DE102016217905A1 - Monitoring a rail vehicle - Google Patents

Abstract

It is proposed to monitor a rail vehicle in an ETCS security system by assigning to the rail vehicle from the line center a protected area in the direction of travel up to a predetermined mark if the line center receives an application from 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
( 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 distances.

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 (checking 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. For the calculation of these blocks, the determination of correct positions, speeds and directions of the rail vehicles is required. 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.

In this case, 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 appropriate mechanisms for ETCS Level 3 (also referred to as ETCS Level 3).

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 Level 3 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 override a section of the track by a train that is already occupied by another train.

If a train logs on to the line center (RBC) (for example, by means of an SoM message, SoM = start of mission), it usually receives a driver's license (MA) from the RBC from the next signal. Driving up to this signal may be problematic in an ETCS Level 3 environment, however, since the rail vehicle may possibly jeopardize other rail vehicles and possibly even a timely stop before the signal is not ensured.

Another problem is that a rail vehicle can be split into two rail vehicles (splitting), the two rail vehicles at different times possibly continue in different directions: So, first, the rail vehicle is parked and logs by means of the EoM message at the line center from. Then, the division into the first and second rail vehicle takes place. The first rail vehicle logs in with a SoM message at the line center and wants to record the ride. Now it has to be ensured that the second rail vehicle is not endangered even in ETCS Level 3.

In these cases, there is no efficient solution in ETCS Level 3 on a track without a track gauge device.

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 in Fahrtrichtung bis zu einer vorgegebenen Markierung zugewiesen wird, falls die Streckenzentrale eine Anmeldung von dem Schienenfahrzeug empfängt.

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

• - in which a protected area in the direction of travel is assigned by a line center to the rail vehicle to a predetermined mark, if the line center receives an application from 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 further development is that the registration of the rail vehicle comprises a journey start message.

The journey start message corresponds in particular to a SoM message.

Another development is that the predetermined marking is a railway system, a signal, a switch or a signal box.

In particular, it is a development that a protected area in the direction of travel is assigned to the rail vehicle from the line center to the given mark by extending an existing protected area or copied and extended.

It is also a further development that it is checked whether the registration of the rail vehicle relates to a part of a rail vehicle, which was previously deregistered and if so, for the part of the rail vehicle for which the registration was received, a protected area in the direction of travel until generated to the given mark.

Furthermore, it is a further development that for the remaining part of the rail vehicle, which the registration does not concern, a protected area assigned with the deregistration remains.

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 integrity information of the rail vehicle is used to shorten the protected area.

• – die Integritätsinformation des sich zu der vorgegebenen Markierung bewegenden Schienenfahrzeugs genutzt wird, um sein Zugende zu bestimmen und
• – der geschützte Bereich auf das so bestimmte Zugende verkürzt wird.

A further development is that

• The integrity information of the rail vehicle moving to the given marking is used to determine its end of travel and
• - The protected area is shortened to the so determined Zugende.

An additional embodiment is that each one protected area is assigned to each rail vehicle, with multiple protected areas can overlap.

Another embodiment is that the ETCS security system is an ETCS level 3 security system without anti-free-trip devices.

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 adapted to monitor a rail vehicle in an ETCS security system, wherein the rail vehicle is assigned a protected area in the direction of travel up to a predetermined mark, if a registration from the rail vehicle was received.

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. It can for clarity the same or equivalent elements be provided with the same reference numerals.

Show it:

1 an exemplary diagram illustrating that a protected area for a rail vehicle is used until the line center can issue a general driver's license;

2 an exemplary graph illustrating that protected areas may be used for split rail vehicles.

For example, it is proposed that a protected area (PA) be assigned to a rail vehicle that registers at the line center (e.g., by means of a SoM message) to pick up the trip.

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 determines that penetration into the protected area may only take place under special conditions.

