AU2018220668A1 - Display system for a vehicle-side assembly - Google Patents
Display system for a vehicle-side assembly Download PDFInfo
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- AU2018220668A1 AU2018220668A1 AU2018220668A AU2018220668A AU2018220668A1 AU 2018220668 A1 AU2018220668 A1 AU 2018220668A1 AU 2018220668 A AU2018220668 A AU 2018220668A AU 2018220668 A AU2018220668 A AU 2018220668A AU 2018220668 A1 AU2018220668 A1 AU 2018220668A1
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- train
- display
- control unit
- vehicle
- display control
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- 230000006870 function Effects 0.000 claims abstract description 24
- 238000000034 method Methods 0.000 claims abstract description 8
- 230000004913 activation Effects 0.000 claims description 40
- 230000009849 deactivation Effects 0.000 claims description 33
- 230000008859 change Effects 0.000 claims description 9
- 238000009434 installation Methods 0.000 description 11
- 238000011161 development Methods 0.000 description 8
- 230000018109 developmental process Effects 0.000 description 8
- 230000006735 deficit Effects 0.000 description 5
- 238000012545 processing Methods 0.000 description 4
- 230000010365 information processing Effects 0.000 description 3
- 230000001105 regulatory effect Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 239000000969 carrier Substances 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 230000008439 repair process Effects 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 240000003517 Elaeocarpus dentatus Species 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 238000013475 authorization Methods 0.000 description 1
- 230000006399 behavior Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000005672 electromagnetic field Effects 0.000 description 1
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- 238000009420 retrofitting Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/009—On-board display devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- 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
- B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention relates to a display system (3) for a vehicle-side assembly (1). In order to make the driving operation of a train easier for the power car driver, the invention proposes a vehicle-side assembly (1) comprising a vehicle-side automatic train protection system (2) and a vehicle-side display system (3), the automatic train protection system (2) having at least one automatic train protection control unit (4) and said unit (4) being designed such that it intervenes in the driving operation to alter the speed of a train comprising the vehicle-side assembly (1). The display system (3) is separate from the automatic train protection functions of the automatic train protection system (2) and said display system (3) comprises a display unit (6) which can display a signal descriptor. The display unit (6) is connected to a display control unit (7) and said display control unit (7) is designed such that the display of the signal descriptor on the display unit (6) is initiated in accordance with the position of the train. In addition, the invention proposes a display system (3) and a method for operating a train.
Description
(57) Zusammenfassung: Anzeigesystem (3) fur eine fahrzeugseitige Anordnung (1). Um dem Triebfahrzeugfuhrer den Fahrbetrieb eines Zuges zu erleichtem, wird eine fahrzeugseitige Anordnung (1) vorgeschlagen, die ein fahrzeugseitiges Zugsicherungssystem (2) 20und ein fahrzeugseitiges Anzeigesystem (3) umfasst, wobei das Zugsicherungssystem (2) zumindest eine Zugsicherungssteuerungseinheit (4) umfasst, wobei die Zugsicherungssteuerungseinheit (4) derart ausgelegt ist, dass sie in den Fahrbetrieb derart eingreift, dass eine Geschwindigkeitsanderung eines Zuges, der die fahrzeugseitige Anordnung (1) umfasst, bewirkt wird, wobei das Anzeigesystem (3) von den zugsicherungstechnischen Funktionen des Zugsicherungssystems (2) getrennt ist, wobei das Anzeigesystem (3) eine Anzeigeeinheit (6) umfasst, die einen Signalbegriff anzeigen kann, wobei die Anzeigeeinheit (6) mit einer [Fortsetzung auf der nachsten Seite]
WO 2018/149582 A3 IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIN
GH, GM, KE, LR, LS, MW, MZ, NA, RW, SD, SL, ST, SZ, TZ, UG, ZM, ZW), eurasisches (AM, AZ, BY, KG, KZ, RU, TJ, TM), europaisches (AL, AT, BE, BG, CH, CY, CZ,
DE, DK, EE, ES, FI, FR, GB, GR, HR, HU, IE, IS, IT, LT,
LU, LV, MC, MK, MT, NL, NO, PL, PT, RO, RS, SE, SI, SK, SM, TR), OAPI (BF, BJ, CF, CG, CI, CM, GA, GN, GQ, GW, KM, ML, MR, NE, SN, TD, TG).
Veroffentlicht:
— mit internationalem Recherchenbericht (Artikel 21 Absatz
3) ..
