Point-repetition signaling system and railway vehicle including such a system

Abstract

A point-by-point signal repetition system and a railway vehicle comprising such a system: The point-by-point signal repetition system (PSTS) performs a safety operation, in the form of the restoration of a visual and / or audible signal or the taking of control of the vehicle, depending on whether a railway signal (RS) is open or closed. This system includes at least one brush (BRUSH) for reading a voltage (U) at the terminals of a signaling beacon. It also includes a detection unit (CDB) that takes as input the voltage (U) detected by the at least one brush (BRUSH) and provides a railway vehicle's control and monitoring system (TCMS) with at least one relay signal (S1, S2), dependent on the railway signal (RS) and adapted to a standard of the control and monitoring system (TCMS).The safety operation is triggered or stopped by the control and monitoring system (TCMS) based on the relay signal. Figure for the summary: 1.

Description

Title of the invention: System for the punctual repetition of signals and railway vehicle comprising such a system

[0001] The present invention relates to a point-repetition signaling system, also known as RPS, for a railway vehicle. It also relates to a railway vehicle comprising such a system.

[0002] Some railway lines are equipped with trackside signaling. On these lines, a railway signal is transmitted by signaling beacons, sometimes called crocodiles. The railway signal is either open, corresponding to a clear section of track, or closed, corresponding to an occupied section of track. In practice, the crocodiles are supplied with a positive voltage to indicate a closed railway signal or a negative voltage to indicate an open railway signal. Railway vehicles are now equipped with brushes that read this voltage, which is then transmitted to an ATESS (Acquisition and Processing of Safety Events in Static Environments) system, which, among other things, performs the function of timely signal repetition.The signal repetition function consists of displaying the open or closed status of the railway signal inside the driver's cab, in the form of an audible and visual signal, to ensure that the vehicle driver has acknowledged the signaling. In the case of a closed signal, indicating an occupied section of track, the driver has 4 seconds to acknowledge the signal; otherwise, the ATESS system triggers emergency braking. Signal repetition is therefore an essential safety device in the railway sector.

[0003] However, the systematic use of the ATESS system implies a dependence of the manufacturer on the supplier of the ATESS system, as well as high costs.

[0004] The aim of the invention is therefore to propose a system for the punctual repetition of signals for a railway vehicle allowing it to do away with the ATESS system, while guaranteeing the level of safety required for the application.

[0005] To this end, the invention relates to a point-by-point signal repetition system for a railway vehicle comprising a control and monitoring system configured to run control and monitoring software, the point-by-point signal repetition system performing a safety operation, in the form of a return of a light and / or audible signal to at least one driver of the railway vehicle or in the form of taking control of the vehicle, depending on whether a railway signal is open or closed, the point-by-point signal repetition system comprising at least one brush for reading a voltage across the terminals of a signalling beacon installed on a track travelled by the railway vehicle, the point repeat signal system comprising a detection box taking, as input, the voltage detected by at least one brush and providing the control and monitoring system with at least one relay signal, dependent on the railway signal and adapted to a standard of the control and monitoring system, a triggering or stopping of the safety operation being carried out by the control and monitoring system according to the relay signal.

[0006] Thanks to the invention, the timely signal repetition function is performed by the Train Control and Monitoring System (TCMS) and no longer requires the ATESS system. The presence of the detection unit (CDB) allows the railway signals to be adapted to the TCMS; otherwise, the TCMS would not be able to process the low-voltage signals from the crocodiles, nor meet the short response times required by the application. Thus, the reliability of the timely signal repetition system is ensured while reducing development costs.

[0007] According to other advantageous aspects of the invention, the point-repetition signal system comprises one or more of the following features, taken individually or in any technically possible combination:

[0008] - the relay signal supplied to the control and monitoring system by the control box Detection includes:

[0009] - a first relay signal, which is activated if and only if the detected voltage by which at least one brush is above a predetermined positive threshold for a first predetermined minimum duration, corresponding to the closed state of the railway signal; and

[0010] - a second relay signal, which is activated if and only if the detected voltage by at least one brush is below a predetermined negative threshold for a second predetermined minimum duration, corresponding to the open state of the railway signal.

[0011] - the detection box contains at least one signal filtering module.

[0012] - the point-repetition signal system includes a junction box connecting the brush to the detection unit.

