AU2007254679A1

AU2007254679A1 - Signalling system

Info

Publication number: AU2007254679A1
Application number: AU2007254679A
Authority: AU
Inventors: Stuart Ian Bamforth; Ray Clifton
Original assignee: Westinghouse Brake and Signal Co Ltd; Westinghouse Brake and Signal Holdings Ltd
Current assignee: Siemens Mobility Ltd
Priority date: 2007-01-04
Filing date: 2007-12-24
Publication date: 2008-07-24
Anticipated expiration: 2027-12-24
Also published as: ES2398715T3; GB0700080D0; AU2007254679B2; EP1942041A3; PT1942041E; GB2445374A; EP1942041A2; EP1942041B1

Description

AUSTRALIA

Patents Act COMPLETE SPECIFICATION

(ORIGINAL)

Class Int. Class Application Number: Lodged: Complete Specification Lodged: Accepted: Published: Priority Related Art: Name of Applicant: Westinghouse Brake and Signal Holdings Limited Actual Inventor(s): Ray Clifton, Stuart lan Bamforth Address for Service and Correspondence: PHILLIPS ORMONDE FITZPATRICK Patent and Trade Mark Attorneys 367 Collins Street Melbourne 3000 AUSTRALIA Invention Title: SIGNALLING SYSTEM Our Ref: 818847 POF Code: 156308/310089 The following statement is a full description of this invention, including the best method of performing it known to applicant(s): -1- Signalling System r- This application claims priority from British Application No.0700080.5 filed on 4 January 2007, the contents of which are to be taken as incorporated C1 herein by this reference.

0 SThe present invention concerns a method for regulating the movement of a train through an area of railway fitted with trackside radio signalling equipment, and an interface unit for use in such a method.

The invention has particular application for rail systems using a signalling system such as the European Rail Traffic Management System (ERTMS)/ European Train Control System (ETCS) Level 2 or 3 internationally applied standards.

The equipment necessary to fit a train for radio-based signalling typically includes odometry, balise transponder reading equipment and a driver's interface, together with a connection to the train braking system. In ERTMS/ETCS for example, the train-carried equipment maintains knowledge of the train location by reading track-mounted balises and by measuring the distance travelled from these reference balises using onboard odometry. The train-carried equipment periodically reports the location of the train to the trackside equipment and, assuming it is safe to do so, receives a movement authority based on this location from the trackside equipment. The train-carried equipment then monitors the movement of the train against the movement authority and enforces the authority limits by applying the train brakes if necessary. Such train-carried equipment is necessary to realise the performance benefits that are available from radiobased signalling.

The use of a radio-based signalling system, such as ERTMS/ETCS Level 2 or 3, offers many potential benefits to the railway operator. In particular, where all trains that normally operate on the railway are fitted with appropriate train-carried equipment, it is possible to remove lineside signals.

However the removal of lineside signals makes the operation of any unfitted train more difficult on that part of the railway. Such unfitted trains could for example comprise works trains required for track maintenance or occasional heritage trains, hauled for example by a steam locomotive. However, other radio-based systems, such as Radio Electronic Token Block (RETB) used on some rural lines in the UK, have shown that trains may be moved safely using authorities communicated by radio with much simpler train-carried equipment used in conjunction with manual procedures.

SIt is an aim of the present invention to enable unfitted trains to operate Ssafely within a radio-based signalling system. This aim is achieved by providing a portable unit to be carried by the unfitted trains, as well as a method of operation using the unit.

According to a first aspect of the present invention there is provided a method for regulating the movement of a train through an area of railway fitted with trackside radio signalling equipment, the signalling equipment controlled by a control centre, as set out in the accompanying claims.

According to a second aspect of the present invention, there is provided an interface unit for use in a method in accordance with the first aspect.

