• 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 of automatically managing the operation of a line (10) of a railway network, including a signaling system (34) comprises a train monitoring system, said ATS system, a locking system, said IXL system, is characterized in that, in case of detection by the IXL system of a breakdown of the ATS system, the IXL system is able to trace a plurality of default routes so as to allow a continuation of the automatic operation of the line according to a degraded mode.
    公开号:FR3048942A1
    申请号:FR1652233
    申请日:2016-03-16
    公开日:2017-09-22
    发明作者:Javier Ballesteros；Mathieu Bresson
    申请人:Alstom Transport Technologies SAS；
    IPC主号:
    专利说明:

    METHOD FOR AUTOMATICALLY MANAGING THE OPERATION OF A LINE IN THE EVENT OF A SUPERVISORY SYSTEM FAILURE
    The present invention relates to a method for automatically managing the operation of a line in the event of a failure of a supervision system.
    It is known to equip a line of a rail network with a signaling system.
    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. It has different subsystems that can assign a path to each train and request the opening of a portion of this path, or road, in front of the corresponding train.
    The signaling system also includes an interlocking system, called IXL system, also called "Interlocking" in English. Such an IXL system is capable of managing the equipment at the track, such as light signals, switching actuators, etc., to open a road to the running of a train in accordance with a request from the ATS system. The IXL system verifies and performs a plurality of logical conditions and logical actions to place the different equipment of a zone associated with the road to be opened in a required latching state. It is said that the IXL system traces the route. Formerly based on electromechanical relays, the IXL system is now based on computers ("CBI" for "computer based interlocking"). In general, for a simple line such as a carousel type line, a single computer is thus able to control the state of engagement of the equipment to the track so as to draw a road in front of a train.
    It is also known signaling systems comprising an automatic train control system. Such a system is known by the acronym of ATC system, for "Automatic Train Control".
    In a manner known per se, an ATC system comprises various equipment cooperating with each other to allow the safe movement of trains on the line.
    For example, there is known an ATC system of the "communication-based train management" type, known under the acronym of CBTC system, for "Communication Based Train Control".
    A CBTC system is based on the presence of on-board computers on trains authorized to run on the line. The train calculator determines a number of operating parameters and communicates with ground equipment to enable the train to safely perform the assigned task. This calculator ensures on the one hand the coverage of the functional needs (the stop in the different stations to serve for example) and on the other hand the control of the security points (check that the train does not have an excessive speed for example ). 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.
    On the ground, the CBTC system comprises a zone controller (whose acronym is "ZC" as "Zone Controller"). This zone controller is in particular in charge of one hand to track the presence of each train on the line, each train regularly communicating its current position. On the other hand, the zone controller is in charge of providing each train with a movement authorization, which guarantees the safety of movement of the train considered on a section of the line (for example not to provide a train with a movement authorization which would allow it to go beyond the rear of the train that precedes it).
    It should be noted that the occupation of a zone is determined by the zone controller on the basis of the information it receives on the one hand from a primary detection system and on the other hand from a secondary system. detection.
    The primary detection system makes it possible to determine the zone occupied by a train as a function of the instantaneous position of the train determined by the train itself and communicated to the zone controller. The zone controller is then able to develop a first occupation information.
    The secondary detection system is capable of redunding the primary detection system, in the case where, for example, the radio communication unit of a train no longer functions, the zone controller can not obtain the instantaneous position of the train.
    By suitable track equipment, such as axle counters or track circuits, arranged along the track, the secondary detection system is able to detect the presence of a train in such and such area and to communicating a second occupancy information to the zone controller.
    The zone controller reconciles the first and second occupancy information. Different strategies are then implemented when these two pieces of information differ from each other. It should be noted that a zone controller transmits busy or free zone information to the IXL system, the occupation of the zone entering the logical conditions verified for the route of a route.
    In case of a malfunction of the ATS system, all traffic on the line is interrupted, since no opening of road in front of a train is no longer requested by the ATS system. Eventually, the line can still be operated, but by passing in a manual mode, in which the conduct of the trains is done on sight by the drivers (with very low maximum allowed traffic speeds) and it is necessary to send agents along the track to engage track equipment, including switches.