— vor Ablauf der fir Anderungen der Anspruche geltenden Frist; Veroffentlichung wird wiederholt, falls Anderungen eingehen (Regel 48 Absatz 2 Buchstabe h) (88) Veroffentlichungsdatum des internationalen Recherchenberichts:
11. Oktober 2018 (11.10.2018)
Anzeigesteuerungseinlieit (7) verbunden ist, wobei die Anzeigesteuerungseinheit (7) derart ausgelegt ist, dass die Anzeige des
Signalbegriffs auf der Anzeigeeinheit (6) in Abhangigkeit von einer Position des Zuges veranlasst wird. Dariiber hinaus werden ein
Anzeigesystem (3) und ein Verfahren zum Betreiben eines Zuges vorgeschlagen.
PCT/EP2018/051073 / 2017P03358WO
Description
Display system for a vehicle-side assembly
The invention relates to a vehicle-side assembly comprising a vehicle-side train protection system and a vehicle-side display system.
A train protection system, also known as an automatic train control system, is a technical system which is used in railways to check the traveling of trains as a function of the permissible speed. A train protection system comprises technical installations which are situated on the track, i.e. on or adjacent to the rail, and technical installations which are situated on or in the vehicle, i.e. on or in the train. The train protection system is therefore divided into trackside technical installations and vehicle-side technical installations. In particular, balises coupled to signals belong to the track-side installations. The signals or balises give the traction vehicle driver the information to not enter a stretch of track lying ahead or a plurality of stretches of track lying ahead stop, to enter proceed, or to enter while observing a maximum speed. The track-side technical installations of the train protection system communicate with the vehicle-side technical installations.
In this context, this transmission of information from the track-side installations to the train-related installations of a train protection system nowadays generally takes place in a contactless manner via magnetic or electromagnetic fields and corresponding transmitting and receiving components.
What is significant for the train protection or the execution
PCT/EP2018/051073 / 2017P03358WO of train-protection-related functions in this context is that the vehicle-side technical installations of the train process the train-protection-related information transmitted by the track-side technical installations. In accordance with this information processing of the train-protection-related information, the vehicle-side train protection control unit issues commands, which are implemented in further vehicle-side train protection modules and as a result lead to the train being braked in a timely manner if it is not authorized to enter a section of track lying ahead or, if it is allowed to enter a section of track, the train being braked such that a maximum permissible running speed within this section of track is not exceeded. In the specified cases, a forced braking is thus triggered by the train protection system. This means that the train protection system or the train-protection-related functions of a train protection system directly engage in running operation.
In the case of railway tracks equipped with a train protection system, stationary signals are frequently used on the track side. These track-side stationary signals are, for instance, semaphores or light signals. Each signal has a particular meaning. A signal aspect is intended to be understood as the information which the signal represents, i.e. the signal aspect indicates the meaning of the signal. Signal aspects are e.g. stop, proceed, proceed slowly, etc. These track-side signals are generally erected at a large number of designated points along the railway track. If the traction vehicle driver is driving by sight, he of course has to identify and observe the signal aspects of the individual signals and thus adapt the running speed accordingly in particular stretches of train. If the traction vehicle driver still exceeds the permissible maximum speed within a stretch of train, then the
PCT/EP2018/051073 / 2017P03358WO train protection system, as described above, engages in the running operation and triggers a forced braking. If, in the case described, the signals are erected at a large number of particular points along the railway track, then such a forced braking is known as intermittent train protection or intermittent automatic train control.
It is the case, however, that from time to time on railway tracks which are traveled on by sight, that the track-side signals which are visually perceivable by the traction vehicle driver need to be serviced or repaired and therefore, when such sections of track are being traveled on, no visual signal aspect is then identifiable for the traction vehicle driver. Or, in the case of newly created railway tracks, signals or signal aspects which are visually identifiable for the traction vehicle driver are partially or completely dispensed with. On these railway stretches, however, information points are still present, at which at which signals are output which are received and processed by the vehicle-side train protection system by means of generally contactless, usually magnetic or electromagnetic coupling, so that the described forced braking can be triggered if necessary.
The object thus presents itself of ensuring a flexible and simultaneously reliable running operation of the train.
This object is achieved by a vehicle-side assembly in accordance with the features of the subject matter of claim 1.
The vehicle-side assembly comprises a vehicle-side train protection system and a vehicle-side display system, wherein the train protection system comprises at least one train protection control unit, wherein the train protection control
PCT/EP2018/051073 / 2017P03358WO unit is designed such that it engages in the running operation such that a change in speed of a train comprising the vehicleside assembly is brought about, wherein the display system is separated from the train-protection-related functions of the train protection system, wherein the display system comprises a display unit which can display a signal aspect, wherein the display unit is connected to a display control unit, wherein the display control unit is designed such that the displaying of the signal aspect on the display unit is prompted as a function of a position of the train.