[0013] - the point-repetition signal system comprises a European system of train control having a communication interface with the control and monitoring system, through which the European train control system activates a point-by-point repetition function of the control and monitoring system signals, i.e. the ability of the control and monitoring system to trigger or stop the safety operation, if and only if the European train control system detects that the rail vehicle is traveling on a track equipped with point-by-point repetition of ground signals.

[0014] - the point-repetition signal system includes a device recording device having an interface with the control and monitoring system, through which the control and monitoring system transmits data concerning the state of the railway signal and the safety operation to the recording device.

[0015] - the control and monitoring software includes a software sub-function dedicated to the security operation.

[0016] - the software sub-function dedicated to the security operation has a level of SIL2 risk according to the SAM S 703 regulation issued by the Public Railway Safety Establishment.

[0017] - the control and monitoring system includes a signal interface of inhibition, and in which given parts of the security operation are inhibited if the control and monitoring system receives inhibition signals via the inhibition signal interface.

[0018] The invention also relates to a railway vehicle comprising a system for punctual repetition of signals according to the above.

[0019] The invention will become clearer upon reading the following description, given solely by way of non-limiting example, and made with reference to the drawings in which:

[0020] [Fig. 1] [Fig. 1] is a functional diagram of a point-repetition signal system according to the invention,

[0021] [Fig.2] [Fig.2] is a functional diagram of the detection unit of the system punctual repetition of signals from [Fig.1],

[0022] [Fig.3] [Fig.3] is a graph of the crocodile voltage detection zones applicable to the French rail network.

[0023] Consider a railway vehicle traveling on a railway track. The railway track is divided into sections of track, each section of track being either free or occupied. The free or occupied state is represented by a railway signal RS, which is open if the section of track is free and closed if the section of track is occupied.

[0024] Railway signalling refers to the communication of the railway signal RS to a driver of the railway vehicle or to a system on board the railway vehicle. Railway signalling can take several forms. Depending on the railway line, railway signalling may or may not include point-by-point signalling (RPS) on the ground. Unless otherwise stated, the following description applies to the case where the railway line is equipped with point-by-point signalling (RPS) on the ground.

[0025] The railway track is equipped with TB signal terminals, called crocodiles. A voltage generator applies a voltage U to the TB signal terminals. dependent on the railway signal RS. More precisely, the voltage U is positive when the railway signal is closed and negative when the railway signal is open. The voltage U is generally between -20V and 20V. The railway signal RS is therefore said to be a low-voltage signal.

[0026] A point-repetition signaling system (RPS), shown in [Fig. 1], is mounted on board the railway vehicle. The RPS system comprises a BRUSH, a CDB (Crocodile Detection Box), and a TCMS (Train Control and Monitoring System).

[0027] The BRUSH is mounted on the railway vehicle and positioned underneath it. When a TB signal terminal is present on the track, the BRUSH makes contact with this terminal, allowing the BRUSH to read the voltage U. Typically, the BRUSH has an equivalent resistance R of approximately 47 ohms. The voltage U detected by the CDB detection unit is then transmitted to the TCMS system.

[0028] In a first embodiment of the invention, shown in [Fig. 1], a junction box J serves as an electrical intermediary between the BRUSH, located on a first bogie of the railway vehicle, and the CDB detection box, located in an electrical cabinet of the railway vehicle. The junction box J thus facilitates the transition of electrical wiring between the exterior and interior of a railway vehicle power car, simplifying production and maintenance operations for the electrical wiring.

[0029] In a second embodiment, shown in [Fig.2], the BRUSH brush directly communicates the voltage U to the CDB detection box.

[0030] The CDB unit, shown more precisely in [Fig. 2], receives as input the voltage U detected by the BRUSH brush and provides as output a relay signal, dependent on the voltage U and therefore on the railway signal RS, to the TCMS system. For this purpose, the CDB unit includes, for example, two thresholding modules T1 and T2, providing thresholded voltages UT1 and UT2, and two relay modules RI and R2.

[0031] Advantageously, the CDB housing comprises two filter modules F. A first filter module F takes as input the first thresholded voltage UT1 and provides as output a first filtered voltage UF1. A second filter module F takes as input the second thresholded voltage UT2 and provides as output a second filtered voltage UF2.

[0032] The relay modules RI and R2 take as input the filtered voltages UF1 and UF2 and convert them into a relay signal, advantageously comprising a first relay signal SI and a second relay signal S2, intended for the TCMS system.

