DE102016217900A1 - Monitoring a rail vehicle - Google Patents

Abstract

It is proposed to monitor a rail vehicle in an ETCS safety system by assigning a protected area to the rail vehicle from the line center if a predetermined condition is met for the rail vehicle. In this case, it is advantageous that the rail vehicle can also be completely monitored in the ETCS Level 3 safety system and effective hazards on the track can be prevented.

Description

The invention relates to a method for monitoring a rail vehicle in an ETCS security system, in particular an ETCS level 3 security system, as well as the corresponding device, the corresponding rail vehicle and a corresponding computer program product.

The European Train Control System (ETCS) is a component of a single European rail traffic control system, developed under the abbreviation ERTMS. The second technical component of this digital railway technology is the GSM-R railway mobile communications system. ETCS is intended to replace the large number of train control systems used in the countries, to be used in high-speed traffic in the medium term, and to be implemented in the long term throughout the European rail traffic.

An ETCS vehicle device includes, for example, a European Vital Computer (EVCS) computer, a Driver Machine Interface (DMI), a pathway meter, a GSM-R transmission facility (including Euroradio), a balise reader, and a brake access (FIG. http://de.wikipedia.org/wiki/ETCS ).

ETCS Level 1 uses balises as transmission medium. The information conveyed by the balises are line gradients, maximum line speeds and the point at which the vehicle should stop. Together with the mode these form a so-called Movement Authority (MA), translated as "permission to move" or "driving license". This means that the on-board ETCS equipment can continuously monitor compliance with the permitted speed (and direction) and initiate emergency braking in good time, regardless of nationally defined route geometries and signal intervals.

At ETCS Level 2, almost all information is transmitted via Euroradio from the radio control center (RBC) to the rail vehicle. In addition, it is possible to transfer information from the rail vehicle to the track. Furthermore, the information can also be exchanged when the rail vehicle is at a standstill. This can increase the route utilization and, in certain cases, the level 1 security. Before the RBC calculates the information necessary for a driving license (MA), it must know where the train is and in which direction it is traveling. The determination of position and direction is the responsibility of the vehicle computer, which transmits this regularly via GSM-R to the route. For determination, reference points on the route are required. For this purpose Eurobalises are used, which are attached, for example, in the exit tracks of stations and at regular or irregular intervals on the open route. Between these reference points the position is e.g. Odometrically determined by means of Doppler radar on the traction vehicle floor and Radimpulsgebern on the traction vehicle axles. Partial acceleration sensors are also used.

At ETCS Level 3, a classic fixed track vacancy is not required. The safety function against separated and unrecognized parts remaining on the track is taken over by a train integrity control system (control of the integrity of the rail vehicle). Here, for the operation of rail vehicles, a so-called "moving block" method (moving block: moving block) can be used to achieve a dense rail vehicle sequence on a route (also referred to as route). In moving block systems, a continuous location of rail vehicles is carried out, with a block protection is not based on fixed track sections. Instead, trains are considered to be moving blocks, behind which other blocks move. To calculate these blocks, it is necessary to determine the correct positions, speeds and directions of the rolling stock. A balise-odometry configuration is used for this.

At the end of the MA (End of Authority, EoA) - classically a signal pointing to HALT - the rail vehicle is to come to a halt.

• – FS (Full Supervision) Modus: Das Schienenfahrzeug wird voll vom ETCS überwacht. Voraussetzung für diesen Modus ist, dass eine MA von der Strecke gegeben wurde.
• – SR (Staff Responsible) Modus: Der Triebfahrzeugführer ist selbst für die Sicherung des Zuges verantwortlich, allerdings ist in vielen Ländern nur eine maximale Geschwindigkeit von 30km/h oder 40km/h erlaubt, die noch vom ETCS überwacht wird. Dieser Modus wird eingenommen, wenn keine MA vorliegt.
• – OS (On Sight) Modus: Das Schienenfahrzeug wird vom ETCS überwacht, aber der Triebfahrzeugführer fährt auf Sicht.
• – SH (Shunting) Modus: Modus zum Rangieren; der erlaubte Bereich kann vom ETCS vorgegeben werden; in vielen Ländern ist nur eine Höchstgeschwindigkeit von 30km/h erlaubt.

