EP1612118A2 - Method for assuring a safe railway traffic - Google Patents

Abstract

The method involves receiving vehicle license data and driving route data from point form active systems (2.1, 2.2) that are arranged at a distance from each other. Information about an information transmitting system independent from a safety system is received, so that new driving licence data is found in the point form active systems. The driving licence data at one of the active systems is recallable, through slow driving.

Description

The invention relates to a method for securing the driving operation of a vehicle moving along a predetermined route.

Such driving typically occurs with rail-bound vehicles. In order to avoid accidents in such driving a vehicle may enter a predetermined section of its route only if he has been specifically allowed. However, since the vehicle requires a not insignificant braking distance, a braking operation must be initiated earlier accordingly. Furthermore, the vehicle must remain safely in front of the (not yet) allowed section of the route.

Classical are optical systems in which a driver with a corresponding position of a Vorsignals initiates a braking operation to come to a standstill before a main signal. It may only continue when the main signal indicates by appropriate position that entry into the following section of the route is permitted. The position and change in the position of a Vorsignal or a main signal is controlled by a remote location signal from in accordance with the information available in the signal box on the secured by the main signal section of the route. In further development of this classic technique, generally driving permission data is transmitted to the vehicle as it passes by generally punctiform acting systems along the route. Typically, in addition to such license data, route data is also transmitted, generally by means of transponder systems activated from the vehicle. Each such punctiform acting system can take over the function of a main signal for a subsequent section and the function of a Vorsignals for a later following secured by another punctiform acting portion of the route. As a result, a high vehicle density can be achieved even at high vehicle speeds with high safety. In the case of a European Train Control System ETCS (ETCS), the punctiform system in its Level 1 (see eg ERMTS / ETCS "System Requirement Specification", Version 2.2.2, Subact 026, February 2002) is replaced by a so-called balise formed, several of which are arranged spaced apart along the route from each other stationary. Each vehicle contains a transponder system that reads and evaluates when driving past on such a balise in this stored route data. Furthermore, the transponder system also reads out driving license data which permit or prohibit entry into a later section of the route in accordance with a control from a remote interlocking, whereby in the latter case, even automatically, a controlled deceleration dependent on the following route profile can be triggered ,

However, this procedure is problematic. Namely, if the deceleration is initiated for lack of driving permission, the vehicle must come to a halt before the section of track, which has a balise at its beginning. The vehicle must now wait until there are data on this balise that correspond to a driving license for at least the following section. However, the vehicle will not be able to stop so accurately that although stopped in front of the balise, nevertheless the data present in the balise, in particular the driver's license, can still be read by means of the vehicle-side transponder.

It is therefore imperative to provide the vehicle with information indicating that the driver's license is available.

ETCS proposes according to Level 1 now to provide classical optical signals that are controlled by the signal box and specify the driving license, or the additional provision of linear train control systems of finite length, in ETCS "Euro-loop", which also with distance in front of a balise the corresponding Driver permission information can be transmitted directly to the transponder or as a further option, a data radio system in which a bi-directional information transfer between the vehicle and the interlocking or a corresponding line center, such as the system GSM-R, as proposed in Level 2 of ETCS.

All these measures are extremely costly. In the former case, the conventional classical track-side signals can not be removed, but rather have to be costly maintained and optionally reinstalled on a larger scale. In the second variant, the so-called Euro-loops must be installed in addition to the balises before the corresponding section of the route, in addition, a maintenance is mandatory. In the latter variant is a nationwide supply of the Radio GSM-R, which is also very costly.

From DE 30 47 637 A1 a train protection device is known, in which an on demand switchable transmission device on a vehicle causes the dismissal of the vehicle from the brake monitoring when reaching the release speed and the recognition of the release speed as a permissible speed. Here, the transmitting device is included in the balise. The disadvantage here, however, that the transmitting device and thus the balise must be additionally supplied with power, so that additional cabling or additional self-sufficient power supply is required. Furthermore, the transmitting device can also influence a train on adjacent tracks, so that this erroneously accepts a release and unnecessarily provided for safety reasons fallback levels must be activated.

