EP2885192A2

EP2885192A2 - Controller of a rail vehicle

Info

Publication number: EP2885192A2
Application number: EP13763028.1A
Authority: EP
Inventors: David Morton
Original assignee: Siemens AG
Current assignee: Siemens Mobility GmbH
Priority date: 2012-09-28
Filing date: 2013-09-11
Publication date: 2015-06-24
Also published as: WO2014048736A3; US20150291188A1; DE102012217817A1; WO2014048736A2

Abstract

An infill balise is proposed which is arranged upstream of a route component in the direction of travel. The infill balise receives information relating to the state of the route component, and the control of a rail vehicle can be carried out by taking into account the state of the route component. Since the infill balise is positioned ahead of the route component, the rail vehicle can still react in good time to the state of the route component and, for example, initiate a braking process or an acceleration process. This reduces the delay and increases the safety as well as the efficiency in the railway mode, in particular if the route component lying ahead is located at the start of an area which is controlled by another interlock box. The proposed infill balise can be used instead of a block interface. This is particularly advantageous because the implementation of block interfaces is challenging, complicated and costly.

Description

description

Controlling a railway vehicle The invention relates to a method for controlling a railway vehicle, an associated system and an ent ^¬ speaking RBCs equipment.

The "European Train Control System" (ETCS) is a compo- nent of a single European rail transport ^¬ Traffic Management System, which was under the abbreviation ERTMS escape ^¬ oped. The second technical component of this digi tal ^¬ train technology is the web mobile radio system GSM-R. ETCS is to replace the large number of employed in the countries train protection systems are used in the medium term Hochgeschwin ^¬ digkeitsverkehr and will be implemented over the long term throughout the European rail transport

(http://en.wikipedia.org/wiki/EETS). ETCS Level 1 uses balises as transmission medium. The information conveyed by the balises are line gradients, maximum line speeds and the point at which the vehicle should stop. Together with the mode these form the Movement Authority (MA), translated as "permission to move". This means that the vehicle-mounted ETCS equipment can continuously monitor compliance with the permitted speed (and direction) and initiate emergency braking in good time, regardless of nationally defined route geometries and signal distances.

To one on the end of the MA (End of Authority, EoA) - traditionally a pointing to HALT signal - down ^¬ or already have come to a halt vehicle to transmit a new transit authority, there are basically two options: place in a small area of a continuous signal transmission via Euroloop or GSM-R (radio infill) instead; In this way, a new MA can be transmitted directly to the vehicle-mounted ETCS even before the EoA is reached while the vehicle is stationary or stationary. If you omit Euroloop or Radio Infill, the new MA can only be transmitted by the next group of Baiisen (see: http: // en. Wikipedia.org / wiki / ETCS).

In railway operations so-called block interfaces (also: interlocking block interface) are known for ETCS Level 1 applications. The block interface can be used between two Stell ^¬ works. The disadvantage here is the Ab ^¬ mood between different interlockings, if they come from different manufacturers and proprietary

Have interfaces. Block interfaces are complex in their implementation, complicated and expensive.

The object of the invention is to provide a simplified solution for railway operation, which does not require block interfaces or can be used in a favorable manner in addition to existing block interfaces.

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

To achieve the object, a method for controlling a rail vehicle is proposed,

in which a condition is additionally provided by means of an infill balise from a route component ahead in the direction of travel,

- In which the rail vehicle is controlled taking into account the provided by the infill balise state of the route component.

The infill balise is thus provided in addition to a balise (also referred to as a signal balise) located near the track component. The infill Balise and these other balises receive information regarding the condition of the track component. The Steue ^¬ tion of the rail vehicle can thus take into account ^¬ tion of the state of the route component. Since the infill balise is upstream of the route component, the rail vehicle can react in good time to the condition of the route component, possibly to a change in the state of the route component. This increases the safety as well as the efficiency in the railway operation, in particular if the preceding route component is at the beginning of a controlled by another interlocking area.

Preferably, the infill balise is used before an entry signal to an adjacent interlocking.

