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EP3406503A1 - Optimised method for managing the circulation of a train and associated cbtc signalling system - Google Patents

Optimised method for managing the circulation of a train and associated cbtc signalling system Download PDF

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Publication number
EP3406503A1
EP3406503A1 EP18174146.3A EP18174146A EP3406503A1 EP 3406503 A1 EP3406503 A1 EP 3406503A1 EP 18174146 A EP18174146 A EP 18174146A EP 3406503 A1 EP3406503 A1 EP 3406503A1
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EP
European Patent Office
Prior art keywords
train
zone
route
cbtc
section
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Granted
Application number
EP18174146.3A
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German (de)
French (fr)
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EP3406503B1 (en
Inventor
Mathieu Bresson
Javier BALLESTEROS
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Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication of EP3406503A1 publication Critical patent/EP3406503A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • B61L3/22—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation
    • B61L3/225—Continuous control along the route using magnetic or electrostatic induction; using electromagnetic radiation using separate conductors along the route
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • the subject of the invention is that of methods for managing the movement of a train along a section of a railway track, implemented by a signaling system of the "Communication Based Train Control" type - CBTC, the signaling system being clean, in a nominal mode, defining a route on the section allowing the train to flow in a nominal traffic direction, the road extending over a plurality of successive zones between an original signal and a signal of destination.
  • a train travels along roads that are traced by a supervisory system (ATS) and opened by an interlocking system (CBI).
  • ATS supervisory system
  • CBI interlocking system
  • a road is a section of the railway line that is traversed in a predetermined nominal direction of travel.
  • a section groups together several successive zones between an origin signal and a destination signal.
  • the object of the invention is therefore to overcome the aforementioned problem, in particular by proposing a degraded mode of traffic management by the CBTC signaling system, in which a train may be authorized to change direction of traffic while it has been engaged on a road, to bring it out of the corresponding section of railway.
  • the figure 1 represents a signaling system 10 based on an "Automatic Train Control” (ATC) architecture of the “communication-based train management” type, also called CBTC architecture, for "Communication Based Train Control".
  • a CBTC architecture is based on the presence of embedded computers on board trains, also called embedded part of an ATP system ("Automatic Train Protection").
  • the computer 6 of the train T provides, on the one hand, the coverage of the functional requirements of the train T, that is to say for example the stations to be served, and, on the other hand, on the other hand, the control of security points, that is to say example to verify that the train T does not have an excessive speed at a particular Telec point of the line.
  • the computer 6 of the train T determines a certain number of operating parameters of the train T and communicates with different systems on the ground to allow the train T to perform, safely, the mission that has been assigned.
  • the computer 6 is connected to at least one onboard radio communication unit 7, able to establish a radio link with base stations 8 of a ground communication infrastructure, itself connected to a communication network 19 of the architecture CBTC.
  • the signaling system 10 comprises an interlocking system 14, also called CBI according to the acronym for "Computer Based Interlocking".
  • the CBI 14 is capable of controlling the equipment by the track, such as signal lights, switching actuators, etc., these equipment allowing the safe movement of trains while avoiding the conflicting movements between them.
  • the interlocking system is now computerized by adapted computers.
  • the CBI 14 is located at a distance from the equipment of the track and is connected thereto by a communication network 13 adapted, preferably of the ETHERNET type.
  • CBI 14 includes on the figure 1 a storage memory 15, in particular for storing the information relating to the sub-roads.
  • the signaling system 10 comprises a zone controller 16, also called ZC ("Zone Controller"), which is the ground portion of an ATP system ("Automatic Train Protection”).
  • ZC Zone Controller
  • the ZC 16 is in particular in charge, firstly, to track the presence of trains on the rail network and, secondly, in a centralized architecture, to provide movement authorizations to trains. These movement authorizations must guarantee the safety of train movements, 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.
  • the ZC 16 has on the figure 1 a storage memory 17, in particular for storing the information relating to the obstacles to be taken into account in the determination of the movement authorizations.
  • the signaling system 10 comprises an automatic train monitoring system 18, also called ATS ("Automatic Train Supervision") system.
  • ATS Automatic Train Supervision
  • the ATS system 18 is implemented in an operational central office and comprises man / machine interfaces allowing operators to intervene on the various components of the signaling system 10.
  • the railway network 2 is subdivided into sections, each section extending between two signaling signals and being subdivided into a plurality of zones.
  • On the figure 1 three successive zones, 24, 25 and 26 are represented.
  • a section is traversed by a train in a predetermined direction of circulation D1.
  • the ZC 16 receives information on the one hand from a primary detection system and on the other hand from a secondary detection system and reconciles this information to determine the occupied and free areas of the network.
  • the primary detection system determines the area occupied by a train from the instantaneous position of the train calculated by the onboard computer thereof. For example, this position is determined by the on-board computer from the detection of beacons implanted along the track and whose geographical positions are known, and from the measurements delivered by odometry sensors fitted to the train and allowing the calculator 6 to determine the distance traveled since the last cross tag.
  • the ZC 16 determines, by means of a geographical plane of the network identifying each zone in a unique manner, the zone inside which the train is located. The zone is then placed in the "busy" state. In this way, a first occupation information of each zone is determined by the ZC 16 and stored in the memory 17.
  • the secondary detection system is capable of redundant the primary detection system, in case, for example, the communication unit 7 of a train T no longer functions and the ZC 16 can no longer obtain the instantaneous position of the train. . While a "purely CBTC" system may only work with primary detection, a secondary detection system is required to cover the ground-based communication failure modes for a CBTC train and, on the other hand, to on the other hand, to allow traffic on the network of non-CBTC trains, that is to say which are not equipped with an on-board computer compatible with the CBTC architecture.
  • the secondary detection system is able to detect the presence of a train in an area.
  • these sensors may be axle counter sensors 11 located at each end of an area, such as zone 25.
  • the upstream sensor 11 (according to FIG. the nominal circulation direction D1) allows the incrementation of a unit of a state counter associated with the zone 25, at each detection of the passage of an axle 4 of the train T.
  • the downstream sensor 11 makes it possible to decrement the same state counter by one unit, at each detection of the passage of a Axle 4 of the train T.
  • the zone 25 is in the "free" state when the associated state counter is equal to zero. Otherwise, zone 25 is in the "busy" state.
  • these sensors are track circuits ("Track Circuit”) for detecting the presence of a short circuit between the rows of rails caused by the presence of the axle of a train.
  • the secondary detection system comprises, in addition to a plurality of sensors 11, a plurality of intermediate devices 12 making it possible to generate, from the analog measurement signals at the output of the sensors 11, the information of occupation. This is transmitted via network 13 to CBI 14 and then to ZC 16.
  • the Figures 3 to 9 illustrate different times of traffic on the railway 2.
  • Section B comprises nine successive zones (referenced from 20 to 28) between the signaling signals S1 and S3.
  • Area 20 which incorporates a needle, has a common border with section A.
  • a train can enter section B from section A.
  • the zone 20 is framed by the signals S1 and S2.
  • the sections 21 to 28 are linear sections which succeed one another and define a running lane of the trains in a direction of nominal traffic D1 (from left to right on the Figures 3 to 9 ).
  • the zones 21, 24, 26 and 28 are more particularly associated with stations 31, 32, 33 and 34 allowing the exchange of passengers.
  • Zone 28 allows a train to leave section B by engaging on section C.
  • Section C includes a zone 29, which incorporates a needle and is framed by two signals S3 and S4.
  • section B a route R, delimited by the signal S1 as the original signal and the signal S3 as the destination signal.
  • the ATS 18 traces, for the train T2, the road R.
  • ATS 18 communicates this route R to CBI 14.
  • the CBI 14 opens this road R by reserving, for the train T2, each of the zones 20 to 28 in the direction of nominal traffic D1.
  • the CBI 14 locks objects referred to as sub-roads: a sub-route associates a reserved zone for the T2 train and a direction of movement of the T2 train on this zone.
  • the sub-roads are stored in the memory associated with CBI 14.
  • the ZC 16 determines, from the locked sub-roads for the T2 train and the current running direction of the train T2 corresponding to the nominal traffic direction D1, a movement authorization.
  • This movement authorization is determined according to the areas of the open road R for the T2 train which are occupied by other trains. In this case, on the figure 3 zone 27 is occupied by a train T1.
  • the train T1 moves according to the nominal circulation direction D1. It precedes the T2 train on section B.
  • the movement authorization issued to the T2 train by the ZC 16 extends further to the border between the zones 26 and 27.
  • the train T2 engages on the road R. It returns to the section B by crossing the original signal S1. It then progresses along the road R.
  • the CBI 14 releases the sub-road associated with the zone that has just left the T2 train. So, on the figure 4 when the T2 train is in the zone 24, the zones 20 to 23 previously locked are now released. They are erased from CBI memory 14.
  • train T1 In nominal mode, train T1 should continue to move in the nominal traffic direction D1 and eventually leave section B crossing signal S3. With each movement of the train T1, the ZC 16 determines the areas of the road R which are no longer occupied by the train T1 and updates the movement authorization of the T2 train. In nominal mode, the train T2 should therefore continue its movement along the road R to exit the section B crossing the signal S3.
  • Such an event may be, for example, a breakdown of the train T1 or a person on the track at the zone 28 requiring the power supply to be cut off in this zone so that the train T1 can no longer continue to move.
  • the method 100 according to the invention is then implemented as follows.
  • an operator decides to switch the signaling system 10 in a degraded mode of operation of the line in which the trains will be allowed to turn back and their supervised safety maneuvers.
  • step 110 from the control center of the ATS 18, the operator takes the hand and selects a train engaged on the considered section of track to make it change direction of circulation so that it comes out of the section considered.
  • the operator selects the train T2 to move in a direction of opposite traffic D2, which is the direction opposite to the nominal flow direction D1, so that it comes out of the section B on which it was engaged.
  • step 120 after selecting a train from the trains to be turned back, the operator also selects the zone from which the selected train will be allowed to move in the opposite traffic direction D2 and the signal destination that the selected train must cross to get out of the section on which it has engaged.
  • the zones from which to initiate a change of direction of movement of the trains are predetermined. These are, for example, areas belonging to sections of extended tracks on which several trains can be engaged at the same time. In general, on a section, these zones correspond to waiting zones where a train is brought during the occurrence of an event before making the decision to switch to the degraded mode. These are essentially zones corresponding to stations, such as zone 24.
  • the operator selects the zone 24 as the origin zone of the maneuver and the signal S2 as the destination or output signal.
  • This information is used by the ATC 18 which, in step 130, traces, that is to say defines, a pseudo-route between the zone of origin and the destination signal selected at step 120 for the train selected in step 110.
  • This is a pseudo-route since a route is normally defined between two signaling signals, an origin signal and a destination signal. It is the possibility of choosing a zone as the origin of a road rather than a signal that allows the automatic management of the maneuver by the signaling system.
  • This pseudo-route once drawn is indicated in CBI 14, which opens it to step 140.
  • the CBI 14 reserves, for the selected train, the different zones of the pseudo-route between the zone of origin (included) and the destination signal, associating with each of these zones a direction of circulation corresponding to the opposite direction of circulation.
  • the pseudo-road PR is opened by the CBI 14 for the train T2 by locking the zones 21 to 24 in the opposite traffic direction D2.
  • the CBI 14 memorizes and updates the corresponding sub-routes in the memory 15.
  • the ATS 18 after having drawn the pseudo-route, informs the on-board computer of the selected train that it must change the current running direction of the train so that it corresponds to the direction of travel. opposite traffic.
  • the train is a totally automatic train and the on-board computer manages this change of direction of movement by itself; or the train is piloted and the driver is prompted to change cabs so that the active cab, which was the head cabin when the train was moving in the D1 direction of travel, is now the head cabin when the train moves in the opposite traffic direction D2.
  • This change of active cabin is made in a secure manner by the use of a suitable key that the driver must use to indicate the active cabin.
  • the onboard computer After the active cabin change has been validated by the onboard computer, it transmits the current running direction information of the train to the ZC 16.
  • the train T2 informs the ZC 16 that its current traffic direction is now the direction D2.
  • the ZC 16 knowing the current running direction of the train and receiving CBI 14 the locked sub-roads for this train, calculates a movement authorization for this train.
  • the ZC 16 knowing that the T2 train will now flow in the direction D2, goes periodically calculate a movement authorization from the reserved sub-roads corresponding to the opposite traffic direction D2.
  • Step by step the movement authorizations calculated by the ZC 16 must allow the train T2 to advance along the pseudo-road PR, until it crosses the destination signal S2 and come out of section B.
  • the ZC 16 takes into account, when calculating a movement authorization for the train considered, a list of obstacles. This list of obstacles is kept up to date (step 200) by the ZC 16.
  • the obstacles are defined from the set of movement authorizations already calculated and transmitted for execution to the other trains traveling on the section B and moving in the direction D1.
  • the ZC 16 determines the movement authorization for the train T2 taking into account the constraint that the train T2, flowing in the direction D2, must not be allowed to go beyond the point P. Thus the movement authorization transmitted to the T2 train may not extend beyond zone 23.
  • the ZC 16 determines the zone on which the non-CBTC train is at the current time and calculates, around this instantaneous position, a security envelope E. This is the case which is represented on the figure 8 by the thick line for the train T3, considered in this figure as a non-CBTC train.
  • the security envelope E determined by the ZC 16 for the train T3 covers, for example, the zones 21 and 22.
  • This security envelope E constitutes an obstacle in the list to be taken into account for the determination of a movement authorization for the train T2 because it limits the movement in the direction D2 (but not the direction D1). So on the figure 8 if the safety envelope E of the train T3 extends to the point P, the movement authorization which will be calculated by the ZC 16 for the train T2 can not extend beyond the point P ( according to direction D2). This avoids any face-to-face risk between the T2 train, which is a CBTC train, and the non-CBTC T3 train.
  • the on-board computer of the train T2 controls the train T2 in accordance with this movement authorization. For example, as shown in figure 9 if the movement authorization given to the train T2 makes it possible to advance to the point P, the train T2 leaves the zone 24 and advances on the zone 23.
  • step 170 the movement authorization calculated by the ZC 16 is transmitted to the train for execution.
  • the movement authorization is represented by a dashed arrow on the Figures 7 and 8 .
  • step 180 the method 100 repeats step 160 to update the movement authorization of the train.
  • the train T3 can be maneuvered so as to turn back.
  • the list of obstacles is updated (step 200) by the ZC 16, which allows it to update a movement authorization for the train T2.
  • Another case consists of a train T3 which would be a train of the CBTC type but in manual driving, the security mechanisms of the ATP system then being shunted. However, the train T3 communicates on the ground the identifier of its active cabin.
  • the security envelope E around the train T3 remains active preventing a movement in the direction D2 of the train T2 on the corresponding zones only if the active cabin of the train T3 is the right one in the figures, this active cabin indicating that the train T3 moves in the direction D1.
  • the invention therefore allows operation of the line in degraded mode allowing the movement of trains on a portion of the track in the opposite direction of the nominal flow direction.
  • the invention makes it possible to control these movements safely.
  • the invention is particularly well suited to an unmanned automatic metro.
  • the possibility of a change of direction of movement of a train in a CBTC architecture is a characteristic allowing a good flexibility of the management of the traffic and an optimal management of the traffic during the occurrence of operational events blocking in nominal mode of operation of the line.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Lorsqu'un événement empêche un train de se déplacer le long d'une route selon une direction nominale, ce procédé permet de le faire circuler selon une direction opposée en : sélectionnant (120) une zone d'origine et un signal de sortie ; traçant (130) une pseudo-route sur les zones successives entre la zone d'origine et le signal de sortie ; ouvrant (140) la pseudo-route en associant à chaque zone une sous-route, correspondant à la réservation de ladite zone pour ledit train; informant (150) le train qu'il doit circuler selon la direction opposée ; déterminant (160) une autorisation de mouvement pour le train à partir des sous-routes qui lui sont ouvertes et d'une liste d'obstacles régulièrement mise à jour ; transmettant (180) l'autorisation de mouvement au train, les étapes de détermination (160) et de transmission (170) étant itérées jusqu'à ce que le train franchisse le signal de sortie.When an event prevents a train from moving along a road in a nominal direction, this method allows it to be driven in an opposite direction by: selecting (120) an origin zone and an output signal; plotting (130) a pseudo-route on the successive zones between the zone of origin and the output signal; opening (140) the pseudo-route by associating with each zone a sub-route, corresponding to the reservation of said zone for said train; informing (150) the train to be driven in the opposite direction; determining (160) a movement authorization for the train from the sub-roads open to it and a list of regularly updated obstacles; transmitting (180) the movement permission to the train, the determining (160) and transmitting (170) steps being iterated until the train passes the output signal.

