EP2631152A1 - Procédé et dispositif pour la gestion de ressources dans un réseau ferré - Google Patents

Procédé et dispositif pour la gestion de ressources dans un réseau ferré Download PDF

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Publication number
EP2631152A1
EP2631152A1 EP12156935.4A EP12156935A EP2631152A1 EP 2631152 A1 EP2631152 A1 EP 2631152A1 EP 12156935 A EP12156935 A EP 12156935A EP 2631152 A1 EP2631152 A1 EP 2631152A1
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EP
European Patent Office
Prior art keywords
train
resources
operating point
candidate list
network
Prior art date
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Granted
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EP12156935.4A
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German (de)
English (en)
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EP2631152B1 (fr
Inventor
Stefan Baiker
Rolf Huwyler
Christof Muster
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Schweizerische Bundesbahnen SBB
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Schweizerische Bundesbahnen SBB
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Priority to EP12156935.4A priority Critical patent/EP2631152B1/fr
Publication of EP2631152A1 publication Critical patent/EP2631152A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/02—Global system for mobile communication - railways [GSM-R]

Definitions

  • the invention relates to a method and a device for the management of resources, in particular of locomotives, which operate in a rail network and communicate over a cellular network, in particular a working according to the GSM or UMTS specifications cellular mobile network.
  • Extensive management systems are available for planning the use of resources in railway engineering. For the optimal operation of the resources it is important that the planning is kept as exact as possible or that any deviations are detected and taken into account at an early stage.
  • a train control system based on ERTMS (European Rail Traffic Management System) and ETCS (European Train Control System) Level 2 with a RBC (Radio Block Center) is for example in [1], EP 1 897 781 A2 , described.
  • the RBC which is connected to an interlocking, is used to guide vehicles on a certain stretch of section by means of wireless connections via the GSM-R (Global System for Mobile Communication Railways) mobile radio network.
  • GSM-R Global System for Mobile Communication Railways
  • the ETCS realizes the safe functions of train control.
  • GSM-R enables data transmission between vehicles and the RBC. For example, position reports of the vehicle are sent to the RBC and ride permits to the vehicle.
  • the mission data can therefore be updated whenever contacts are made to the selectively installed Eurobalises.
  • Another disadvantage of the existing system is that several complex systems, such as GSM-R, ETCS and interlocking systems, are required for the determination of the information. It is not ensured that the coverage of the route network with Eurobalises is sufficient to locate all locomotives. The realization of the required coverage of the route network with Eurobalises, however, is associated with considerable effort.
  • the ETCS is usually not nationwide in the railway network available and often combined with other, mostly older train control systems.
  • the Swiss railway network also implements the AFI (Automatic Vehicle Identification) system, a proprietary RFID system with RFID readers, which are usually installed at junctions.
  • AFI Automatic Vehicle Identification
  • RFID readers which are usually installed at junctions.
  • the distance between RFID readers is typically about 25 km. Due to the large distances of the RFID readers and often very short distances, many trains in freight traffic do not overrun these RFID readers and therefore will not be used by the AFI system recorded and not updated in the scheduling system used for locomotives.
  • Satellite-based systems such as the GPS, provide accurate positioning information.
  • the coupling of these systems with the systems of railway engineering allows to locate suitably equipped train units in areas that are not covered or subterranean. In countries with larger tunnel systems, the use of the GPS system would therefore be called into question.
  • the transmission and assignment of the position data supplied by the GPS system, eg from the locomotives, to the data of a railway management system would also be a considerable expense.
  • a method should be specified, which allows at least the positions of resources, in particular locomotives, and preferably also their assignment to a train or train run or sections thereof, to be reliably determined with reduced effort.
  • the position data should be able to be detected reliably and with sufficient accuracy for all resources, even if the routes are only short and if necessary tunnels are traversed.
  • a method should be specified, which allows to reliably determine the affiliation of resources to a train.
  • rail vehicles of other railway companies should be included in the administration without additional effort.
  • vehicles of the railway company are to be managed, which operate in rail networks of other operators.
  • the method is used to manage each provided with a mobile terminal resources, in particular of locomotives that operate in a rail network and are each registered by a mobile terminal functional at a cellular mobile network, which provided for the operation of the rail network functions, such as the functional registration of participants , provides.
  • the administrative unit can thus compare the current position data of the selected resources with the planning data and determine deviations.
  • the functional registration takes place on the GSM-R mobile network of the rail network.