    The present invention aims to answer this problem. To this end, the subject of the invention is a method for automatically managing the operation of a line of a railway network, a signaling system of which includes a train supervision system, called ATS system, an interlocking system, said IXL system, characterized in that, in case of detection by the IXL system of a breakdown of the ATS system, the IXL system is able to trace a plurality of default routes so as to allow a continuation of the automatic operation of the line in a degraded mode.
    According to other advantageous aspects of the invention, the method comprises one or more of the following characteristics, taken separately or in any technically possible combination: the IXL system is able to draw a sequence of default routes, that is, successively plotting at least a first default route and a second default route, the first and second routes sharing at least one common channel section. the ATS system periodically updates a bit of life, preferably by consolidating the states of a plurality of the subsystems that make up the ATS system, and periodically transmits the updated life bit to the IXL system, the IXL system being able to switch to degraded mode when it no longer receives the life bit, preferably during a predefined time delay. - At the moment the IXL system switches to degraded mode, it releases all routes incompatible with the default plurality of routes and / or the or each default route sequence. the line is a carousel type line comprising a one-way and a return line, terminus stations as well as first and second reversing lanes allowing a train to pass from one line to another, advantageously located at each terminus station, the degraded mode for automatic operation of the line in which the trains run in a default path forming a loop. the signaling system based on an automatic train control system of the CBTC system type comprising an edge component and a ground component, the edge component controlling the movement of the train that it equips on a default route traced by the system IXL. the ground component of the CBTC system comprises a zone controller capable of determining a state of occupation of each zone of the line, the zone controller communicating with the IXL system and the edge components of the trains traveling on the line. the IXL system is of the computer-based interlocking system type, referred to as the CBI system. The invention also relates to a signaling system for implementing a method according to any one of the preceding claims, characterized in that it comprises: a train monitoring system, said ATS system; an interlocking system, called IXL system; and an automatic control system for CBTC trains comprising an edge component and a ground component, characterized in that the ATS system is capable of periodically updating a bit of life, preferably by consolidating the states of the subsystems of the ATS system. , and periodically transmitting the updated life bit to the IXL system, and that the IXL system is adapted to switch to a degraded mode when it does not receive the life bit, preferably for a predefined timeout time , and to draw default routes so as to allow a continuation of the automatic operation of the line according to the degraded mode, said IXL system being previously configured by the definition of said default routes.
    Preferably, the line being a carousel type line comprising a forward and a return channel, terminus stations, and first and second reversal paths allowing a train to pass from one line to another, advantageously Located at each of the terminus stations, the IXL system is configured to define default routes and / or default route sequences allowing automatic operation of the line in which the trains run in a default path forming a loop. The invention and its advantages will be better understood on reading the detailed description which follows of a particular embodiment, given solely by way of non-limiting example, this description being made with reference to the appended drawing in which the Figure is a schematic representation of a carousel type line equipped with a supervision system according to the invention, allowing the implementation of the method according to the invention. The invention consists in configuring the IXL system, in the event of an ATS system failure, to trace a default route, or to trace a default route sequence, allowing automatic operation of the line.
    The automatic management method applies particularly well to the case of a line of the carousel type illustrated in the figure.
    Line 10, which is a carousel type line, has two parallel traffic lanes, each lane being unidirectional, and lanes for allowing the trains to be turned over so that they pass from one lane to another.
    Line 10 thus comprises a forward path 11, between a first terminus station S1 and a second terminus station S3, and a return path 12, between the second terminus station S3 and the first terminus station S1. In FIG. 1, in addition to the first and second terminus stations, the line includes an intermediate station S2.
    The direction of movement of the trains on the forward lane 11 is indicated by the arrow F11 and the direction of movement of the trains on the return lane 12 is indicated by the arrow F12, opposite to the arrow F11. The upstream and downstream qualifiers for a lane are relative to the direction of traffic on that lane.
    Line 10 also includes first and second deflected channels, 13 and 14, connecting the forward and return lines 12 to allow a train to pass from the outbound and backward tracks respectively. .
    The forward channel 11 is subdivided into sections: an input section S10, two inter-station sections (S11 between the first terminal station S1 and the intermediate station S2 and S12 between the intermediate station S2 and the second terminal station S3). , and an output section S13.
    The return channel 12 is subdivided into sections: an upstream end section S31, an input section S20, two inter-station sections (S21 between the second end station S3 and the intermediate station S2 and S22 between the intermediate station S2. and the first terminus station S1), an output section S23 and a downstream end section S40.
