EP2870047B1 - Operation of a rail vehicle - Google Patents

Description

The invention relates to a method for operating a rail vehicle, an ETCS track equipment and a correspondingly equipped rail vehicle.

The European Train Control System (ETCS for short) is a component of a single European Rail Traffic Management 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 individual train protection systems deployed in individual countries.

ETCS takes over several functions. It monitors the local maximum speed, the maximum speed of the train, the correct distance of the train, the direction of travel, the suitability of the train for the route and the observance of special operating regulations.

• streckenseitig die im Gleis verlegten Eurobalisen oder Euroloops bei ETCS Level 1, sowie bei ETCS Level 2 und 3 die mit dem Stellwerk verbundene ETCS-Streckenzentrale (RBC, Radio Block Centre),
• fahrzeugseitig die ETCS-Onboard Unit (OBU), die die empfangenen Daten auswertet, dem Triebfahrzeugführer anzeigt und den Zug im Gefahrenfall automatisch vor einem Gefahrenpunkt zum Halten bringt.

This information is processed by the building blocks of the ETCS:

• Trackside Eurobalises or Euroloops on the track at ETCS Level 1, ETCS Level 2 and 3 ETCS (Radio Block Center) linked to the interlocking,
• On the vehicle side, the ETCS onboard unit (OBU), which evaluates the received data, displays it to the driver and automatically stops the train in case of danger in front of a danger point.

The ETCS vehicle device (also referred to as ETCS device) consists essentially of ETCS computer (also referred to as "EVC", European Vital Computer), driver's cab interface (DMI), displacement measuring device, GSM-R transmission equipment (including Euroradio), balise reader and brake access.

In addition to ETCS levels, ETCS modes are also defined. The modes describe the states in which the EVC can be located. An overview can be found e.g. at http://en.wikipedia.org/wiki/ETCS or http://www.era.europa.eu/Document-Register/Pages/UNISIGSUBSET-026.aspx.

The ETCS provides for several train control variants. ETCS Level 1 is the Balise Train Control, while ETCS Level 2 and Level 3 are Radio Train Control. The ETCS levels are downwards compatible.

In Level 1 a cab signaling is provided, which complements or even replaces the existing trackside signaling. The country-specific route signals and train detection systems can be preserved. The signal terms, together with route data, are selectively transmitted to the vehicle via the balancing groups as the MA Movement Authority. A vehicle computer continuously calculates and monitors from this data the maximum permissible speed and the braking curve. Due to the punctual data transmission, the transmission of the driving permit on long stretches can not be renewed. Therefore, infill balises are often used to transmit an upgraded signal term prior to reaching the next main signal.

In order to be able to determine the speed and the direction of travel, balises are laid, for example, in groups, as in, for example, EP 1 232 926 B1 is described; Basically, in the ETCS language usage also single balises are called balise groups.

At ETCS level 2 a radio train control is provided, whereby the driving permission is transmitted along with speed specifications and route data continuously by radio to the vehicle. Balises serve here preferably as a passive Ortungsbalisen. These locating balises are e.g. used as reference points for the correction of path measuring errors.

The expected on the vehicle, d. H. linked, Balisengruppen are announced, this announcement is made in ETCS Level 1 by means of Balisen and in ETCS Level 2 by radio.

Also known is the use of so-called throwing balises. At least two balises for detecting the direction of travel in a balise group or for achieving the ETCS safety target four additional balises in a balise group or in two balise groups are temporarily relocated.

A problem is the backup of a construction field. Thus, a section of track associated with the construction field is mainly blocked with operational procedures by a corresponding blocking in the signal box together with mechanical track locks is made on site.

EP 1 637 427 A1 discloses an arrangement for train protection on track and / or railway tracks of railways, wherein a track section to be secured at least partially associated with at least a first train detection section and at least one associated first triggering device, which is part of a punctiform train control, in at least one direction of travel before the beginning of first track free reporting section is provided, both the effectiveness and the ineffectiveness of the first triggering device depends exclusively on at least one train detection section emitted signals, wherein the first triggering device is automatically activated, inter alia, if there is a track busy signal for the first train free reporting section.

