• 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 equipment (20) for a detection system in the way of an automatic railway traffic control architecture, is associated with an area of a railway and capable of generating information for releasing said zone, from the signals received from the sensors (28A; 28B). The equipment (20) comprises a hardware layer (42) having an input interface (55) for producing, from the delivered signals, a digital signal, and a communication card (61) with a network (22) for allow communication with an interlocking system. The equipment (20) includes a software layer (44) including application software (63) for acquiring the digital signal and generating release information, and pilot software (65) for transmitting said information to the interlock system.
    公开号:FR3019128A1
    申请号:FR1452516
    申请日:2014-03-25
    公开日:2015-10-02
    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] BACKGROUND OF THE INVENTION The present invention relates to equipment for a secondary track detection system and to its interfacing with a system for interlocking a signaling system. 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".
    [0002] 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 by the acronym 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 26 of a train determines a certain number of operating parameters and communicates with different systems on the ground to enable the train to carry out, safely, the mission that has been assigned to it. This calculator 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 safety points, it is ie for example to check that the train does not have an excessive speed. The computer 26 of a train is connected to at least one onboard radio communication unit 27, able to establish a radio link with base stations 25 of a communication infrastructure, itself connected to a communication network 29 of CBTC architecture. On the ground, the CBTC architecture comprises a zone controller ZC, an acronym for "Zone Controller" in English referenced by the numeral 50 in FIG. 1. This zone controller 50 is notably in charge, on the one hand, of following the presence of trains on the rail network and, on the other hand, in a centralized architecture, to provide movement authorizations to trains, which are such as to guarantee their safety of movement, that is to say for example not to provide a train with a clearance of movement that would lead it to go beyond the train preceding it.
    [0003] This ATC architecture is part of a global system, called the signaling system, SS in FIG. 1, which is also able to control a plurality of equipment at the track. The signaling system includes an automatic train supervision system, also called ATS system, according to the acronym "Automatic Train Supervision". The ATS 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 computer is referenced by the number 19 in FIG. 1. The railway network is composed of sections of railroad track, each section of track being subdivided into zones. In FIG. 1, three successive zones, 14A, 14B and 14C, 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. 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 onboard 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 computer 26 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 derives, 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". 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. The secondary detection system is capable of redunding the primary detection system, in the case where, 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. It is important to note that a "purely CBTC" system can only work with primary detection. The secondary detection system is, however, important for covering the CBTC communication failure modes and for allowing trains not equipped with CBTCs to be used on the same railway network. 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. In a first embodiment, the secondary detection system is based on counting the number of axles of a vehicle passing in front of an axle sensor located at each end of the zone considered. This system is known as the "Axle Counter". Thus, when a vehicle enters a zone, the input sensor, situated at the entrance of this zone, allows the incrementation of a unit of a state counter associated with this zone, at each detection of the passage of an axle of the vehicle. When the vehicle leaves the area considered, the output sensor, located at the exit of this zone, allows to decrement the same status counter by one unit each time a vehicle axle is detected. Thus, the zone is in the "free" state when the state counter associated with this zone is equal to zero. Otherwise, the zone is in the "busy" state. In a second embodiment, the secondary detection system comprises a sensor of the track circuit type, also known by the term "Track Circuit". This sensor makes it possible to detect the presence of a short circuit when powering up each rail line of the zone considered. Indeed, in case of presence of a vehicle on this area, the axle of the vehicle electrically connects the two rails and create a short circuit. Thus, the detection of a short circuit makes it possible to place a binary state counter at the unit value corresponding to the "occupied" state of the zone. Otherwise, the status counter is set to zero and the zone is in the "free" state. In these two embodiments, the secondary detection system comprises, in addition to a plurality of channel sensors, a plurality of intermediate devices making it possible to generate, from the analog measurement signals at the output of the sensors, occupancy information of the proper way to be transmitted to the interlocking system. Thus the interface between the track sensors and the interlocking system can be broken down into two parts: an "upstream" part, which connects the track sensors to a detection equipment. This part consists of a cable connecting the sensors to the detection equipment, itself constituted by electromechanical relays enabling the acquisition of the analog signals at the output of the sensors, and the implementation of the occupancy state counters of the corresponding zones. controlled switches; - a "downstream" part, which connects the detection equipment to the interlocking system. This part is able to emit a read signal from the occupancy state counter of an area of the detection equipment, to generate a suitable message including the occupancy information, and to transmit it to the control system. engagement. In the state of the art, this downstream part is also composed of equipment consisting of electromechanical relays and electronic boards interfaces with the interlocking system. In general, these intermediate equipment are installed in a technical room arranged for this purpose at the edge of the railway. The secondary detection system of the state of the art has a number of disadvantages.