  • the resources or functional units assigned to the train register with the mobile radio network GSM-R and are registered.
  • the staff of the locomotives are assigned the function numbers "01" to "05".
  • the train personnel are assigned the function numbers "10" to "19”.
  • the train drivers use for registration the usually fixed in the locomotives installed mobile terminals, which are referred to as cab radios.
  • the train driver or the locomotive is assigned the function number "01”.
  • the train driver logs on with the function number "01” and the assigned train number.
  • the number MSISDN of the cab radio is unique and the locomotive number permanently assigned.
  • a tapered locomotive receives the function number "04” and a sliding locomotive the function numbers "05".
  • the train boss receives the function number "10” and the passenger coaches 1, 2 and 3 the function numbers "11", "12", or "13".
  • the functional assignments may differ nationally.
  • the mobile terminals of the respective resources are contacted and the related data of the mobile radio network GSM-R updated.
  • the network data are read out and the positions of the resources determined by assignment of the cell information to the operating points of the rail network.
  • the selected resources by means of a short message SM of the Short Messaging Services SMS, such as a binary SMS or a silent SMS, which is part of the functions of the mobile network GSM-R.
  • a short message SM of the Short Messaging Services SMS such as a binary SMS or a silent SMS, which is part of the functions of the mobile network GSM-R.
  • the mobile network is updated as necessary, without burdening it heavily.
  • the location of the mobile terminals is performed by the mobile network GSM-R itself.
  • the short message SM is preferably selected such that it does not trigger any recognizable for the user, in particular the train driver action on the mobile devices and only leads to an update of the mobile network GSM-R. For example, a so-called silent SMS is sent to the mobile terminals.
  • An update in the mobile network is also carried out when there is a radio connection that has been established, for example, for making a call.
  • these mobile terminals can also be used to carry out the method. It is essential that there is a fixed allocation of the mobile terminals to the resources. If, for example, mobile terminals of the train protection system are installed in the locomotives, their cell affiliation can also be queried in order to determine the location of the locomotives. If there is a permanent connection between these mobile terminals and the train control systems, no separate site updates are required.
  • a message preferably a message provided with a corresponding code
  • a location update in idle mode can be carried out. Similar to a change of the location area (Location Area), the mobile terminal is caused to update the location data in the network (Location Update).
  • the determination of the positions of the resources of the rail network by means of the mobile network GSM-R is thus without the use of additional means, such as the ETCS system or the GPS system, which provides data with higher precision, which is hardly of advantage for the present application , It should also be noted that, despite the high precision, when using the GPS system it is hardly possible to assign a vehicle to a track.
  • the inventive method allows to determine the affiliation to a track.
  • locomotives are possibly managed according to the first-in / first-out principle, in which no fixed assignment of a locomotive to a train takes place, but the train is assigned the next locomotive of the buffer.
  • the changes made should be able to be recorded automatically within a very short time. That is, the actual state of the rail network and the resources should be able to be automatically updated even after errors and changes within a very short time, preferably. Especially in case of an incident, resource planning systems are not tracked manually due to their priorities. This automatic updating of the actual state of the rail network can be advantageously carried out by means of the method and the device according to the invention.
  • the time of the reported event does not differ significantly from the time of the determination of the radio cells.
  • the time of the reported event does not differ significantly from the time of the determination of the radio cells.
  • during the passage of a high-speed train is to ensure that the train is not retracted within the time deviation in another cell range. Otherwise, it may be found that resources are not present at the operating point concerned and are not owned by the train and removed from the candidate list.
  • Each operating point is therefore preferably assigned individually depending on the present cell sizes tolerance time.
  • control computer a management unit, hereinafter referred to as control computer, in which all available and interesting resources of an operating point are recorded, which can be used for the train.
  • the control computer can also monitor only a part of the resources, for example only the use of the locomotives.
  • the list of candidates can therefore be adapted to the needs of railway undertakings.
  • the user can pretend that certain information is already secured and therefore should not be included in the candidate list for examination. For example, it can be provided that the train locomotive with the function code "01" is not included in the candidate list, but belongs to the train.
  • Resources that are functionally logged on to other moves can be included in the candidate list to verify the registered assignment.
  • Resources that do not belong to any radio cell of the attained operating point are preferably then continued in the candidate list when they are functionally logged on to the train for which the candidate list is being tested. In this way, resources that may be coupled to the train at a later time, but are still at a different operating point, continue to be monitored.