REISSNER FETAL: "FUNKFAHRBETRIEB TECHNICAL CONCEPT", SIGNAL + WIRE, TELZLAFF VERLAG GMBH. DARMSTADT, DE, Vol. 89, No. 9, September 1, 1997 (1997-09-01), pages 28-34, XP000779785, ISSN: 0037-4997 discloses that the concept of radio remote control operation (FFB) is intended to minimize high and traffic-independent costs for equipment, maintenance and operation of a trackside-implemented security technique. The basic idea behind the FFB concept is also to shift the control and safety tasks performed by the previous interlockings so that the classic interlocking becomes redundant. The functions implemented so far in the classic interlocking: Prevent simultaneous stress on a track area by more than one vehicle, thereby excluding vehicle collisions. eg flank rides or head-on collisions (previous classic driveway logic - relevant to safety), - exclusion of derailment due to faulty infrastructure elements (previous control elements, eg turnout groups in the relay interlocking - relevant to safety) and - providing the current variable information from the rail network (positions of the trains, status of the infrastructure elements) Purpose of the disposition (not safety relevant) should be replaced by FFB system components.

Olivier Leveque: "ETCS Implementation Handbook," May 15, 2008 (2008-05-15), pages 1-79, XP055100452, Paris, ISBN: 978-2-7 4-611499-9 discloses properties of operation at ETCS Level 0.

Benedikt Scheier: "Efficiency studies of railway systems using route simulations using the example of a branch line", 16 January 2007 (2007-01-16), pages 1-85, XP55100093 Braunschweig discloses carrying out an economic feasibility study with the help of the coupling of a railway operating simulation tool and the profitability calculation tool, as far as the state of the art of tool coupling is concerned. It examines a sub-route modeled on reality. Based on the results of this Investigation will be given a recommendation for economic operation depending on the operating procedure and the LST equipment for a given track demand. Based on the investigation, a critical examination of the tool coupling takes place. Weaknesses and possible solutions are shown.

The object of the invention is to provide an efficient and flexible approach to securing a link.

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

To achieve the object, a method for operating a rail vehicle according to claim 1 is given.

The route section is determined by at least one balise group (also temporary), in particular balancing groups are provided at the (or in the vicinity of) the boundaries of the route section. Thus, taking into account the direction of travel of the rail vehicle (the rail vehicle travels into or out of the section), predetermined information can be provided to the rail vehicle by the respective balancing group. This information can be reacted differently depending on a state of the rail vehicle. For example, if the rail vehicle is not in ETCS Level 0 when entering the section, emergency braking can be initiated become. The entry into the route section can be signaled by the balise group, for example. Alternatively, the balise group can specify that (already) an ETCS level 0 must be set and, if this is not the case, the rail vehicle is decelerated.

At ETCS level 0, the rail vehicle, in particular the traction unit, is deployed with ETCS equipment on a line without in-service command. The on-board equipment only monitors the train for maximum speed. The driver drives to the signals of the track.

A retraction into the route section is thus only possible if the retraction acknowledgment has taken place or (already) exists. This retraction acknowledgment may e.g. be carried out by a driver after consultation with the person responsible for the route (a supervisor in case the track is a construction site).

It should be noted that each balise group has at least one balise each. The balises here are in particular punctual data transmission devices in the track, which transmit data to the rail vehicle comparable to a transponder when passing over the rail vehicle. The rail vehicle receives this data via one (or more) balise antenna. The balises can be hard-coded and always provide the same data, or switch between different types of data to be provided. It is also possible that the balises are programmable and thus provide variable information.

It should also be noted that the emergency braking an arbitrary braking operation to a standstill or up to a predetermined speed or to carry out a predetermined action (eg interruption of braking, if this is permissible) may include. Also, the emergency braking may include braking with different degrees of delay.

It should also be noted that the rail vehicle is e.g. operated in accordance with ETSC Level 1, 2 or 3.