Description

L'invention a pour domaine celui des procédés de gestion de la circulation d'un train le long d'une section d'une voie ferrée, mis en oeuvre par un système de signalisation du type « Communication Based Train Control » - CBTC, le système de signalisation étant propre, dans un mode nominal, à définir une route sur la section permettant la circulation du train selon une direction de circulation nominale, la route s'étendant sur une pluralité de zones successives entre un signal d'origine et un signal de destination.The subject of the invention is that of methods for managing the movement of a train along a section of a railway track, implemented by a signaling system of the "Communication Based Train Control" type - CBTC, the signaling system being clean, in a nominal mode, defining a route on the section allowing the train to flow in a nominal traffic direction, the road extending over a plurality of successive zones between an original signal and a signal of destination.

Avec un système de signalisation du type CBTC, un train circule le long de routes qui sont tracées par un système de supervision (ATS) et ouvertes par un système d'enclenchement (CBI).With a CBTC type signaling system, a train travels along roads that are traced by a supervisory system (ATS) and opened by an interlocking system (CBI).

Une route correspond à une section de la voie ferrée, qui est parcourue selon une direction de circulation nominale prédéterminée.A road is a section of the railway line that is traversed in a predetermined nominal direction of travel.

Une section regroupe plusieurs zones successives entre un signal d'origine et un signal de destination.A section groups together several successive zones between an origin signal and a destination signal.

La tendance étant de réduire le nombre de signaux de signalisation le long de la voie, la longueur des sections et par conséquent des routes augmente.The tendency being to reduce the number of signaling signals along the track, the length of the sections and consequently of the roads increases.

Pour le cas où les trains se succèdent à intervalle relativement faible, comme c'est le cas pour une ligne de métro, il est prévu que plusieurs trains peuvent circuler simultanément sur une même section.In the case where the trains follow one another at relatively short intervals, as is the case for a metro line, it is expected that several trains can run simultaneously on the same section.

Cependant, si un premier train tombe en panne sur une section, les trains qui se sont engagés sur cette même section et qui le suivent sont empêchés de poursuivre leur déplacement.However, if a first train breaks down on a section, trains that have entered the same section and follow it are prevented from continuing their journey.

En effet, dans une architecture CBTC, lorsqu'un train s'engage sur une route qui lui a été ouverte par le système d'enclenchement, il doit aller jusqu'au signal de destination.Indeed, in a CBTC architecture, when a train engages on a road that has been opened by the interlocking system, it must go to the destination signal.

Ainsi, en cas d'écart à l'exploitation nominale de la ligne, un grand nombre de trains peuvent être affectés et doivent attendre que l'exploitation nominale soit reprise pour poursuivre leur déplacement selon la route sur laquelle ils se sont engagés.Thus, in the event of deviation from the nominal operation of the line, a large number of trains may be affected and must wait until the nominal operation is resumed to continue their movement according to the route on which they have committed.

L'invention a donc pour but de pallier au problème précité, notamment en proposant un mode dégradé de gestion du trafic par le système de signalisation CBTC, dans lequel un train peut être autorisé à changer de direction de circulation alors qu'il s'est engagé sur une route, pour le faire ressortir de la section de voie ferrée correspondante.The object of the invention is therefore to overcome the aforementioned problem, in particular by proposing a degraded mode of traffic management by the CBTC signaling system, in which a train may be authorized to change direction of traffic while it has been engaged on a road, to bring it out of the corresponding section of railway.