This object is also achieved by the provision of a display system having the features of claim 10.
The object is likewise achieved by a method which comprises a vehicle-side train protection system and is equipped with a display system in accordance with the display-system-oriented features of claim 1, wherein the display control unit prompts the displaying of the signal aspect on the display unit as a function of a position of the train.
These solutions of the object according to the invention ensure a flexible and simultaneously reliable running operation of the train.
Moreover, the running operation of the train is made easier or made possible for the first time for the traction vehicle driver of a train equipped with a vehicle-side train protection system, in particular in the case of railway tracks to be traveled on by sight and designed with a track-side train protection system, which are not equipped with signals which are visually identifiable for the traction vehicle driver in some stretches of track. The traction vehicle driver
PCT/EP2018/051073 / 2017P03358WO can run the train on the basis of visually identifiable signals or signal aspects, which are now displayed on a display unit in the driver's cab of the train.
A display system of this kind can be retrofitted in the driver's cab of a train with ease. The available vehicle-side train protection system is not impaired in terms of its trainprotection-related functions by being retrofitted with the display system. Due to this non-impairment of the trainprotection-related functions of the vehicle-side train protection system, it is possible to dispense with regulatory approval when retrofitting the display system, as no impairments or no safety-related engagements are caused by the retrofitted display system.
With regard to the point in time of the displaying of a signal aspect on the display unit in the driver's cab, the following applies: A signal aspect should be displayed to the traction vehicle driver on the display unit at such a position of the train, at which the traction vehicle driver would first be able to identify the signal aspect of the track-side signal by sight, as if the railway track was equipped with track-side signals or signal aspects which are visually identifiable for the traction vehicle driver. In this manner, the traction vehicle driver does not need to change the way he drives, other than now reading the signal aspects from the display unit in the driver's cab. In any event, the displaying of the signal aspects on the display unit in the driver's cab must take place in good time, so that the traction vehicle driver is able to perform the necessary speed adaptations of the train with regard to a stretch of track lying ahead in a proper manner.
PCT/EP2018/051073 / 2017P03358WO
Further advantageously embodied developments are listed in the subclaims .
In a first advantageous development, the vehicle-side assembly is embodied such that the display control unit prompts the displaying of the signal aspect when a track-side activation device passed by the train issues a corresponding activation command for displaying the signal aspect. This can trigger the activation to display the signal aspect in the driver's cab by means of known cost-effective track-side components, e.g. passive activation balises (transponders).
In a further advantageous development, the vehicle-side assembly is embodied such that the display control unit prompts the displaying of the signal aspect when a track-side activation device passed by the train outputs an item of address information and a radio transmitter connected to the display control unit accesses the address information, in order to query the signal aspect to be displayed which is stored therein. As a result, a large number of signal aspects can be stored and queried in a single central memory.
In a further advantageous development, the vehicle-side assembly is embodied such that the display control unit prompts the displaying of the signal aspect when a train position identification module connected to the display control unit outputs a position of the train and this position of the train is linked with an item of information stored in a memory connected to the display control unit, such that the signal aspect is to be displayed. As a result, an impairment of the displaying of the signal aspect on the display unit in the driver's cab can be prevented when track-side activation devices are tampered with or destroyed. This means that
PCT/EP2018/051073 / 2017P03358WO impairment due to vandalism is intended to be prevented. Moreover, this also saves track-side components, in this case activation devices.
In three further advantageous developments, the vehicle-side assembly is embodied such that the display control unit deactivates the displaying of the displayed signal aspect when a corresponding deactivation command for the signal aspect is issued. The solutions for issuing deactivation commands correspond with the previously described solutions for issuing activation commands and the advantages associated therewith are corresponding.
The deactivation of a displaying of a signal aspect on the display unit in the driver's cab is intended to be executed at a point in time and identifiable for the traction vehicle driver, at which the position of the train corresponds with the position of the former track-side signal, as though the traction vehicle driver had effectively passed the former track-side signal. In this manner, the traction vehicle driver does not need to change the way he drives, other than now seeing the deactivated signal aspects disappear from the display unit in the driver's cab.
In a further advantageous development, the vehicle-side assembly is embodied such that the display control unit executes a simultaneous nested displaying of a plurality of signal aspects on the same display position element of the display unit. As a result, the traction vehicle driver is able to identify and ready himself for the signal aspect which follows the current signal aspect.