For example, for the rail vehicle that wants to travel, a previously allocated protected area or in the direction of travel of the rail vehicle, e.g. at least until the next signal is extended. The previously assigned protected area may have been assigned to the rail vehicle as soon as the rail vehicle disappears from the ETCS Level 3 security system, e.g. when logging off the rail vehicle from the line center, i. upon receipt of an EoM message (EoM: End of Mission). The previously assigned protected area can be used in particular by the line center for this rail vehicle, if the position of the rail vehicle (and possibly the data of the rail vehicle, eg the length) on receipt of the SoM message is (substantially) identical to position of Railway vehicle upon receipt of the EoM message.

Extension of the protected area is particularly an option if there are no opposite routes in the protected area.

After extending the protected area to the next signal, the line center may grant the rail vehicle a driving license in the OS mode (ie, reduced speed view) so that the rail vehicle slowly rolls in the protected area in the direction of the signal. Accordingly, it can be ensured that the rail vehicle stops before the signal.

Optionally, the protected area can be shortened by the line center as soon as the line center receives a position report from the rail vehicle indicating its position: With the position, the train integrity (ie train completeness) acknowledgment and train length information known to the line center For example, the line center may clear the track area behind this rail vehicle by shortening the protected area accordingly.

Optionally, upon receipt of the license from the signal and / or after passing the train at the signal, the protected area of the rail vehicle may be cleared or deactivated.

In this case, it is advantageous that the rail vehicle can be moved without danger to safety, even if the line center still can not issue a general driving license.

1 shows an exemplary diagram illustrating that a protected area for a rail vehicle 101 is used until the line center RBC grant a general driver's license can. This is in the example selected here starting from a signal 106 possible.

At a time t1, the rail vehicle is an example 101 shown, which transmits an EoM message to the line center RBC and thus logs off. The line center RBC has the rail vehicle 101 a protected area 102 to (see 1 , Time t2).

At a time t3 wants the rail vehicle 101 the journey in the direction of travel 104 It transmits an SoM message to the RBC line center. The line center RBC extends the protected area 102 in a protected area 104 up to the signal 106 ,

At a time t4, the rail vehicle has 101 in the OS mode a piece in the direction of travel 104 on the signal 106 moved. It transmits a position report PR to the line center RBC. The position report PR includes the position of the rail vehicle 101 as well as its integrity (completeness). From the position and length of the rail vehicle 101 The RBC line center can be the train end of the rail vehicle 101 determine. The length of the rail vehicle 101 may be previously known to the line center RBC and / or may have been communicated as part of the position report PR. Thus, the train end determined at time t4 can be used to the protected area 103 at time t5 to a protected area 105 To shorten. The rail vehicle 101 continues to move in OS mode to the signal 106 to and remains at the time t6 before or at the signal 106 stand.

From now on, the line center RBC can be the rail vehicle 101 give a general driver's license and then the protected area 105 Clear.

Example: splitting of the rail vehicle (splitting)

In a further example of application, a rail vehicle is divided into a first rail vehicle and a second rail vehicle after deregistration (EoM message) at the line center. The first rail vehicle logs on to the line center (SoM message) and wants to start the journey. The second rail vehicle stops in this example.

As discussed, the rail vehicle may be assigned a first protected area with (or after) logging off at the line center from the line center.

When the first rail vehicle wants to start driving, the first protected area in the direction of travel, e.g. until the next signal, extended. In addition, the second rail vehicle is assigned a second protected area.

Accordingly, the first protected area may also remain with the second rail vehicle and a second protected area may be assigned to the first rail vehicle.

For example, it is an option that the SoM message is checked by the line center as to whether it is the same position and the same train data as in the EoM message by which the first protected area has been assigned to the rail vehicle. This is not the case after the splitting of the rail vehicle into the first rail vehicle and the second rail vehicle, so that the first protected area for the second rail vehicle remains and the second protected area for the first rail vehicle is generated.

Optionally, upon receipt of the license from the signal and / or after passing the train end to the signal, the second protected area of the rail vehicle may be cleared or deactivated, leaving the first protected area for the stalled second rail vehicle.