• Es wird ein Schutz an den Baufeldgrenzen gewährleistet vor einer nicht autorisierten Einfahrt eines Schienenfahrzeugs in das Baufeld. Damit werden wirksam das Baufeld selbst sowie ein Baupersonal im Gleis geschützt.
• Weiterhin vorgesehen ist ein Schutz an den Baufeldgrenzen vor einer nicht autorisierten Ausfahrt aus dem Baufeld. Hierdurch wird der an das Baufeld angrenzende Schienenverkehr geschützt.
• Insbesondere wird es möglich, gezielt die Ein-/Ausfahrt von Baufahrzeugen über die Baufeldgrenzen zu gestatten.
• Auch ist es möglich, einzelne Schienenfahrzeuge, insbesondere mit einem verkehrlichem Auftrag bzw. in Zugfahrt gemäß einem Fahrplan, zu autorisieren, das Baufeld zu durchfahren.

The securing of the route section, eg a construction field, in a railway network section secured by ETCS has in particular the following advantages:

• A protection at the construction site borders is ensured before an unauthorized entry of a rail vehicle into the construction field. This effectively protects the construction field itself as well as a construction staff in the track.
• Furthermore, protection is provided at the construction site borders before an unauthorized exit from the construction field. This protects the rail traffic adjacent to the construction field.
• In particular, it is possible to specifically permit the entry / exit of construction vehicles over the construction field boundaries.
• It is also possible to authorize individual rail vehicles, in particular with a transport order or train journey according to a timetable, to drive through the construction field.

It should be noted here that the rail vehicle may comprise any vehicle movable on a rail.

A further development is that a speed to be maintained is provided by the at least one balancing group.

The information of the predetermined maximum speed (ie the speed to be maintained) can be provided by the balancing group at the entrance and / or at the exit of the route section (each with different values) become. In particular, different speeds can be provided. The speed to be maintained is displayed, for example, to the driver on the driver's cab display and set by him (possibly also automatically) and / or monitored.

Another development is that a request for the entrance acknowledgment is displayed in particular on the cab display of the rail vehicle.

In particular, it is a development that the retraction acknowledgment is performed after coordination with a person responsible for the section.

Furthermore, it is a further development that the retraction acknowledgment is not required if a change to ETCS level 0 takes place or has already taken place before or with entry into the route section.

In the context of an additional development, the section of a center is marked as occupied.

In the occupied stretch, the panel, e.g. an interlocking and / or an ETCS line center, maximum sighting of the rail vehicle allowed. The responsibility for whether a rail vehicle is allowed to travel in the occupied stretch of track is on the spot with the responsible person, e.g. the site manager responsible for the construction site.

A next development is that when leaving the track section an exit acknowledgment takes place, otherwise an emergency braking of the rail vehicle is performed by means of at least one balise group.

One embodiment is that a request for the exit acknowledgment is displayed in particular on the cab display of the rail vehicle.

A next embodiment is that the exit acknowledgment is performed in coordination with a toll service line.

A further embodiment is that the extension acknowledgment is performed by means of actuation of an override key.

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

The above object is also achieved by means of ETCS track equipment according to claim 11.

One embodiment is that a respective balise group is arranged at the borders or in the vicinity of the boundaries of the route section.

Thus, the link can be determined by means of the balises. Within the link is a person entrusted with the link, e.g. said construction manager, responsible for the rail vehicle. Outside the section of the route, the responsibility lies with a central office or a dispatcher in a control center.

Another embodiment is that the at least one balise group is made coverable.

For example, the at least one balise group can be covered with at least one metal sheet. Thus it is possible that rail vehicles e.g. can drive through the section. The covering of the at least one balise group is the responsibility of the person responsible for the section.

Also, the above object is achieved by means of a rail vehicle according to claim 14.

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.

Furthermore, the above problem is solved by means of a computer-readable storage medium, e.g. any memory comprising computer-executable instructions (e.g., in the form of program code) adapted for the computer to perform steps of the method described herein.