In a further advantageous development, the vehicle-side
PCT/EP2018/051073 / 2017P03358WO assembly is embodied such that the displaying of the topmost signal aspect displayed on the display unit is deactivated and the signal aspect second from the top is displayed on the display unit immediately thereafter. As a result, the traction vehicle driver is already informed of the next signal aspect in good time.
In a further advantageous development, the method for operating a train is embodied such that the switching-on of the display system is prompted as a function of the position of the train. As a result, the traction vehicle driver is automatically supplied with the signal aspects to be observed on the display unit, before the traction vehicle driver travels on a stretch of track which not is equipped with track-side signals which are visually identifiable for the traction vehicle driver, or in which these signals are not functioning properly due to maintenance / repairs, for instance .
The above-described properties, features and advantages of this invention and the manner in which these are achieved will be described more clearly and explicitly in the following description in conjunction with the attached drawing on the basis of an exemplary embodiment.
The figure shows a schematic representation of a vehicle-side assembly and track-side devices.
The figure shows a vehicle-side assembly 1, which comprises a train protection system 2, a display system 3 and further components. These further components are a train position identification module 8, a radio receiver 9, a radio transmitter 10 and a memory 11.
PCT/EP2018/051073 / 2017P03358WO
The train protection system 2 comprises a train protection control unit 4 and a speed change module 5 connected thereto. Moreover, the train protection control unit 4 is likewise connected to a track-side train protection information output module 14 in a contactless manner for the purpose of transmitting information. The contactless nature is intended to be illustrated through the use of double arrows.
The display system 3 comprises a display control unit 7 and a display unit 6 connected thereto. The display control unit 7 is connected to the further components, train position identification module 8, radio receiver 9, radio transmitter 10 and memory 11 in each case.
The radio receiver 9 is connected via a radio connection to a track-side activation device 12, a further track-side activation device 15 and a track-side deactivation device 13. The radio connection is intended to be illustrated through the use of double arrows.
If a train, which comprises the train protection system 2, travels over or passes a track-side train protection information output module 14, an item of train-protectionrelated information is output by the train protection information output module 14 and received and processed by the train protection control unit 4. Typically, this transmission of information from the track-side train protection information output module 14 to the vehicle-side train protection control unit 4 takes place in a contactless manner. This information, however, may also be transmitted by mechanical contact e.g. by means of contact brushes. As a consequence of the processing of the train-protection-related
PCT/EP2018/051073 / 2017P03358WO information within the train protection control unit 4, if required, a command for triggering a train-protection-related function is issued to the speed change module 5.
The speed change module 5 implements the change in speed by accelerating or braking the train. Generally, a force braking is brought about with a defined negative acceleration, defined braking time and defined braking distance. This forced braking is thus brought about automatically, in particular if the traction vehicle driver exceeds a maximum permissible speed on a stretch of track or should stop before a stretch of track.
The train protection system thus monitors the running behavior of the traction vehicle driver and engages in the running operation if the traction vehicle driver behaves incorrectly.
The display system 3, as part of the vehicle-side assembly 1, by contrast, is not intended to be able to adopt trainprotection-related functions, nor to be able to have influence on the train protection or the execution of the trainprotection-related functions.
The display system 3 thus acts independently of the train protection system 2. The display system 3 is thus separated or decoupled from the train-protection-related functions of the train protection system 2. The display system 3 is not permitted to impair the functionality and operation of the train protection system 2 in any way.
On the other hand, train protection system 2 and display system 3 are naturally able to draw their operating energy from the same power supply (on-board power supply), as long as the impairment of the train-protection-related functions as described above is avoided.
PCT/EP2018/051073 / 2017P03358WO
The display system 3 thus merely has an informative function for the traction vehicle driver and cannot engage in the running operation directly.
The separation of the train protection system 2 from the display system 3 with regard to the train-protection-related functions is illustrated by train protection system 2 and display system 3 not revealing any connection in the figure.
The functionality of the display system 3 is as follows: If the display system 3 or the train comprising the vehicle-side assembly 1 passes a particular position, then the display control unit 7 prompts the display unit 6 to display a signal aspect on the display unit 6 and thus to make this identifiable for the traction vehicle driver. The display control unit 7 thus prompts this displaying on the display unit 6 as a function of a position of the train.