The proposed infill Balise can be used instead of a block ^¬ interface. This is particularly the semi ^¬ advantageous are because Block Interface consuming in its realization, complicated and expensive. In particular, it is an advantage because complex reconciliations between different suppliers of interlockings can be omitted; At the same time, the high level of safety required for rail operations is guaranteed. In the infill Balise is a Balise (min ^¬ least one balise or Baiisengruppe). Basically applies to the balises mentioned here, that they can be realized in the form of several balises, eg Baiisengruppen. For example, at least two beacons may be relocated to recognize the direction of travel in a group or, in order to achieve the ETCS security objective, four balises may be installed in one group or in two groups.

A further development is that the railway line is controlled by a second interlocking system up to the preceding route component of a first interlocking and the railway line from the preceding route component. Another development is that the preceding route component is the first route component, which is controlled by the second interlocking.

In particular, it is a development that in addition to the wayside component of another beacon near the vorauslie ^¬ constricting path component is provided to the infill Balise the state.

It is also a development that the infill balise of the other balise has a minimum distance, which depends on a target speed (eg a Streckengeschwindig ^¬ speed), with which the rail vehicle is to pass the predicted route component at most.

So it is a development that the minimum distance is determined as follows:

- for a target speed of 40km / h: 240m, - for a target speed of 80km / h: 680m,

- for a target speed of 100km / h: 980m,

- for a target speed of 120km / h: 1330m,

- for a target speed of 160km / h: 2200m. A next development is that when crossing a balise, which is arranged in the direction of travel behind the infill balise, authorization of the movement is granted only up to the preceding route component (or to the leading balise of the route component lying ahead) ,

The authorization of the movement is an MA (Movement Authority), which indicates, for example, how far the rail vehicle may move at which speed. Without such authorization of the movement the rail vehicle may not drive. It follows that, provided that the authorization of the movement is limited to a agreed point is and is not extended, the shooting ^¬ nenfahrzeug must come to a halt at this point.

One embodiment is that the authorization of the movement is confirmed or changed on the basis of the infill balise in accordance with the state of the route component lying ahead.

An alternative embodiment consists in that the track component comprises at least one of the following Components ^¬ th:

a signal

- a signaling unit for a VELOCITY ^¬ keitsbegrenzung, particularly a temporary speed restriction (TSR: Temporary Speed

Restriction),

- a switch,

- a railroad crossing,

- A component of the railway operation, which may have at least one state, wherein the state by means of a balise the rail vehicle ^¬ beitstellbar.

A next embodiment is that the state comprises one of the following possibilities:

- transit prohibited (HALT),

- transit allowed (TRANSIT),

- passage with restriction, in particular a given maximum speed, allowed, - route component defective,

- Track component not defective.

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

The above object is also achieved by a system for controlling a rail vehicle - with a route component ahead in the direction of travel,

with an infill balise, which can be provided with a state of the preceding ^link component, with another balise in the vicinity or shortly before the forward link component, to which the condition of the link component can be provided,

- Wherein the rail vehicle is controllable taking into account the state of the route component provided by the infill balise.

Further, the above object is achieved by ETCS route equipment

- with an infill balise,

- with a further Balise in the vicinity of a track component, wherein the further beacon is arranged in driving direction after the infill ^¬ Balise,

- Wherein the infill balise is arranged by the other balise at such a distance that a rail vehicle can initiate a braking operation when passing the infill balise, so that when crossing the other balise a reduced target speed is reached. An embodiment of the system, the RBCs equipment as well as of the method is that the distance between the infill balise and the balise further Minim ^¬ least 100m, at least 150m, is at least 200m or at least 240m.

The properties described above, features and advantages of this invention and the manner how it is he ^¬ ranges are clearer and more fully understood in conjunction with the following schematic description of embodiments in connection with the

Drawings are explained in more detail. In doing so, be identical or equivalent elements with the same reference numerals.

Show it:

Fig.l a schematic diagram with an infill balise for the efficient control of rail vehicles between signal boxes without the need for a block interface;

2 shows a schematic diagram of an alternative Sze ^¬ narios based on Fig.l;

3 is a schematic representation based on Fig.l and Figure 2 with a dead time compared to a

Dead time in a solution without infill balise is significantly shortened ^¬ .

In particular, it is proposed to use an infill balise instead of a block interface. For example, the in-fill balise is an ETCS balise. The solution proposed here is preferably used in combination ^¬ hang with ETCS Level 1 applications. Beispielswei ^¬ se can be spent comparable herein described solution for railways, which are preferably traveled in one direction.