  • the compatibility of the resources at the operating point, in particular of the locomotives, with the resources already connected to the train, in particular of the locomotives, is preferably checked, according to which only compatible resources, in particular locomotives capable of multiple traction, are included in the candidate list. It is possible that a locomotive is included, which is not compatible with the train, but another locomotive of the train. Locomotives, however, which can not cooperate with the leading locomotive, are preferably not included in the candidate list, since a connection of the train is to be excluded with such a locomotive.
  • resources for whose mobile terminals no connection to the mobile radio network GSM-R or another monitored mobile radio network has been established are preferably not included in the candidate list or, if already present, deleted therefrom. If there is no change in the network data registered for this mobile terminal when contacting such a mobile terminal, then it is to be assumed that this mobile terminal and, for example, the associated locomotive are switched off.
  • the candidate list is preferably created at the operating points or meta-operating points at which the train starts or ends a journey or stops for a period of time during which a change in train composition or resources is possible or at which a change is made by the operations management the resources is arranged. For example, if the train stops for more than four minutes, it is possible that, for example, a locomotive will be docked or uncoupled or a duplicate train composition (passenger / freight) will be disconnected.
  • the train running data are therefore constantly checked to determine whether instead of a passage at an operating point a longer stop planned resp. is done.
  • the candidate's position data is preferably updated and queried. If it is found for a candidate or a resource that it is already at another operating point, it is removed from the candidate list and its renewed location preferably reported.
  • the secured information, the determined position of resources and / or the determined affiliation of resources to a train, are subsequently reported to a management unit, by means of which the actual state of the resources is mapped in the rail network.
  • This administrative unit is called the IST Calculator below.
  • the message to the IST computer preferably takes place after the affiliation of the resources to a train for at least two operating points could be confirmed.
  • the train run data of trains are preferably provided by a management unit which monitors train run data and from a planning computer plan data of the train run and from the signal boxes data of the actual train run, such as the data of the entrance and exit of trains in or out of a block of an operating point receives.
  • a management unit which monitors train run data and from a planning computer plan data of the train run and from the signal boxes data of the actual train run, such as the data of the entrance and exit of trains in or out of a block of an operating point receives.
  • This administrative unit will be referred to as a run-time computer.
  • the train run data of further trains are taken into account in order to determine the travel of a short distance possibly parallel moving train. If only one train leaves an operating point, it may be assumed that the resources belong to the monitored train and are not routed on a parallel rail. Taking into account the train run data, further decision criteria for the inclusion or exclusion of resources in the candidate list can thus be obtained.
  • the test is preferably continued over further operating points before a message is sent to the actual computer.
  • FIG. 1 shows an operating point BP-1 of a known rail network with resources, namely locomotives L01, ..., L52. These resources L01,..., L52 can be functionally registered by means of associated mobile terminals MS01,..., MS52 in a cellular mobile radio network GSM-R which, for example, operates according to the specifications of the EIRENE (EUROPEAN INTEGRATED RAILWAY RADIO ENHANCED NETWORK) system.
  • EIRENE EUROPEAN INTEGRATED RAILWAY RADIO ENHANCED NETWORK
  • EIRENE system provides two essential communication systems, namely a first system for the control (Train Control) and a second system for the operation (Operational) of the entire railway system.
  • the first system allows communication of the train-side and track-side system units of the European Train Control System (ETCS).
  • the Train Control System includes all processes that affect a train without the driver intervening. This includes the automatic train protection, the automatic train operation and the so-called in-cab signaling, which provides the driver with up-to-date information.
  • ETCS also the position data of vehicles are detected, which have an identification module whose data can be read from a rail side mounted Eurobalise.
  • FIG. 1 2 illustrates that the locomotive L01 of the train T01 has an identification module TAG 01 whose data are read from the Eurobalise B55 and transmitted to an ETCS computer V4, which records the acquired data and the time of reading in a table T4.
  • the second system allows communication with the function carriers of a train.
  • the function of the function carrier is relevant and not the fact of which person performs this function.
  • the EIRENE system therefore provides for the use of EIRENE numbers with the three different blocks CT (Call Type), UIN (User Identifier Number) and FC (Function Code), as described in [3], chapter 9, pages 87 ff. , is described.
  • Block CT defines the type of allowed user number. For example, block UIN defines a train number for a particular train Travel, the number of the working locomotive, the number of a car, or the number of a particular team.
  • the block FC defines the function of a person, a team or a device of a train.