    The exit section S13 of the outbound lane 11 and the entry section S20 of the return lane 12 are equipped with turnouts, A1 and A2 respectively, the deflected outlets of which are connected to the second deflected lane 13. A section S30 is thus defined by the section upstream of the switch A1 of the output section S13 of the forward path 11, the second deflected path 13 and the upstream end section S31 of the return path 12.
    Similarly, the exit section S23 of the return channel 12 and the input section S10 of the forward channel 11 are equipped with switches, A4 and A3, respectively, whose deflected outputs are connected to the first deflected channel 14. A section S41 is thus defined by the downstream end section S40 of the return channel 12, the first deflected channel 14 and the downstream portion of the switch A3 of the input section S10 of the forward channel 11.
    The zones of line 10 correspond to an area associated with section S11, to an area associated with section S12, to a second area of reversal behind the second terminal station S3 and composed of sections S13, S30, S31 and S20, to an area associated with section S21, to an area associated with section S22, and to a first reversal area behind the first terminal station S1 and composed of sections S23, S40, S41 and S10.
    Line 10 includes many track equipment, such as switches A1 to A4; the light signals at the section input (also called "station output" signals), such as the signals L11, L12, L13, along the forward path 11 and the signals L20, L21, L22, L23, L24 along the return lane 12; and axle counters E2 and E1 in each of the turning areas, for example for the end section S31 and the end section S40. In Figure 1, only one axle counter is shown schematically for each switch, but in reality axle counting heads are positioned around each needle.
    Each channel section comprises a set of equipment in the channel controlled by an electronic card 30, connected to a communication network 32.
    The line 10 is equipped with a signaling system 34 comprising an ATS system, to define a path for a train and to request the opening of the roads in front of this train, an IXL system for the management of equipment at the track, suitable for placing each of the equipment of an area in a required state to draw a road in front of the train, in accordance with a route opening request issued by the ATS system; an ATC system comprising a ground component integrating a zone controller ZC, able to determine the instantaneous occupancy status of each zone and to transmit a movement authorization to the train; and a train 40 comprising, as on-board or on-board component of the ATC system, an on-board computer 42 capable of driving the train to the endpoint of the movement authorization issued by the zone controller ZC.
    The on-board computer 42 is able to communicate with the ground by means of an on-board radiocommunication module 44 and a plurality of base stations, distributed along the tracks, of a wireless communication infrastructure (not shown on the diagram). figure), which is connected to the network 32.
    Compared to the state of the art, the signaling system 34 differs in that the IXL system here is able to monitor, at any time, the state of the ATS system. This monitoring is preferably carried out by means of a live bit (bit) issued periodically by the ATS to the IXL system. Advantageously, this bit of life is developed at the level of the ATS system, from a consolidation of the current operating state of each of the subsystems of the ATS system, in particular of the vital components of the ATS system. This consolidation must make it possible to ensure that there is no other solution to implement before requiring the switchover of the operation of the line in the degraded mode.
    The IXL system is able to maintain a variable V relating to the current state of the ATS system, taking the ON value when the IXL system actually receives the life bit from the ATS system and the OFF value when the IXL system no longer receives the bit of life from the ATS system. Preferably, a timer is implemented so that the variable V relating to the state of the system ATS only changes to the OFF value if no bit of life is received during the duration of this delay.
    When the variable V relating to the state of the ATS system switches to the OFF value, the IXL system takes control of the management of the line 10 to allow automatic operation in a predetermined degraded mode.
    In this degraded mode, the IXL system traces a set of routes by default, that is, it places the devices in the channel of each zone of the line in a default latching state, so that allow a train to circulate on each zone, according to a default route, the default routes being defined to establish a default path allowing operation of the line.
    In the degraded mode, the IXL system is also able to carry out, if defined, a route tracing sequence, that is, it draws a first default route, and, if certain conditions are satisfied it can plot a second default route, with the first and second routes sharing a common area.
    Thus, for the particular case of a carousel line such as line 10, the IXL system is configured to draw the following default routes (which in our illustrative example merge with the sections): S11, S12 on the forward path 11; and S21 and S22 on the return path 12.