A cet effet, l'invention a pour objet un procédé de gestion de la circulation d'un train le long d'une section d'une voie ferrée, mis en oeuvre par un système de signalisation du type CBTC, le système de signalisation étant propre, dans un mode nominal, à définir une route sur la section permettant la circulation du train selon une direction de circulation nominale, la route s'étendant sur une pluralité de zones successives entre un signal d'origine et un signal de destination , caractérisé en ce qu'il consiste, en cas de survenue d'un évènement empêchant le train de poursuivre son déplacement le long de ladite route, à faire circuler le train selon une direction de circulation opposée à la direction de circulation nominale :

  • en sélectionnant une zone d'origine et un signal de sortie ;
  • en traçant, par un système de supervision du système de signalisation, une pseudo-route pour le train sur les zones successives entre la zone d'origine et le signal de sortie ;
  • en ouvrant, par un dispositif d'enclenchement du système de signalisation, la pseudo-route en associant à chaque zone entre la zone d'origine et le signal de sortie, une sous-route, chaque sous-route correspondant à la réservation de ladite zone pour ledit train dans la direction de circulation opposée;
  • en informant le train qu'il doit modifier sa direction de circulation courante pour qu'elle corresponde à la direction de circulation opposée ; et,
  • en déterminant par un contrôleur de zones du système de signalisation, une autorisation de mouvement pour le train à partir de la direction de circulation courante du train et des sous-routes ouvertes pour ledit train et en tenant compte d'une liste d'obstacles régulièrement mise à jour par le contrôleur de zones ;
  • en transmettant l'autorisation de mouvement au train pour piloter le déplacement dudit train,
les étapes de détermination et de transmission d'une autorisation de mouvement étant itérées jusqu'à ce que le train franchisse le signal de sortie.For this purpose, the subject of the invention is a method for managing the movement of a train along a section of a railway track, implemented by a signaling system of the CBTC type, the signaling system being own, in a nominal mode, defining a route on the section allowing the movement of the train in a nominal traffic direction, the route extending over a plurality of successive zones between an origin signal and a destination signal, characterized in that it consists, in case of occurrence of an event preventing the train from continuing its movement along said road, to circulate the train in a traffic direction opposite to the nominal traffic direction:
  • selecting an area of origin and an output signal;
  • by tracing, by a system of supervision of the signaling system, a pseudo-route for the train on the successive zones between the zone of origin and the output signal;
  • by opening, by an interlocking device of the signaling system, the pseudo-route by associating with each zone between the zone of origin and the output signal, a sub-route, each sub-route corresponding to the reservation of said zone for said train in the opposite traffic direction;
  • informing the train that it must change its current direction of traffic to match the opposite direction of traffic; and,
  • by determining, by a zone controller of the signaling system, a movement authorization for the train from the current running direction of the train and the sub-roads open for said train and taking into account a list of obstacles regularly updated by the zone controller;
  • by transmitting the movement authorization to the train to control the movement of said train,
the steps of determining and transmitting a movement authorization being iterated until the train crosses the output signal.

Suivant des modes particuliers de réalisation, le procédé comporte une ou plusieurs des caractéristiques suivantes, prises isolément ou selon toutes les combinaisons techniquement possibles :

  • la liste d'obstacles pour un train se déplaçant selon une direction de circulation courante, comporte l'ensemble des autorisations de mouvement déjà transmises aux autres trains circulant sur ladite section dans la direction opposée à la direction de circulation courante ;
  • la liste d'obstacles, pour un train se déplaçant selon une direction de circulation courante, comporte, en outre, une enveloppe de sécurité calculée par le contrôleur de zones pour un autre train non-CBTC ou CBTC non-communicant circulant sur ladite section ;
  • la liste d'obstacles, pour un train se déplaçant selon une direction de circulation courante, comporte, en outre, une enveloppe de sécurité calculée par le contrôleur de zones pour un autre train CBTC en conduite manuelle circulant sur ladite section dans la direction opposée à la direction de circulation courante, la direction de circulation dudit train CBTC en conduite manuelle étant déterminée à partir d'un identifiant de sa cabine active ;
  • le système d'enclenchement verrouille une sous-route pour un train tant que : ledit train occupe la zone associée à ladite sous-route ; ou ledit train n'occupe pas la zone associée à ladite sous-route, mais une sous-route, qui est associée à une zone qui précède, selon la direction de circulation de ladite sous-route, la zone associée à ladite sous-route, est verrouillée ;
  • le procédé comporte une étape initiale de sélection du train engagé sur la section de voie ferrée qui doit circuler selon une direction de circulation opposée à la direction de circulation nominale ;
  • le procédé comporte une étape de configuration consistant à définir chaque zone de la section de voie ferrée susceptible d'être utilisée en tant que zone d'origine d'une pseudo-route.
According to particular embodiments, the method comprises one or more of the following characteristics, taken separately or in any technically possible combination:
  • the list of obstacles for a train moving in a current direction of movement, includes all the movement authorizations already transmitted to the other trains running on the said section in the direction opposite to the direction of current traffic;
  • the list of obstacles, for a train moving in a current direction of circulation, further comprises a security envelope calculated by the zone controller for another non-CBTC non-CBTC train or non-communicating running on said section;
  • the list of obstacles, for a train moving in a current direction of circulation, further comprises a safety envelope calculated by the zone controller for another CBTC train in manual driving on said section in the opposite direction to the current direction of circulation, the direction of movement of said CBTC train in manual operation being determined from an identifier of its active cabin;
  • the interlocking system locks a sub-route for a train as long as: said train occupies the zone associated with said sub-route; or the train does not occupy the area associated with the sub-course, but a sub-course, which is associated with an area that precedes, in the direction of circulation of the sub-course, the area associated with the sub-course , is locked;
  • the method comprises an initial step of selecting the gear engaged on the section of railroad which must circulate in a direction of flow opposite to the nominal circulation direction;
  • the method includes a configuring step of defining each area of the railway section that can be used as the origin area of a pseudo-route.

L'invention a également pour objet un système de signalisation du type CBTC pour la mise en oeuvre d'un procédé de gestion de la circulation d'un train le long d'une section d'une voie ferrée conforme au procédé précédent, le système de signalisation comportant un système de supervision, un contrôleur de zones et un système d'enclenchement, caractérisé en ce que :

  • le système de supervision est propre à tracer une pseudo-route entre une zone d'origine et un signal de destination pour ledit train ;
  • le système d'enclenchement est propre à ouvrir une pseudo-route tracée par le système de supervision, en définissant, pour chaque zone de la pseudo-route, une sous-route réservant, pour ledit train, ladite zone dans une direction de circulation particulière ; et,
  • le contrôleur de zones est propre à tenir à jour une liste d'obstacles et à déterminer une autorisation de mouvement pour le train en tenant compte de la liste d'obstacles.
The subject of the invention is also a CBTC type signaling system for implementing a method for managing the movement of a train along a section of a railway line conforming to the preceding method, the system signaling device comprising a supervision system, a zone controller and an interlocking system, characterized in that:
  • the supervision system is able to draw a pseudo-route between a zone of origin and a destination signal for said train;
  • the interlocking system is capable of opening a pseudo-route traced by the supervision system, by defining, for each zone of the pseudo-route, a sub-road reserving, for said train, said zone in a particular traffic direction ; and,
  • the zone controller is able to maintain a list of obstacles and to determine a movement authorization for the train taking into account the list of obstacles.

Suivant des modes particuliers de réalisation, le système comporte une ou plusieurs des caractéristiques suivantes, prises isolément ou selon toutes les combinaisons techniquement possibles :

  • la liste d'obstacles comporte des autorisations de mouvement transmises aux autres trains circulant sur la section ;
  • la liste d'obstacles comporte, en outre, des enveloppes de sécurité calculées autour de chacun des trains non-CBTC ou CBTC non-communicants, circulant sur la section ;
  • la liste d'obstacles comporte, en outre, des enveloppes de sécurité calculées autour de chacun des trains CBTC en conduite manuelle, circulant sur la section, chaque enveloppe de sécurité étant associée à un identifiant de la cabine active du train CBTC en conduite manuelle correspondant ;
  • le système de supervision est configuré de manière à définir les zones de la section de la voie ferrée susceptibles de pouvoir être utilisées en tant que zone d'origine d'une pseudo-route.
According to particular embodiments, the system comprises one or more of the following characteristics, taken separately or in any technically possible combination:
  • the obstacle list includes movement authorizations transmitted to other trains running on the section;
  • the obstacle list also includes safety envelopes calculated around each non-CBTC non-CBTC or non-communicating train traveling on the section;
  • the obstacle list also comprises safety envelopes calculated around each of the CBTC trains in manual driving, traveling on the section, each safety envelope being associated with an identifier of the active cabin of the CBTC train in corresponding manual driving ;
  • the supervision system is configured to define the areas of the section of the railway that can be used as the origin area of a pseudo-route.

L'invention sera mieux comprise à l'aide de la description qui va suivre, donnée uniquement à titre d'exemple illustratif et non limitatif, et faite en se référant aux dessins annexés sur lesquels :

  • la figure 1 est une représentation schématique d'un système de signalisation CBTC propre à mettre en oeuvre le procédé de gestion de la circulation d'un train selon l'invention ;
  • la figure 2 est une représentation schématique sous forme de blocs d'un mode de réalisation du procédé selon l'invention ; et,
  • les figures 3 à 9 représentent différentes étapes de l'exploitation d'une ligne, équipée du système de signalisation CBTC de la figure 1, exploitation au cours de laquelle le procédé selon l'invention est mis en oeuvre.
The invention will be better understood from the following description, given solely by way of illustrative and nonlimiting example, and with reference to the appended drawings in which:
  • the figure 1 is a schematic representation of a CBTC signaling system adapted to implement the train management method of a train according to the invention;
  • the figure 2 is a schematic representation in block form of an embodiment of the method according to the invention; and,
  • the Figures 3 to 9 represent different stages of the operation of a line, equipped with the CBTC signaling system of the figure 1 in which the process according to the invention is carried out.

La figure 1 représente un système de signalisation 10 fondé sur une architecture ATC (« Automatic Train Control ») du type « à gestion des trains basée sur la communication », aussi dénommée architecture CBTC, pour « Communication Based Train Control ». Une architecture CBTC repose sur la présence de calculateurs embarqués à bord des trains, aussi dénommés partie embarqué d'un système ATP (« Automatic Train Protection »).The figure 1 represents a signaling system 10 based on an "Automatic Train Control" (ATC) architecture of the "communication-based train management" type, also called CBTC architecture, for "Communication Based Train Control". A CBTC architecture is based on the presence of embedded computers on board trains, also called embedded part of an ATP system ("Automatic Train Protection").

Ainsi, dans le système de signalisation 10, le calculateur 6 du train T assure, d'une part, la couverture des besoins fonctionnels du train T, c'est-à-dire par exemple les stations à desservir, et, d'autre part, le contrôle de points de sécurité, c'est-à-dire par exemple vérifier que le train T n'a pas une vitesse excessive en un point kilométrique particulier de la ligne.Thus, in the signaling system 10, the computer 6 of the train T provides, on the one hand, the coverage of the functional requirements of the train T, that is to say for example the stations to be served, and, on the other hand, on the other hand, the control of security points, that is to say example to verify that the train T does not have an excessive speed at a particular kilometric point of the line.