  • the EIRENE numbers which are normally temporary in nature, thus allow a particular functional unit of a train to call without knowing the MSISDN number assigned within the EIRENE system to the temporarily created EIRENE telephone number and stored in a routing database is.
  • EIRENE Mobile Stations mobile terminals
  • cab radios installed in the cab of the locomotive and in [ 3], Chapter 5, pages 55 et seq.
  • Figures 5-1 and 5-3 are described.
  • FIG. 1 mobile terminals MS01, MS21, MS22, MS03, MS04, MS51, MS52 are shown which correspond to locomotives L01 (connected to train T01); L21, L22 (connected to train T02); L03; L04; L51, L52 (connected to train T03) are assigned.
  • the locomotives L01; L21, L22 and L51, L52 are functionally logged on in this example.
  • On locomotive L03 the cab radio MS03 is switched on and on locomotive L04 the cab radio MS04 is switched off.
  • the assignment of the MSISDN numbers to the resources or locomotives L01,..., L52 is registered in a table T3A.
  • Table T3B registers the assignment of the data of the functional registration to the resources or locomotives L01,..., L52.
  • Locomotive L01 is registered with function code FC 01 for train T01; the locomotives L21 and L22 are registered with function code FC 01 or FC 02 for the train T02 and the locomotive L51 and the locomotive L52 are with function code FC 01 or FC 05 for the train T03 Registered.
  • the EIRENE data are stored, which include at least the country, the train number and the function code.
  • a mobile terminal MS eg the cab radio of a locomotive, comprises a mobile equipment ME and a subscriber identification module SIM.
  • the mobile terminals MS can record connections to base stations BTS (Base Transceiver Station), to which a control unit BSC (Base Station Controller) is associated, which is connected to a Mobile Services Switching Center MSC, which is primarily responsible for connection control.
  • BTS Base Transceiver Station
  • BSC Base Station Controller
  • MSC Mobile Services Switching Center
  • the base stations BTS cover geographical areas or radio cells within which the call setup and the connection always take place via the same base station.
  • the switched-on mobile terminal can be in idle mode, in which it listens to the broadcast channels (control channels) transmitted by the mobile radio network, and even has no voice channel.
  • the mobile terminal can be in the active state (Dedicated Mode) in which it is connected via a duplex channel to another subscriber (see, for example, [1], page 317, chapter 6.1.2).
  • the procedures of the mobility management differ in the occurrence of changes in location of the subscriber.
  • a location area comprises a group of cells, so that two different situations can occur when changing cells. On the one hand, a cell change can occur within the same residence area. On the other hand, a change of the residence area can take place simultaneously with the cell change.
  • the mobile terminal in the first case (cell change within the location area) sends no information to the network.
  • the second case (cell change with simultaneous change of the residence area) the network is informed accordingly.
  • an existing connection is tracked automatically during a radio zone change. This automatic tracking during an existing connection is called a handover.
  • a location area LA1 which comprises a plurality of cells LA1-Z1,..., LA1-Zx. If the mobile terminals MS01, ..., MS52 were moved within the location area LA1 and were in idle mode, the Mobile Services Switching Center MSC does not know in which cells the mobile terminals MS01, ..., MS52 and thus the mobile terminals MS01, Resources L01, ..., L52 are located. The position of the locomotives L01, ..., L52 is taken from the table T4 of the ETCS computer V4 in this known system.
  • FIG. 1 also shows a train running computer V2, on the one hand the planned train running data of the train traffic and of the signal boxes or the train protection STW supplied the runway data realized and stored in a table T2.
  • FIG. 2 shows the train running computer V2, the GSM-R computer V3 and the ETCS computer V4 of FIG. 1 in an example illustrated process state at a time 11:40.
  • the functional registrations of the resources or locomotives L01,..., L52 are entered in the table T3B.
  • the current train run data of the train T01 are given, which at 11:07 the operating point BP1, for example, leave the station in Olten, and at 11:38 the operating point BP3 has reached.
  • These underlined data were reported to the runway computer V2 from the STW interlockings.
  • the planning data for the onward journey of the train T01 are entered in the table T2, which were transmitted to the train running computer V2 by the planning computer T0.
  • the time deviations are also entered in the table T2. For example, it can be seen that at the operating point BP3 a stay of nine minutes to 11:47 takes place.
  • the ETCS calculator reported that at 11:32 the locomotive L01 and the vehicles PX1, ..., PX3 had passed the Eurobalise B55, which is located immediately before the operating point BP3.