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

Fig.1

eine Skizze einer schematischen Anordnung mit einer Bahnstrecke, die einen Streckenabschnitt (z.B. ein Baufeld) aufweist, für das ein Bauleiter verantwortlich ist, in dessen Kontrolle gestellt ist, ob ein Schienenfahrzeug in den Streckenabschnitt einfährt;

Fig.2

ein schematisches Ablaufdiagramm mit Schritten der hier vorgestellten Lösung zur Kontrolle der Einfahrt eines Schienenfahrzeugs in einen Streckenabschnitt

Fig.3

ein Flussdiagramm mit einem zu Fig.2 ähnlichen Ablauf betreffend die Ausfahrt des Schienenfahrzeugs aus dem Streckenabschnitt.

Show it:

Fig.1

a sketch of a schematic arrangement with a railway line, which has a section (eg a construction field), for which a site supervisor is responsible, is placed in its control, whether a rail vehicle enters the track section;

Fig.2

a schematic flow diagram with steps of the solution presented here for controlling the entry of a rail vehicle in a section

Figure 3

a flowchart with a to Fig.2 Similar procedure concerning the exit of the rail vehicle from the section.

In particular, it is proposed to include a link, e.g. a site to be technically secured by means of at least one ERTMS / ETCS balise group maintained by a responsible person, e.g. a site manager, temporarily at the boundaries of the stretch, e.g. the building site boundaries, after assuming responsibility for this section of the route.

The following explanations relate by way of example to the construction section (as an example of a route section) and the construction manager (as an example of a person responsible for the route section). Accordingly, other responsibilities or sections are possible.

Fig.1 shows a sketch of a schematic arrangement with a railway line 101 (with a view from the top of the railway line), which has a section 102 (eg a construction field), for which a site manager is responsible. The site manager attaches temporary balise groups 103 to 105 at the boundaries of the link 102. Fig.1 further shows a rail vehicle 106, which in a direction 107 on the track section 102 and the Balisengruppe 103 moves.

The balise groups 103 to 105 contain an ETCS command for (immediate) change to ETCS level 0 in the entry direction into the route section 102. The (temporarily attached) balise groups 103 to 105 can only enter the route section 102 from the ETCS-monitored rail vehicle 106 in the entry direction be passed if the driver - after consultation with the supervisor - performs a retraction acknowledgment. Otherwise, an emergency braking takes place after evaluation of the information provided by the balise group. If the driver (when entering line section 102) makes a change to ETCS level 0 before crossing over balancing group 103 to 105, preferably no emergency braking of rail vehicle 106 is performed.

Optionally, the balise group 103-105 may also provide a speed restriction, e.g. monitored in ETCS level 0.

The balise groups 103 to 105 preferably include an ETCS command in the exit direction from the link section 102 for (immediate) change to the ETCS level for regular operation (level 1 or 2). The balise groups 103 to 105 can only be passed by an ETCS-monitored train at level 0 in exit direction if the driver - after coordination with the responsible for the section track dispatcher (who is responsible for the distance beyond the construction field) - the so-called ETCS override Function is activated on the rail vehicle and / or the ETCS track device granted a driving license. Otherwise, an emergency braking takes place after evaluation of the information provided by the balise group 103 to 105. It is thus prevented that the rail vehicle from the Construction field moves into the normal route without executing a previous exit acknowledgment. This is also important because the responsibility for the rail vehicle, when traveling back on the normal route (off the section 102), must pass from the site manager to the dispatcher or the ETCS track facility and such a transfer of responsibility to all Stakeholders should be known and clearly regulated.

Speed limits of the section of the route may be lifted if necessary after leaving the section.

By covering the temporary ETCS balise groups, e.g. If necessary and in coordination with a dispatcher, a construction manager will allow individual train journeys through his area of responsibility after the construction site has been cleared.

1. (a) Zur technischen Unterstützung seiner Verantwortungsübernahme löst der Bauleiter vor Ort eine Gleisbelegung für die Meldeabschnitte aus, in denen das Baufeld liegt.
2. (b) Zur betrieblichen Sicherung des Baufeldes vor dem Einbringen der temporären Balisengruppen und zur Markierung der Baufeldgrenze für den Triebfahrzeugführer wird eine temporäre Haltsignal-Tafel für beide Fahrtrichtungen an den Baufeldgrenzen aufgestellt. Diese Tafeln können für die Dauer eines autorisierten Passierens einer Zugfahrt nach Abdecken der temporären Balisengruppen entfernt werden.
3. (c) Zur Autorisierung der Einfahrt in das Baufeld durch den Bauleiter per Sprachverbindung ist z.B. eine Telefonnummer für die Sprachverbindung zum Bauleiter auf der Haltsignal-Tafel in Einfahrtrichtung verzeichnet. Vorzugsweise darf nur nach Autorisierung des zuständigen Bauleiters der Triebfahrzeugführer des Schienenfahrzeugs, z.B. Baufahrzeugs, nach ETCS Level 0 wechseln und in das Baufeld einfahren.