In addition to ETCS levels, ETCS modes are also defined. The modes describe the states in which the EVC can be located. Among other things, there are the following modes (see also: http://de.wikipedia.org/wiki/ETCS ):

• - FS (Full Supervision) Mode: The rail vehicle is fully monitored by the ETCS. The prerequisite for this mode is that an MA was given off the track.
• - SR (Staff Responsible) Mode: The driver is responsible for securing the train himself, but in many countries only a maximum speed of 30km / h or 40km / h is allowed, which is still monitored by the ETCS. This mode is taken if there is no MA.
• - OS (On Sight) Mode: The rail vehicle is being monitored by the ETCS, but the driver is driving on sight.
• - SH (Shunting) mode: Shunting mode; the permitted range can be specified by the ETCS; in many countries only a maximum speed of 30km / h is allowed.

A balise is a track-mounted transmitter that sends an encoded signal to passing trains. The balise allows a location correction. The balise can also be a balise group, eg several consecutively arranged balises.

Here it is disadvantageous that the moving block concept can often not be used because the integrity of the rail vehicle can not be guaranteed consistently and because there are no suitable mechanisms for ETCS Level 3 (also referred to as ETCS L3).

In principle, it is important that the location of a train should be known to the line center in order to prevent collisions with other trains in automated operation. Interlocking systems use trackside decoder systems installed on the trackside to record the occupation of sections in which trains are located. Such sections may then, if at all, be traversed by other trains only on sight. In the ETCS L3 operating mode, there is no longer a track-side signaling device on the trackside, and it is not possible for the line center (RBC) to drive over a section of the track by a train that is already occupied by another train.

However, this is problematic for trains for which no position report or valid position message is no longer available or for which train integrity (completeness of the train) is no longer ensured or the RBC is no longer (or not) aware of it.

Furthermore, it is a possibility that a train by means of an EoM message (EoM: End of Mission) in the RBC logs off. Then the communication between RBC and train is stopped, the train may become "invisible" to the RBC, it disappears. Here, it is problematic if a train previously logged off with the EoM message e.g. in a station as part of a shunting operation without re-logging on the RBC is moved, as the train and its movement in the ETCS L3 system remains invisible.

The object of the invention is to avoid the disadvantages mentioned above and in particular to provide a possibility to increase the safety for the operation of rail vehicles.

This object is achieved according to the features of the independent claims. Preferred embodiments are in particular the dependent claims.

• – bei dem von einer Streckenzentrale dem Schienenfahrzeug ein geschützter Bereich zugewiesen wird, falls für das Schienenfahrzeug eine vorgegebene Bedingung erfüllt ist.

To achieve the object, a method is provided for monitoring a rail vehicle in an ETCS security system,

• - In which a protected area is assigned to the rail vehicle from a line center, if a predetermined condition is met for the rail vehicle.

It should be noted that the rail vehicle (also referred to as "train") has at least one car, the car may be a traction vehicle, a travel car, a freight car or a combination of such compartments or functions. The traction unit has a driver's cab (also referred to as an operator station) and can be designed with or without drive. The traction vehicle may in particular be a locomotive.

In the examples described here, the line center (RBC) can be any type of computer or computer network by means of which (at least in part) the train operation can be influenced. For example, it may be a central system in communication with multiple trains. The line center can instruct the trains to perform given actions.

In particular, the protected area may be an area that encloses ("envelops") the rail vehicle on the track and is at least as long as the (complete) rail vehicle itself. For example, the protected area may be longer than the rail vehicle by a predetermined extent. Thus, an area (route section) before and / or after the rail vehicle can be encompassed by the protected area.

A development is that the specified condition includes that the rail vehicle from the security system ETCS Level 3 disappears or has disappeared.

Another development is that the rail vehicle disappears from the ETCS Level 3 security system after an end of trip message from the rail vehicle has been received by the line center.

The end of trip message is an EoM message.

In particular, it is a development that the predetermined condition includes that a communication link between the line center and the rail vehicle is disturbed.

Thus, it is a further development that the line center determines that the communication link with the rail vehicle is disturbed, provided that it receives a message from the rail vehicle has received, indicating that the communication link is disturbed.

Furthermore, it is a development that the route center determines that the communication link with the rail vehicle is disturbed, provided that it has not received a message from the rail vehicle for a predetermined period of time.

A next development is that the protected area includes the rail vehicle and at least as long as the rail vehicle is long.

One embodiment is that a protected area can be assigned per rail vehicle.

An alternative embodiment is that the line center does not allow a driving license of another rail vehicle in the protected area or only under conditions.

A next refinement is that the line center permits the driving permission of the further rail vehicle in the protected area only under the condition that the further rail vehicle enters the protected area in an OS mode.