The position of the train can be ascertained by means of various devices or modules. For instance, a track-side activation device 12 signals an activation signal when a train travels over it or past it. This activation signal is received by a radio receiver 9 in a wireless manner. This activation signal may contain an item of information regarding which signal aspect is intended to be displayed on the display unit 6 without delay. The display control unit 7 receives this activation signal including the signal aspect information and performs a corresponding signal- and information processing and the output thereof to the display unit 6. The actual signal- and information-related implementation in the display control unit 7 and/or the other components connected to the display control unit 7 is familiar to the person skilled in
PCT/EP2018/051073 / 2017P03358WO the art and does not require a detailed explanation.
The track-side activation device 12 may be embodied as a passive activation balise. Passive means that the activation balise functions like a transponder, i.e. that it does not possess its own power supply. When a train travels over or past it, a train-side module induces a current in the passive activation balise, whereupon the activation balise transmits information regarding the signal aspect to be displayed to the radio receiver 9. Further information may also be stored in the activation balise and can be transmitted to the radio receiver 9. This may be an item of position information, which indicates the location of the activation balise, or may be position and/or time information, which correlates with the activation of the signal aspect on the display. This may also be an item of address information. This address information is then received by the radio receiver 9, forwarded to the display control unit 7 and there processed to the effect that the radio transmitter 10 is instructed to establish a radio connection with the indicated address and to query the signal aspect stored at this address. This queried signal aspect is then subsequently displayed on the display unit 6 by the display control unit 7.
The track-side activation devices also may be designed, other than as balises, as other track-side readable information carriers situated on or adjacent to the rail.
It is also possible to design the invention without a trackside activation device 12. Thus, the train position identification module 8 continuously ascertains the position of the train by means of GPS, GLONASS or other satellite-based systems and transmits this train position information to the
PCT/EP2018/051073 / 2017P03358WO display control unit 7. If a position of the train ascertained in this manner is linked with an item of information stored in the memory 11 and if a signal aspect to be displayed is also linked to this linking in the memory 11, then the display control unit 7 will prompt a displaying of said signal aspect on the display unit 6. The ascertaining of the train position may also be executed by means of other methods, based on triangulation for instance.
The deactivation of a signal aspect displayed on the display unit 6 takes place in a similar manner to the activation of said signal aspect.
If the display system 3 or the train comprising the vehicleside assembly 1 passes a particular position, then the display control unit 7 prompts the display unit 6 to deactivate a displayed signal aspect on the display unit 6 in a manner which can be identified by the traction vehicle driver on the display unit. The display control unit 7 thus prompts the deactivation of a signal aspect displayed on the display unit 6 as a function of a position of the train. Here too, the position of the train can be ascertained by means of various devices or modules. For instance, a track-side deactivation device 13 signals a deactivation signal when a train travels over it or past it.
This deactivation signal is received by a radio receiver 9 in a wireless manner. This deactivation signal may contain an item of information regarding which displayed signal aspect is intended to be deactivated by the display unit 6 without delay.
The display control unit 7 receives this deactivation signal
PCT/EP2018/051073 / 2017P03358WO including the signal aspect information and performs a corresponding signal- and information processing and the output thereof to the display unit 6. Here too, the actual signal- and information-related implementation in the display control unit 7 and/or the other components connected to the display control unit 7 is familiar to the person skilled in the art and does not require a detailed explanation.
The track-side deactivation device 13 may be embodied as a passive deactivation balise. Further information may also be stored in the deactivation balise and can be transmitted to the radio receiver 9. This may be an item of position information, which indicates the location of the deactivation balise, or may be position and/or time information, which correlates with the deactivation of the displayed signal aspect on the display. This may also be an item of address information. This address information is then received by the radio receiver 9, forwarded to the display control unit 7 and there processed to the effect that the radio transmitter 10 is instructed to establish a radio connection with the indicated address and to query the signal aspect to be deactivated stored at this address. This queried signal aspect is then subsequently deactivated on the display unit 6 by the display control unit 7.
Likewise, the track-side deactivation devices also may be designed, other than as balises, as other track-side readable information carriers situated on or adjacent to the rail.
It is also possible to design the invention without a trackside deactivation device 13. Thus, the train position identification module 8 continuously ascertains the position of the train by means of GPS, GLONASS or other satellite-based
PCT/EP2018/051073 / 2017P03358WO systems and transmits this train position information to the display control unit 7. If such an ascertained position of the train is linked with an item of information stored in the memory 11 and if a signal aspect to be deactivated is also linked to this linking in the memory 11, then the display control unit 7 will prompt the deactivation of said signal aspect on the display unit 6. Here too, the ascertaining of the train position may be executed by means of other methods, based on triangulation for instance.