The proposed technical safety measure can be supported operationally with the following means:

1. (a) For technical support of his assumption of responsibility, the site supervisor triggers a track allocation for the reporting sections in which the construction site is located.
2. (b) For the operational security of the construction field prior to the introduction of the temporary balise groups and to mark the construction field limit for the driver, a temporary stop signal panel for both directions is set up at the construction site limits. These panels can be removed for the duration of an authorized passage of a train ride after covering the temporary balise groups.
3. (c) To authorize the entry into the construction site by the site manager by voice connection is eg a telephone number for the voice connection to the site manager on the stop signal panel recorded in the entry direction. Preferably, only after authorization of the responsible site manager, the driver of the rail vehicle, eg construction vehicle, may change to ETCS level 0 and enter the construction field.

The solution proposed here includes a train stop function when changing the ETCS level without prior authorization to secure construction site limits using temporary balise groups ("unlinked balise groups"), which the site supervisor is responsible for securing the construction site on his own responsibility. This solution is equally applicable to sections (railway network sections) equipped for ETCS Level 1 or Level 2.

Furthermore, the assumption of responsibility of the site manager for a construction site can be deposited technically in the signaling system by a track occupancy of the reporting sections in which the construction site is located. Regular train journeys under the responsibility of the dispatcher are therefore excluded for these reporting sections. Compared to a complete blocking of the driving operation, however, the construction manager authorized individual train journeys through the construction site are possible.

Also, covering the temporary balise groups at the construction site borders can be used to allow a single train ride through the construction field prepared and authorized by the site supervisor.

Fig.2 shows a schematic flow diagram with steps of the solution presented here for controlling the entry of a rail vehicle into a section.

In a step 201, the responsibility for a section of the route is handed over to a responsible person on site. The central office or the dispatcher identifies the section of the route as occupied. This is after coordination between responsible person on site and dispatcher maximum sighting allowed in the section. Any further regulation of the section of the route is subject to the person responsible on the spot.

In a step 202, the section of track is provided on site with a sign indicating that continuation of travel is permitted only after prior agreement with the person in charge; In addition, temporary bali groups will be installed at the boundaries of the route section.

In a step 203, it is checked whether a rail vehicle enters the route section without having first requested permission from the responsible person. Such a test may e.g. take place in that the rail vehicle in the wrong ETCS level and / or without having carried out an acknowledgment passes over the balise group. Then, in a step 204, emergency braking of the rail vehicle is performed. A further journey is possible only after contacting the responsible person.

However, it has e.g. If the driver contacts the responsible person, receives a permit to enter the section of the route and carries out the acknowledgment, he can drive over the balancing group without emergency braking being carried out (see step 205). For example, the acknowledgment may consist in that the driver after contacting the responsible person sets an ETCS level 0, which can detect any violation when crossing the balise group and therefore does not lead to an emergency brake.

Thus, the mechanism proposed here constitutes a safeguard such that, without prior clarification as to whether retraction into the route section is permitted, such a possibly unauthorized entry automatically triggers an emergency braking of the rail vehicle.

Figure 3 shows a flowchart with a to Fig.2 Similar procedure concerning the exit of the rail vehicle from the section. The too Fig.2 The prerequisites described in accordance with steps 201 and 202 are identical, the route section is under the supervision of an on-site manager, temporary balancing groups are also provided in the extension direction at the boundary of the route section. Before leaving the section, the approval of a control center and / or a dispatcher must be obtained. Optionally, the person responsible for the section should be informed that (or if) the rail vehicle leaves the section.