It is also an embodiment that each one protected area is assigned to a rail vehicle, with multiple protected areas can overlap.

The statements concerning the method apply correspondingly to the other categories of claim.

The above object is also achieved by a device having a processing unit, wherein the processing unit is set up to monitor a rail vehicle in an ETCS safety system, wherein a protected area is assigned to the rail vehicle if a predetermined condition is met for the rail vehicle.

The device may be implemented in one component or distributed in several components.

Furthermore, the object is achieved by means of a rail vehicle comprising a processing unit which is set up to communicate with the device described herein.

The communication may be at least partially wireless (e.g., via a radio link, a telecommunications link) or wired. Also combinations of wireless and wired connection are possible.

The solution presented here further comprises a computer program product which can be loaded directly into a memory of a digital computer, comprising program code parts which are suitable for performing steps of the method described here.

The processing unit mentioned here may in particular be embodied as a processor unit and / or an at least partially hard-wired or logical circuit arrangement, which is set up, for example, in such a way that the method can be carried out as described herein. Said processing unit may be or include any type of processor or computer or computer with correspondingly necessary peripherals (memory, input / output interfaces, input / output devices, etc.).

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they will be achieved, will become clearer and more clearly understood in connection with the following schematic description of exemplary embodiments which will be described in detail in conjunction with the drawings. In this case, the same or equivalent elements may be provided with the same reference numerals for clarity.

Show it:

1 a message flow diagram between a rail vehicle and a line center, wherein the rail vehicle logs off by means of an EoM message at the line center and is then assigned by the line center to the rail vehicle, a protected area;

2 a message flow diagram between the rail vehicle and the line center, wherein the rail vehicle transmits a message to the line center, that the communication link is disturbed, then a protected area is assigned to the rail vehicle by the line center.

In particular, it is proposed to assign a protected area (PA) to a rail vehicle when a predetermined condition has been fulfilled for the rail vehicle.

The protected area is assigned to the rail vehicle by the line center (RBC).

The assignment of the protected area may include that a new protected area for the rail vehicle is created or set up or that an already existing protected area for the rail vehicle (re-) is activated.

The protected area here is an area that includes the rail vehicle on the track and at least as long as the (full) rail vehicle itself is long. Preferably, the protected area is larger by a predetermined extent than the rail vehicle is long. For example, an area (route section) before and / or after the rail vehicle can be covered by the protected area.

In particular, the protected area determines that train movements into this protected area can only take place in compliance with special conditions. For example, it may be specified that a train may drive on a protected area of another train only in the OS mode. It can also be specified that no train may enter the protected area of another train.

The protected area will be allocated by the line center for a rail vehicle. The line center now prevents another rail vehicle from penetrating into the protected area or the line center specifies that penetration into the protected area may only take place under special conditions (eg in OS mode at a significantly reduced speed, eg 30 km / h) ,

• (1) Der geschützte Bereich kann dem Schienenfahrzeug zugewiesen werden, wenn das Schienenfahrzeug aus dem Sicherungssystem ETCS L3 verschwindet, z.B. bei Erhalt der EoM-Nachricht.
• (2) Der geschützte Bereich kann dem Schienenfahrzeug zugewiesen werden, falls die Kommunikationsverbindung zu dem Schienenfahrzeug gestört ist. Beispielsweise kann das Schienenfahrzeug der Streckenzentrale eine Nachricht schicken, dass die Kommunikationsverbindung gestört ist oder die Streckenzentrale kann feststellen, dass die Kommunikationsverbindung gestört ist, indem eine Antwort von dem Schienenfahrzeug ausbleibt oder indem ein Zeitgeber (Timer) bei der Streckenzentrale abläuft, ohne dass eine Nachricht von dem Schienenfahrzeug eingegangen ist.

The predetermined condition determines to what extent the protected area is assigned to the rail vehicle by the line center. For example, there are the following options:

• (1) The protected area may be assigned to the rolling stock when the rail vehicle disappears from the ETCS L3 security system, eg upon receipt of the EoM message.
• (2) The protected area may be assigned to the rail vehicle if the communication link to the rail vehicle is disturbed. For example, the rail car may send a message to the line center that the communication link is down or the line center may find that the communication link is down by not responding from the rail vehicle or by running a timer at the line center without a message received from the rail vehicle.

Optionally, a protected area may be assigned to a single turn. It is also an option that several protected areas overlap.