The unit may be used to authorise the movement of a train, which may be otherwise unfitted with the necessary train-carried equipment, through an area fitted with radio-based signalling equipment at the trackside. The unit preferably provides compatible radio-based communication with the trackside equipment, a display for displaying movement authority and other relevant information to the train driver and a keypad to allow the driver to enter certain data. The same unit can also be used for the purposes of fallback signalling if the train-carried equipment fails on a normally-fitted train.

Accordingly, the present invention provides: i) RETB-like operation for occasional unfitted trains to be integrated with a more complex radio-based signalling system such as ERTMS/ETCS; ii) Fallback operation for normally fitted trains in the event of train-carried equipment failure.

The invention will now be described with reference to the accompanying figures, in which: Figure 1 shows an example of an interface unit in accordance with the present invention; Figure 2 schematically shows a train fitted with the interface unit of Fig. 1, Swithin a radio-based signalling system; Figure 3 schematically shows a train arriving at the start of a route, for example a passing loop; Figure 4 schematically shows a train entering a route; and Figure 5 schematically shows a train arriving at the end of a route.

Referring firstly to Fig. 1, a portable signalling interface unit 1 is shown in accordance with the present invention. The unit 1 contains a radio that is compatible with the communications network for the signalling system, e.g.

Global System for Mobile communications for Railways (GSM-R), and communicates with the trackside signalling system using the protocol and message formats defined for that system according to the ERTMS/ETCS System Requirements Specification, subset-026).

The unit 1 includes a display 2 for the presentation of information to the driver. This information could for example be a request for driver input or the display of an issued movement authority. Other information received from the trackside can also be displayed, for example text messages or emergency messages. A key pad is provided which is separated into two areas. One area 3 is similar to a GSM mobile keypad and is used for data entry by the driver. Such data could be, for example, the contact telephone number of the trackside equipment or the identity of the driver. The second keypad area 4 consists of function-specific buttons which are used by the driver as the train progresses through the radio-signalled area, including "Train in Route", "End of Route", "End of Mission" and "New RBC", whose functions will be described in more detail later. An audio output 5 is provided to attract the driver's attention to new information. The whole unit may be connected to a suitable train power supply or can operate from an internal rechargeable battery. The unit may optionally include means (not shown) to provide a voice channel to a remote location, e.g. a signaller at a control centre, but this is not essential if other means are available for the driver to communicate verbally, such as would usually be provided in a train.

The unit may also include a secure Wireless Application Protocol (WAP) browser interface (not shown), as will be described later.

SFig. 2 schematically shows part of a typical ERTMS/ETCS trackside system Swith a train 6 carrying a unit 1 as shown in Fig. 1. Only the parts of the ERTMS/ETCS system that are relevant to the present invention are shown.

A control centre 7 communicates with the train 6 via a trackside Radio Block Centre (RBC) 8 and trackside radio equipment 9. Typically the control centre 7 is manned by a signaller.

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C 10 In an ERTMS/ETCS system, train-carried equipment is required to establish communication with the control centre 7 via the RBC 8 and trackside radio equipment 9, and so provide various items of train data before receiving any (Ni movement authority from the RBC 8. According to the specifications for ERTMS, the driver may enter the RBC contact information into the traincarried equipment. According to the present invention, the portable interface unit 1 is used for this purpose instead. In order to do this, the driver may obtain the contact information verbally from the signaller. The driver may also be required to enter certain 'train data', however the majority of train data can be set to default values within the portable unit. The loco identity (NID_ENGINE) for example can be unit specific.

The operation of the portable interface unit will now be further described by way of example with reference to a procedure for moving an unfitted train along a route through an ERTMS Level 2 area, including reference to Figs.

3 to 5. Initially, set-up data such as driver identity, other train information, RBC contact details are entered by the driver to the unit. The unit then contacts the RBC which may respond by accepting the communication session with the train and indicating that any train movement is the responsibility of the driver (known as Staff Responsible authority in ERTMS). The identity of the train can be passed to the control centre to inform the signaller. A location for the train is determined at the entry to a route through verbal communication between the driver and the signaller.