Ainsi, le calculateur 6 du train T détermine un certain nombre de paramètres de fonctionnement du train T et communique avec différents systèmes au sol pour permettre au train T de réaliser, en sécurité, la mission qui lui a été attribuée.Thus, the computer 6 of the train T determines a certain number of operating parameters of the train T and communicates with different systems on the ground to allow the train T to perform, safely, the mission that has been assigned.

Le calculateur 6 est connecté à au moins une unité 7 de communication radio embarquée, propre à établir une liaison radio avec des stations de base 8 d'une infrastructure de communication sol, elle-même connectée à un réseau de communication 19 de l'architecture CBTC.The computer 6 is connected to at least one onboard radio communication unit 7, able to establish a radio link with base stations 8 of a ground communication infrastructure, itself connected to a communication network 19 of the architecture CBTC.

Au sol, le système de signalisation 10 comporte un système d'enclenchement 14, aussi dénommé CBI selon l'acronyme anglais pour « Computer Based Interlocking ». Le CBI 14 est propre à piloter les équipements à la voie, tels que des feux de signalisation, des actionneurs d'aiguillage, etc., ces équipements permettant le mouvement en sécurité des trains tout en évitant les mouvements conflictuels entre ceux-ci. Autrefois à base de relais électromécaniques, le système d'enclenchement est aujourd'hui réalisé informatiquement par des calculateurs adaptés. Le CBI 14 est situé à distance des équipements de la voie et est relié à ceux-ci par un réseau de communication 13 adapté, de préférence du type ETHERNET. Le CBI 14 comporte sur la figure 1 une mémoire de stockage 15, notamment pour le stockage des informations relatives aux sous-routes.On the ground, the signaling system 10 comprises an interlocking system 14, also called CBI according to the acronym for "Computer Based Interlocking". The CBI 14 is capable of controlling the equipment by the track, such as signal lights, switching actuators, etc., these equipment allowing the safe movement of trains while avoiding the conflicting movements between them. Formerly based on electromechanical relays, the interlocking system is now computerized by adapted computers. The CBI 14 is located at a distance from the equipment of the track and is connected thereto by a communication network 13 adapted, preferably of the ETHERNET type. CBI 14 includes on the figure 1 a storage memory 15, in particular for storing the information relating to the sub-roads.

Le système de signalisation 10 comporte un contrôleur de zones 16, aussi dénommé ZC (« Zone Controller »), qui constitue la partie sol d'un système ATP (« Automatic Train Protection »). Le ZC 16 est notamment en charge, d'une part, de suivre la présence des trains sur le réseau ferroviaire et, d'autre part, dans une architecture centralisée, de fournir des autorisations de mouvement aux trains. Ces autorisations de mouvement doivent garantir la sécurité des déplacements des trains, c'est-à-dire par exemple ne pas fournir à un train une autorisation de mouvement qui le conduirait à aller au-delà du train qui le précède. Le ZC 16 comporte sur la figure 1 une mémoire de stockage 17, notamment pour le stockage des informations relatives aux obstacles à prendre en compte dans la détermination des autorisations de mouvement.The signaling system 10 comprises a zone controller 16, also called ZC ("Zone Controller"), which is the ground portion of an ATP system ("Automatic Train Protection"). The ZC 16 is in particular in charge, firstly, to track the presence of trains on the rail network and, secondly, in a centralized architecture, to provide movement authorizations to trains. These movement authorizations must guarantee the safety of train movements, 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. The ZC 16 has on the figure 1 a storage memory 17, in particular for storing the information relating to the obstacles to be taken into account in the determination of the movement authorizations.

Le système de signalisation 10 comporte un système de supervision automatique des trains 18, aussi dénommé système ATS (« Automatic Train Supervision »). Le système ATS 18 est mis en oeuvre dans un central opérationnel et comporte des interfaces homme / machine permettant à des opérateurs d'intervenir sur les différentes composantes du système de signalisation 10.The signaling system 10 comprises an automatic train monitoring system 18, also called ATS ("Automatic Train Supervision") system. The ATS system 18 is implemented in an operational central office and comprises man / machine interfaces allowing operators to intervene on the various components of the signaling system 10.

Le réseau ferroviaire 2 est subdivisé en sections, chaque section s'étendant entre deux signaux de signalisation et étant subdivisée en une pluralité de zones. Sur la figure 1, trois zones successives, 24, 25 et 26 sont représentées. Une section est parcourue par un train selon une direction de circulation nominale D1 prédéterminée.The railway network 2 is subdivided into sections, each section extending between two signaling signals and being subdivided into a plurality of zones. On the figure 1 , three successive zones, 24, 25 and 26 are represented. A section is traversed by a train in a predetermined direction of circulation D1.

L'occupation d'une zone est une donnée fondamentale de la sécurité ferroviaire. La détermination de cette information, connue de l'homme du métier, va maintenant être présentée de manière générale.Occupying an area is a fundamental piece of rail safety. The determination of this information, known to those skilled in the art, will now be presented in a general manner.

Le ZC 16 reçoit des informations d'une part d'un système primaire de détection et, d'autre part, d'un système secondaire de détection et réconcilie ces informations pour déterminer les zones occupées et libres du réseau.The ZC 16 receives information on the one hand from a primary detection system and on the other hand from a secondary detection system and reconciles this information to determine the occupied and free areas of the network.

Le système primaire de détection détermine la zone occupée par un train à partir de la position instantanée du train calculée par le calculateur embarqué de celui-ci. Par exemple, cette position est déterminée par le calculateur embarqué à partir de la détection de balises implantées le long de la voie et dont les positions géographiques sont connues, et à partir des mesures délivrées par des capteurs d'odométrie équipant le train et permettant au calculateur 6 de déterminer la distance parcourue depuis la dernière balise croisée.The primary detection system determines the area occupied by a train from the instantaneous position of the train calculated by the onboard computer thereof. For example, this position is determined by the on-board computer from the detection of beacons implanted along the track and whose geographical positions are known, and from the measurements delivered by odometry sensors fitted to the train and allowing the calculator 6 to determine the distance traveled since the last cross tag.

À partir de la position instantanée, le ZC 16 détermine, au moyen d'un plan géographique du réseau identifiant chaque zone de manière unique, la zone à l'intérieur de la laquelle se trouve le train. La zone est alors placée dans l'état « occupé ». De cette manière, une première information d'occupation de chaque zone est déterminée par le ZC 16 et stockée dans la mémoire 17.From the instantaneous position, the ZC 16 determines, by means of a geographical plane of the network identifying each zone in a unique manner, the zone inside which the train is located. The zone is then placed in the "busy" state. In this way, a first occupation information of each zone is determined by the ZC 16 and stored in the memory 17.

Le système secondaire de détection est propre à redonder le système primaire de détection, au cas où, par exemple, l'unité 7 de communication d'un train T ne fonctionnerait plus et que le ZC 16 ne puisse plus obtenir la position instantanée du train. Alors qu'un système « purement CBTC » peut fonctionner uniquement avec la détection primaire, un système secondaire de détection est nécessaire pour, d'une part, couvrir les modes de pannes de la communication bord sol pour un train CBTC et, d'autre part, permettre la circulation sur le réseau de trains non CBTC, c'est-à-dire qui ne sont pas équipés de calculateur de bord compatible avec l'architecture CBTC.The secondary detection system is capable of redundant the primary detection system, in case, for example, the communication unit 7 of a train T no longer functions and the ZC 16 can no longer obtain the instantaneous position of the train. . While a "purely CBTC" system may only work with primary detection, a secondary detection system is required to cover the ground-based communication failure modes for a CBTC train and, on the other hand, to on the other hand, to allow traffic on the network of non-CBTC trains, that is to say which are not equipped with an on-board computer compatible with the CBTC architecture.

Par des capteurs à la voie, le système secondaire de détection est apte à détecter la présence d'un train dans une zone. Comme représenté à la figure 1, ces capteurs peuvent être des capteurs d'essieux 11 (« Axle Counter ») situés à chaque extrémité d'une zone, telle que la zone 25. Ainsi, lorsque le train T entre dans la zone 25, le capteur 11 amont (selon la direction de circulation nominale D1) permet l'incrémentation d'une unité d'un compteur d'état associé à la zone 25, à chaque détection du passage d'un essieu 4 du train T. Lorsque le train T sort de la zone 25, le capteur 11 aval permet de décrémenter d'une unité le même compteur d'état, à chaque détection du passage d'un essieu 4 du train T. Ainsi, la zone 25 est dans l'état « libre » lorsque le compteur d'état associé est égal à zéro. À défaut, la zone 25 est dans l'état « occupé ».By sensors on the track, the secondary detection system is able to detect the presence of a train in an area. As represented in figure 1 these sensors may be axle counter sensors 11 located at each end of an area, such as zone 25. Thus, when the train T enters zone 25, the upstream sensor 11 (according to FIG. the nominal circulation direction D1) allows the incrementation of a unit of a state counter associated with the zone 25, at each detection of the passage of an axle 4 of the train T. When the train T leaves the zone 25, the downstream sensor 11 makes it possible to decrement the same state counter by one unit, at each detection of the passage of a Axle 4 of the train T. Thus, the zone 25 is in the "free" state when the associated state counter is equal to zero. Otherwise, zone 25 is in the "busy" state.

Dans un autre mode de réalisation, ces capteurs sont des circuits de voie (« Track Circuit ») permettant de détecter la présence d'un court-circuit entre les files de rails causé par la présence de l'essieu d'un train.In another embodiment, these sensors are track circuits ("Track Circuit") for detecting the presence of a short circuit between the rows of rails caused by the presence of the axle of a train.

Dans ces deux modes de réalisation, le système secondaire de détection comporte, outre une pluralité de capteurs 11, une pluralité d'équipements intermédiaires 12 permettant de générer, à partir des signaux analogiques de mesure en sortie des capteurs 11, l'information d'occupation. Celle-ci est transmise via le réseau 13 au CBI 14 puis au ZC 16.In these two embodiments, the secondary detection system comprises, in addition to a plurality of sensors 11, a plurality of intermediate devices 12 making it possible to generate, from the analog measurement signals at the output of the sensors 11, the information of occupation. This is transmitted via network 13 to CBI 14 and then to ZC 16.