[0033] More specifically, the first relay signal SI is activated if and only if the voltage U is greater than a predetermined positive threshold for a first minimum duration predetermined. In other words, the first relay signal SI is activated if and only if the voltage curve U as a function of time t is in a first predetermined zone 4. To this condition on the voltage U corresponds a condition on the first filtered voltage UF1, which is simply deduced from voltage transformations carried out by the brush BRUSH and the junction module J.

[0034] The first predetermined zone 4 is shown in [Fig. 3], displaying the voltage U in Volts (V) as a function of time t in milliseconds (ms). The first predetermined zone 4 comprises a zone 5 for the activation of the first relay signal SI and a zone 6 for positive voltages. Typically, on the French railway network, when passing a closed railway signal RS, the voltage U as a function of time t is found in zone 5 for the activation of the first relay signal SL. The voltage U as a function of time t then forms an activation curve similar to the first activation curve C5 shown in [Fig. 3]. In the example in [Fig. 3], the predetermined positive threshold is +4V and the first predetermined minimum duration is 3ms.

[0035] Similarly, the second relay signal S2 is activated if and only if the voltage U is less than a predetermined negative threshold for a second predetermined minimum duration. In other words, the second relay signal S2 is activated if and only if the voltage U vs. time t curve lies within a second predetermined zone 1. This condition on the voltage U corresponds to a condition on the second filtered voltage UF2, which can be easily deduced from the voltage transformations performed by the BRUSH and the junction module J.

[0036] The second predetermined zone 1 is also shown in [Fig. 3]. The second predetermined zone 1 comprises a zone 2 for the activation of the second relay signal S2 and a zone 3 for negative voltages. Typically, on the French railway network, when switching to an open railway signal RS, the voltage U as a function of time t is found in zone 2 for the activation of the second relay signal S2. The voltage U as a function of time t then forms an activation curve similar to the second activation curve C2 shown in [Fig. 3]. In the example in [Fig. 3], the predetermined negative threshold is equal to -4V and the second predetermined minimum duration is equal to 3ms.

[0037] When the voltage U is not in the first predetermined zone 1 nor in the second predetermined zone 4, it is said to be in a prohibited zone 7, shown in [Fig. 3]. When the voltage U is in the prohibited zone 7, both relay signals SI and S2 are deactivated.

[0038] According to the preceding description, the relay signal is dependent on the railway signal RS. More specifically, the first relay signal SI is activated if and only if the railway signal RS is closed, while the second relay signal S2 is activated if and only if the railway signal RS is open.

[0039] The relay signals SI and S2 are further adapted to a TCMS system standard, i.e., an activated signal is an analog signal of approximately 110V. This TCMS standardization is an essential feature of the invention, since the TCMS system is not capable of utilizing the voltage U as supplied by the BRUSH brush. Indeed, the voltage U as supplied by the BRUSH brush is a low-voltage signal that may include very short pulses.

[0040] As can be seen in [Fig.2], the CDB detection unit advantageously includes an ADAPT impedance matching module and a "JUMPER" electrical connector arranged between the input voltage U of the CDB unit and the mechanical mass of the railway vehicle.

[0041] The railway vehicle includes a battery, comprising a positive terminal +BAT and a neutral terminal 0V BAT. Advantageously, the CDB box is powered by the positive +BAT and negative 0V BAT terminals of the railway vehicle's battery. Advantageously, the outputs of the relay modules RI and R2 are also connected to the positive +BAT terminal of the railway vehicle's battery.

[0042] The TCMS system receives the SI and S2 relay signals as input and initiates or deactivates a safety operation, either by providing a visual and audible signal to the train driver or by taking control of the train, depending on whether a train signal is open or closed. This safety operation is known as signal repetition (SRT) and is an essential safety feature of the train.

[0043] Alternatively, the safety operation restores only a light signal or only an audible signal, depending on an inhibition signal SI of the RPS system.

[0044] To this end, the TCMS system includes a COM electronic controller capable of running control and monitoring software. The control and monitoring software preferably includes a software sub-function dedicated to the safety operation. This entire software sub-function dedicated to the safety operation presents a SIL2 risk level according to the SAM S 703 regulation issued by the French Railway Safety Authority (EPSF). The SIL2 level of the TCMS is achieved through software development according to the EN50657 standard. This software segregation allows the manufacturer to present only the dedicated software sub-function to the safety operation certification body. In other words, the level of requirement for certifying the safety operation does not impact functions normally executed by the TCMS system, which are not necessarily at the SIL2 risk level. Compliance with the requirement across the entire The software sub-function dedicated to the security operation simplifies verification processes and portability from one standard to another.

