. At this time, he places the detection equipment 30 in the "out of service" mode and transmits, in step 310, an alarm message MA to the AIS system. In step 320, when the alarm message MA is received, the AIS system displays an alarm on one of the screens of the control center.
    [0023] An operator validates the reset of the detection device state counter 30, by performing a validation gesture, such as pressing a specific button or, in the case of a touch screen, on an area of the associated screen to the alarm displayed. This has the effect of issuing, in step 330, authorization MAI initialization by the supervision system to the area controller 50. This validation by an operator may involve different sources of information allowing the operator to ensure that zone 14B is actually free. The zone controller 50 receives the authorization MAI and, as soon as the primary detection system allows the zone controller 30 to conclude that the zone 14B is free, the various steps 140 to 180, then 190 and 200 are then reiterated. Once the axle counter has been reset, the detection equipment 30 indicates that the second state E2 of the zone is "free", consistent with the first state E1 of this same zone. Noting this consistency, the zone controller 50 places the detection equipment 30 back into the "in service" mode (step 410) and transmits a message adapted to the ATS allowing it to stop the alarm displayed on the screen. operator screen (step 420).
    [0024] In the timing diagram of FIG. 6, the first three graphs represent: at time fi, the zone controller 50, knowing from the primary system that zone 14B is free, issues a request for a reset; at time t2, the detection equipment 30 receives the corresponding reset command; and at time t3, the axle counter is reset to zero.
    [0025] The following two graphs represent the case of FIG. 4. Since in the sliding window D, between t3-D and t3, the CV variation counter has remained zero, no axle of a train entering or leaving zone 14B having been detected, the zone 14B is effectively free. At time t4, the detection equipment then emits a successful reset message M2, that is to say a validation message taking the unit value. The zone will therefore return to the "free" state. The last two graphs of FIG. 6 represent the case of FIG. 5. Since in the sliding window D, between t3-D and t3, the CV variation counter has taken the unit value, an axle of a train entering or leaving the zone 14B having been detected, the reinitialization is not validated and the zone remains occupied. At time t4, the detection equipment transmits a reset message M4 failed, that is to say a validation message taking the value zero. It should be noted that at this moment the detection equipment 30 resets the CV counter. Alternatively, upon receipt of the reset command, the detection equipment is able to verify a first time the current value of the CV variation counter.
    [0026] If this is zero, the detection equipment proceeds to the reset step 170 and, upon resetting, checks the value of the CV change counter a second time as described above with reference to FIG. On the other hand, if this is non-zero, the detection equipment proceeds directly to step 180 and transmits a failed reset message M4. The process has a number of advantages over the state of the art. It allows in particular the reset in the following operating cases, shown in Figures 7 to 9.
    [0027] In Figure 7, a train not equipped with an onboard computer circulates on the network. It is stationary on an area belonging to the approach volume of the out of service zone. This situation can not be addressed by the state of the art, since the train is in the approach volume of the out-of-service area. With the method described above, the zone is put back into service, since it is detected that no train has entered the zone between the transmission times of the request to reset and the end of the reset. In FIG. 8, a train equipped with an on-board computer travels on the network. It is stationary in front of a restrictive signal on an area belonging to the approach volume of the out-of-service area. This situation can not be addressed by the state of the art, since the train is in the approach volume of the out-of-service area. With the method described above, the zone is put back into service, since it is detected that no train has entered the zone between the transmission times of the request to reset and the end of the reset. In Figure 9, a train equipped with an onboard computer runs on the rail network. It is moving on an area of the approach volume of the out of service zone, but downstream from it. This situation can not be addressed by the state of the art, since the train is in the approach volume of the out-of-service area. With the method described above, the zone is put back into service, since it is detected that no train has entered the zone between the transmission times of the request to reset and the end of the reset.
    [0028] This reset method is simpler than the known methods and only leads to the feedback of information to the AIS system in case of failure of a configurable number (equal to one in the embodiment presented above). in detail) of reset attempts initiated by the zone controller. The first attempts of reinitialization being carried out automatically, a reinitialization is carried out more quickly than by the implementation of the methods of the state of the art. Above all, the automatic character removes the operational procedures to be implemented for the resets according to the state of the art.