Thus, it is an advantage of the solution described here that even in the ETCS L3, ie without existing track-free signaling devices, prevents trains that are no longer detected by the line center, undesirable retract in track sections that are already occupied by other trains. As mentioned, it may be an option to allow entry into the protected area from the line center, but with an overlay, e.g. in the OS mode (driving on sight) with correspondingly reduced speed.

1 shows a message flow diagram between a rail vehicle 101 and a line center 102 , A computer (EVC) of the rail vehicle (also referred to as OBU, on-board unit, in German: processing unit of the rail vehicle) transmits after entering the station at a time t1 EoM message 103 to the line center 102 , The line center receives the EoM message 103 at a time t2 and then generates in one step 104 a protected area around the rail vehicle 101 , The protected area is at least as large as the rail vehicle 101 is long.

2 shows a message flow diagram between the rail vehicle 101 and the line center 102 , At a time t3 sends the rail vehicle 101 the route center 102 a message 201 indicating that the communication link is broken. The route center 102 receives the message 201 at a time t4 and then generates in one step 202 a protected area around the rail vehicle 101 ,

Alternatively or additionally, the line center 102 in the step 202 Assign the protected area even if no message, eg a position report (PR: Position report), is received for a given time. For example, there remains a (more or less) regular feedback from the rail vehicle 101 off, so after a predetermined period of time without notice from the rail vehicle 101 the line center 102 assume that the communication link to the rail vehicle is disturbed and assign the protected area accordingly.

For example, the protected area on the track section of the rail vehicle 101 be determined so that it is from the last known position of the train end of the rail vehicle 101 extends in the direction of travel. This prevents - regardless of the actual position of the rail vehicle 101 - Another rail vehicle on this rail vehicle 101 undesirable. Thus, the protected area covers in particular a stretch of road on which the rail vehicle 101 could be located.

In this case, it is advantageous that rail vehicles are protected against collisions on the basis of the protected area. On the basis of the assignment of the protected area, it is possible, in particular, to protect a rail vehicle which is unknown, defective, invalid, deregistered and / or implausible for the service center, or to protect those rail vehicles which might otherwise be located on this section of the route.

While the invention has been further illustrated and described in detail by the at least one embodiment shown, the invention is not so limited and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

LIST OF REFERENCE NUMBERS

101

track vehicle

102

routing centers

103

EoM message

104

Step to generate the protected area around the rail vehicle 101

201

message

202

Step to generate the protected area around the rail vehicle 101

t1 to t4

 timings

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• http://en.wikipedia.org/wiki/ETCS [0003]
• http://en.wikipedia.org/wiki/ETCS [0008]

Claims (14)

 Method for monitoring a rail vehicle in an ETCS security system, - In which a protected area is assigned to the rail vehicle from a line center, if a predetermined condition is met for the rail vehicle. The method of claim 1, wherein the predetermined condition comprises that the rail vehicle disappears from the security system ETCS Level 3. The method of claim 2, wherein the rail vehicle disappears from the security system ETCS Level 3 after an end-of-travel message has been received by the railroad station from the rail vehicle. Method according to one of the preceding claims, wherein the predetermined condition comprises that a communication link between the line center and the rail vehicle is disturbed. The method of claim 4, wherein the circuit center determines that the communication link with the rail vehicle is disturbed, if it has received from the rail vehicle a message indicating that the communication link is disturbed. Method according to one of claims 4 or 5, wherein the line center determines that the communication link with the rail vehicle is disturbed if it has not received a message from the rail vehicle for a predetermined period of time. Method according to one of the preceding claims, wherein the protected area comprises the rail vehicle and is at least as long as the rail vehicle long. Method according to one of the preceding claims, in which a protected area can be assigned to each rail vehicle. Method according to one of the preceding claims, in which the line center does not allow a driving license of a further rail vehicle in the protected area or only under conditions. The method of claim 9, wherein the route center allows the driving permission of the further rail vehicle in the protected area only under the condition that the further rail vehicle enters the protected area in an OS mode. Method according to one of the preceding claims, wherein each one protected area is assigned to each one rail vehicle, wherein several protected areas can overlap. Device having a processing unit, wherein the processing unit is configured to monitor a rail vehicle in an ETCS safety system, wherein a protected area is assigned to the rail vehicle, if a predetermined condition is met for the rail vehicle. A rail vehicle having a processing unit, wherein the processing unit is configured to communicate with the apparatus of claim 12. A computer program product directly loadable into a memory of a digital computer, comprising program code portions adapted to perform steps of the method of any one of claims 1 to 11.

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