  • FIG. 3 shows a system according to the invention for the management of resources L01, ..., L52 of FIG. 1 in which position data are not determined by means of the train protection system but by means of accesses of a control computer V5 to the mobile radio network GSM-R, which take place via the mobile radio computer V3.
  • FIG. 3 It is shown that the trains T01, T02 and T03 and the locomotives L01, ..., L52 are at a first time at the operating point BP-1. Subsequently, the train T01, which has now been additionally coupled with the L03 locomotive, in motion, and reaches at a second time the other operating point BP-5. As a result, the control computer V5 receives a corresponding message from the train running computer V2.
  • the control computer V5 which includes a localization program LP, subsequently selects the resources L01, L03, which are carried along, for example, according to schedule data with the train T01.
  • the data of the mobile terminals MS01, MS03 of these resources L01, L03 are updated in the mobile radio network GSM-R.
  • the "AGE" parameter registered in the mobile network which indicates the time of the last update, can also be used to check whether an update is required. Furthermore, it can be checked whether the mobile terminal MS is in "Dedicated Mode” and whose residence is thus continuously updated. If the parameter "AGE” has a value 0 or 1, which indicates that the update was made a minute or less ago, the position data or the cell information can be determined without an update being carried out beforehand. In contrast, if the value of the parameter "AGE" has not changed after the update, then the relevant mobile terminal MS and the relevant resource are switched off and not taken into account.
  • the control computer V5 preferably requests the computer V3 of the mobile radio network to send a short message SM (Short Messages) to the mobile terminals MS01, MS03.
  • SM Short Messages
  • the short message service of the GSM system is preferably used.
  • the triggering of the short message SM by the computer V3 of the mobile network ensures that it reaches the mobile terminals MS01, MS03. Since the short messages SM serve exclusively to update the registered data and should not disturb the train staff, preferably short messages SM, such as Silent SMS or Flash SMS possibly without text, sent, which does not lead to activities that are perceptible to the user.
  • the short messages SM are therefore not displayed and preferably deleted automatically.
  • the computer V3 of the mobile network can also send commands, such as the command ⁇ MOB_PAG_ADV>, to the mobile terminals MS01, MS03, by means of which they automatically carry out an update of the registered location or a location update.
  • commands such as the command ⁇ MOB_PAG_ADV>
  • control computer V5 contacts the computer V3 of the mobile radio network in order to determine the radio cells LAx-Zx in the mobile radio network GSM-R or in the mobile terminals MS01, MS03, to which the selected resources L01, L03 are assigned.
  • the information concerning the cells in which the mobile terminals MS01, MS03 are active can thus be determined from the associated national or international mobile radio network or directly from the mobile terminals.
  • the mobile terminals MS include an application or an applet, which determines the desired position data from the mobile network after receiving a short message SM and the train number, function code and MSISDN a text message SM with the information obtained to the sender of the first text message SM or another returned destination number.
  • the position of the selected resources L01, L03 is determined by assigning the determined radio cell LA5-Z1 of the mobile radio network to the operating point BP-5.
  • a table is provided, on which the radio cells LAx-Zx of the mobile radio network GSM-R are assigned to the operating points BP of the rail network, which are defined by the operator of the rail network as required.
  • this table can be extended as desired and include any mobile networks and rail networks. It is also possible that the cells of individual mobile radio networks overlap, so that an operating point BP can be assigned a plurality of radio cells.
  • the method according to the invention thus allows the operator of the rail network to localize all resources of interest at any desired time and to always keep the actual image of all resources up to date.
  • the method of the invention is performed as follows.
  • FIG. 4 An exemplary sequence of the method is in FIG. 4 illustrated. At operating point BP-1 are again in FIG. 1 shown resources in the same state.
  • the train running computer V2 By means of the train running computer V2, the current train run data of the trains T01, ..., T03 are monitored. For status changes of the trains T01, ..., T03, such as the arrival or departure at an operating point, change messages are generated and transmitted to the control computer V5.
  • a candidate list K with managed resources L01, ..., L99 is created for this train T01 which may be carried along with this train T01 ,
  • the position data of the candidates are updated after the candidate list has been created. Candidates who are no longer at the operating point BP or who are inactive can thus be removed from the candidate list.
  • the network data of the resources L01, ..., L99 registered in the candidate list K is first updated.
  • the radio cells LAx-Zx from the mobile network e.g. GSM-R, determined at which the registered in the candidate list K resources L01, ..., L99.