Le procédé 100 selon l'invention va maintenant être décrit à partir de la figure 2, d'une part, et des figures 3 à 9, d'autre part.The method 100 according to the invention will now be described from the figure 2 , on the one hand, and Figures 3 to 9 , on the other hand.

Les figures 3 à 9 illustrent différents instant du trafic sur la voie ferrée 2.The Figures 3 to 9 illustrate different times of traffic on the railway 2.

La voie ferrée 2 est subdivisée en sections. Trois sections A, B et C sont représentées sur les figures 3 à 9.Railway 2 is subdivided into sections. Three sections A, B and C are represented on the Figures 3 to 9 .

La section B comporte neuf zones successives (référencées de 20 à 28) entre les signaux de signalisation S1 et S3.Section B comprises nine successive zones (referenced from 20 to 28) between the signaling signals S1 and S3.

La zone 20, qui intègre une aiguille, possède une frontière commune avec la section A. Lorsque l'aiguille est correctement positionnée, un train peut entrer sur la section B depuis la section A.Area 20, which incorporates a needle, has a common border with section A. When the needle is correctly positioned, a train can enter section B from section A.

La zone 20 est encadrée par les signaux S1 et S2.The zone 20 is framed by the signals S1 and S2.

Les sections 21 à 28 sont des sections linéaires qui se succèdent et définissent une voie de circulation des trains selon une direction de circulation nominale D1 (de gauche à droite sur les figures 3 à 9).The sections 21 to 28 are linear sections which succeed one another and define a running lane of the trains in a direction of nominal traffic D1 (from left to right on the Figures 3 to 9 ).

Les zones 21, 24, 26 et 28 sont plus particulièrement associées à des stations 31, 32, 33 et 34 permettant l'échange de passagers.The zones 21, 24, 26 and 28 are more particularly associated with stations 31, 32, 33 and 34 allowing the exchange of passengers.

La zone 28 permet à un train de quitter la section B en s'engageant sur la section C.Zone 28 allows a train to leave section B by engaging on section C.

Le section C comporte une zone 29, qui intègre une aiguille et est encadrée de deux signaux S3 et S4.Section C includes a zone 29, which incorporates a needle and is framed by two signals S3 and S4.

Dans le mode nominale d'exploitation est associée à la section B une route R, délimitée par le signal S1 en tant que signal d'origine et le signal S3 en tant que signal de destination.In the nominal operating mode is associated with section B a route R, delimited by the signal S1 as the original signal and the signal S3 as the destination signal.

Comme cela est illustré par la figure 3, pour la réalisation de la mission du train T2 et alors que le train T2 s'approche de la frontière entre les sections A et B, l'ATS 18 trace, pour le train T2, la route R.As illustrated by the figure 3 , for the accomplishment of the mission of the train T2 and while the train T2 approaches the border between the sections A and B, the ATS 18 traces, for the train T2, the road R.

L'ATS 18 communique cette route R au CBI 14.ATS 18 communicates this route R to CBI 14.

Le CBI 14 ouvre cette route R en réservant, pour le train T2, chacune des zones 20 à 28 dans la direction de circulation nominale D1. Ainsi, pour le train T2, le CBI 14 verrouille des objets dénommés sous-routes : une sous-route associe un zone réservée pour le train T2 et une direction de circulation du train T2 sur cette zone. Les sous-routes sont mémorisées dans la mémoire 15 associé au CBI 14.The CBI 14 opens this road R by reserving, for the train T2, each of the zones 20 to 28 in the direction of nominal traffic D1. Thus, for the T2 train, the CBI 14 locks objects referred to as sub-roads: a sub-route associates a reserved zone for the T2 train and a direction of movement of the T2 train on this zone. The sub-roads are stored in the memory associated with CBI 14.

Le ZC 16 détermine ensuite, à partir des sous-routes verrouillées pour le train T2 et de la direction de circulation courante du train T2 correspondant à la direction de circulation nominale D1, une autorisation de mouvement. Cette autorisation de mouvement est déterminée en fonction des zones de la route R ouverte pour le train T2 qui sont occupées par d'autres trains. En l'occurrence, sur la figure 3, la zone 27 est occupée par un train T1. Le train T1 se déplace selon la direction de circulation nominale D1. Il précède le train T2 sur la section B. En conséquence, l'autorisation de mouvement délivrée au train T2 par le ZC 16 s'étend au plus loin jusqu'à la frontière entre les zones 26 et 27.The ZC 16 then determines, from the locked sub-roads for the T2 train and the current running direction of the train T2 corresponding to the nominal traffic direction D1, a movement authorization. This movement authorization is determined according to the areas of the open road R for the T2 train which are occupied by other trains. In this case, on the figure 3 zone 27 is occupied by a train T1. The train T1 moves according to the nominal circulation direction D1. It precedes the T2 train on section B. As a result, the movement authorization issued to the T2 train by the ZC 16 extends further to the border between the zones 26 and 27.

Comme représenté à la figure 4, et selon l'autorisation de mouvement qu'il a reçu du ZC 16, le train T2 s'engage sur la route R. Il rentre sur la section B en franchissant le signal d'origine S1. Il progresse ensuite le long de la route R.As represented in figure 4 , and according to the movement authorization he has received from the ZC 16, the train T2 engages on the road R. It returns to the section B by crossing the original signal S1. It then progresses along the road R.

A chaque fois que le train T2 franchit la frontière entre deux zones de la route R, le CBI 14 libère la sous-route associée à la zone que vient de quitter le train T2. Ainsi, sur la figure 4, lorsque le train T2 se trouve dans la zone 24, les zones 20 à 23 précédemment verrouillées sont maintenant libérées. Elles sont effacées de la mémoire 15 du CBI 14.Whenever the T2 train crosses the border between two zones of the road R, the CBI 14 releases the sub-road associated with the zone that has just left the T2 train. So, on the figure 4 when the T2 train is in the zone 24, the zones 20 to 23 previously locked are now released. They are erased from CBI memory 14.

Le maintien dans l'état verrouillé d'une sous-route par le CBI 14 réunit les deux conditions suivantes :

  • le train pour lequel la route a été ouverte occupe la zone associée à la sous-route considérée ; ou
  • le train pour lequel la route a été ouverte ne se trouve pas sur la zone associée à la sous-route considérée, mais la sous-route associée à la zone qui précède, selon la direction de circulation nominale, la zone associée à la sous-route considérée est dans l'état verrouillé.
The maintenance in the locked state of a sub-road by the CBI 14 meets the two following conditions:
  • the train for which the route has been opened occupies the zone associated with the sub-route in question; or
  • the train for which the route has been opened is not on the zone associated with the sub-route concerned, but the sub-route associated with the preceding zone, according to the nominal circulation direction, the zone associated with the sub-route considered route is in the locked state.

A contrario si l'une ou l'autre de ces deux conditions n'est pas réalisée, le CBI 14 libère la sous-route considérée.Conversely, if either of these two conditions is not realized, the CBI 14 releases the sub-route considered.

En mode nominal, le train T1 devrait poursuivre son déplacement selon la direction de circulation nominale D1 et finir par quitter la section B en franchissant le signal S3. A chaque mouvement du train T1, le ZC 16 détermine les zones de la route R qui ne sont plus occupées par le train T1 et met à jour l'autorisation de mouvement du train T2. En mode nominal, le train T2 devrait donc poursuivre son déplacement le long de la route R pour sortir de la section B en franchissant le signal S3.In nominal mode, train T1 should continue to move in the nominal traffic direction D1 and eventually leave section B crossing signal S3. With each movement of the train T1, the ZC 16 determines the areas of the road R which are no longer occupied by the train T1 and updates the movement authorization of the T2 train. In nominal mode, the train T2 should therefore continue its movement along the road R to exit the section B crossing the signal S3.

Cependant, en cas de survenue d'un évènement empêchant le train T1 de poursuivre son déplacement, le train T2 est également empêché de poursuivre son déplacement. En mode nominal, le train T2 est bloqué.However, in the event of an event preventing the T1 train from continuing to move, the T2 train is also prevented from continuing its journey. In nominal mode, train T2 is blocked.

Un tel évènement peut être par exemple une panne du train T1 ou une personne sur la voie au niveau de la zone 28 nécessitant la coupure de l'alimentation électrique dans cette zone de sorte que le train T1 ne puisse plus poursuivre son déplacement.Such an event may be, for example, a breakdown of the train T1 or a person on the track at the zone 28 requiring the power supply to be cut off in this zone so that the train T1 can no longer continue to move.

Le procédé 100 selon l'invention est alors mis en oeuvre de la façon suivante.The method 100 according to the invention is then implemented as follows.

Lors de la survenu de l'évènement empêchant la poursuite de l'exploitation nominale, un opérateur décide de basculer le système de signalisation 10 dans un mode dégradé de l'exploitation de la ligne dans lequel les trains vont être autorisés à rebrousser chemin et leurs manoeuvres supervisée en sécurité.During the occurrence of the event preventing the continuation of nominal operation, an operator decides to switch the signaling system 10 in a degraded mode of operation of the line in which the trains will be allowed to turn back and their supervised safety maneuvers.

A l'étape 110, depuis le centre de contrôle de l'ATS 18, l'opérateur prend la main et sélectionne un train engagé sur la section de voie considérée pour lui faire changer de direction de circulation pour qu'il ressorte de la section considérée. Ainsi, comme illustré à la figure 5, l'opérateur sélectionne le train T2 pour qu'il se déplace selon une direction de circulation opposée D2, qui est la direction opposée à la direction de circulation nominale D1, pour qu'il ressorte de la section B sur laquelle il s'est engagé.At step 110, from the control center of the ATS 18, the operator takes the hand and selects a train engaged on the considered section of track to make it change direction of circulation so that it comes out of the section considered. Thus, as illustrated in figure 5 , the operator selects the train T2 to move in a direction of opposite traffic D2, which is the direction opposite to the nominal flow direction D1, so that it comes out of the section B on which it was engaged.

A l'étape 120, après avoir sélectionné un train parmi les trains devant faire demi-tour, l'opérateur sélectionne également la zone à partir de laquelle le train sélectionné va être autorisé à se déplacer selon la direction de circulation opposée D2 et le signal de destination que le train sélectionné doit franchir pour ressortir de la section sur laquelle il s'est engagé.In step 120, after selecting a train from the trains to be turned back, the operator also selects the zone from which the selected train will be allowed to move in the opposite traffic direction D2 and the signal destination that the selected train must cross to get out of the section on which it has engaged.

