AU2018220668B2 - Display system for a vehicle-side assembly - Google Patents
Display system for a vehicle-side assembly Download PDFInfo
- Publication number
- AU2018220668B2 AU2018220668B2 AU2018220668A AU2018220668A AU2018220668B2 AU 2018220668 B2 AU2018220668 B2 AU 2018220668B2 AU 2018220668 A AU2018220668 A AU 2018220668A AU 2018220668 A AU2018220668 A AU 2018220668A AU 2018220668 B2 AU2018220668 B2 AU 2018220668B2
- Authority
- AU
- Australia
- Prior art keywords
- train
- display
- control unit
- vehicle
- signal aspect
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
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 vehicle train for signalling purposes ; On-board control or communication systems
- 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 vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle 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 vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle 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 vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
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
PCT/EP2018/051073 / 2017P03358WO
1
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 track
side 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
2
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 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.
A combined safety facility is known from the article "L'equipement de securite bistandard ETRMS/KVB developpe pour le material roulant SNCF11", REVUE GNERALE DES CHEMINS DE FER: RCGF, HC EDITIONS, FR, no. 231, pages 40-45, XP001526257, ISSN: 0035-3183 V, page 40-44, by MATHIEU THIBAULT et al., in which the two standards ERMTS and KVB are combined to form a shared system.
A method for operating an automatic train control system and an automatic train control system are known from the publication DE 10 2013 217 047 Al.
An aspect of the present disclosure provides a flexible and simultaneously reliable running operation of the train.
An aspect of the present disclosure provides a vehicle-side assembly of a train comprising: a vehicle-side train protection system comprising at least one train protection control unit configured to: receive train-protection information from a track-side train protection information output module, and change a speed of a train on which the vehicle-side assembly is installed based on the received train-protection information; and a vehicle-side display system that is
3a
decoupled from the vehicle-side train protection system, the display system comprising a display unit configured for displaying a signal aspect, the signal aspect being displayed based on a position of the train, the display unit being connected to a display control unit, wherein the display control unit is configured to display the signal aspect on the display unit, and wherein the train protection system is incapable of receiving instruction from the display system to change the speed of the train.
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
4
unit is designed such that it engages in the running operation
such that a change in speed of a train comprising the vehicle
side 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
5
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 train
protection-related functions by being retrofitted with the
display system. Due to this non-impairment of the train
protection-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
6
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
7
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
8
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
9
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
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-protection
related 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
10
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 train
protection-related functions, nor to be able to have influence
on the train protection or the execution of the train
protection-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
11
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
12
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 track
side 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
13
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 vehicle
side 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
14
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 track
side 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
15
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
16
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
6 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
7 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
17
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
18
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
19
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
20
List of reference characters
1 - vehicle-side assembly
2 - train protection system
3 - display system
4 - train protection control unit
- speed change module
6 - display unit
7 - display control unit
8 - train position identification module
9 - radio receiver
- radio transmitter
11 - memory
12 - activation device
13 - deactivation device
14 - track-side train protection information output module
- activation device
Claims (9)
1. A vehicle-side assembly of a train comprising: a vehicle-side train protection system comprising at least one train protection control unit configured to: receive train-protection information from a track-side train protection information output module, and change a speed of a train on which the vehicle-side assembly is installed based on the received train-protection information; and a vehicle-side display system that is decoupled from the vehicle-side train protection system, the display system comprising a display unit configured for displaying a signal aspect, the signal aspect being displayed based on a position of the train, the display unit being connected to a display control unit, wherein the display control unit is configured to display the signal aspect on the display unit, and wherein the train protection system is incapable of receiving instruction from the display system to change the speed of the train.
2. The vehicle-side assembly as claimed in claim 1, wherein the display of the signal aspect on the display unit is in response to an activation command received from a track-side activation device that the train passes by.
3. The vehicle-side assembly as claimed in claim 1, wherein the display of the signal aspect on the display unit is in response to an item of address information received from a track-side activation device that the train passes by, and wherein the vehicle-side assembly further comprises a radio transmitter connected to the display control unit, wherein the radio transmitter accesses the address information to obtain the signal aspect to be displayed on the display unit.
4. The vehicle-side assembly as claimed in claim 1, further comprising a train position identification module connected to the display control unit, wherein the train position identification module outputs a position of the train, and wherein the display control unit accesses a memory connected to the display control unit to obtain an item information linked to the position of the train, such that the signal aspect displayed on the display unit comprises the item information.
5. The vehicle-side assembly as claimed in any one of the preceding claims, wherein the display control unit is configured to deactivate the displayed signal aspect when the train passes by a track-side deactivation device issuing a deactivation command of the signal aspect.
6. The vehicle-side assembly as claimed in any one of claims 1 to 4, wherein the display control unit is configured to deactivate the displayed signal aspect in response to an item of address information received from a track-side deactivation device that the train passes by, and wherein the display control unit uses a radio transmitter to access the address information and obtain an item of deactivation information associated with the item of address information, wherein the item of deactivation information relates to a signal aspect to be deactivated.