  • This measure is preferably also in a transit without stopping at the relevant operating point BP. Especially in this case, however, care must be taken that there is no major difference between the time of transit and the query of the position data.
  • FIG. 4 It is shown that the locomotives L01, L21, L22, L03, L04, L51 and L52 have been included in a first candidate list K1 for the train T01.
  • the locomotive L04 would appear at another operating point BP, it will also be removed from the candidate list K1. Furthermore, the newly determined position could be reported to the actual computer V1. With the checking and localization of the resources, the position data registered at the actual computer V1 can thus be updated in each case.
  • the run-run computer computer V2 is reported in the sequence that the two trains T01 and T02 leave the operating point BP-1 at the same time and reach the next operating point BP-5 at the same time. It is shown that the train T01 carries the locomotives L01 and L03 and the train T02 the locomotives L21 and L22.
  • the trains T01, T02 can pass through, which is why their composition can not change. In this case, no additional resources should be included in the candidate list K. On the other hand, candidates are deleted from the candidate list K, which did not appear at operating point BP-5. In the table of the actual computer V1, the determined position data can be entered.
  • the train T01 can stop normally and the test according to the invention can be carried out to determine whether entries in the candidate list K can be deleted, such as the locomotive L51.
  • the train T01 lasts longer than a period of time within which the train T01 can be coupled with other resources, for example the locomotive L77 stationed at the operating point BP-5, then this locomotive L77 is to be included in the candidate list K.
  • the candidate list K is preferably supplemented at the time when it is reported that the train T01 has left the operating point BP-5.
  • FIG. 4 It can be seen that the trains T01 and T02 have stopped longer at the operating point BP-5, which is why the locomotives L77 also added to the revised candidate list K3, the locomotive L52 was deleted.
  • the IST computer V1 which shows the actual image of the rail network, can therefore be informed that the train T01 was actually transferred with the locomotives L01 and L03 from the operating point BP-1 to the operating point BP-9 and that the resources or locomotives L01 and L03 there for the further use are available.
  • the operating point BP-9 therefore, not only the position of the locomotives L01 and L03, but also their affiliation to the train T01 can be reported.
  • FIG. 4 is further shown that the L03 locomotive deceleration was disconnected from the train T01 at the operating point BP-9, transferred to a Maugeleise and was disconnected from the mains. As the train T01 continues to travel, the inactive sliding locomotive L03 is thus automatically removed from the soon to be revised candidate list K.
  • FIG. 4 also shows an example of a candidate list K11 prepared for the train T02. From the table TB3 the functionally registered locomotives L21, L22 and L99 were added to the candidate list K11. The locomotive L99 was taken, although it is still stationed at a remote operating point BP -22 and will hit the train T02 only at operating point BP-17. Furthermore, the other locomotives L01 (although functionally registered at the train T01) and L03 were added to the candidate list K11. After updating the network data of the mobile terminal MS04 of locomotive L04, it was determined that it is inactive. For Locomotives L51 and L52 have been found to be incompatible with locomotives L21 and L22.
  • FIG. 4 also shows the candidate list K12 prepared at the operating point BP-17 for the train T02, which now shows the current state of the train T02 after the locomotive L99 has been coupled.
  • the IST computer V1 which shows the actual image of the rail network, can therefore be informed that the train T02 was actually transferred from the operating point BP-1 to the operating point BP-17 with the locomotives L21 and L23 and coupled there with the sliding locomotive L99.
  • operating point is to be interpreted broadly.
  • An operating point is basically present where a radio cell or a group of radio cells can be assigned to a part of the rail network. That is, by the query of the cell information, the location of the relevant resources to a part of the rail network can be assigned.
  • Operating points can thus be larger and smaller stations, but also rail sections that correspond to a radio cell of a mobile network from which cell information can be queried.
  • an operating point BP-S is drawn for the route section between the operating points BP-17 and BP-22, at which the position of the locomotive L99, for example, can be queried.
  • learning trips can be performed to determine the assignment of the radio cells to the operating points.
  • the data of the radio cells can be detected by the leading locomotive at the running operating points and registered centrally.
  • a complete or partial initialization of the system can be performed by querying the data of all relevant resources.
  • the inventive method thus allowed to create the actual image of the resources in the rail network with little effort.
  • a check preferably takes place over two or more operating points before the data is reported to the actual computer V1.