    [0004] In particular, the intermediate equipment of the secondary detection system are expensive, bulky and difficult to install and maintain. In particular, the second part called "downstream" interfacing with the interlocking system is complex. The present invention aims to overcome the aforementioned problems. It aims in particular to provide an interface between sensors and interlocking system for a secondary ground detection system that is more compact, cheaper, easier installation and easy maintenance. The present invention aims to simplify the second part called "downstream" of such an interface by drastically reducing the number of components required. This simplification involves a modification of the detection equipment of the so-called "upstream" part of this interface. For this purpose, the subject of the invention is a detection equipment for a secondary detection system in the way of an automatic control architecture for railway traffic on a railway track, said railway being subdivided into a plurality of zones, said equipment being associated with at least one particular zone, and being able to generate information for releasing said particular zone by a vehicle traveling on the track, from at least one measurement signal received from at least one sensor of the system secondary detection device connected to said equipment, wherein said equipment is a computer, comprising: a hardware layer, comprising: calculating means; storage means; an input interface comprising: a connector, for connecting said at least one sensor to said equipment, and a scanning means, for producing, from the measurement signal supplied by said at least one sensor, a digital signal; a communication card for connecting the equipment to a communication network and for direct two-way communication between the equipment and an interlocking system of a signaling system to which said automatic traffic control architecture belongs, said communication system; switching on being connected to the communication network; a software layer, comprising: an application software adapted to acquire the digital signal of the input interface and to generate a release information of said particular zone; a pilot software, capable of generating a data message from said release information of said particular area, the data message respecting a secure communication protocol, and passing the data message to the communication card so that it transmits said data message on the communication network to the interlocking system.
    [0005] According to other advantageous aspects of the invention, the equipment comprises one or more of the following characteristics, taken in isolation or in any technically possible combination: said sensor of the secondary detection system is a track circuit sensor said connector and said application software being adapted to this sensor; said sensor of the secondary detection system is an axle sensor, said connector and said application software being adapted to this sensor; said communication card is a communication card of the ETHERNET type; said secure communication protocol is the protocol defined by the FSFS2 standard; said pilot software is capable of controlling a reset of the release information of said particular zone from a reset message from said interlocking system and received by said communication card. The invention also relates to a signaling system of a railway comprising: a communication network, preferably of the ETHERNET type; an interlocking system for controlling the traffic of vehicles traveling on the track; and an architecture for automatic control of rail traffic on the track, the architecture being of the type based on a control of vehicles by on-board computers, said railway being subdivided into a plurality of zones, said architecture comprises: a primary system of detection, for detecting the presence of a vehicle on at least one particular area from a determination of the position of the vehicle made by an on-board computer on board said vehicle, the primary detection system being able to generate a first information of release; and a secondary system for detecting the presence of a vehicle on at least one particular zone of the track, comprising a sensor situated along the track, associated with said particular zone and capable of generating a signal. measuring device, said secondary detection system being adapted to generate a second release information and to communicate it to the interlocking system, the secondary detection system being independent of the primary detection system, in which the secondary detection system comprises a device according to any one of the preceding claims, whose input interface is connected to said at least one sensor and whose communication card is connected directly to the interlocking system, via the communication network. 