Avantageusement, les zones à partir desquels initier un changement de direction de circulation des trains sont prédéterminées. Il s'agit par exemple des zones appartenant à des sections de voies étendues sur lesquelles plusieurs trains peuvent être engagés au même instant. En général, sur une section, ces zones correspondent à des zones d'attente où un train est amené lors de la survenu d'un évènement avant que soit prise la décision de passer dans le mode dégradé. Il s'agit essentiellement des zones correspondant à des stations, tels que la zone 24.Advantageously, the zones from which to initiate a change of direction of movement of the trains are predetermined. These are, for example, areas belonging to sections of extended tracks on which several trains can be engaged at the same time. In general, on a section, these zones correspond to waiting zones where a train is brought during the occurrence of an event before making the decision to switch to the degraded mode. These are essentially zones corresponding to stations, such as zone 24.

Ainsi, comme représenté par des flèches sur la figure 5, l'opérateur sélectionne la zone 24 comme zone d'origine de la manoeuvre et le signal S2 comme signal de destination ou de sortie.So, as represented by arrows on the figure 5 the operator selects the zone 24 as the origin zone of the maneuver and the signal S2 as the destination or output signal.

Ces informations sont utilisées par l'ATC 18 qui, à l'étape 130, trace, c'est-à-dire définit, une pseudo-route entre la zone d'origine et le signal de destination sélectionnés à l'étape 120 pour le train sélectionné à l'étape 110. Il s'agit là d'une pseudo-route puisqu'une route est normalement définie entre deux signaux de signalisation, un signal d'origine et un signal de destination. C'est bien la possibilité de choisir comme origine d'une route une zone plutôt qu'un signal qui permet la gestion automatique de la manoeuvre par le système de signalisation.This information is used by the ATC 18 which, in step 130, traces, that is to say defines, a pseudo-route between the zone of origin and the destination signal selected at step 120 for the train selected in step 110. This is a pseudo-route since a route is normally defined between two signaling signals, an origin signal and a destination signal. It is the possibility of choosing a zone as the origin of a road rather than a signal that allows the automatic management of the maneuver by the signaling system.

Cette pseudo-route une fois tracée est indiquée au CBI 14, qui l'ouvre à l'étape 140. Pour ce faire, le CBI 14 réserve, pour le train sélectionné, les différentes zones de la pseudo-route entre la zone d'origine (incluse) et le signal de destination, en associant à chacune de ces zones une direction de circulation correspondant à la direction de circulation opposée. Comme cela est représenté sur la figure 6 par les flèches orientées de droite à gauche, la pseudo-route PR est ouverte par le CBI 14 pour le train T2 en verrouillant les zones 21 à 24 selon la direction de circulation opposée D2.This pseudo-route once drawn is indicated in CBI 14, which opens it to step 140. To do this, the CBI 14 reserves, for the selected train, the different zones of the pseudo-route between the zone of origin (included) and the destination signal, associating with each of these zones a direction of circulation corresponding to the opposite direction of circulation. As shown on the figure 6 by the arrows oriented from right to left, the pseudo-road PR is opened by the CBI 14 for the train T2 by locking the zones 21 to 24 in the opposite traffic direction D2.

Le CBI 14 mémorise et tient à jour les sous-routes correspondantes dans la mémoire 15.The CBI 14 memorizes and updates the corresponding sub-routes in the memory 15.

On notera que, sur la figure 6, le train T2 se trouvant sur la zone 24, les sous-routes associées aux sections 24 à 28 de la route R initialement suivie par le train T2 restent verrouillées, les conditions de maintien étant respectées.It will be noted that on the figure 6 the train T2 being on the zone 24, the sub-roads associated with sections 24 to 28 of the road R initially followed by the train T2 remain locked, the conditions of maintenance being respected.

Parallèlement, à l'étape 150, l'ATS 18, après avoir tracé la pseudo-route, informe le calculateur embarqué du train sélectionné qu'il lui faut changer la direction de circulation courante du train pour qu'elle corresponde à la direction de circulation opposée. Soit le train est un train totalement automatique et le calculateur embarqué gère de lui-même ce changement de direction de circulation ; ou bien le train est piloté et le conducteur est invité à changer de cabine de manière à ce que la cabine active, qui était la cabine de tête lorsque le train se déplaçait selon la direction de circulation nominale D1, soit maintenant la cabine de tête lorsque le train se déplace selon la direction de circulation opposée D2. Ce changement de cabine active est réalisé de manière sécurisée par l'emploi d'une clé adaptée que le conducteur doit utiliser pour indiquer la cabine active.At the same time, at step 150, the ATS 18, after having drawn the pseudo-route, informs the on-board computer of the selected train that it must change the current running direction of the train so that it corresponds to the direction of travel. opposite traffic. Either the train is a totally automatic train and the on-board computer manages this change of direction of movement by itself; or the train is piloted and the driver is prompted to change cabs so that the active cab, which was the head cabin when the train was moving in the D1 direction of travel, is now the head cabin when the train moves in the opposite traffic direction D2. This change of active cabin is made in a secure manner by the use of a suitable key that the driver must use to indicate the active cabin.

Une fois le changement de cabine active validé par le calculateur de bord, celui-ci transmet l'information de direction de circulation courante du train au ZC 16.Once the active cabin change has been validated by the onboard computer, it transmits the current running direction information of the train to the ZC 16.

Dans notre exemple, le train T2 informe donc le ZC 16 que sa direction de circulation courante est maintenant la direction D2.In our example, the train T2 informs the ZC 16 that its current traffic direction is now the direction D2.

Dans l'étape 160 suivante, le ZC 16, connaissant la direction de circulation courante du train et recevant du CBI 14 les sous-routes verrouillées pour ce train, calcule une autorisation de mouvement pour ce train. Ainsi, dans notre exemple, le ZC 16 sachant que le train T2 va maintenant circuler selon la direction D2, va périodiquement calculer une autorisation de mouvement à partir des sous-routes qui lui ont été réservées et qui correspondent à la direction de circulation opposée D2.In the next step 160, the ZC 16, knowing the current running direction of the train and receiving CBI 14 the locked sub-roads for this train, calculates a movement authorization for this train. Thus, in our example, the ZC 16 knowing that the T2 train will now flow in the direction D2, goes periodically calculate a movement authorization from the reserved sub-roads corresponding to the opposite traffic direction D2.

De proche en proche, les autorisations de mouvement calculées par le ZC 16 doivent permettre au train T2 d'avancer le long de la pseudo-route PR, jusqu'à franchir le signal de destination S2 et ressortir de la section B.Step by step, the movement authorizations calculated by the ZC 16 must allow the train T2 to advance along the pseudo-road PR, until it crosses the destination signal S2 and come out of section B.

Cependant, il se peut qu'avant de débuter la manoeuvre de changement de direction de circulation du train ou après que cette manoeuvre a été initiée, un autre train, T3 sur les figures 5 à 9, se soit engagé sur la section B, c'est-à-dire occupe une zone de la section B et se déplace selon la direction de circulation nominale D1. Il y a donc un risque que le train T2 qui se déplace maintenant selon la direction D2 se retrouve face à face avec le train T3 qui se déplace selon la direction D1.However, it is possible that before starting the maneuver to change direction of train circulation or after this maneuver was initiated, another train, T3 on the Figures 5 to 9 , is engaged on section B, that is to say occupies an area of section B and moves in the direction of nominal circulation D1. There is therefore a risk that the T2 train which is now moving in the direction D2 is face to face with the train T3 which moves in the direction D1.

Selon le procédé 100, pour garantir la sécurité et éviter ces évènements de face à face, le ZC 16 tient compte, lorsqu'il calcule une autorisation de mouvement pour le train considéré, d'une liste d'obstacles. Cette liste d'obstacles est maintenue à jour (étape 200) par le ZC 16.According to the method 100, to ensure safety and avoid these events face to face, the ZC 16 takes into account, when calculating a movement authorization for the train considered, a list of obstacles. This list of obstacles is kept up to date (step 200) by the ZC 16.

Pour le train T2 se déplaçant selon la direction D2, les obstacles sont définis à partir de l'ensemble des autorisations de mouvement déjà calculées et transmises pour exécution aux autres trains circulant sur la section B et se déplaçant selon la direction D1.For the T2 train moving in the direction D2, the obstacles are defined from the set of movement authorizations already calculated and transmitted for execution to the other trains traveling on the section B and moving in the direction D1.

Ainsi, comme illustré à la figure 7, si une autorisation de mouvement a déjà été transmise au train T3, cette autorisation de mouvement autorisant le train T3 à aller jusqu'à l'extrémité de la section 22, référencée par le point P, alors le point P est considéré comme un obstacle pour le train T2.Thus, as illustrated in figure 7 , if a movement authorization has already been transmitted to the train T3, this movement authorization authorizing the train T3 to go to the end of the section 22, referenced by the point P, then the point P is considered as an obstacle for the T2 train.

Le ZC 16 détermine alors l'autorisation de mouvement pour le train T2 en tenant compte de la contrainte qu'il ne faut pas que le train T2, circulant selon la direction D2, soit autorisé à aller au-delà du point P. Ainsi l'autorisation de mouvement transmise au train T2 ne pourra pas s'étendre au-delà de la zone 23.The ZC 16 then determines the movement authorization for the train T2 taking into account the constraint that the train T2, flowing in the direction D2, must not be allowed to go beyond the point P. Thus the movement authorization transmitted to the T2 train may not extend beyond zone 23.

Cette manière de faire permet donc de garantir la sécurité du train circulant en sens contraire vis-à-vis des risques de face à face avec un train contrôlé au moyen d'autorisations de mouvement, c'est-à-dire d'un train CBTC ou compatibles avec l'architecture CBTC.This way of doing so makes it possible to guarantee the safety of the train running in the opposite direction vis-à-vis the risks of face to face with a train controlled by means of movement authorizations, that is to say a train CBTC or compatible with CBTC architecture.

Cependant, si l'on souhaite que la circulation sur la voie 2 soit ouverte à des trains non CBTC, il faut également que le ZC 16 évite tout face à face entre un train circulant en sens contraire et un train non-CBTC.However, if it is desired that the traffic on the track 2 is open to non CBTC trains, it is also necessary that the ZC 16 avoids any face to face between a train running in the opposite direction and a non-CBTC train.