The infill balise can be a single balise or multiple balises (e.g., a group of baiis).

The use of the infill balise in one place before a transition to a neighboring interlocking makes it possible to dispense with block interfaces or to save them. Preferably, the infill balise is used on or before a input signal of the control portion of neighboring actuating ^¬ plant. The presented approach is particularly advantageous when different interlockings are responsible for different track areas and the communication between the interlockings is not standardized and / or no (sufficient or complete) message exchange between the

Signal boxes takes place. For example, this is the case when interlockings are supplied by different manufacturers. Fig.l shows a schematic diagram with an infill balise for the efficient control of rail vehicles between interlockings without the need for a block interface. In Fig.l example, an area 112, which is controlled by a signal box A and a range 113, which is controlled by a signal box B, shown. Between regions 112 and 113 is a transition indicated by dashed line 114. At the junction between regions 112 and 113 is a signal 107 whose state is stored in a balise (or beacon array) 108.

A rail vehicle 102 moves on a railway line 101 in a direction of travel 103. The information of a signal 104 is transmitted to the rail vehicle 102 by means of a balise (or a balise group) 105. Insbeson ^¬ particular, the beacon 105 communicate zusätz ^¬ Lich the rail vehicle 102, which Balise (or Baiisengruppe) comes next, and / or how far this or the next signal is removed.

In principle, an information flow in one direction 121 is necessary in order to inform the rail vehicle 102 traveling in the direction of travel 103 in good time how fast it is allowed to drive in the area 113. If the areas 112 and 113 are controlled by different interlockings A and B , such information ^flow between the Stell ^¬ works is possibly problematic or limited. The solution presented here enables safe rail operation even with little or no flow of information from the interlocking B to the interlocking A.

Thus, an infill balise 106 is arranged on the railway line 101 in the area 112 in front of the area 113 (with respect to the direction of travel 103). This infill balise 106 is preferably synchronized with the balise 108. Thus, it is possible to notify the state of the signal 107 is already at the place of infill Balise the rails 106 ^¬ vehicle 102nd This information can be used so that the rail vehicle 102 comes to a stop at the level of the signal 107 or has a predetermined speed for entry into the area 113.

In the example shown in Fig.l scenario, for example ^¬ way in the direction of travel is 103 behind the signal 107 is a switch 109. The state of the switch 109 may be taken into account by the signal 107: If the switch 109 is defective, for example, the signal points to HALT , the associated infor mation ^¬ is stored in the balises 108, and 106th It should also be noted that the signal or the switch are examples of route components which may be arranged on or at the railroad track. In principle, there are a large number of route components whose states can be provided by means of a balise to a rail vehicle. For example, in addition to the states of a signal HALT and DURCHFAHRT also (temporary) speed limits, eg for the determination of slow driving, possible. For example, in area 112, at the location of the balise

105 assumes that the signal 107 has a pre give ^¬ NEN state indicating, for example, HALT. Accordingly becomes At this location of the balise 105, the rail vehicle 102 is provided with the necessary information that it should come to a stop in front of the signal 107. Since the distance to the signal 107 and to the balise 108 is known, a braking process is initiated in good time. A curve 117 shows an example of a deceleration curve, with the ordinate speaks sym ^¬ bolisch ent ^¬ a speed of the rail vehicle. Before the signal 107 comes in accordance with the curve 117, the rail vehicle 102 to a halt.

Alternatively, a different state of the signal 107 can also be assumed at the location of the balise 105. Insbesonde ^¬ re can be made a different assumption regarding the speed at which the rail vehicle 102 left the area 112 and will move into the area of 113th

In addition to the HALT and TRANSMISSION states, Temporary Speed Restrictions (TSRs) may exist and / or be signaled:

For example, area 113 may be defined as a long ^¬ samfahrstelle 120, in which only one

Maximum speed of 40km / h is allowed. The ^¬ se information is available, so that the rail vehicle 102 may initiate a braking operation time, so that it enters the area 113 of 40km / h on the beacon 108 and because of the present solution also already on the infill Balise 106th This is illustrated in FIG. 1 by way of example by a braking curve 116.