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 according to the invention and a vehicle traveling on this railway; and FIG. 2 is a schematic view of an equipment of the secondary detection system in the way of the architecture of FIG. 1. The signaling system 10 of a railway track 12 is illustrated in FIG. Track 12 is divided into a plurality of sections, each section being subdivided into a plurality of areas on which rail traffic control is performed. Figure 1 illustrates a section of track 12, which is subdivided into three areas designated 14A, 14B and 14C. Each zone 14A, 14B or 14C comprises an identifier making it possible to distinguish it in a unique and certain way from all the zones of the track 12. FIG. 1 further illustrates a vehicle 16 traveling on this railroad track 12. The vehicle is represented as it enters zone 14B: it crosses a first boundary 18A, located between zones 14A and 14B and constituting an entry boundary for zone 14B, and goes to a second boundary 18B, located between zones 14B and 14C and forming an exit boundary for zone 14B. "Vehicle" means any vehicle capable of traveling on track 12. Vehicle 16 comprises a plurality of axles, at least one wheel for each rail line of track 12 being mounted on each axle to allow the vehicle 16 to move along the railway line. Axles and wheels are made from an electrically conductive material. In Figure 1, the vehicle 16 has four axles designated by the references 17A, 17B, 17C and 17D. The signaling system 10 comprises an interlocking system 19 for controlling the circulation of the vehicles traveling on the track 12 and, in particular, that of the vehicle 16. Such a system for interlocking the track 12 is also known in the art. state of the art under the term "interlocking". The interlocking system 19 is able to control the operation of a plurality of equipment distributed along the channel 12, only a detection device 20, described in more detail below, being represented in FIG. for example, such equipment is in the form of signal actuators, signal lights or other electromechanical devices known per se in the state of the art. The interlocking system 19 comprises, for example, a plurality of computers capable of analyzing and controlling rail traffic on the track automatically or semi-automatically. The interlocking system 19 is located at a distance from the equipment of the railway track 12 and is connected thereto by a communication network 22 adapted, preferably of the ETHERNET type. The signaling system 10 comprises an architecture for automatic control of train traffic on the track, which is a communication-based train management architecture, also known in the state of the art under the acronym CBTC (" Communication Based Train Control "). This architecture comprises a zone controller 50 capable of reconciling the occupation information of the channel coming from a primary detection system and a secondary detection system.
    [0006] This architecture thus comprises a primary SPD detection system using beacons 24A, 24B or 24C. These are located respectively in the areas 14A, 14B and 14C and are able to transmit to a computer 26, embedded in the vehicle 16, their precise geographical position. The instantaneous position is calculated by the computer 26, from the geographical position of the last crossed beacon which is updated with the measurement of the path traveled by the vehicle since the last cross-beacon, obtained by means of odometry equipping the vehicle. vehicle 16. The vehicle 16 further comprises radio communication units 27, on board, capable of transmitting and receiving radio signals with base stations 25 disposed on the ground along the channel 12. These base stations 25 are connected to a communication network 29 of the system 10. The units 27 allow the communication to the zone controller 50 of a message comprising the instantaneous position and an identifier of the vehicle 16 making it possible to distinguish it in a unique and certain manner from other vehicles traveling on track 12.
    [0007] On the basis of a track plan, that is to say of the subdivision into a geographically identified zone of the track 12, and of the instantaneous position of the vehicle 16, the zone calculator 50 determines the identifier of the zone in which the vehicle is. It associates this zone with the "busy" state. To compensate for a failure of the primary detection system SPD or to allow the circulation of non-CBTC trains on the same railway network, the primary detection system SPD is redundant by a secondary SSD detection system, able to detect the state occupying the areas of track 12 by directly measuring the presence of a vehicle on each zone. The architecture thus comprises a secondary SSD detection system for detecting the presence or absence of a vehicle in the zones 14A, 14B and 14C of the railway line 12. The SSD secondary detection system generates a second occupancy information which is communicated to the zone calculator 50. The secondary SSD detection system comprises a plurality of sensors and a plurality of detection devices 20. In a first embodiment shown in FIG. 1, the SSD secondary detection system comprises axle sensors. To determine the state of occupancy of the zone 14B, an input sensor 28A and an output sensor 28B are placed along the path respectively at the first boundary 18A and the second boundary 18B of the zone 14B . Each sensor 28A or 28B is a counting head capable of transmitting a measurement signal when an axle crosses the border 18A or 18B respectively. The measurement signal is for example a pulse of short duration. Each zone of the channel 12 is associated with an input sensor and an output sensor. Advantageously, to reduce costs, the output sensor of a zone is also the input sensor of the neighboring zone. It should be noted that in FIG. 1, an area is a portion of two-end track, but it could be an area comprising several entry and / or exit ends, such as a zone corresponding to a referral. The two sensors of a zone are connected to the input of a detection equipment 20. More particularly, for the case of the zone 14B, the sensors 28A and 28B are directly connected to the detection equipment 20 by wire links.