A procedure in accordance with the present invention is given in detail in the following table, in which the functionality is divided into that performed on the train 6, by the RBC 8 and at the control centre 7. The term "On Sight" used in the table relates to one of the driving modes for a train operating

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t\ within an ERTMS system. It is granted by the trackside which provides an authority to move for a defined distance, normally to the end of a route. The speed of the train is restricted to a defined value and the driver is required to observe and stop the train short of any obstruction on the track.

Control Centre RBC Train Comments 1. Driver enters driver Other train data may identity and RBC be entered if contact details into unit necessary 2. Unit contacts RBC Train location is reported as 'unknown' 3. RBC accepts the new The Driver might train and may issue move the train, if it is Staff Responsible not already at the start authorisation of a route 4. RBC reports the train ID to control centre Identity of train displayed to signaller 6. Driver contacts control The location could, for centre by voice radio to example, be identified report the location of by a signal or the train trackside marker identity 7. Signalman enters The location could, for given location for train example, be selected from a predefined list of signallmarker identities 8. Control centre sends a The message location message via specifies a balise the RBC using a group 10 located general purpose behind the train which packet (ETCS packet can be used by the 44) portable unit as the last reported balise group and a fixed distance 11 from that balise group defined for the location selected by the signaller (see Fig.

3) 9. RBC forwards location packet to train Unit receives the The initial location location packet and, may be presented to following the driver as an acknowledgement from associated text the driver, reports the message and require location back to RBC the drivers as valid (using the last acknowledgement.

reported balise group and offset distance specified) 11 RBC forwards location of train to control centre 12 Signaller checks train Route setting and location display and locking uses sets On Sight route 12 conventional for train to next loop or interlocking logic end of route Control Centre RBC Train Comments 13 RBC issues an On The movement Sight movement authority includes the authority to the train last reported balise group 10 and a movement authority length 16 to the End of Authority (EoA) 14 Unit displays On Sight movement authority to driver allowing driver to drive train along the first route Once the train is clear 'Loop Clear' can be of loop/junction, the indicated using a driver presses Train In trackside marker 13 if Route' button on required (see Fig. 4) portable unit 16 Unit reports new The new location can location to RBC be reported using the same last reported balise group 10 with a fixed distance 14 calculated by adding a defined distance 17 to the previous location offset 11.

17 RBC forwards new train location to control centre 18 Control centre displays The train is also train in route. detected in the route by the interlocking (or indicated by the RBC) allowing loop entry/junction to be released 19 Train continues along Driver responsible for S__the route train speed control Train arrives at next loop or end of the route and stops 21 Driver presses 'End of Route' button on unit 22 Unit reports 'end' The 'end' location is location to RBC reported using the same last reported balise group 10 with a fixed distance subtracted from the movement authority length 16 (see Fig. 23 RBC forwards new train location to control centre 24 Control centre displays train at end of route in loop) Signalman selects This acceptance could 'Accept Location' for involve verbal train confirmation if required 26 Control centre sends The new packet 44 an updated location message defines a message to RBC using new last reported packet 44 balise group and distance offset 27 RBC forwards location packet to train Control Centre RBC Train Comments 28 Unit receives location This 'new' location is packet and, after driver effectively the same acknowledgement, as reported previously reports the new but with a new last location to RBC reported balise group and offset 11'.

29 RBC forwards new location of train to control centre Signaller sets new On Sight route for train to next loop or end of route 31 RBC issues new On The On Sight Sight movement movement authority authority to train includes the new last reported balise group and the distance to the EoA 32 Unit displays On Sight movement authority to driver allowing driver to drive train along the next route 33 Once train clear of loop, the driver presses 'Train In Route' button 34 Unit reports new Using the new last location to RBC reported balise group with a fixed distance added to previous location offset RBC forwards new train location to control centre 36 Control centre displays The train is also train in route detected in the route by the interlocking (or indicated by the RBC) allowing previous route to release 37 Process repeats from 19 above When the train has reached a terminal station, or reaches the end of the fitted area and receives authority from an alternative signalling system, then the driver presses an 'End of Mission' button on the portable unit which causes the communication session with the RBC to be terminated.