Another example is that the zuläs ^¬ SiGe top speed in the range 113 to 80km / h is limited (see symbolic boundary 119) and the rail vehicle 102 passes the signal 104 at a speed of 120km / h.

When crossing the infill balise 106 learns the

Rail vehicle 102 in good time before entering into the area 113 that it must reduce the speed to 80km / h. Since the distance between the beacons or signals is known or can be provided by the balises, it is possible to optimize the braking of the rail vehicle 115

102 to initiate so that it only drives 80km / h when entering the area 113 ^¬ .

On the other hand, the infill balise 106 prevents the forward examples, that the braking is too strong and 102 unnecessary loses the rail vehicle speed and, for example, comes to a stop at the signal 107 if ^¬ probably the onward journey would have been possible. For illustration, FIG. 1 shows a signal 110 with a signal (or beacon group) 111 assigned to the signal. If the signal 110, for example, to HALT, the rail vehicle entrance to the area 113 in time can for example be braked by the speed of 80km / h to standstill (this is exemplified in egg ^¬ ner braking curve 118).

The solution presented is particularly advantageous in connection with ETCS Level 1. Thus, there are clear advantages and savings in that possibly different ^¬ Liche interlocking systems are not coordinated Müs ^¬ sen. At the same time, safety assessments are simplified. In particular, for traffic that travels in one direction over the railway line, the block interface can be completely eliminated. This reduces effort, maintenance and thus costs.

Furthermore, the proposed Infill-Balise 106 improves the safety of the railway operation: Thus, the last "Movement Authority" for the area 112 of the interlocking A ends at the signal 107 at the beginning of the area 113. The status of this Signal is sent to the nenfahrzeug 102 informed on the basis of the infill balise 106, so that in time a braking operation can be initiated and the rail vehicle 102, for example, in a status change of the signal 107 to STOP before this signal 107 comes to a halt. By infill balise 106 thus the dead time can be significantly reduced.

On the other hand, enables the infill balise 106 a MACHINES SHOW ^¬ che improve efficiency: If the signal from a HALT state changes to a state TRANSIT, an initiated or not yet started but intended braking with driving over the infill Balise can be aborted 106 and the VELOCITY ^¬ keitsreduktion of the rail vehicle are reduced to a minimum.

2 shows a schematic diagram of a scenario ba ^¬ sierend on Fig.l. The reference signs and explanations introduced in connection with FIG. 1 apply correspondingly.

At the time the signal 104 passes through the rail vehicle 102, the signal 107 points to HALT. Thus, without infill balise 106, the rail vehicle 102 would come to a stop in front of the signal 107. Now, the feed was changed to 107 of the signal transit during the rails ^¬ vehicle between the signal 104 and the infill Balise 106 is traveling. The change in state of the signal 107 is also communicated to the infill balise 106, which passes this information on to the rail vehicle 102 when it passes over the rail vehicle 102. Thus undergoes the slide ^¬ nenfahrzeug 102 from the altered state of the signal 107, an unnecessary brake operation before the signal 107 is prevented. In the example shown in FIG. 2, the signal 110 is STOP, so that the braking operation is initiated so that the rail vehicle 102 comes to a halt in time before the signal 110; this relationship is indicated in Figure 2 by a braking curve 201. In other words, according to the ETCS application, the rail vehicle 102 gets an authorization of the movement (MA) for a next section, ie, until the next signal. When crossing the signal 104, the rail vehicle 102, according to the example in FIG. 2, receives an MA up to the signal 107, where it should (initially) come to a standstill. The MA is changed by infill balise 106, ie extended to signal 110, since the state of signal 107 has in the meantime changed to TRANS. Similarly, crossing the balise 108 could change the MA again. Thus, it is advantageous that the dead time, in which no change in the MA can take place, is shortened by the infill balise 106.