    [0008] In the embodiment presented here in detail, the detection equipment is dedicated to a zone. It is therefore associated with a pair of sensors. Alternatively, detection equipment is common to a plurality of areas that are geographically adjacent to each other. The sensors of each of these zones are connected to the input of the detection equipment, which measures at each instant the state of occupation of each of these zones. The detection equipment 20 is also connected directly to the interlocking system 19, via a communication network 22. The detection equipment 20 is able to acquire the measurement signals from a pair of sensors, to process them in order to determine a state of occupation of the corresponding zone and to transmit the occupation information to the interlocking system 19 via the communication network 22.
    [0009] The latching system 19 relays this information and transmits it to the zone controller 50, via the communication network 29 of the system 10. The equipment 20 is illustrated in more detail in FIG. 2. Thus, as illustrated in FIG. 2 the equipment 20 is a computer 40 comprising a hardware layer 42 and a software layer 44. The material layer 42 comprises a means 51 for calculating and a means 53 for storing. The storage means 53 is for example a memory capable of storing the instructions of a plurality of software. The calculating means 51 is for example a processor capable of executing the software stored in the storage means 53.
    [0010] The hardware layer 42 further comprises an input interface 55. The input interface comprises a plurality of connectors 57, each connector 57 allowing the connection of the equipment 20 to a sensor, such as the sensors 28A and 28B. The input interface comprises a scanning means 59 for producing, from an analog measurement signal from a sensor 28A or 28B, a digital signal.
    [0011] The hardware layer 42 further comprises a communication card 61 of the ETHERNET type for connecting the equipment 20 to the communication network 22. This communication card 61 thus enables direct bidirectional communication between the detection equipment 20 and the system of communication. engagement 19, through the communication network 22.
    [0012] In the state of the prior art, the hardware means for connecting the detection equipment to the interlocking system is not a communication card, but a digital / analog conversion card capable of generating a digital / analog signal which is transmitted through a plurality of wired intermediate equipment (such as relays adapted to perform impedance matching) to an input intermediate equipment on the interlocking system. This input equipment comprises input cards connected by a communication network to the interlocking system. Thus, the present detection equipment eliminates many intermediate layers between the sensors and the interlocking system 19.
    [0013] The software layer 44 comprises an application software 63 stored in the storage means 53. During its execution, the application software 63 is able to acquire the digital signals supplied at the output of the digitization means 59, and from these signals, for each zone of the channel with which the equipment 20 is associated, to maintain a status counter and to generate occupancy information as a function of the current value of this state counter.
    [0014] The state counter of a zone is for example in the form of an integer variable 64, associated with this zone and stored in the storage means 53. The application software 63 is able to increment or decrement the value of this variable. 64 depending on the measurement signals from the sensors associated with this zone or a reset message MR from the interlocking system 19 via the communication network 22. For security reasons, the occupancy information is in reality realized in the form of its inverse state, that is, a release information. The release information is a binary value taking a "false" value when the state counter is non-zero, the corresponding zone being in the "busy" state, and a "true" value when the state counter is equal to zero, the corresponding zone being in the "free" state. The software layer 44 further comprises a pilot software 65 stored in the storage means 63 and able to generate an MD data message from the release information generated by the application software 63 and the identifier of the corresponding zone. . The data message MD is generated by the pilot software so as to comply with a secure communication protocol, preferably the FSFB2 (English "Fail Safe Field Bus 2nd Generation") protocol. This protocol makes it possible in particular to transmit the data message MD, via the communication network 22, with a level of security required for railway applications. The pilot software 65 is able to pass the data message MD to the communication card 61 so that it transmits it to the interlocking system 19 via the communication network 22.