The same functionality and procedure can be used by either an unfitted train or by a train with failed onboard equipment in which case the procedure may start at any location within the fitted area. The procedure can also be used for any journey on a route by route basis, not only between passing loops. If a timeout of the movement authority is used by the RBC then the portable unit can simply repeat the last location information again in order to request a new movement authority before the timeout expires. Because the RBC is transmitting standard messages to the portable unit, other information can also be received and displayed to the driver as necessary, for example emergency stop commands and text messages.

d The above process is described using fixed distance offsets for reporting the train in a route. It would be possible however for the RBC to, optionally, send a variable distance with the initial location depending on the route to be entered by the train. This variable distance allows for variation in clearing junctions and crossings for more complex railway layouts. Further specific location information could also be transmitted from the trackside as 10 the train is detected moving through a route.

SIf there is an RBC-RBC boundary within the fitted area between a "handingover" RBC and an "accepting" RBC then this can also be handled by the unit. The location of the boundary and the accepting RBC contact details are identified by the handing over RBC in the movement authority sent to the unit. The identity of the border balise can be identified from linking information also sent with the movement authority by the handing-over RBC.

The physical location of the border can be identified for the driver by another trackside marker, although the actual location of the train when it performs the transition from one RBC to another is not important, so long as the train is in the correct route. When the transition is required, the driver presses the 'New RBC' button on the unit. The unit then reports a location to the handing over RBC relative to the border balise such that the train is within the accepting RBC area and the rear of the train is reported clear of the boundary. This causes the handing-over RBC to terminate communications with the unit and allows the unit to establish communications with the accepting RBC.

If, at any time, a timeout of communications occurs or an RBC-RBC handover fails, then the driver can be allowed to continue to the end of the given movement authority where the start process is repeated.

Various alternatives will be apparent to those skilled in the art, within the scope of the claims.

For example, it would be possible to provide power for the unit by utilising a plug-coupled interface to the train. It would also be possible to provide connection to other circuits available on the train. Such a connection may be useful where a standard interface could be provided, for example for

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Sfallback operation when a failure occurs in fitted train-carried equipment.

Depending on the interface and on the failure of fitted equipment, it may be possible to provide connection to odometry, balise reader information and train brake control circuits. In such cases, the functionality of the unit would rbe enhanced to make use of the available interfaces and could provide operation that more closely resembles normal ETCS train-carried operation.

The procedure described in the table above includes the use of verbal communication with the signaller. It is often the case that a separate voice communication system is provided for this purpose on board all trains, in addition to any data radio system. It is possible however to include a voice (Ni input capability into the unit if required. Voice communication would then be possible directly using the GSM-R radio network.

It is possible to incorporate input from a Global Positioning by Satellite (GPS) receiver. Using GPS information, the portable unit would be able to identify the location of the train automatically. This location and the concept of 'virtual balises' could be used directly, or the information could be incorporated into the procedure for verifying the train location by the signaller. Once the location of the train has been established, the movement of the train and its progress along the route may be monitored and accurately reported to the RBC, as is conventional for ETCS, without requiring input from the driver. Even without the interpretation of the absolute GPS location data, the train-carried unit can incrementally determine approximate distance travelled from the initial given location using geometrical separation of coordinates. This estimated distance travelled can additionally be used by the portable unit to provide movement authority overrun protection either through a warning to the driver or by direct control of the brakes if available.

The unit may be used in conjunction with the management of possessions.