    In addition, for the second reversal zone behind the second terminal station S3, the IXL system is capable of managing a default route tracing cycle or sequence consisting of first tracing a first route consisting of sections S30 and S3. S31, then once the train on section S31, a second road consisting of sections S31 and S20. To trace the second route, the IXL system waits for the end section S31 to be occupied by a train.
    Similarly, for the first reversal area behind the first terminal station S1, the IXL system is able to manage a cycle or sequence of route tracing by default first consisting in drawing a first route consisting of sections S23 and S40, then, once the train on the end section S40, a second road constituted sections S40 and S41.
    The IXL interlocking system is thus configured, in a phase prior to operation of the line, so as to define the different routes and / or sequences of default routes to be plotted in the degraded mode. In addition, any routes or set of routes that can be defined on the line and that conflict with the default routes or route sequence are identified. When switching to degraded mode, all these potentially conflicting routes are released. Then the default routes allowing automatic operation of the line are systematically established and blocked.
    Once in this degraded mode, the operation of the line 10 is carried out as follows: - the movement of a train 40 from the terminal station S1 to the terminus station S3 along the one-way line 11 s on the default routes established on zones S11 and S12, the signaling lights L11 and L12 at the entrance of these zones being in the green engagement state; the management of a second cycle for bringing a train from the quay from the second station S3 terminus to the return quay of the second station terminus S3. For this purpose the layout of a first road consists in placing the first and second switches A1 and A2 in their deflected engagement position and in passing the signaling light L13 to the green: the train then advances on the portion upstream of the turnout A1 then on the track 13 and then on the end section S31. Then, once the section S31 is in the occupied state, according to the information provided by the axle counter E2, the drawing of a second route consists in placing the second switch A2 in the right position and moving to the second position. green the signal light L20 of the input section S20 of the return line 12. The direction of movement of the train 40 being reversed, it goes from section S31 to section S20. - the movement of a train from the second terminus station S3 to the first terminus station S1 along the return line, 12 is carried out on the default routes established on the zones S21 and S22, the signaling lights L21 and L22 at the entrance of these zones being in the green latching state; and, managing a first cycle to bring a train from the quay back from the first terminus station S1 to the quay of the first terminus station S1. For this, the layout of a first road consists of placing the switch A4 in its upright position and to pass the signaling light L23 green: the train then advances on the section S23, then on the end section S40. Then, once the section S40 is in the occupied state, according to the information provided by the axle counter E1, the drawing of a second route by the IXL system consists in placing the switch A4 in the deflected position and switch A3 in the deflected position and go green on the L24 traffic light. As the direction of movement of the train 40 is reversed, the latter passes from the end section S40 to the section S41 and then to the downstream portion of the switch A3 of the input section S10.
    For movement of a train on a route traced by the IXL system, the zone controller ZC transmits to the train 40 a movement authorization to the end of the next section. The on-board computer of train 40 then controls the movement of the train in accordance with this movement authorization. In particular, the on-board computer 42 determines a speed profile, which is then used as a speed reference to control the train. There is therefore automatic operation of train traffic. The invention therefore proposes a fallback solution in the event of a failure of the ATS system, which allows automatic management of the line according to a default operating plan.
    This is particularly well suited to a carousel type line, for which the default path forms a loop, the trains being able to circulate according to a perpetual operation. The exploitation being automatic, it does not therefore require to send agents on the line to check the state of occupancy of a zone or move a needle, in particular to allow a reversal maneuver likely to allow the passage of a train from one lane to another.
    In many other ways to perform the reversal of a train are known to those skilled in the art, and the present invention applies to these other architectures. In particular, the line could comprise a reversal zone in the middle of the line in order to subdivide it into two elementary sections, and the IXL system could be configured to use this reversal zone in the event of a breakdown of the ATS system.
    More generally, the IXL system could be configured to perform default route tracing sequences involving the sequencing of more than two routes. However, it is a compromise between what is desirable that the IXL system is able to manage safely and the complexity of the default path to perform to ensure the operation of the line in this degraded mode. In particular, the conditions to be checked for moving from one route to another in the sequence can be numerous and complex. Conflicting routes should not block the operation of the IXL system.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. A method of automatically managing the operation of a line (10) of a railway network, including a signaling system (34) comprises a train monitoring system, said ATS system, a locking system, said IXL system , characterized in that, in case of detection by the IXL system of a breakdown of the ATS system, the IXL system is able to trace a plurality of default routes so as to allow a continuation of the automatic operation of the line according to a degraded mode.