[0045] The TCMS system preferably includes communication interfaces with an LS lamp, an SG sound generator, B brakes, an EBS emergency brake indicator, a JRU recording device, a BP push button, a European Train Control System (ETCS), and a common inhibit interface for a KVB beacon speed control isolation device, a DIR direction control device, and a TVM track-to-engine transmission arming device. Conversely, each of these devices includes a communication interface with the TCMS system.

[0046] Alternatively, the TCMS system comprises one or more of the aforementioned interfaces, according to any technically possible combination.

[0047] The LS lamp is mounted on a control panel located in the driver's cab of the railway vehicle and is visible to the driver. The LS lamp is controlled to an off, on, or flashing state by an SLS lamp control signal from the TCMS system.

[0048] The SG sound generator is a loudspeaker located in the driver's cab. The SG sound generator is capable of reproducing a sound signal, continuous or not, audible to the driver of the railway vehicle, according to a sound generator control signal (SSG) from the TCMS system.

[0049] The BP push button is located on the driver's console. Pressing the BP push button sends an ACK acknowledgment signal to the TCMS system.

[0050] The brakes B and the emergency brake indicator EBS are controlled by the same emergency brake signal EB. The emergency brake indicator EBS is, for example, a warning light on the driver's console or an indication on a screen located on the driver's console.

[0051] The JRU recording device is a device capable of recording data which it receives, via a REC recording signal from the TCMS system, for legal purposes.

[0052] The European Train Control System (ETCS) is capable of generating an IS_RPS activation signal for the TCMS system. This signal is activated if and only if the railway track on which the train is traveling is equipped with trackside RPS signal repeaters. The IS_RPS activation signal activates or deactivates an RPS signal repeater function of the TCMS system. "RPS signal repeater function" refers to the TCMS system's ability to trigger or stop the safety operation.

[0053] KVB beacon speed control is a French national signaling system on conventional lines. TVM track-to-train transmission is a system French national signaling on high-speed lines. KVB isolation and TVM arming activate the SI inhibition signal, received on the TCMS system inhibition interface.

[0054] Engaging the reverse gear of the railway vehicle on the DIR steering control device also activates the SI inhibition signal.

[0055] The SLS lamp control signal, SSG sound generator control signal, ACK acknowledgment signal, EB emergency braking signal, IS_RPS activation signal, and SI inhibit signal are preferably low-voltage signals. The REC recording signal preferably follows an Ethernet protocol.

[0056] The implementation of the security operation is described in the remainder of the description.

[0057] As described previously, the TCMS system receives from the detection box CDB two relay signals S1 and S2, the first relay signal S1 being activated if and only if the railway signal RS is closed and the second relay signal S2 being activated if and only if the railway signal RS is open.

[0058] Depending on the value of the IS_RPS activation signal transmitted by the ETCS system, the RPS function of the TCMS system is activated or not.

[0059] If the railway track on which the rail vehicle is traveling is not equipped with trackside RPS signaling for point-by-point repetition, the IS_RPS activation signal commands the deactivation of the TCMS system's RPS function. Consequently, the TCMS system does not listen for the SI and S2 relay signals, and the safety operation is not triggered, regardless of the values ​​of the SI and S2 relay signals.

[0060] If the railway is equipped with point-repetition signaling of RPS signals on the ground, the IS_RPS activation signal controls the activation of the RPS function of the TCMS system, and the method described in the rest of the description applies.

[0061] By default, the safety operation is stopped. When the first relay signal SI is activated, i.e. the railway signal RS changes from the open state to the closed state, the TCMS system activates the safety operation.

[0062] This operation initially involves activating an audible signal and a visual signal. This activation is achieved via the SLS lamp control signals and the SSG sound generator, so that the LS lamp is set to flashing mode and the SG sound generator emits an audible (pulse-type) warning signal in the driver's cab.

[0063] From the activation of the audible and visual signals, the railway vehicle driver has a predetermined reaction time to acknowledge the visual signal. The predetermined reaction time is 4 seconds according to the SAM S 703 regulation issued by the French Railway Safety Authority (EPSF).

[0064] If the driver does not acknowledge the warning signal within the predetermined reaction time, the emergency braking signal EB is activated. Consequently, the brakes B are engaged to prevent the rail vehicle from entering the occupied section of track. Simultaneously, the emergency braking signal EB activates the emergency braking indicator EBS.