    [0015] The pilot software 65 is also able to reset the state counter of a zone, that is to say to reset the corresponding variable 64, from a reset message MR issued by the system. switching on 19 and received via the communication network 22 and the communication card 61. The operation of the equipment 20 according to the first embodiment of the invention will now be explained. Initially, no vehicle traveling in the zone 14B of the railway line 12, the state counter associated with this zone is equal to zero, corresponding to the initialization value. Zone 14B is therefore in the "free" state. When the vehicle 16 enters the zone 14B crossing the first boundary 18A, the input sensor 28A detects the first axle 17A and sends a measurement signal corresponding to the detection of an axle to the input interface 55 of the equipment 20.
    [0016] This measurement signal is then transformed into a digital signal by the scanning means 59 and is processed by the application software 63 executed by the calculation means 51. Thus, the application software 63 increments the variable 64 by one unit. The counter state of nonzero status, occupancy state switches to "busy" state If variable 64 is non-zero, driver 65 generates MD data message with "false" release information indicating the "busy" state of the zone 14B and the identifier to the zone 14B. It then sends this message MD to the interlocking system 19.
    [0017] Similarly, at each passage of one of the axles 17B, 17C or 17D, the variable 64 is incremented by one unit. Thus, in the embodiment of Figure 1, after the passage of all the axles of the vehicle 16, the variable 64 is equal to "4". When the first axle 17A of the vehicle 18 crosses the second boundary 18B of the zone 14B, the output sensor 28B sends a measurement signal to the input interface 55 of the equipment 20. This measurement signal is then transformed into a digital signal that is processed by the application software 63. Upon receipt, the application software 63 decrements the variable 64 by one unit. Similarly, at each passage of an axle 17B, 17C or 17D, the variable 64 is decremented by one unit. When this variable is zero again, the driver software 65 generates a data message MD with the release information "true" indicating that the state of occupancy of the zone 14B is "free", and the identifier from zone 14B. This message MD is transmitted to the interlocking system 19.
    [0018] The zone 14B is considered free by the interlocking system 19 until an MD message is received indicating that the state is "busy". If the equipment 20 receives a reset message MR from the interlocking system 19, the variable 64 is reset to its initialization value, namely zero. The message MR thus includes the identifier of the zone whose state counter must be reset. According to a second embodiment (not shown), the operation of the SSD secondary detection system to detect the presence of the vehicle in a zone is based on a track circuit associated with this zone, also known in the state of the art. under the term "Track Circuit".
    [0019] In this embodiment, the rails of the railroad track are connected together by electrical conductors placed at the input and output boundaries of a zone to obtain an electrical circuit forming a loop. The SSD secondary detection system comprises a sensor for detecting when this loop is powered up the presence of a short circuit in this loop created by an axle of a vehicle. The measurement signal sent by this sensor to the input interface of the equipment once digitized is processed in a manner adapted by the application software. This measurement signal corresponds for example to the impedance value of the electrical circuit. Thus, a variation of this value allows the application software to determine the state of occupancy of this zone. More particularly, if this variation is outside a predetermined range for the corresponding area, the pilot software generates a data message including the "false" release information indicating that the occupancy state of the area is " busy ", and the identifier of the zone. This message is transmitted to the interlocking system. When this variation is again in the predetermined interval, the pilot software generates a data message including the release information "true" indicating that the state of occupation of the zone is "free", and the identifier of the zone, to transmit this message to the interlocking system.
    [0020] The particular advantage of the detection equipment and its interfacing with the interlocking system lies in its reduced dimensions compared to those of the different equipment constituting a secondary detection system of the state of the art. In addition, the equipment, and its interface with the interlocking system, can be easily installed and its maintenance is particularly simple. The associated manufacturing cost and operating cost are particularly low. This equipment can also be easily adapted to different communication protocols and different control architectures by simply changing its software layer.