  • the test is preferably carried out via further operating points. Due to the density of the rail network, the secure determination of the position and the affiliation of the resources to a train takes place within a short time, on average within about 5-15 minutes, which is more than sufficient in terms of the long-term disposition of the resources.
  • the inventive method can also be extended as desired. For example, maneuvering of locomotives and trains can also be monitored.
  • FIG. 5 shows a device according to the invention in a preferred configuration, by means of which the in FIG. 4 illustrated procedures are feasible.
  • the planning computer V0 the IST computer V1
  • the train running computer V2 the mobile computer V3 and the control computer V5 are shown, which provide the functions described above. These functions can also be integrated as modules in another computer configuration. It is shown that the ETCS calculator V4 of FIG. 2 is not required for the inventive method. Overall, this results in a simplified design of the management system of the rail network.
  • the mobile radio computer V3 can query cell identification data from the GSM-R mobile radio network or also from other mobile radio networks of any domestic or foreign network operators.
  • control computer V5 can use train run data from partner companies abroad, so that resources of the company can also be monitored on foreign rail networks.
  • FIG. 5 it is shown that the control computer V5 can query train run data from a computer V2-INT, which is operated by a company abroad.
  • the inventive method can thus also be carried out across borders with the use of all available national and international information sources.
  • FIG. 5 it is shown that the control computer V5 linked by the mobile computer V3 and the data supplied by the train running computer V2 with each other.
  • partial linking of this data can already be performed by the run-time computer V2.
  • the control computer V5 linked by the mobile computer V3 and the data supplied by the train running computer V2 with each other.
  • partial linking of this data can already be performed by the run-time computer V2.
  • the functional registrations in particular of the locomotives are included.
  • An example of such a train history table T2A will be described below.
  • new entries in this table T2A are each reported to the control computer V5, which checks the change messages and if necessary revised the candidate list K of the train concerned.
  • the messages issued by the train run computer V2 are composed, for example, in accordance with the guidelines of the European Association for Railway Interoperability, which are described in document [5], The Trans-European Conventional Rail System, "TELEMATIC APPLICATIONS ", subsystem for Freight Services, DATA DEFINITIONS AND MESSAGES, AEIF_TAF_MesData_V11_041021-EN.doc.
  • the train history table T2A comprises ten lines. Lines 1 and 2 as well as lines 9 and 10 show that the locomotives L51 (locomotive with code FC01) and L52 (locomotive with code FC05) at 09:10 and 09:12, respectively, functionally registered for the freight train T03 and at 10:35 and 10:36 have functionally logged off again.
  • the corresponding data in the table T2A originate from the source V3 or from the mobile computer V3.
  • Lines 3 to 8 show the trajectory from the operating point BP-A (start operating point) to the operating point BP-F (target operating point).
  • the messages entered in the table are generated, which contain the planned and actually occurring times for departure and arrival, the corresponding deviations and a source.
  • the stay at operating point BP-B was thus 7 minutes instead of the planned 2 minutes.
  • the actual and not only the planned run is preferably taken into account. After the planned train run would be on Operating point BP-B only a stay of 2 minutes, which is why the candidate list K would not have been updated. However, after it was determined that the freight train T03 had stopped for 7 minutes, the candidate list K is checked. This takes into account the fact that within these 7 minutes, for example, a locomotive could have been docked or decoupled. Without a message being issued by the personnel of the operating point BP-B, a check of the actual state of the train T03 is automatically carried out with the method according to the invention.
  • the inventive method can thus be implemented in variously configured systems. Furthermore, information from other sources can be taken into account. Unless for a particular If a change in the train composition is reported at the operating point, this can be taken into account accordingly in the next revision of the candidate list.
  • all described system modules V1,..., V5 can be integrated in a single computer.
  • the control computer V5 itself carries out the updating and retrieval of the position data of the mobile terminals MS.
  • the update and the query can be performed on the one hand by short messages SM and on the other hand by the communication with the relevant mobile network.
  • FIG. 5 also shows two scheduling computers V100, V101 of two railway undertakings, the first of which serves passenger transport and the second freight transport, whereby a mixed operation of the resources of these railway companies is possible.
  • the method according to the invention now makes it possible to determine information for the resources of these companies and to make these companies available selectively.
  • Of prime interest is the management of locomotives.
  • information on further resources for which a mobile terminal MS is provided can be determined and selectively forwarded to the scheduling computers V100, V101.