7. The vehicle-side assembly as claimed in any one of claims 1 to 4, wherein the display control unit is configured to deactivate the displayed signal aspect when a train position identification module connected to the display control unit outputs a position of the train and the position of the train is linked with an item of information stored in a memory connected to the display control unit, wherein the item of information relates to a signal aspect to be deactivated.
8. The vehicle-side assembly as claimed in any one of claims I to 7, wherein the display control unit is configured to display a simultaneous nested displaying of a plurality of signal aspects on the same display position element of the display unit.
9. The vehicle-side assembly as claimed in claim 8, wherein the display control unit is configured to deactivate the displaying of the topmost signal aspect displayed on the display unit and to display the signal aspect second from the top on the display unit immediately thereafter.
Siemens Mobility GmbH Patent Attorneys for the Applicant/Nominated Person SPRUSON&FERGUSON
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017202453.4 | 2017-02-15 | ||
| DE102017202453.4A DE102017202453A1 (en) | 2017-02-15 | 2017-02-15 | Display system for a vehicle-mounted arrangement |
| PCT/EP2018/051073 WO2018149582A2 (en) | 2017-02-15 | 2018-01-17 | Display system for a vehicle-side assembly |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU2018220668A1 AU2018220668A1 (en) | 2019-08-15 |
| AU2018220668B2 true AU2018220668B2 (en) | 2021-03-11 |
Family
ID=61094445
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) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2008083748A1 (en) * | 2007-01-10 | 2008-07-17 | Tomtom International B.V. | A navigation device and method for travel warnings |
| US8423291B2 (en) * | 2003-06-02 | 2013-04-16 | Tomtom International B.V. | Personal GPS navigation device |
Family Cites Families (7)
| 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 |
| 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 |
| PT3069954T (en) * | 2015-03-17 | 2019-09-06 | Siemens Mobility GmbH | Portable driving automatic system for guided vehicle |
-
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
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8423291B2 (en) * | 2003-06-02 | 2013-04-16 | Tomtom International B.V. | Personal GPS navigation device |
| WO2008083748A1 (en) * | 2007-01-10 | 2008-07-17 | Tomtom International B.V. | A navigation device and method for travel warnings |
Non-Patent Citations (1)
| Title |
|---|
| MATHIEU THIBAULT ET AL, "L'equipement de securite bistandard ETRMS/KVB developpe pour le material roulant SNCF", REVUE GÉNÉRALE DES CHEMINS DE FER : RCGF, HC ÉDITIONS, FR, (2013-10-01), no. 231, ISSN 0035-3183, pages 40 - 45 * |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2018149582A3 (en) | 2018-10-11 |
| WO2018149582A2 (en) | 2018-08-23 |
| DE102017202453A1 (en) | 2018-08-16 |
| AU2018220668A1 (en) | 2019-08-15 |
| EP3558787A2 (en) | 2019-10-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10752270B2 (en) | Method and device for ascertaining a movement authority for a track-bound vehicle | |
| US7832691B2 (en) | System and method for train operation approaching grade crossings | |
| US20120292457A1 (en) | Apparatus and method for controlling remote train operation | |
| CN106232453B (en) | Train control method and train control system | |
| CN110730742B (en) | Method for operating a rail-bound transport system | |
| MXPA05000100A (en) | Train control system and method. | |
| WO1999025598A1 (en) | Railways means anti-collision and anti-derailment safety system | |
| GB0012519D0 (en) | Rail safety system | |
| US20150225003A1 (en) | Control of a rail vehicle | |
| CN111016968B (en) | Safety protection system and method for red light running in RM mode with double-transponder combined protection | |
| US9428203B2 (en) | Device for receiving, processing and generating signals for automatically controlling a rail vehicle | |
| CN109318940A (en) | Train automatic Pilot method, apparatus and system | |
| US20200207390A1 (en) | Method, vehicle device and controller for operating a track-bound traffic system | |
| AU2018220668B2 (en) | Display system for a vehicle-side assembly | |
| CN109131449A (en) | The aided positioning system and its method of urban railway transit train under failure environment | |
| DE102008060185A1 (en) | Collision Warning and Collision Warning System | |
| CN101200191B (en) | Station train rear ventilation braking control system | |
| CN104334436B (en) | For the method and operation control system of the auxiliary operation of track element | |
| CN116001874B (en) | Visual authorization-based departure method and system | |
| EP2675690B1 (en) | Method for operating a track-bound vehicle and track-side device and arrangement having such a device | |
| JP2018207687A (en) | Automatic Train Protection System | |
| CN105848985A (en) | Controlling a rail vehicle | |
| JP6105239B2 (en) | ATS equipment | |
| KR20110023396A (en) | The train protection method using continuous control based track circuit | |
| CN111806517A (en) | Railway end line early warning collision avoidance system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FGA | Letters patent sealed or granted (standard patent) |