    权利要求:
    Claims (7)
    [0001]
    CLAIMS1.- Equipment (20) for a secondary detection system (SSD) in the way of an automatic railway traffic control architecture on a railway track (12), said railway track (12) being subdivided into a plurality of zones (14A; 14B; 14C), said equipment being associated with at least one particular area (14A; 14B; 14C), and being adapted to generate release information of said particular area (14A; 14B; 14C) by a vehicle ( 16) traveling on the channel (12), from at least one measurement signal received from at least one sensor (28A; 28B) of the secondary detection system connected to said equipment (20); characterized in that said equipment (20) is a computer (40), comprising: a hardware layer (42), comprising: calculating means (51); storage means (53); an input interface (55) comprising: a connector (57), for connecting said at least one sensor (28A; 28B) to said equipment, and a scanning means (59) for producing, from the measurement signal delivered by said at least one sensor, a digital signal; a communication card (61) for connecting the equipment (20) to a communication network (22) and allowing direct bidirectional communication between the equipment (20) and a system interlocking system (19). signaling system to which said automatic traffic control architecture belongs, said interlocking system being connected to the communication network (22); a software layer (44), comprising: an application software (63) adapted to acquire the digital signal from the input interface and to generate a release information of said particular area (14A; 14B; 14C); a driver software (65) for generating a data message (MD) from said releasing information of said particular area (14A; 14B; 14C), the data message (MD) respecting a communication protocol; security, and passing the data message (MD) to the communication card (61) so that it transmits said data message (MD) on the communication network (22) to the interlocking system (19) .
    [0002]
    2. Equipment (20) according to claim 1, characterized in that said sensor of the secondary detection system (SSD) is a channel circuit sensor, said connector (57) and said application software (63) being adapted to this sensor.
    [0003]
    3. Equipment (20) according to claim 1, characterized in that said sensor secondary detection system (SSD) is an axle sensor, said connector (57) and said application software (63) being adapted to this sensor .
    [0004]
    4. Equipment (20) according to any one of the preceding claims, characterized in that said communication card (61) is a communication card of the ETHERNET type.
    [0005]
    5. Equipment (20) according to any one of the preceding claims, characterized in that said secure communication protocol is the protocol defined by the FSFB2 standard.
    [0006]
    Apparatus (20) according to any one of the preceding claims, characterized in that said pilot software (65) is adapted to control a reset of the release information of said particular zone (14A, 14B, 14C) to from a reset message (MR) from said latching system (19) and received by said communication card (61).
    [0007]
    7.- Signaling system of a railway track (12) comprising: - a communication network (22), preferably of the ETHERNET type; - an interlocking system (19) for controlling the traffic of vehicles (16) traveling on the track (12); and, an architecture (10) for automatically controlling railway traffic on the track, the architecture being of the type based on a vehicle control (16) by on-board computers (26), said railway track (12) being subdivided into a plurality of areas (14A; 14B; 14C), said architecture comprises: - a primary detection system (SPD) for detecting the presence of a vehicle (16) on at least one particular area (14A; 14B; 14C) from a determination of the position of the vehicle (16) performed by a computer (26) on board said vehicle (16), the primary detection system (SPD) being able to generate a first release information; and a secondary detection system (SSD) at the track, for detecting the presence of a vehicle (16) on at least one particular area (14A; 14B; 14C) of the track (12), having a sensor located on the along the path, associated with said particular zone (14A; 14B; 14C) and capable of generating a measurement signal, said secondary detection system (SSD) being able to generate a second release information and to communicate it to the signaling system. latching (19), the secondary detection system (SSD) being independent of the primary detection system (SPD), said system being characterized in that the secondary detection system (SSD) comprises a device (20) according to one any of the preceding claims, whose input interface (55) is connected to said at least one sensor (28A; 28B) and whose communication card (61) is connected directly to the interlocking system via the communication network ( 22).