    权利要求:
    Claims (6)
    [0001]
    REVENDICATIONS1. A method of resetting a detection equipment to the track of a secondary system for detecting the occupation of an area (14B) of a railway network (30), a CBTC architecture, said CBTC architecture comprising by elsewhere a primary system for detecting the occupation of said zone, based on transmission by computers (26) on board the trains (16) traveling on the network of the instantaneous position of each train, comprising the steps of: detection by the detection equipment (30) of the secondary detection system of the trains entering and / or leaving the zone (14B) and periodic transmission of a second zone occupancy information to a zone controller (50); transmitting (140), by the zone controller (50), a request to reset the detection equipment following the reception of a second zone occupancy information by said detection equipment indicating that the zone (14B) is in a second state (E2) "busy", while a first zone occupation information by the primary system for detecting the occupation of the zone indicates, at the same instant, that the zone is in a first state (El)) "free"; receiving (160) the request for reset by the detection equipment (30); and, resetting (170) the detection equipment, characterized in that, at the end of the resetting step of the detection equipment, the detection equipment verifies (180) that no train was detected as entering and / or leaving the zone (14B) between a time (tl) of transmission by the zone controller of the request in reset and a time (t3) of end of reset of the detection equipment ; and, if so, issues a successful reset message (M2) to the zone controller (50), and if not, transmits a failed reset message (M4) to the zone controller.
    [0002]
    2. Method according to claim 1, characterized in that, following the reception of a reset command, the detection equipment (30) verifies that no train has been detected as entering and / or leaving the zone between the time (tl) of transmission by the zone controller of the request to reset and the time (t2) of reception of the reset command; and, if so, the detection equipment executes the reset step (170); and, if not, does not perform the reset step and issues a failed reset message (M4) to the zone controller (50).
    [0003]
    Method according to claim 1 or claim 2, characterized in that the upstream communications of the detection equipment (30) to the zone controller (50) and the downstream of the zone controller (50) to the equipment of detection (30) is effected by means of a latching computer (40) acting as a communication relay.
    [0004]
    4. Method according to any one of claims 1 to 3, characterized in that the detection equipment (30) being connected to two axle sensors (28A, 28B), respectively an input sensor located at a border entering the zone (14B) and an output sensor located at an exit boundary of the zone, the resetting of the detection equipment (130) consists of resetting an axle counter (C).
    [0005]
    5. Method according to any one of claims 1 to 4, characterized in that the detection equipment (30) is able to maintain a variation counter (CV) of the number of axles detected on the zone on a sliding window whose temporal depth (D) with respect to the current time is greater than the duration separating the instant (t1) of transmission by the zone controller of a request in reset and the instant (t3) of end of the reset step that follows the reception of said reset request by the detection equipment.
    [0006]
    6. Method according to any one of claims 1 to 5, characterized in that, after a predefined number of attempts to reset the detection equipment (30) by the zone controller (50), upon reception of a reset message (M4) is unsuccessful, the zone controller (50) transmits an alarm message (MA) to an ATC system of the CBTC architecture for validation by an operator of the reset of the equipment detection.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP2921369B1|2017-05-10|Method for resetting a trackside equipment of a secondary detection system
    US20200380858A1|2020-12-03|Systems and Methods for Intra-Vehicle Pedestrian and Infrastructure Communication
    US10453352B1|2019-10-22|Using train telematics data to provide information in one or more vehicles to reduce accident risk
    EP3395642B1|2022-02-09|Improved automatic train control system and associated method
    EP2923915A1|2015-09-30|Equipment for a secondary rail detection system and signalization system integrating such equipment
    WO2020090146A1|2020-05-07|Vehicle system and control method
    WO2014095914A1|2014-06-26|Method of remotely controlling a system for controlling manoeuvre| of a vehicle by a control box