• je weiter der Sendebereich der Sendevorrichtung wirkt, auch umso stärker benachbarte Gleise beeinflusst werden,
• je geringer der Sendebereich der Sendevorrichtung wirkt, umso näher der Zug an den Sender fahren muss.

Finally, the train must go into the transmission range of the transmitting device from DE 30 47 637 A1. It is particularly disadvantageous that

• the farther the transmission range of the transmitting device acts, the more closely adjacent tracks are influenced,
• the smaller the transmission range of the transmitting device, the closer the train must travel to the transmitter.

In practical railway operation, however, a driver can not be prescribed for operational reasons, how far he has to approach a potential breakpoint and thus to the transmitting device.

It is therefore an object of the invention to further develop the known procedure in securing the driving operation so that with little effort a stopped vehicle receives information that it may continue.

This object is solved by the features of claim 1.

The invention is further developed by the features of the dependent claims. The invention is based on the knowledge that the vehicle in the stopped state only requires information that the driver's license for the following section of the route is present. The vehicle can then be moved with a given maximum speed (release speed) to the balise, which secures the following section of the route, and there by means of the Transponders take both route data and the actual driving license data. Since this information about the existence of the driving permission data in the next balise itself is no signal information that would be highly relevant to safety, no high demands on the quality of the transmission path of this information are required. In particular, it may be a voice signal, which is transmitted via train radio or a conventional telecommunications network, for example a mobile phone, from a signal box to the vehicle. If the transmission of this information takes place between persons in the interlocking and the vehicle, a language control will be appropriate prescribed. When transmitting between automatically transmitting or automatically receiving devices, the information will be characterized by a unique signal pattern.

It is therefore sufficient to equip a route with spaced punctiform acting systems, such as balises. Line-shaped train control devices such as Euro-Loop or conventional optical signals are no longer required. Also, in a equipped with Balisen driving a bidirectional information transmission using GSM-R does not yet be provided. Only the balises require a connection with the signal box.

It can be seen that the present invention is applicable not only to rail-bound vehicles, but everywhere where a predetermined route is divided into route sections and the entry into one of the sections is prevented, if a driving permit for this section at a position before this section not or not yet available.

Fig. 1

schematisch eine Anordnung zur Durchführung des Verfahrens gemäß der vorliegenden Erfindung,

Fig. 2

schematisch den Ablauf bei der Durchführung des Verfahrens gemäß der vorliegenden Erfindung,

Fig. 3

schematisch eine erste herkömmliche Vorgehensweise,

Fig. 4

schematisch eine weitere herkömmliche Vorgehensweise.

The invention will be explained in more detail with reference to the embodiment shown in the drawing. Show it

Fig. 1

schematically an arrangement for carrying out the method according to the present invention,

Fig. 2

2 schematically shows the procedure in the implementation of the method according to the present invention,

Fig. 3

schematically a first conventional approach,

Fig. 4

schematically another conventional approach.

Conventional procedures as well as the procedure of the present invention will be described below on the basis of the application rail vehicles equipped according to ETCS Level 1. However, it will be seen that the invention is also applicable to rail-bound vehicles that are not equipped with the ETCS system and are also applicable to non-rail vehicles, as discussed above.

First, Figure 2 shows schematically a route 1 along the punctiform acting systems 2, short balises, are arranged, which divide the route 1 in sections. These sections 1.1, 1.2, 1.3 of the route 1 need not necessarily be the same length. The associated punctiform acting systems 2.1 and 2.2 are powered by a signal box 3 with information about generally solid lines. This information is route and driving permit data. An interlocking 3 supplies several of the punctiform systems 2.1, 2.2 along the route 1, wherein generally along a route 1 more interlockings are provided, each serving several point-acting systems and being ensured for safety reasons that in case of failure of a signal box adjacent interlockings supervise the failed interlocking point-acting systems, as is known per se.

As is well known, track-free signaling systems are provided along the route 1 to transmit information about the actual location of a traveling along the route 1 train 4 to the interlocking 3, which is determined in the interlocking 3 from this information, if a train. 4 in a section 1.1, 1.2. 1.3 of the route 1 is located, so a subsequent train may not enter this section, or if no such train is in the section and therefore a subsequent train may enter this section.