The signal processing between the display control unit 7 and the vehicle-side components connected to the display control unit 7 may also be allocated differently. Thus, the signal processing / signal preprocessing or parts of the signal processing may also already be executed in the components connected to the display control unit 7 instead of in the display control unit 7, and vice versa. Radio receiver 9 and radio transmitter 10 may also be embodied as a single component, i.e. as a radio transceiver.
The interaction between the display control unit 7 and the components connected to the display control unit 7 ensures a constant updating of signal aspects on the display unit 6, or a constant deactivation of signal aspects to be displayed which are no longer required, i.e. no longer correlate with the current position of the train.
The updating of signal aspects on the display unit 6 takes place as follows, when a train first passes the track-side activation device 12, then the further track-side activation device 15 and then the deactivation device 14. The activation signal sent out by the track-side activation device 12 is received wirelessly by the radio receiver 9 and then by the
PCT/EP2018/051073 / 2017P03358WO display control unit 7 and this activation signal, including the signal aspect which it contains, is output to the display unit 6 and this signal aspect is displayed on the display unit without delay. The displayed signal aspect reads proceed. When passing the track-side activation device 15, this activation signal sent out by said track-side activation device 15 is in turn received wirelessly by the radio receiver 9 and then by the display control unit 7 and this updated activation signal, including the updated signal aspect which it contains, is output to the display unit 6 and this updated signal aspect is displayed on the display unit 6 without delay. The displayed updated signal aspect reads proceed slowly. What is significant here is that the updated signal aspect, here proceed slowly, is displayed on the display unit 6 without a deactivation signal being received from a deactivation device 13 and/or the display control unit having output a deactivation signal to the display unit 6. If only a signal display position element is available for displaying a signal aspect on the display unit 6, then proceed slowly appears on this display position element of the display unit 6 and proceed disappears from said display position element of the display unit 6. If a plurality of display position elements are available on the display unit 6 for displaying various signal aspects, then both signal aspects proceed and proceed slowly may also be displayed on the display unit 6. Of course, the traction vehicle driver must know which is the current signal aspect applicable to this stretch of track, which he has to observe.
When passing the track-side deactivation device 13, this deactivation signal sent out by the track-side deactivation device 13 is in turn received wirelessly by the radio receiver 9 and then by the display control unit 7 and displayed signal
PCT/EP2018/051073 / 2017P03358WO aspects, here proceed and/or proceed slowly, are deactivated in a manner which can be identified by the traction vehicle driver on the display unit. The signal aspects proceed and/or proceed slowly are thus no longer displayed on the display unit 6.
The displaying of the signal aspects on the display unit 6 may also be brought about by the shape and color of the representations displayed on the display unit 6 corresponding to a scaled-down copy of the shape and color of the signals which actually exist.
A plurality of signal aspects may also be displayed on the display unit 6 simultaneously. In order to not cause any confusion for the traction vehicle driver, this plurality of signal aspects displayed simultaneously is displayed in a nested format. This means that the currently valid signal aspect is displayed in the topmost position in a display position element of the display unit 6. A signal aspect which becomes valid at a later time is slightly offset and is displayed on the same display position element of the display unit 6 such that the traction vehicle driver can only identify a small part of it, behind the currently valid signal aspect in relation to the currently valid signal aspect. A plurality of offset signal aspects can thus be displayed one behind the other to save space on the display unit 6.
If the display control unit 7 outputs a deactivation signal for the topmost signal aspect displayed in a display position element of the display unit 6, then the signal aspect displayed at the top is deactivated. Consequently, the signal aspect, which is now valid and was previously offset in the position second from the top, immediately appears in its
PCT/EP2018/051073 / 2017P03358WO entirety on this display position element of the display unit 6 in a manner which is identifiable for the traction vehicle driver. Further signal aspects which become valid at a later time are displayed simultaneously and offset on the same display position element, wherein only small parts of these signal aspects which are currently not valid are displayed or identifiable for the traction vehicle driver.
The display system 3 can thus be retrofitted for a train protection system 2 existing in a train in a cost-effective manner, wherein it then forms the vehicle-side assembly 1. A modification of the train protection system 2 is not required in this context.
If a track is equipped with signals on the track and the regulatory approval for the traction vehicle driver to travel on said track by sight is permitted and the vehicle-side assembly 1 is installed in the train, then the traction vehicle driver has the option of traveling on the track by sight by identifying the signals on the track. He can, however, also travel on this track by being exclusively guided by the signal aspects displayed on the display unit 6. Here, the display system 3 thus provides redundant additional information for the running operation.