Pour cela, le ZC 16 détermine la zone sur laquelle se situe à l'instant courant le train non-CBTC et calcule, autour de cette position instantanée, une enveloppe de sécurité E. C'est ce cas qui est représenté sur la figure 8 par le trait épais pour le train T3, considéré sur cette figure comme un train non CBTC. L'enveloppe de sécurité E déterminée par le ZC 16 pour le train T3 recouvre, à titre d'exemple, les zones 21 et 22.For this, the ZC 16 determines the zone on which the non-CBTC train is at the current time and calculates, around this instantaneous position, a security envelope E. This is the case which is represented on the figure 8 by the thick line for the train T3, considered in this figure as a non-CBTC train. The security envelope E determined by the ZC 16 for the train T3 covers, for example, the zones 21 and 22.

Cette enveloppe de sécurité E constitue un obstacle dans la liste à prendre en compte pour la détermination d'une autorisation de mouvement pour le train T2 car elle limite le mouvement dans la direction D2 (mais pas la direction D1). Ainsi sur la figure 8, si l'enveloppe de sécurité E du train T3 s'étend jusqu'au point P, l'autorisation de mouvement qui va être calculée par le ZC 16 pour le train T2 ne pourra pas s'étendre au-delà du point P (selon la direction D2). On évite ainsi tout risque de face à face entre le train T2, qui est un train CBTC, et le train T3 non CBTC.This security envelope E constitutes an obstacle in the list to be taken into account for the determination of a movement authorization for the train T2 because it limits the movement in the direction D2 (but not the direction D1). So on the figure 8 if the safety envelope E of the train T3 extends to the point P, the movement authorization which will be calculated by the ZC 16 for the train T2 can not extend beyond the point P ( according to direction D2). This avoids any face-to-face risk between the T2 train, which is a CBTC train, and the non-CBTC T3 train.

Une fois qu'une autorisation de mouvement a été calculée pour le train T2, elle est transmise au calculateur de bord du train T2.Once a movement authorization has been calculated for the T2 train, it is transmitted to the on-board computer of the T2 train.

Le calculateur de bord du train T2 pilote le train T2 conformément à cette autorisation de mouvement. Par exemple, comme cela est représenté à la figure 9, si l'autorisation de mouvement donnée au train T2 permet de s'avancer jusqu'au point P, le train T2 quitte la zone 24 et s'avance sur la zone 23.The on-board computer of the train T2 controls the train T2 in accordance with this movement authorization. For example, as shown in figure 9 if the movement authorization given to the train T2 makes it possible to advance to the point P, the train T2 leaves the zone 24 and advances on the zone 23.

On notera qu'en quittant la zone 24, les conditions de verrouillage des sous-routes de la route R, selon la direction D1, ne sont plus respectées : en ce qui concerne la sous-route associée à la zone 24 dans la direction D1, le train T2 ne se trouve plus sur cette zone et la sous-route dans la direction D1 qui précède (selon la direction D1) celle de la zone 24, à savoir la sous-route associée à la zone 23, n'est pas verrouillée. En conséquence, le CBI 14 libère la sous-route 24 pour la route R.It will be noted that when leaving zone 24, the conditions for locking the sub-roads of road R, in direction D1, are no longer respected: as regards the sub-route associated with zone 24 in the direction D1 , the train T2 is no longer in this zone and the sub-course in the direction D1 which precedes (in the direction D1) that of the zone 24, namely the sub-route associated with the zone 23, is not locked. As a result, CBI 14 frees sub-road 24 for route R.

De proche en proche toutes les sous-routes de la route R sont donc libérées, les conditions de verrouillage n'étant plus respectées jusqu'à la zone 27, qui elle est verrouillée par le train T1.Gradually, all the sub-roads of the road R are released, the locking conditions are no longer respected until the zone 27, which is locked by the train T1.

En quittant la zone 24, les conditions de verrouillage de la sous-route de la pseudo-route PR associée à la zone 24 dans la direction D2, ne sont plus vérifiées et cette sous-route est donc libérée.On leaving zone 24, the conditions for locking the sub-route of the pseudo-route PR associated with zone 24 in the direction D2 are no longer checked and this sub-route is thus released.

En revanche, le train T2 occupant maintenant la zone 23, la sous-route de la pseudo-route PR associée à la zone 23 dans la direction D2 est maintenue verrouillée. Il en va de même des sous-routes de la pseudo-route associées aux zones 22 et 21 dans la direction D2, puisque la sous-route de la zone 23, qui précède la zone 22 selon la direction D2 est verrouillée.On the other hand, since the train T2 now occupies the zone 23, the sub-route of the pseudo-route PR associated with the zone 23 in the direction D2 is kept locked. The same applies to the sub-roads of the pseudo-route associated with the zones 22 and 21 in the direction D2, since the sub-route of the zone 23, which precedes the zone 22 in the direction D2, is locked.

A l'étape 170, l'autorisation de mouvement calculée par le ZC 16 est transmise au train pour exécution. L'autorisation de mouvement est représentée par une flèche en pointillés sur les figures 7 et 8.In step 170, the movement authorization calculated by the ZC 16 is transmitted to the train for execution. The movement authorization is represented by a dashed arrow on the Figures 7 and 8 .

Tant que le train n'a pas franchi le signal de destination de la pseudo-route (étape 180), le procédé 100 réitère l'étape 160 pour mettre à jour l'autorisation de mouvement du train.As long as the train has not passed the pseudo-route destination signal (step 180), the method 100 repeats step 160 to update the movement authorization of the train.

Ainsi, par exemple, le train T3 peut être manoeuvré de manière à rebrousser chemin. A chaque déplacement du train T3, la liste des obstacles est mise à jour (étape 200) par le ZC 16, ce qui lui permet de mettre à jour une autorisation de mouvement pour le train T2.Thus, for example, the train T3 can be maneuvered so as to turn back. At each movement of the train T3, the list of obstacles is updated (step 200) by the ZC 16, which allows it to update a movement authorization for the train T2.

De proche en proche le train T2 se déplace le long de la pseudo-route et finit par franchir le signal S2. Il quitte alors la section B. Ceci met un terme à la manoeuvre et au procédé 200.Gradually the train T2 moves along the pseudo-route and eventually cross the signal S2. He then leaves section B. This puts an end to the maneuver and the process 200.

Un autre cas, est constitué par un train T3 qui serait un train du type CBTC mais en conduite manuelle, les mécanismes sécuritaires du système ATP étant alors shuntés. Cependant le train T3 communique au sol l'identifiant de sa cabine active.Another case consists of a train T3 which would be a train of the CBTC type but in manual driving, the security mechanisms of the ATP system then being shunted. However, the train T3 communicates on the ground the identifier of its active cabin.

L'enveloppe de sécurité E autour du train T3 reste active empêchant un mouvement selon la direction D2 du train T2 sur les zones correspondantes uniquement si la cabine active du train T3 est celle de droite sur les figures, cette cabine active indiquant que le train T3 se déplace selon la direction D1.The security envelope E around the train T3 remains active preventing a movement in the direction D2 of the train T2 on the corresponding zones only if the active cabin of the train T3 is the right one in the figures, this active cabin indicating that the train T3 moves in the direction D1.

À partir du moment où la cabine active du train T3 change pour celle de gauche sur les figures, indiquant que le train T3 circule maintenant selon la direction D2, l'enveloppe de sécurité E qui empêchait le train T2 de circuler selon la direction D2 disparaît.From the moment when the active cabin of the train T3 changes to that of the left in the figures, indicating that the train T3 now circulates in the direction D2, the security envelope E which prevented the train T2 from traveling in the direction D2 disappears. .

Si le train T3 du type CBTC est non-communicant (en particulier qu'il ne peut plus indiquer sa cabine active), il n'y a pas de moyen de connaître la direction de circulation du train T3. On se retrouve dans le cas de la prise en compte systématique de l'enveloppe de sécurité E comme pour un train non-CBTC. C'est donc seulement lorsque le train T3 libérera une zone, que l'enveloppe de sécurité disparaitra permettant au second train T2 de s'avancer sur cette zone par un déplacement selon la direction D2.If the train CBTC type T3 is non-communicating (in particular that it can no longer indicate its active cabin), there is no way to know the direction of movement of train T3. We find ourselves in the case of the systematic consideration of the security envelope E as for a non-CBTC train. It is therefore only when the T3 train will release an area, that the security envelope will disappear allowing the second train T2 to advance on this area by a displacement in the direction D2.

L'invention permet donc une exploitation de la ligne en mode dégradé autorisant la circulation des trains sur une portion de la voie en sens inverse de la direction de circulation nominale. L'invention permet de contrôler ces déplacements en sécurité.The invention therefore allows operation of the line in degraded mode allowing the movement of trains on a portion of the track in the opposite direction of the nominal flow direction. The invention makes it possible to control these movements safely.

Pour cela l'invention définit de nouveaux objets :

  • une pseudo-route définie entre un canton d'origine et un signal de destination, qui permet à l'enclenchement de définir une route alternative pour un train déjà engagé sur une route ;
  • une sous-route combinant la réservation d'une zone d'une section et d'une direction de circulation sur cette zone.
For this purpose the invention defines new objects:
  • a pseudo-route defined between a home township and a destination signal, which allows the interlocking to define an alternative route for a train already engaged on a road;
  • a sub-route combining the reservation of an area of a section and a traffic direction on this area.

L'invention est particulièrement bien adaptée à un métro automatique sans pilote.The invention is particularly well suited to an unmanned automatic metro.

La possibilité d'un changement de direction de circulation d'un train dans une architecture CBTC est une caractéristique permettant une bonne flexibilité de la gestion du trafic et une gestion optimale du trafic lors de la survenue d'événements opérationnels bloquants en mode nominal d'exploitation de la ligne.The possibility of a change of direction of movement of a train in a CBTC architecture is a characteristic allowing a good flexibility of the management of the traffic and an optimal management of the traffic during the occurrence of operational events blocking in nominal mode of operation of the line.