    [2" id="c-fr-0002]
    2. Method according to claim 1, wherein the IXL system is able to draw a sequence of routes by default, that is to say successively draw at least a first default route and a second default route, the first and second route sharing at least one common channel section (S40; S31).
    [3" id="c-fr-0003]
    The method according to claim 1 or claim 2, wherein the ATS system periodically updates a life bit, preferably by consolidating the states of a plurality of the subsystems that make up the ATS system, and periodically transmits the bit. updated IXL system, the IXL system being able to switch to the degraded mode when it no longer receives the life bit, preferably for a preset time delay.
    [4" id="c-fr-0004]
    A method according to any one of the preceding claims, wherein, at the moment the IXL system switches to the degraded mode, it releases all the routes incompatible with the plurality of default routes and / or the or each route sequence by default.
    [5" id="c-fr-0005]
    A method according to any one of claims 1 to 4, wherein the line is a carousel type line having a forward path (11) and a return path (12), terminal stations (S1, S3), and that first and second reversal paths (13, 14) allowing a train to pass from one line to another, advantageously located at each of the terminus stations, the degraded mode allowing automatic operation of the line in which the trains run along a default path that forms a loop.
    [6" id="c-fr-0006]
    6. A method according to any one of the preceding claims, wherein the signaling system (34) is based on a system control system automatic CBTC type system comprising an edge component (42) and a ground component, the component edge (42) controlling the movement of the train (40) that it equips on a default route traced by the IXL system.
    [7" id="c-fr-0007]
    7. The method according to claim 6, wherein the ground component of the CBTC system comprises a zone controller (ZC) capable of determining a state of occupation of each zone (S10 to S13, S20 to S23, S30, S31, S40, S41) of the line (10), the zone controller communicating with the IXL system and the edge components (42) of the trains (40) traveling on the line (10).
    [8" id="c-fr-0008]
    8. Method according to any one of the preceding claims, wherein the IXL system is of the type of computer-based interlocking system, called CBI system.
    [9" id="c-fr-0009]
    9. signaling system (34) for implementing a method according to any one of the preceding claims, characterized in that it comprises: - a train monitoring system, said ATS system; - an interlocking system, called IXL system; and, an automatic control system for CBTC trains comprising an edge component (42) and a ground component (ZC), characterized in that the ATS system is capable of periodically updating a bit of life, preferably by consolidation of the states of the subsystems of the ATS system, and periodically transmitting the updated life bit to the IXL system, and that the IXL system is able to switch to a degraded mode when it does not receive the life bit, preferably for a predefined delay time, and to draw default routes so as to allow automatic operation of the line (10) according to the degraded mode, said IXL system being previously configured by the definition of said routes by default.
    [10" id="c-fr-0010]
    The signaling system (34) according to claim 9, wherein the line is a carousel type line comprising a go-way (11) and a return path (12), terminus stations (S1, S2), as well as first and second reversal paths (13, 14) allowing a train (40) to pass from one line to another, advantageously located at each of the terminus stations, the IXL system being configured to define default routes and / or default route sequences allowing automatic operation of the line in which the trains run in a default path forming a loop.
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    FR3079195A1|2018-03-23|2019-09-27|Alstom Transport Technologies|RAILWAY VEHICLE, RAILWAY PLANT AND METHOD FOR AUTOMATICALLY MANAGING THE CIRCULATION OF A RAILWAY VEHICLE ON AN ASSOCIATED RAILWAY LINE|
    法律状态:
    2017-03-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-22| PLSC| Publication of the preliminary search report|Effective date: 20170922 |
    2018-03-23| PLFP| Fee payment|Year of fee payment: 3 |
    2020-03-19| PLFP| Fee payment|Year of fee payment: 5 |
    2021-03-23| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1652233|2016-03-16|
    FR1652233A|FR3048942B1|2016-03-16|2016-03-16|METHOD FOR AUTOMATICALLY MANAGING THE OPERATION OF A LINE IN THE EVENT OF A SUPERVISORY SYSTEM FAILURE|FR1652233A| FR3048942B1|2016-03-16|2016-03-16|METHOD FOR AUTOMATICALLY MANAGING THE OPERATION OF A LINE IN THE EVENT OF A SUPERVISORY SYSTEM FAILURE|
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