If, however, particular stretches of track are no longer equipped with functioning track-side signals which can be identified by the traction vehicle driver by sight, then the traction vehicle driver must be exclusively guided by the signal aspects displayed on the display unit 6 with regard to the running operation.
The vehicle-side assembly 1 thus makes it possible to shift
PCT/EP2018/051073 / 2017P03358WO the running operation by sight from track-side signals to the display equipment 6.
If a track is not equipped with train protection and thus the train protection system 2 is ineffective, then the traction vehicle driver can of course perform the running operation with regulatory authorization, by being exclusively guided by the signal aspects displayed on the display unit 6. The vehicle-side assembly 1 may also comprise modules (not shown) which can be accessed by the traction vehicle driver for switching the train protection system 2 and/or the display system 3 on and/or off.
The display system 3 and the vehicle-side assembly 1 can be used in all rail-bound traffic systems, in particular railways, suburban and underground rail systems, streetcar systems etc.
In the case of further or complete prevalence of the display system 3 and the vehicle-side assembly 1 in trains, tracks to be traveled on by sight, which until now have still been equipped with corresponding stationary track-side signals, can have these stationary track-side signals removed, e.g. in order to save maintenance and repair costs.
The invention is not limited to the specific exemplary embodiment, but rather it includes further modified versions which are not explicitly disclosed and can be identified by the person skilled in the art, as long as use is made of the core of the invention. The explicit disclosure and the identifiable modified versions are intended to determine the scope of protection of the invention.
PCT/EP2018/051073 / 2017P03358WO
List of reference characters
- vehicle-side assembly
- train protection system
- display system
- train protection control unit
- speed change module
- display unit
- display control unit
- train position identification module
- radio receiver
- radio transmitter
- memory
- activation device
- deactivation device
- track-side train protection information output module
- activation device
PCT/EP2018/051073 / 2017P03358WO
Claims (12)
- Claims1. A vehicle-side assembly (1) comprising a vehicle-side train protection system (2) and a vehicle-side display system (3) , wherein the train protection system (2) comprises at least one train protection control unit (4), wherein the train protection control unit (4) is designed such that it engages in the running operation such that a change in speed of a train comprising the vehicle-side assembly (1) is brought about, wherein the display system (3) is separated from the trainprotection-related functions of the train protection system (2) , wherein the display system (3) comprises a display unit (6) which can display a signal aspect, wherein the display unit (6) is connected to a display control unit (7), wherein the display control unit (7) is designed such that the displaying of the signal aspect on the display unit (6) is prompted as a function of a position of the train.
- 2. The vehicle-side assembly (1) as claimed in claim 1, characterized in that the display control unit (7) is designed such that the displaying of the signal aspect is prompted when a track-side activation device (12, 15) passed by the train issues a corresponding activation command for displaying the signal aspect.
- 3. The vehicle-side assembly (1) as claimed in claim 1, characterized in that the display control unit (7) is designed such that thePCT/EP2018/051073 / 2017P03358WO displaying of the signal aspect is prompted when a track-side activation device (12, 15) passed by the train outputs an item of address information and a radio transmitter (10) connected to the display control unit (7) accesses the address information, in order to query the signal aspect to be displayed which is stored therein.
- 4. The vehicle-side assembly (1) as claimed in claim 1, characterized in that the display control unit (7) is designed such that the displaying of the signal aspect is prompted when a train position identification module (8) connected to the display control unit (7) outputs a position of the train and this position of the train is linked with an item of information stored in a memory (11) connected to the display control unit (7), such that the signal aspect is to be displayed.
- 5. The vehicle-side assembly (1) as claimed in one of the preceding claims, characterized in that the display control unit (7) is designed such that the displaying of the signal aspect being displayed is deactivated when a track-side deactivation device (13) passed by the train issues a corresponding deactivation command of the signal aspect.
- 6. The vehicle-side assembly (1) as claimed in one of the preceding claims 1 to 4, characterized in that the display control unit (7) is designed such that the displaying of the signal aspect being displayed is deactivated when a track-side deactivation device (13) passed by the train outputs an item of address information and a radio transmitterPCT/EP2018/051073 / 2017P03358WO (10) connected to the display control unit (7) accesses the address information and discovers an item of deactivation information for the stored signal aspect to be deactivated.
- 7. The vehicle-side assembly (1) as claimed in one of the preceding claims 1 to 4, characterized in that the display control unit (7) is designed such that the displaying of the signal aspect being displayed is deactivated when a train position identification module (8) connected to the display control unit (7) outputs a position of the train and this position of the train is linked with an item of information stored in a memory (11) connected to the display control unit (7), such that a signal aspect is to be deactivated.