3 shows a schematic representation based on Fig.l and Fig.2 with a dead time 301, which is shortened interpreting ^¬ tive to a dead time 302 in a solution without infill Balise 106th

The position of the infill balise 106 preferably depends on the maximum speed allowed on the railway line 101. For example, a distance between the balise 108 and the infill balise 106 may be 500m for a maximum speed of 80km / h. An exemplary assignment of target speed (maximum speed) on the railway line and minimum distance of the infill balise can be determined as follows:

- for a target speed of 40km / h: 240m, - for a target speed of 80km / h: 680m,

- for a target speed of 100km / h: 980m,

- for a target speed of 120km / h: 1330m,

- for a target speed of 160km / h: 2200m. Although the invention in detail by illustrating at least one embodiment, shown in more detail and was ^¬ be written, so the invention is not einge- it, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Reference sign list

101 railway line

102 rail vehicle

103 direction of travel

104 signal

105 balises

106 infill balise

107 signal

108 balises

109 points

110 signal

111 balises

112 area (of a signal box A)

113 area (of a signal box B)

114 boundary between area 112 and area 113

115 brake curve

116 braking curve

117 braking curve

118 brake curve

119 Speed limit in area 113

80km / h

120 speed restriction in the area 113 having Höchstge ^¬ speed of 40km / h

121 direction

201 braking curve

301 dead time

302 dead time

Claims

claims

Method for controlling a rail vehicle (102)

- in addition by means of an infill balise

(106) a state is provided by a route component (107, 109) ^ahead in the direction of travel,

- In which the rail vehicle (102) taking into account ^¬ of the infill balise (106) ready ^¬ made state of the track component (107, 109) is controlled.

Method according to claim 1,

in which the railway line (101) to the front of the existing route component (107, 109) of a first interlocking and the railway line from the forward path component of a second interlocking gesteu ert is.

Method according to claim 2,

in which the preceding route component (107 109) is the first route component controlled by the second interlocking.

Method according to one of the preceding claims, wherein in addition to the infill Balise (106) of the on the status of the wayside component (107, 109) of another beacon (108) in the vicinity of the front of instructions booklet route component (107, 109) bereitge ^¬ represents becomes.

Method according to claim 4,

wherein said infill Balise of the further egg Balise ^¬ NEN minimum distance (302), the speed depends on a target with which the rail vehicle the wayside component at most pas ^¬ Sieren intended. Method according to claim 5,

where the minimum distance (302) is determined as follows:

- for a target speed of 40km / h: 240m,

- for a target speed of 80km / h: 680m,

for a target speed of 100km / h 980m, for a target speed of 120km / h 1330m, for a target speed of 160km / h 2200m.

Method according to one of the preceding claims, wherein when crossing a balise (105) which is angeord ^¬ net in the direction of travel behind the infill balise (106), an authorization of the movement only up to the preceding route component (107, 109) is granted ,

Method according to claim 7,

wherein based on the infill Balise (106) confirms, justifying ^¬ account the movement corresponding to the state of the route component ahead lying ^¬ (107, 109) or is changed.

Method according to one of the preceding claims, in which the route component comprises at least one of the following components:

a signal

- a signaling unit for a VELOCITY ^¬ keitsbegrenzung, particularly a temporary speed limit

- a switch,

- a railroad crossing,

- A component of the railway operation, which may have at least one state, wherein the state by means of a balise the rail vehicle ^¬ beitstellbar. Method according to one of the preceding claims, in which the state comprises one of the following possibilities:

- transit not allowed,

- transit allowed,

- passage with restriction, in particular a given maximum speed, allows

- route component defective,

- Track component not defective.

System for controlling a rail vehicle (102)

with a route component ahead in the direction of travel (107, 109),

- an infill-Balise (106) a state of the road ahead component (107, 109) be ^¬ is reitstellbar,

with another balise (108) near or just ahead of the forward path component (107, 109) to which the condition of the path component (107, 109) can be provided,

- Wherein the rail vehicle (102) taking into account ^¬ of the infill balise (106) bereitge ^¬ presented state of the route component (107, 109) is controllable.

System according to claim 11,

where the distance between the infill balise (106) and the other balise (108) is at least 100m, at least 150m, at least 200m or at least 240m.

ETCS wayside equipment

with an infill balise (106),

- with a further balise (108) in the vicinity of a route component (107, 109), wherein the further balise (108) is arranged in the direction of travel after the infill balise (106), - Wherein the infill balise (106) of the further Baise (108) is arranged at such a distance that a rail vehicle (102) when driving over the Infill Balise (106) a braking process einle ^¬ can, so that at is passing over the other Bali se (108) has a reduced target speed he ^¬ enough.

ETCS track equipment according to claim 13,