With reference to FIG. 2, the case considered essential for the present invention is considered that in the case of a first point-acting system 2.1, no driving license for the train 4 is allowed to enter the section 1.3 of the route 1 following the point-effecting system 2.2. This means that even on the section 1.2 between the two point-acting systems 2.1 and 2.2, a driving license is present only to a limited extent, namely to the effect that at least at the end of this section 1.2 the train 4 braked, in accordance with a predetermined speed profile 6, are must, in such a way that it stops before the punctiform-acting system 2.2 at the end of this section 1.2, and at a point 5 before this punctiform acting system 2.2. Only then, if there is a driver's license for the following section 1.3 of the route 1, the train may move on 4 and thereby run over the punctiform acting system 2.2.

The problems occurring here and the conventional solution for overcoming this problem will first be explained with reference to FIG.

The punctiform acting system 2.2 (Balise) receives its information from the interlocking 3 via a fixed line 7.2 and the punctiform-acting system 2.2 associated, distance-side electronics unit 8 (LEU, Lineside Electronic Unit). This information is present in the punctiform acting system 2.2 as readable information. A train 4 must therefore be equipped with a corresponding device 11, by means of which the information can be read out, processed, optionally a driver 10 can be displayed and transmitted to zugseitige actuators. The device typically has a read-out device 9 and a computer 12, wherein the computer 12 is programmed to evaluate the information received by the read-out device 9 from the punctiform-acting system 2.2 to determine whether a driver's license is already available at the next punctiform system 2 (not shown) is present, so a so-called unrestricted driving license, or a limited driving license, which has the consequence that in the next section of the route of the train 4 may only drive with a predetermined driving profile or braking profile 6, as explained with reference to FIG 2 has been. A corresponding information is the computer 12, for example, actuators 13 for wheel brakes and displays a corresponding information to a console 14 for the driver 10 at. The driving or braking profile 6 ensures that the train 4 stops at the point 5, wherein the point 5 must be in front of the punctiform-acting system 2.2, for safety reasons. However, in order for the read-out device 9 to be able to detect the information in a punctiform acting system 2, a minimum distance is required. For safety reasons, however, the actual distance 15 between the transponder 11 of the standing train 4 and the punctiform system 2.2 is greater than this minimum distance. Thus, the device 9 can not detect whether in the punctiform system 2.2 meanwhile, caused by the interlocking 3, an information suggesting that for the next following section 1.3 an unrestricted or restricted driving license is present. In order to be able to read such information, the distance 15 must be bridged, ie the train 4 has to be punctiform Acting system 2.2 ancestor. However, the driver 10 is no information about whether such information is present.

Conventionally and as shown in Figure 3 is therefore the punctiform-acting system 2.2 and thus the boundary 17 between the sections 1.2 and 1.3 of the route 1 associated with an optical signal device 16, controlled by the signal box 3 either indicates ("red") that in the point-acting system 2.2 no license is present, or indicates ("green") that in the punctiform-acting system 2.2 information on an unrestricted or restricted driving license is present. In the latter case, the driver 10 may advance the train 4 with a predetermined maximum speed (release speed), wherein when driving over the punctiform acting system 2.2 via the device 9, the corresponding information is fed to the train 4. The train 4 can then continue its journey in accordance with the type of driving license and the corresponding driving profile.

Such a measure is also provided by the ETCS system, Level 1. However, this approach is not only suitable for computers 12 programmed according to the ETCS system but also for other conventional systems.

The completeness is also noted that Figure 3 also shows a train detection system by means of a location information to the interlocking 3 is transferable, in the present case that a train 4 waiting at the point 5 for an optical signal via the optical signal device 16.

Of course, the driver 10, once he has received appropriate information about the optical signal device 16, do not wait until the train 4 comes to a stop at the point 5, but can cause the corresponding perception itself that the train 4 with the predetermined Top speed continues.

This procedure is obviously very complex and costly, since each section of the route must be assigned an optical signaling device 16, which not only results in considerable installation effort, but also considerable maintenance effort.