  • the disposition computers V100, V101 thus have current and reliable data and can optimally plan the further use of resources.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Mobile Radio Communication Systems (AREA)
EP12156935.4A 2012-02-24 2012-02-24 Procédé et dispositif pour la gestion de ressources dans un réseau ferré Active EP2631152B1 (fr)

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EP2894074A1 (fr) 2014-01-08 2015-07-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance et de commande d'un réseau de voie ferrée
CN107613505A (zh) * 2016-07-11 2018-01-19 河南蓝信科技股份有限公司 高速铁路gsm-r网络动态检测方法及其系统
WO2018036759A1 (fr) * 2016-08-23 2018-03-01 Siemens Aktiengesellschaft Prévision de parcours de train
EP3522511A1 (fr) 2018-02-05 2019-08-07 Schweizerische Bundesbahnen SBB Procédé de communication et système de communication pour la taxation
EP3594084A1 (fr) 2018-07-13 2020-01-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance d'un réseau ferroviaire et réseau ferroviaire
EP3771612A1 (fr) * 2019-08-02 2021-02-03 Siemens Mobility GmbH Dispositif de voie et procédé de fonctionnement d'un dispositif de voie
DE102019212198A1 (de) * 2019-08-14 2021-02-18 Siemens Mobility GmbH Fahrzeugbeeinflussungssystem, Streckenzentrale und Betriebsverfahren für ein Fahrzeugbeeinflussungssystem
DE102019212194A1 (de) * 2019-08-14 2021-02-18 Siemens Mobility GmbH Verfahren zum Betreiben eines Fahrzeugs und Bahnbetriebsgerät
CN113335350A (zh) * 2021-05-31 2021-09-03 浙江众合科技股份有限公司 一种互联互通共线与跨线运行的列车自主运行系统

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EP3312073B1 (fr) 2016-10-21 2023-08-23 Schweizerische Bundesbahnen SBB Procédé de contrôle d'un système ferroviaire et système ferroviaire
EP3696754A1 (fr) 2019-02-13 2020-08-19 Schweizerische Bundesbahnen SBB Procédé et système de communication destinés à la gestion des ressources mobiles dans un système ferroviaire
EP3926779A1 (fr) 2020-06-16 2021-12-22 Schweizerische Bundesbahnen SBB Procédé de commande de charge dans un système électrique et système électrique

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Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2894074A1 (fr) 2014-01-08 2015-07-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance et de commande d'un réseau de voie ferrée
CN107613505A (zh) * 2016-07-11 2018-01-19 河南蓝信科技股份有限公司 高速铁路gsm-r网络动态检测方法及其系统
WO2018036759A1 (fr) * 2016-08-23 2018-03-01 Siemens Aktiengesellschaft Prévision de parcours de train
US11991307B2 (en) 2018-02-05 2024-05-21 Schweizerische Bundesbahnen Sbb Communication method and communication system
EP3522511A1 (fr) 2018-02-05 2019-08-07 Schweizerische Bundesbahnen SBB Procédé de communication et système de communication pour la taxation
WO2019149407A1 (fr) 2018-02-05 2019-08-08 Schweizerische Bundesbahnen Sbb Procédé de communication et système de communication
EP3594084A1 (fr) 2018-07-13 2020-01-15 Schweizerische Bundesbahnen SBB Procédé et dispositif de surveillance d'un réseau ferroviaire et réseau ferroviaire
EP3771612A1 (fr) * 2019-08-02 2021-02-03 Siemens Mobility GmbH Dispositif de voie et procédé de fonctionnement d'un dispositif de voie
DE102019211641A1 (de) * 2019-08-02 2021-02-04 Siemens Mobility GmbH Streckeneinrichtung und Verfahren zum Betreiben einer Streckeneinrichtung
DE102019212198A1 (de) * 2019-08-14 2021-02-18 Siemens Mobility GmbH Fahrzeugbeeinflussungssystem, Streckenzentrale und Betriebsverfahren für ein Fahrzeugbeeinflussungssystem
DE102019212194A1 (de) * 2019-08-14 2021-02-18 Siemens Mobility GmbH Verfahren zum Betreiben eines Fahrzeugs und Bahnbetriebsgerät
CN113335350A (zh) * 2021-05-31 2021-09-03 浙江众合科技股份有限公司 一种互联互通共线与跨线运行的列车自主运行系统
CN113335350B (zh) * 2021-05-31 2023-06-16 浙江众合科技股份有限公司 一种互联互通共线与跨线运行的列车自主运行系统

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