The unit can be used at the trackside, on a train, or in a road vehicle to provide communication with the control centre for the granting and releasing of possessions. The unit would for example allow a person at the trackside to interact safely with a central database for the purposes of providing protection for work being carried out on the track, i.e. to prevent trains from being signalled onto that part of the track. Typically the unit might provide a secure Wireless Application Protocol (WAP) browser interface to allow the possession controller to enter location and other possession data. Similarly d the WAP browser interface can be used to release the possession at the end of track working. The possession management may be conducted in Sconjunction with verbal procedures. Including a voice input to the unit may therefore be appropriate. The inclusion of a GPS receiver can also be envisaged which provides accurate confirmation of the location of a

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possession.

The invention is described in terms of its use and operation within an SERTMS/ETCS Level 2 radio based signalling system, however the same principles can be applied to operation within other radio based systems.

Claims

1. A method for regulating the movement of a train through an area of railway fitted with trackside radio signalling equipment, the signalling equipment being controlled by a control centre, comprising the steps of: providing an interface unit on the train; reporting the initial location of the train to the control centre; using the control centre to select a route start location for the train, the route 10 start location comprising a selected length of track from a reference point; (Ni and communicating the route start location to the interface unit using the signalling equipment.

2. A method according to claim 1, wherein the initial location of the train is determined using a GPS system.

3. A method according to either of claims 1 and 2, comprising the steps of: after the route start location has been communicated to the interface unit, confirming that the train is at the correct route start location by a driver of the train; and using the unit to send the confirmation to the control centre via the signalling equipment.

4. A method according to claim 3, wherein after the confirmation has been received by the control centre, a route is set for the train, and a movement authority of selected track length for the train to proceed along that route is communicated to the unit by the signalling equipment.

A method according to any preceding claim, wherein after the train has travelled a selected distance from the route start location, and so is fully within the route, the unit is used to communicate this information to the control centre.

6. A method according to claim 5, wherein the selected distance is indicated to a driver of the train by a trackside marker.

7. A method according to either of claims 5 and 6, wherein the distance Sis fixed and set relative to the reference point.

8. A method according to either of claims 5 and 6, wherein the distance Sis variable and specified by the trackside equipment.

9. A method according to claim 5, wherein the distance is determined 10 using odometry.

A method according to claim 5, wherein the distance is determined using a GPS system.

11. A method according to any preceding claim, wherein the unit is used to communicate to the control centre that the train is at or approaching the end of the route.

12. A method according to claim 11, when dependent on claim 4, wherein the position of the train at the end of the route is determined by subtracting a selected length from the movement authority length.

13. A method according to either of claims 11 and 12, wherein, if required, the control centre selects a new route start location for the train, the new route start location comprising a selected length of track from a second reference point; and communicates the route start location to the interface unit using the signalling equipment.

14. A method according to any preceding claim, wherein a GPS system is used to monitor the location of the train.

A method according to any preceding claim, wherein the trackside signalling system operates in accordance with the specifications of the European Rail Traffic Management System and or the European Train Control System.

16. A method according to any preceding claim, wherein the or each reference point comprises a balise group.

S17. An interface unit for use in the method according to any preceding claim, the unit comprising means for communicating with a remotely-located Scontrol centre via trackside radio signalling equipment.

18. A unit according to claim 17, comprising means for receiving text messages.

19. A unit according to either of claims 17 and 18, comprising a Wireless SApplication Protocol browser interface.

A unit according to any of claims 17 to 19, comprising means for transmitting a voice channel to a remote location.

21. A unit according to any of claims 17 to 20, comprising a GPS receiver.

22. A unit according to any of claims 17 to 21, comprising a keypad.

23. A unit according to claim 22, comprising a dedicated key for enabling a driver of the train to input that the train is in a route.

24. A unit according to either of claims 22 and 23, comprising a dedicated key for enabling a driver of the train to input that the train is at the end of a route.

A method substantially as herein described with reference to the accompanying figures.

26. A unit substantially as herein described with reference to the accompanying figures.