The Europe-wide uniform new train control system ETCS (European Train Control System) suggests this alternatively or additionally, the procedures shown schematically in Figure 4, wherein the reference to FIG explained measures are not explained again and insofar the same reference numerals are used.

The first measure is the provision of a cable line conductor with intersection points, called Euro-Loop 19, which is laid along the route over a greater distance, which distance must be such that the stop 5 in any case and safely within the extension from Euro-Loop 19 is. The Euro loop 19 contains a complete data set via the electronic device 8, as it is also available in the punctiform acting system 2.2 (Balise), that is to say a data record which contains all route data and driving license data. If the train 4 braked along the speed or brake profile 6 reaches the Euro loop 19 and if there is unrestricted or restricted driving data, the complete information is received by the Euro loop 19 by means of the read-out device 9, and the train 4 can continue the journey accordingly.

Apart from the fact that the readout device 9 must be designed so that it can take over this corresponding data from the Euro-loop (in addition to the ability to take the same information from the punctiform-acting system 2.2), corresponding Euro loops 19 must be provided for each corresponding section of the route, which is obviously very complex. In addition, the Euro Loops 19 also require considerable installation and maintenance.

According to a further alternative proposal, as it is intended in particular for Level 2 and Level 3 of ETCS, is emitted from the signal box 3 via a transducer 21, a correspondingly coded radio signal 22 from an antenna 23, by a suitable antenna of the device 9 in the train 4 is received. This radio signal likewise contains the data record containing the complete route and driving license data. ETCS refers to this approach as a radio infill.

This approach has the advantage that over the radio link 22 of the record can be transmitted to the train 4 at any point of a section of the route. Thus, (see FIG. 2) the driving or braking profile 6 predetermined by the punctiform acting system 2.1 can be replaced by a completely new driving profile with the aid of the data transmitted via the radio link 22, so that braking down, if necessary, ends quickly and by re-acceleration a Driving speed can be replaced. This approach is associated with considerable effort, especially if the usual control of the driving behavior of the train by means of along the route arranged pointwise acting systems 2.1, 2.2, ... should take place. In fact, the radio infill according to ETCS Level 2 and Level 3 is intended to do without such punctiform acting systems. At most, location systems 18 are still required.

• Figur 1 zeigt eine Anordnung zur Durchführung des erfindungsgemäßen Verfahrens.

This is where the invention intervenes.

• FIG. 1 shows an arrangement for carrying out the method according to the invention.

In Figure 1 devices are provided with the same reference numerals as in the other figures, which is why a corresponding explanation no longer takes place.

The invention takes advantage of the fact that a train driver 10 can move a train 4 by its own decision with a predetermined low maximum speed (release speed) forward, including the train 4 from the point 5 on the punctiform-acting system 2.2 (Balise) can move away and can read out there located driving distance and driving license data. However, this only makes sense if these route and driving permission data differ from those contained in the previous punctiform acting system 2.1 and have been read there. That is, the train driver 10 of the train 4 needed when he is in the section 1.2 and the train 4 is performed with the driving profile or braking profile 6, only information that since the entry into the section 1.2 in the punctiform acting System 2.2 present driving license data have been changed by the interlocking 3 (in the sense of a limited or unrestricted driving license for the next section 1.3).

If the train driver 10 has received such information, the train driver 10 can drive the train 4 at the mentioned low predetermined maximum speed (release speed) via the punctiform acting system 2.2 and thereby take over the new route and driving license data directly.

It is therefore sufficient to use a usual possible already existing possibility of information transfer or exchange. For this purpose, the usual train radio or a telecommunications network with mobile phones or offers like that. This is illustrated in FIG. 1 by a telecommunication voice channel 24, shown schematically, each having a transmitter / receiver 25 in the interlocking 3 or 26 on the console 14 of the train 4.

The message to be transmitted via the voice channel 24 does not have to comply with high security standards since it does not transmit route and driving permit data, but merely the information that new train path and especially driver permission data is present in the train 4 in question available. By specifying a voice protocol or voice message exchange protocol can be ensured that even in poor reception and transmission conditions and the like, such as in international traffic, the message issued by the interlocking 3 notice is clearly understood by the receiving platoon 10.