[0065] If the driver acknowledges the warning light during emergency braking, the emergency braking signal EB is modified so as to cancel the emergency braking at the B brakes and to deactivate the emergency braking indicator EBS.

[0066] When the driver acknowledges the warning light, whether during the predetermined reaction time or during emergency braking, the SLS lamp control signal is modified. As a result, the LS lamp is switched to the illuminated state.

[0067] When the second relay signal S2 is activated, which corresponds to the arrival of the rail vehicle on a clear section of track, the lamp control signal SLS is modified to switch the LS lamp to the off state or to ensure that it remains off. This can occur after a signal has been acknowledged by the driver, so that the emergency braking is already deactivated.

[0068] In parallel, data concerning the state of the first relay signal SI, the state of the second relay signal S2, the state of the emergency braking signal EB, the state of the acknowledgment signal ACK and the state of the inhibition signal SI are transmitted via the recording signal REC and recorded by the recording device JRU.

[0069] Each of the steps of the safety operation described above, for example the triggering of the emergency braking, the activation of the audible or visual signal or the transmission of data to the recording device, can be inhibited depending on the value of the inhibition signal SL. For example, engaging the reverse gear of the railway vehicle on the steering control device DIR results in the inhibition of the triggering of the emergency braking.

[0070] Any feature described above for one embodiment or variant can also be implemented in the other embodiments and variants described above, as far as technically possible.

Claims

1.

2. Demands A point-by-point signal repetition (RPS) system for a railway vehicle comprising a control and monitoring system (TCMS) configured to run control and monitoring software, the point-by-point signal repetition (RPS) system performing a safety operation, in the form of a flashing light and / or audible signal to at least one driver of the railway vehicle or in the form of taking control of the vehicle, depending on whether a railway signal (RS) is open or closed, the point-by-point signal repetition (RPS) system comprising at least one brush (BRUSH) for reading a voltage (U) at the terminals of a signaling beacon (TB) installed on a track traveled by the railway vehicle, characterized in that the point-by-point signal repetition (RPS) system comprises a detection unit (CDB) taking, as input,the voltage (U) detected by at least one brush (BRUSH) and providing the control and monitoring system (TCMS) with at least one relay signal (SI, S2), dependent on the railway signal (RS) and adapted to a standard of the control and monitoring system (TCMS), and in that a triggering or stopping of the safety operation is carried out by the control and monitoring system (TCMS) according to the relay signal. System according to claim 1, wherein the relay signal supplied to the control and monitoring system (TCMS) by the detection box (CDB) comprises: - a first relay signal (SI), which is activated if and only if the voltage (U) detected by at least one brush (BRUSH) is greater than a predetermined positive threshold for a first predetermined minimum duration, corresponding to the closed state of the railway signal (RS); and - a second relay signal (S2), which is activated if and only if the voltage (U) detected by at least one brush (BRUSH) is less than a predetermined negative threshold for a second predetermined minimum duration, corresponding to the open state of the railway signal (RS).

3. System according to any one of the preceding claims, wherein the detection box (CDB) contains at least one signal filtering module (F).

4. System according to any one of the preceding claims, comprising a junction box (J) connecting the brush (BRUSH) to the detection box (CDB).

5. A system according to any one of the preceding claims, comprising a European Train Control System (ETCS) having a communication interface with the Train Control and Monitoring System (TCMS), through which the European Train Control System (ETCS) activates a signal repetition function (RPS) of the TCMS, i.e., the ability of the TCMS to initiate or deactivate the safety operation, if and only if the European Train Control System (ETCS) detects that the rail vehicle is traveling on a track equipped with signal repetition (RPS) signaling.

6. □ Ul. System according to any one of the preceding claims, comprising a recording device (JRU) having an interface with the control and monitoring system (TCMS), through which the control and monitoring system (TCMS) transmits data concerning the state of the railway signal (RS) and the safety operation to the recording device (JRU).

7. System according to any one of the preceding claims, wherein the control and monitoring software includes a software sub-function dedicated to the security operation.

8. System according to claim 7, wherein the software sub-function dedicated to the safety operation presents a risk level SIL2 according to the SAM S 703 regulation issued by the Public Railway Safety Establishment.

9. System according to any one of the preceding claims, wherein the control and monitoring system (TCMS) includes an inhibition signal interface, and wherein given parts of the safety operation are inhibited if the control and monitoring system (TCMS) receives inhibition signals (IS) via the inhibition signal interface.

10. Railway vehicle comprising a point-repetition signaling system (PRS) according to any one of the preceding claims.

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