In step 301, when the balk group is passed over in the direction of the route section, it is checked whether an exit acknowledgment has taken place. If this is not the case, an emergency braking of the rail vehicle is carried out in a step 302, in the other case, in a step 303 no emergency braking is performed, the rail vehicle can continue outside of the track section.

For example, the check may be implemented so that the driver has to operate an override button to extend out of the section. This override button he may only operate after prior consultation and approval of the dispatcher or the control center. If the rail vehicle drives over the balancing group in the direction of the section without the override button being pressed, the emergency braking takes place (in the other case, the journey can continue). Thus, the operation of the override key corresponds to an example of an exit acknowledgment whose presence can be checked when crossing the balise group.

Although the invention has been illustrated and described in detail by the at least one embodiment shown, the invention is not limited thereto and Other variations can be deduced therefrom by those skilled in the art without departing from the scope of the invention.

LIST OF REFERENCE NUMBERS

101

railroad track

102

Track section (e.g., construction site) under the control of a responsible person (e.g., site supervisor) on site

103-105

Balise group

106

track vehicle

107

direction of travel

201-205

Steps of a method of operating a rail vehicle comprising a link, e.g. a construction field, enters

301-303

Steps of a method of operating a rail vehicle comprising the section, e.g. the construction field leaves

Claims (14)

1. Method for operating a rail vehicle (106),

   - with which a section of track (102) is determined using at least one balise group (103-105),

   - with which entering said section of track (102) is only carried out if there is an entry permit, otherwise emergency braking of the rail vehicle will be caused (203-205) by means of the at least one balise group (103-105), and

   - with which the entry acknowledgement causes or confirms a change of the rail vehicle according to ETCS Level 0.
2. Method according to Claim 1, with which a speed to be maintained is provided by the at least one balise group (103-105).
3. Method according to any one of the preceding claims, with which a request for the entry acknowledgement is displayed in particular on the cab display of the rail vehicle.
4. Method according to any one of the preceding claims, with which the entry acknowledgement is carried out following coordination with a person responsible for the section of track (102).
5. Method according to any one of the preceding claims, with which the entry acknowledgement is not necessary if a change according to ETCS Level 0 is carried out or has already been carried out prior to or on entry into the section of track (102).
6. Method according to any one of the preceding claims, with which the section of track (102) is characterized (201) by a central station as occupied.
7. Method according to any one of the preceding claims, with which on exiting the section of track (102) an exit acknowledgement is carried out, otherwise emergency braking of the rail vehicle (106) is carried out (301-303) by means of the at least one balise group (103-105) .
8. Method according to Claim 7, with which a request for the exit acknowledgement is displayed in particular on the cab display of the rail vehicle.
9. Method according to any one of Claims 7 or 8, with which the exit acknowledgement is carried out in coordination with a rail service control room.
10. Method according to any one of Claims 7 through 9, with which the exit acknowledgement is carried out by operating an override button.
11. ETCS trackside equipment

    - with at least one balise group (103-105), whereby a section of track (102) is determined,

    - wherein entry into said section of track (102) is only carried out if there is an entry acknowledgement, and emergency braking of the rail vehicle is caused by means of the at least one balise group (103-105) if there is no entry acknowledgement, and

    - wherein a change of the rail vehicle according to ETCS Level 0 is carried out or has already been carried out due to the entry acknowledgement.
12. ETCS trackside equipment according to Claim 11, with which there is a balise group (103-105) disposed on each boundary of or in the vicinity of each boundary of the section of track (102).
13. ETCS trackside equipment according to any one of Claims 11 or 12, with which the at least one balise group (103-105) is designed to be coverable.
14. Rail vehicle with a processing unit that is designed such that

    - entry into a section of track (102) is only carried out if there is an entry acknowledgement, and emergency braking of the rail vehicle is carried out by means of a balise group (103-105) if there is no entry acknowledgement,

    - wherein the balise group (103-105) is a part of at least one balise group (103-105), whereby said section of track (102) is determined, and

    - wherein a change of the rail vehicle according to ETCS Level 0 is carried out or has already been carried out due to the entry acknowledgement.

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