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    EP3141452B1|2019-12-18|System of train location along the railway of a rail network
    FR3079195A1|2019-09-27|RAILWAY VEHICLE, RAILWAY PLANT AND METHOD FOR AUTOMATICALLY MANAGING THE CIRCULATION OF A RAILWAY VEHICLE ON AN ASSOCIATED RAILWAY LINE
    FR3049556B1|2019-07-05|METHOD FOR MANAGING THE CIRCULATION OF A RAILWAY VEHICLE WITH LATERAL ANTICOLLISION PROTECTION
    FR3057230A1|2018-04-13|METHOD FOR MANAGING A MANEUVER OF A TRAIN ON A RAILWAY PORTION EQUIPPED WITH A SIGNALING SYSTEM
    FR3064221A1|2018-09-28|SAFETY DEVICE FOR A RAILWAY VEHICLE, RAILWAY VEHICLE, METHOD OF SECURING SUCH A RAILWAY VEHICLE, AND ASSOCIATED COMPUTER PROGRAM
    同族专利:
    公开号 | 公开日
    CA2885132C|2021-01-12|
    CA2885132A1|2015-09-25|
    BR102015006612A2|2015-12-15|
    SG10201501984RA|2015-10-29|
    HK1214797A1|2016-08-05|
    CN105151084A|2015-12-16|
    CN105151084B|2019-01-11|
    EP2923915A1|2015-09-30|
    FR3019128B1|2017-10-06|
    引用文献:
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    EP2752353A1|2011-09-30|2014-07-09|The Nippon Signal Co., Ltd.|On-ground device for train control system|
    WO2014102647A1|2012-12-26|2014-07-03|Thales Canada Inc.|Method of removing suspected section of track|
    CN101941451B|2010-08-31|2012-12-05|北京交通大学|Intermittent train control system|
    CN102381342B|2011-08-31|2014-08-13|北京和利时系统工程有限公司|Computer interlock system and method for controlling urban rail transit signals thereof|
    CN102514597B|2011-12-12|2014-05-21|北京交控科技有限公司|Method for monitoring track state based on zone control system in CBTC system|DE102015207223A1|2015-04-21|2016-10-27|Siemens Aktiengesellschaft|Method and device for locating a rail vehicle operating in a CBTCtrain control and protection system|
    FR3048942B1|2016-03-16|2018-04-13|Alstom Transport Technologies|METHOD FOR AUTOMATICALLY MANAGING THE OPERATION OF A LINE IN THE EVENT OF A SUPERVISORY SYSTEM FAILURE|
    FR3049557B1|2016-03-31|2021-12-10|Alstom Transp Tech|TRAFFIC CONTROL INSTALLATION ON A RAILWAY NETWORK AND ASSOCIATED RADIO ENCODER|
    GB2555813A|2016-11-10|2018-05-16|Siemens Rail Automation Holdings Ltd|Locating a railway vehicle within a railway network|
    FR3070661B1|2017-09-01|2021-10-29|Alstom Transp Tech|METHOD OF CONTROL OF VEHICLE TRAFFIC IN A NETWORK|
    FR3075742B1|2017-12-22|2020-01-10|Alstom Transport Technologies|METHOD FOR RESETTING A ZONE CONTROLLER AND ASSOCIATED SYSTEM FOR AUTOMATIC TRAIN CONTROL|
    EP3508395A1|2018-01-08|2019-07-10|Siemens S.A.S.|System and method for locating guided vehicles by axle count comparison|
    CN111497896A|2020-03-24|2020-08-07|卡斯柯信号有限公司|Management method of rail transit turnout resources|
    法律状态:
    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 |
    2018-03-23| PLFP| Fee payment|Year of fee payment: 5 |
    2020-03-19| PLFP| Fee payment|Year of fee payment: 7 |
    2021-03-23| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452516A|FR3019128B1|2014-03-25|2014-03-25|EQUIPMENT FOR A SECONDARY SYSTEM OF DETECTION IN THE WAY AND SIGNALING SYSTEM INTEGRATING SUCH EQUIPMENT|FR1452516A| FR3019128B1|2014-03-25|2014-03-25|EQUIPMENT FOR A SECONDARY SYSTEM OF DETECTION IN THE WAY AND SIGNALING SYSTEM INTEGRATING SUCH EQUIPMENT|
    CA2885132A| CA2885132C|2014-03-25|2015-03-13|Equipment for a secondary rail detection system and signalization system integrating such equipment|
    SG10201501984RA| SG10201501984RA|2014-03-25|2015-03-13|Equipment for a secondary rail detection system and signalization system integrating such equipment|
    CN201510126579.0A| CN105151084B|2014-03-25|2015-03-23|Equipment for secondary rail detection system and the signal system comprising the equipment|
    EP15160551.6A| EP2923915A1|2014-03-25|2015-03-24|Equipment for a secondary rail detection system and signalization system integrating such equipment|
    BR102015006612A| BR102015006612A2|2014-03-25|2015-03-25|detection equipment and signaling system for a railway|
    HK16102819.7A| HK1214797A1|2014-03-25|2016-03-11|Equipment for a secondary rail detection system and signalization system integrating such equipment|
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