In this case, it is advantageous that the rail vehicle can be split and moved without any risk to safety, even if the line center can not yet issue a general driver's license.

2 shows an exemplary diagram illustrating that protected areas for split rail vehicles can be used.

At a time t1, the rail vehicle is an example 101 shown, which transmits the EoM message to the line center RBC and thus logs off. The line center RBC has the rail vehicle 101 a protected area 102 to (see 1 , Time t2).

In the in 2 The example shown includes the rail vehicle 101 two rail vehicles 201 and 202 ,

At a time t3, the rail vehicle was in the two rail vehicles 201 and 202 separated. The rail vehicle 202 would like to drive in the direction of travel 104 to the signal 106 and transmits an SoM message to the RBC line center. The rail vehicle 201 should not be moved according to the present example.

The line center RBC generates a protected area 203 , which depends on the size of the protected area 102 right up to the signal 106 is extended. From time t3 there are thus two protected areas: a protected area 102 for the rail vehicle 201 and a protected area 203 for the rail vehicle 202 ,

It should be noted that in this example the rail vehicles 201 . 202 are shortened for clarity. Each of the rail vehicles 201 . 202 can for example have any combination of railcar and car.

At a time t4, the rail vehicle has 202 me direction of the signal 106 in OS mode moves and sends a position report PR comprising the position of the rail vehicle 202 as well as its integrity (completeness) to the line center RBC. From the position and length of the rail vehicle 202 The RBC line center can be the train end of the rail vehicle 202 determine. The length of the rail vehicle 202 may be previously known to the line center RBC and / or may have been communicated as part of the position report PR. Thus, the train end determined at time t4 can be used to the protected area 203 at a time t5 to a protected area 204 To shorten. The rail vehicle 202 continues to move in OS mode to the signal 106 to and remains at the time t6 before or at the signal 106 stand.

From now on, the line center RBC can be the rail vehicle 202 give a general driver's license and then the protected area 204 Clear.

The protected area 102 remains unchanged for the rail vehicle 201 consist.

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

protected area

103

protected area

104

direction of travel

105

protected area

106

signal

201

track vehicle

202

track vehicle

203

protected area

204

protected area

t1 to t6

 timings

PR

position report

RBC

routing centers

EoM

Message: End of the journey

SoM

Message: Start of the journey

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 (17)

 Method for monitoring a rail vehicle in an ETCS security system, - in which a protected area in the direction of travel is assigned by a line center to the rail vehicle to a predetermined mark if the line center receives an application from the rail vehicle. The method of claim 1, wherein the application from the rail vehicle comprises a journey start message. Method according to one of the preceding claims, in which the predetermined marking is a railway installation, a signal, a switch or a signal box. Method according to one of the preceding claims, in which the rail center assigns to the rail vehicle a protected area in the direction of travel up to the predetermined marking by lengthening or copying and lengthening an existing protected area. Method according to one of the preceding claims, in which it is checked whether the registration of the rail vehicle concerns a part of a rail vehicle which has been previously deregistered and if so, a protected area in the part of the rail vehicle for which the registration was received Driving direction generated up to the predetermined mark. Method according to Claim 5, in which the remaining part of the rail vehicle to which the application does not concern remains a protected area assigned with the deregistration.  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, in which an integrity information of the rail vehicle is used to shorten the protected area. Method according to claim 11, In which the integrity information of the rail vehicle moving to the predetermined marking is used to determine its end of travel and - In which the protected area is shortened to the so determined Zugende. 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.  A method according to any one of the preceding claims, wherein the ETCS security system is an ETCS Level 3 security system without anti-free-trip devices. A device having a processing unit, wherein the processing unit is configured to monitor a rail vehicle in an ETCS security system, wherein the rail vehicle is assigned a protected area in the direction of travel up to a predetermined mark if the line center receives an application from the rail vehicle. A rail vehicle having a processing unit, wherein the processing unit is configured to communicate with the apparatus of claim 15. 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 14.

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