    EP2891590B1|2019-05-01|Guided land vehicle including a device for managing a derailment of the vehicle, and related method for managing the derailment
    KR101499408B1|2015-03-05|Train information management device
    EP3406503B1|2020-05-13|Optimised method for managing the circulation of a train and associated cbtc signalling system
    EP3216673B1|2020-09-23|Railway assembly comprising a simplified interlocking system for a rail switch
    US20160257324A1|2016-09-08|Railway vehicle operation
    JP2017117092A|2017-06-29|Vehicle control device
    FR3048942A1|2017-09-22|METHOD FOR AUTOMATICALLY MANAGING THE OPERATION OF A LINE IN THE EVENT OF A SUPERVISORY SYSTEM FAILURE
    FR3075742A1|2019-06-28|METHOD FOR RESETTING A ZONE CONTROLLER AND ASSOCIATED SYSTEM FOR AUTOMATIC CONTROL OF TRAINS
    FR3029674A1|2016-06-10|METHOD OF DISCRIMINATION OF THE PRESENCE OF A RAILWAY VEHICLE ON A CANTON, METHOD OF CALCULATING A SAFETY INTERVAL AND ASSOCIATED DEVICE
    FR3032667B1|2019-06-07|METHOD AND DEVICE FOR AUTOMATICALLY STOPPING A VEHICLE
    EP3536579A1|2019-09-11|Method for controlling rail vehicles, associated device and system
    FR3056542A1|2018-03-30|EQUIPMENT FOR MONITORING AT LEAST ONE EQUIPMENT IN THE WAY OF A RAILWAY NETWORK AND ASSOCIATED RAILWAY SYSTEM
    FR3079195A1|2019-09-27|RAILWAY VEHICLE, RAILWAY PLANT AND METHOD FOR AUTOMATICALLY MANAGING THE CIRCULATION OF A RAILWAY VEHICLE ON AN ASSOCIATED RAILWAY LINE
    CA3015773A1|2019-03-01|Traffic control process for vehicles in a network
    EP3225500A1|2017-10-04|Installation for traffic monitoring in a train network and associated radio encoder
    JP6006753B2|2016-10-12|Railroad crossing security system, central device and railroad crossing control device
    FR3058514B1|2019-08-09|METHOD FOR EVALUATING THE RISK OF LURNING AN IMAGE SENSOR AND ELECTRONIC UNIT THEREFOR
    EP3771614A1|2021-02-03|Method for secure automatic dialogue between two vehicles
    同族专利:
    公开号 | 公开日
    CN104925089B|2018-11-27|
    HK1209705A1|2016-04-08|
    CA2885395A1|2015-09-19|
    BR102015006010A2|2017-05-23|
    EP2921369B1|2017-05-10|
    FR3018759B1|2016-04-29|
    SG10201501982WA|2015-10-29|
    EP2921369A1|2015-09-23|
    ES2629757T3|2017-08-14|
    CN104925089A|2015-09-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1388480A1|2002-08-08|2004-02-11|Bombardier Transportation GmbH|Train registry overlay system and method|
    DE102004038205A1|2004-08-05|2006-03-16|Deutsche Bahn Ag|Rail vehicle`s drive operation effecting method, involves taking updated vehicle relevant driving information from non-volatile memory after failure of data processing unit, and updating it by bidirectional radio information transmission|
    US20100299007A1|2009-05-19|2010-11-25|Ghaly Nabil N|Method & apparatus for hybrid train control device|
    WO2012174647A1|2011-06-24|2012-12-27|Thales Canada Inc.|Location of a transponder center point|
    FR3066746B1|2017-05-24|2019-07-19|Alstom Transport Technologies|OPTIMIZED TRAFFIC MANAGEMENT SYSTEM OF A TRAIN AND ASSOCIATED CBTC SIGNALING SYSTEM|
    FR3075145B1|2017-12-20|2021-05-21|Alstom Transp Tech|PROCESS FOR LOCATING AT LEAST ONE RAIL VEHICLE IN A RAIL NETWORK|
    FR3075742B1|2017-12-22|2020-01-10|Alstom Transport Technologies|METHOD FOR RESETTING A ZONE CONTROLLER AND ASSOCIATED SYSTEM FOR AUTOMATIC TRAIN CONTROL|
    CN112491685A|2020-12-31|2021-03-12|郑州铁路职业技术学院|High-reliability subway signal transmission protection method|
    法律状态:
    2015-03-19| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-03-22| PLFP| Fee payment|Year of fee payment: 4 |
    2018-02-02| CA| Change of address|Effective date: 20180103 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452293A|FR3018759B1|2014-03-19|2014-03-19|METHOD FOR RESETTING AN EQUIPMENT TO THE TRACK OF A SECONDARY DETECTION SYSTEM|FR1452293A| FR3018759B1|2014-03-19|2014-03-19|METHOD FOR RESETTING AN EQUIPMENT TO THE TRACK OF A SECONDARY DETECTION SYSTEM|
    ES15158359.8T| ES2629757T3|2014-03-19|2015-03-10|Procedure for resetting a device in the path of a secondary detection system|
    EP15158359.8A| EP2921369B1|2014-03-19|2015-03-10|Method for resetting a trackside equipment of a secondary detection system|
    CA2885395A| CA2885395A1|2014-03-19|2015-03-13|Rebooting process of equipment using a secondary detection system|
    SG10201501982WA| SG10201501982WA|2014-03-19|2015-03-13|Method for resetting a piece of trackside equipment of a secondary detection system|
    BR102015006010A| BR102015006010A2|2014-03-19|2015-03-18|method for resetting a piece of track detection equipment|
    CN201510121899.7A| CN104925089B|2014-03-19|2015-03-19|Method for resetting a trackside equipment of quadratic probing system|
    HK15110574.6A| HK1209705A1|2014-03-19|2015-10-27|Method for resetting a trackside equipment of a secondary detection system|
    [返回顶部]