- 8. The vehicle-side assembly (1) as claimed in one of the preceding claims 1 to 7, characterized in that the display control unit (7) is designed such that a simultaneous nested displaying of a plurality of signal aspects takes place on the same display position element of the display unit (6).
- 9. The vehicle-side assembly (1) as claimed in claim 8, characterized in that the display control unit (7) is designed to deactivate the displaying of the topmost signal aspect displayed on the display unit (6) and to display the signal aspect second from the top on the display unit (6) immediately thereafter.
- 10. A display system (3) as claimed in the display-systemoriented features of claim 1, which is designed for use in aPCT/EP2018/051073 / 2017P03358WO vehicle-side assembly (1) comprising the features of claim 1.
- 11. A method for operating a train, which comprises a vehicle-side train protection system (2) and is equipped with a display system (3) as claimed in the display-system-oriented features of claim 1, wherein the display control unit (7) prompts the displaying of the signal aspect on the display unit (6) as a function of a position of the train.
- 12. The method for operating a train as claimed in claim 11, characterized in that switching the display system (3) on or off is prompted as a function of the position of the train.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017202453.4A DE102017202453A1 (en) | 2017-02-15 | 2017-02-15 | Display system for a vehicle-mounted arrangement |
| DE102017202453.4 | 2017-02-15 | ||
| PCT/EP2018/051073 WO2018149582A2 (en) | 2017-02-15 | 2018-01-17 | Display system for a vehicle-side assembly |
Publications (2)
| Publication Number | Publication Date |
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| AU2018220668A1 true AU2018220668A1 (en) | 2019-08-15 |
| AU2018220668B2 AU2018220668B2 (en) | 2021-03-11 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2018220668A Active AU2018220668B2 (en) | 2017-02-15 | 2018-01-17 | Display system for a vehicle-side assembly |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP3558787A2 (en) |
| AU (1) | AU2018220668B2 (en) |
| DE (1) | DE102017202453A1 (en) |
| WO (1) | WO2018149582A2 (en) |
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| CN109878557B (en) * | 2019-01-30 | 2021-08-03 | 卡斯柯信号有限公司 | Method and system for realizing peristaltic driving mode in full-automatic operation system |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5533695A (en) | 1994-08-19 | 1996-07-09 | Harmon Industries, Inc. | Incremental train control system |
| US5995881A (en) | 1997-07-22 | 1999-11-30 | Westinghouse Air Brake Company | Integrated cab signal rail navigation system |
| US20040243307A1 (en) * | 2003-06-02 | 2004-12-02 | Pieter Geelen | Personal GPS navigation device |
| EP2102602B1 (en) * | 2007-01-10 | 2016-03-30 | TomTom International B.V. | Improved navigation device interface |
| GB0909373D0 (en) * | 2009-05-30 | 2009-07-15 | Park Signalling Ltd | Apparatus and method for implementing safe visual information provision |
| DE102009039701A1 (en) * | 2009-08-31 | 2011-03-17 | Siemens Aktiengesellschaft | Method for transmitting data from a track-side device to a vehicle and vehicle-side and track-side device |
| DE102013217047A1 (en) * | 2013-08-27 | 2015-03-05 | Siemens Aktiengesellschaft | Method for operating a train control system and train control system |
| DE102015204437A1 (en) | 2015-03-12 | 2016-09-15 | Siemens Aktiengesellschaft | Method and device for determining a signal term for a rail vehicle |
| ES2749163T3 (en) * | 2015-03-17 | 2020-03-19 | Siemens Mobility GmbH | Portable driving automation system for guided vehicles |
-
2017
- 2017-02-15 DE DE102017202453.4A patent/DE102017202453A1/en not_active Withdrawn
-
2018
- 2018-01-17 AU AU2018220668A patent/AU2018220668B2/en active Active
- 2018-01-17 WO PCT/EP2018/051073 patent/WO2018149582A2/en active Search and Examination
- 2018-01-17 EP EP18702140.7A patent/EP3558787A2/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| EP3558787A2 (en) | 2019-10-30 |
| WO2018149582A2 (en) | 2018-08-23 |
| DE102017202453A1 (en) | 2018-08-16 |
| WO2018149582A3 (en) | 2018-10-11 |
| AU2018220668B2 (en) | 2021-03-11 |
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| FGA | Letters patent sealed or granted (standard patent) |