It turns out that the voice signals transmitted via the voice channel 24 can of course also be automatically generated in the transmitter 25 of the interlocking 3 and these signals can also be automatically detected in the receiver 26 in the train 4. For example, the signal box 3 automatically sends a message to all trains in the reception area of the transmitter over a channel of a data radio of the transmitter 25 that there are new route and, in particular, driving license data in the punctiform system 2.2. All trains operated by ETCS have information about their exact location so that the receiver 26 of the train 4 for which the message is intended recognizes the message as relevant to it and indicates to the driver. The driver or an automatic train guide moves the train 4 then forward to point-acting system 2.2 forward to record the new route and driving license data.

It turns out that this procedure does not require expensive installation on the route.

However, after receiving the information via the voice channel 24, the train 4 may only drive forward at the aforementioned low preset maximum speed (release speed) until it receives the new route and driving authorization data at the punctiform system 2.2. On the one hand, the resulting delay in relation to a procedure such as that according to FIG. 4 seems negligible, especially since the procedure according to the invention, as well as the procedures according to FIG. 3 and FIG. 4, are likely to intervene only in exceptional cases, all the more so Modification of a driving profile can be made up for a delay of the train 4 achieved thereby in one or more subsequent sections.

LIST OF REFERENCE NUMBERS

1

driving route

1.1

Section of the route 1

1.2

Section of the route 1

1.3

Section of the route 1

2

punctiform acting systems (transponder)

2.1

punctiform acting system

2.2

punctiform acting system

3

signal box

4

train

5

Place in front of the punctiform acting system 2.2

6

velocity profile

7.2

fixed line

8th

Track-side electronics unit (LEU)

9

Reading device on the train

10

Train drivers

11

Board unit

12

computer

13

Actuators for wheel brakes

14

teacher's desk

15

Distance to be overcome between reading unit and balise (transponder)

16

optical signal device

17

Boundary between sections 1.2 and 1.3

18

positioning systems

19

Euro-Loop

21

converter

22

coded radio signal

23

antenna

24

Voice channel / non-secure data radio channel

25

Transmitter / receiver in the interlocking 3

26

Transmitter / receiver on the console 14

Claims (7)

Method for securing the driving operation of a vehicle moving along a predetermined route (1), such as a rail-bound vehicle (4)
in which by means of along the route (1) spaced from each other arranged punctiform acting systems (2.1, 2.2) driving permission data to the vehicle (4) are transmitted and in the absence of a driving permission date in one of the punctiform acting systems (2.1) a specifically predetermined The vehicle is decelerated (6) in order to bring the vehicle (4) to a standstill such that it does not overflow a given next punctiform system (2.2),
wherein, independently of the transmission of data from a punctiform-acting system to the vehicle, information can be transmitted to the vehicle in such a way that it can be moved on via this next point-like system (2.2),
characterized in that
Information about the vehicle (4) is transmitted via an information transmission system (24, 25, 26) independent of the security system, in that this next punctiform system (2.2) holds data relating to the driving operation of the vehicle (4) ready for transmission and the information transmission system a standard telecommunications system is formed. A method according to claim 1, characterized in that the information to the vehicle (4) via a signal technically unsafe information transmission system (24, 25, 26) is transmitted. Method according to at least one of claims 1 and 2, characterized in that information is transmitted to the vehicle, that this next punctiform acting system (2.2) holds the driving operation of the vehicle (4) concerning new data for transmission. Method according to at least one of claims 1 to 3, characterized in that the information transmission system is formed by the train radio. Method according to at least one of Claims 1 to 4, characterized in that the information transmission system is formed by a digital train radio in which digital data is transmitted. Method according to at least one of claims 1 to 3, characterized in that the information transmission system is formed by a general telecommunication system such as a mobile telephone system. Method according to at least one of Claims 1 to 6, characterized in that the information transmitted to the vehicle by the information transmission system is such that it causes the further movement of the vehicle (4) to the punctiform acting system (2.2) which holds this data ready.

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