Claims (13)

Procédé (100) de gestion de la circulation d'un train (T2) le long d'une section (B) d'une voie ferrée (2), mis en oeuvre par un système de signalisation (10) du type CBTC, le système de signalisation étant propre, dans un mode nominal, à définir une route (R) sur la section permettant la circulation du train selon une direction de circulation nominale (D1), la route s'étendant sur une pluralité de zones successives (20 - 28) entre un signal d'origine (S1) et un signal de destination (S3), caractérisé en ce qu'il consiste, en cas de survenue d'un évènement empêchant le train (T2) de poursuivre son déplacement le long de ladite route, à faire circuler le train selon une direction de circulation opposée (D2) à la direction de circulation nominale (D1) : - en sélectionnant (120) une zone d'origine (24) et un signal de sortie (S2) ; - en traçant (130), par un système de supervision (18) du système de signalisation (10), une pseudo-route (PR) pour le train (T2) sur les zones successives entre la zone d'origine et le signal de sortie ; - en ouvrant (140), par un système d'enclenchement (14) du système de signalisation (10), la pseudo-route (PR) en associant à chaque zone entre la zone d'origine et le signal de sortie, une sous-route, chaque sous-route correspondant à la réservation de ladite zone pour ledit train (T2) dans la direction de circulation opposée (D2) ; - en informant (150) le train (T2) qu'il doit modifier sa direction de circulation courante pour qu'elle corresponde à la direction de circulation opposée (D2) ; et, - en déterminant (160), par un contrôleur de zones (16) du système de signalisation (10), une autorisation de mouvement pour le train (T2) à partir de la direction de circulation courante du train et des sous-routes ouvertes pour ledit train et en tenant compte d'une liste d'obstacles régulièrement mise à jour par le contrôleur de zones (16) ; - en transmettant (180) l'autorisation de mouvement au train (T2) pour piloter le déplacement dudit train (T2), les étapes de détermination (160) et de transmission (170) d'une autorisation de mouvement étant itérées jusqu'à ce que le train franchisse le signal de sortie (S2).Method (100) for managing the movement of a train (T2) along a section (B) of a railway track (2), implemented by a signaling system (10) of the CBTC type, the signaling system being clean, in a nominal mode, defining a road (R) on the section allowing the movement of the train in a nominal traffic direction (D1), the road extending over a plurality of successive zones (20 - 28) between an origin signal (S1) and a destination signal (S3), characterized in that , in case of occurrence of an event preventing the train (T2), it continues to move along said road, to move the train in a direction of opposite traffic (D2) to the nominal traffic direction (D1): selecting (120) an origin zone (24) and an output signal (S2); by plotting (130), by a supervision system (18) of the signaling system (10), a pseudo-route (PR) for the train (T2) on the successive zones between the zone of origin and the signal of exit ; - by opening (140), by a system of engagement (14) of the signaling system (10), the pseudo-route (PR) by associating with each zone between the zone of origin and the output signal, a sub -route, each sub-route corresponding to the reservation of said zone for said train (T2) in the opposite traffic direction (D2); informing (150) the train (T2) that it must modify its current running direction so that it corresponds to the opposite traffic direction (D2); and, - by determining (160), by a zone controller (16) of the signaling system (10), a movement authorization for the train (T2) from the running direction of the train and the sub-roads opened for said train and taking into account a list of obstacles regularly updated by the zone controller (16); by transmitting (180) the movement authorization to the train (T2) to control the movement of said train (T2), the steps of determining (160) and transmitting (170) a movement authorization being iterated until the train passes the output signal (S2). Procédé (100) selon la revendication 1, dans lequel la liste d'obstacles pour un train (T2) se déplaçant selon une direction de circulation courante, comporte l'ensemble des autorisations de mouvement déjà transmises aux autres trains circulant sur ladite section dans la direction opposée à la direction de circulation courante.A method (100) according to claim 1, wherein the obstacle list for a train (T2) traveling in a current direction of travel comprises all the movement authorizations already transmitted to the other trains running on said section in the direction opposite to the direction of current circulation. Procédé (100) selon la revendication 2, dans lequel la liste d'obstacles, pour un train (T2) se déplaçant selon une direction de circulation courante, comporte, en outre, une enveloppe de sécurité calculée par le contrôleur de zones (16) pour un autre train non-CBTC ou CBTC non-communicant circulant sur ladite section.Method (100) according to claim 2, wherein the obstacle list, for a train (T2) moving in a current direction of travel, further comprises a safety envelope calculated by the zone controller (16) for another non-CBTC or CBTC non-communicating train traveling on said section. Procédé (100) selon la revendication 2 ou la revendication 3, dans lequel la liste d'obstacles, pour un train (T2) se déplaçant selon une direction de circulation courante, comporte, en outre, une enveloppe de sécurité calculée par le contrôleur de zones (16) pour un autre train CBTC en conduite manuelle circulant sur ladite section dans la direction opposée à la direction de circulation courante, la direction de circulation dudit train CBTC en conduite manuelle étant déterminée à partir d'un identifiant d'un cabine de conduite active du train.A method (100) according to claim 2 or claim 3, wherein the obstacle list, for a train (T2) traveling in a current direction of travel, further comprises a security envelope calculated by the controller of zones (16) for another CBTC train in manual operation traveling on said section in the direction opposite to the current direction of circulation, the direction of movement of said CBTC train in manual operation being determined from an identifier of a cabin of active driving of the train. Procédé (100) selon l'une quelconque des revendications précédentes, dans lequel lors de l'ouverture par le système d'enclenchement de la pseudo-route, le système d'enclenchement verrouille les sous-routes associées à chaque zone entre la zone d'origine et le signal de sortie.A method (100) as claimed in any one of the preceding claims, wherein upon opening by the interlocking system of the pseudo-route, the interlocking system locks the sub-roads associated with each zone between the origin and the output signal. Procédé (100) selon la revendication 5, dans lequel le système d'enclenchement (14) maintient verrouillée une sous-route pour un train (T2) tant que : - ledit train occupe la zone associée à ladite sous-route ; ou - ledit train n'occupe pas la zone associée à ladite sous-route, mais une sous-route, qui est associée à une zone qui précède, selon la direction de circulation de ladite pseudo-route, la zone associée à ladite sous-route, est verrouillée. The method (100) of claim 5, wherein the interlocking system (14) maintains locked a sub-road for a train (T2) as long as: said train occupies the zone associated with said sub-route; or - said train does not occupy the zone associated with said sub-route, but a sub-route, which is associated with a zone which precedes, according to the direction of circulation of said pseudo-route, the zone associated with said sub-route , is locked. Procédé (100) selon l'une quelconque des revendications 1 à 6, comportant une étape initiale de sélection (110) du train engagé sur la section (B) de voie ferrée (2) qui doit circuler selon une direction de circulation opposée (D2) à la direction de circulation nominale (D1).Method (100) according to any one of claims 1 to 6, comprising an initial step of selection (110) of the train engaged on the section (B) of railroad track (2) which must flow in a direction of opposite traffic (D2 ) to the nominal circulation direction (D1). Procédé (100) selon l'une quelconque des revendications 1 à 7, comportant une étape de configuration consistant à définir chaque zone de la section (B) de voie ferrée (2) susceptible d'être utilisée en tant que zone d'origine d'une pseudo-route.A method (100) according to any one of claims 1 to 7, comprising a configuring step of defining each zone of the railway section (B) (2) which can be used as the zone of origin of the railway. a pseudo-route. Système de signalisation (10) du type CBTC pour la mise en oeuvre d'un procédé de gestion de la circulation d'un train (T2) le long d'une section (B) d'une voie ferrée (2) selon l'une quelconque des revendications 1 à 8, le système de signalisation comportant un système de supervision (18), un contrôleur de zones (16) et un système d'enclenchement (14), caractérisé en ce que : - le système de supervision (18) est propre à tracer une pseudo-route entre une zone d'origine et un signal de destination pour ledit train ; - le système d'enclenchement (14) est propre à ouvrir une pseudo-route tracée par le système de supervision (18), en définissant, pour chaque zone de la pseudo-route, une sous-route réservant, pour ledit train, ladite zone dans une direction de circulation particulière ; et, - le contrôleur de zones (16) est propre à tenir à jour une liste d'obstacles et à déterminer une autorisation de mouvement pour le train (T2) en tenant compte de la liste d'obstacles. CBTC type signaling system (10) for implementing a method for managing the movement of a train (T2) along a section (B) of a railway track (2) according to the any one of claims 1 to 8, the signaling system comprising a supervision system (18), a zone controller (16) and an interlocking system (14), characterized in that : the supervision system (18) is able to draw a pseudo-route between a zone of origin and a destination signal for said train; - the interlocking system (14) is able to open a pseudo-route traced by the supervision system (18), defining, for each zone of the pseudo-route, a sub-road reserving, for said train, said area in a particular traffic direction; and, - The zone controller (16) is able to maintain a list of obstacles and to determine a movement authorization for the train (T2) taking into account the list of obstacles. Système de signalisation (10) selon la revendication 9, dans lequel la liste d'obstacles comporte des autorisations de mouvement transmises aux autres trains circulant sur la section (B).The signaling system (10) of claim 9, wherein the obstacle list includes movement authorizations transmitted to the other trains traveling on the section (B). Système de signalisation (10) selon la revendication 9 ou la revendication 10, dans lequel la liste d'obstacles comporte, en outre, des enveloppes de sécurité calculées autour de chacun des trains non-CBTC ou CBTC non-communicants, circulant sur la section (B).A signaling system (10) according to claim 9 or claim 10, wherein the obstacle list further comprises security envelopes calculated around each non-CBTC non-CBTC or non-communicating train traveling on the section. (B). Système de signalisation (10) selon la revendication 10 ou la revendication 11, dans lequel la liste d'obstacles comporte, en outre, des enveloppes de sécurité calculées autour de chacun des trains CBTC en conduite manuelle, circulant sur la section (B), chaque enveloppe de sécurité étant associée à un identifiant de la cabine active du train CBTC en conduite manuelle correspondant.A signaling system (10) according to claim 10 or claim 11, wherein the obstacle list further comprises security envelopes calculated around each of the CBTC trains in manual driving, traveling on the section (B), each security envelope being associated with an identifier of the active cabin of the train CBTC in manual driving corresponding. Système de signalisation (10) selon l'une quelconque des revendications 9 à 12, dans lequel le système de supervision est configuré de manière à définir les zones de la section (B) de la voie ferrée (2) susceptibles de pouvoir être utilisées en tant que zone d'origine d'une pseudo-route.Signaling system (10) according to any one of claims 9 to 12, wherein the supervision system is configured to define the areas of the section (B) of the railway track (2) capable of being used in as the zone of origin of a pseudo-route.
EP18174146.3A 2017-05-24 2018-05-24 Optimised method for managing the circulation of a train and associated cbtc signalling system Active EP3406503B1 (en)

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US20180339721A1 (en) 2018-11-29
CN108928368B (en) 2021-12-28
CN108928368A (en) 2018-12-04
EP3406503B1 (en) 2020-05-13
BR102018010261A2 (en) 2018-12-18
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