EP3405377B1 - Ato device, rail vehicle and method for the automated driving of a rail vehicle - Google Patents

Ato device, rail vehicle and method for the automated driving of a rail vehicle Download PDF

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Publication number
EP3405377B1
EP3405377B1 EP17710872.7A EP17710872A EP3405377B1 EP 3405377 B1 EP3405377 B1 EP 3405377B1 EP 17710872 A EP17710872 A EP 17710872A EP 3405377 B1 EP3405377 B1 EP 3405377B1
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EP
European Patent Office
Prior art keywords
vehicle
ato
ato device
vehicle protection
atp
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EP17710872.7A
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German (de)
French (fr)
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EP3405377C0 (en
EP3405377A1 (en
Inventor
Torsten Baier
Boris Dickgießer
Michael Grimpe
Josef LÖWE
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3405377B1 publication Critical patent/EP3405377B1/en
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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
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • 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
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • 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
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • 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
    • B61L25/021—Measuring and recording of train speed
    • 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
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/12—Preparing schedules

Definitions

  • ATO devices Automatic Train Operation devices
  • This can be, for example, the operation of the drive and brake, processing current timetable information from the control center with adjustment of your own journey or feedback to the control center regarding the current position.
  • an ATO device for the automated driving of a rail vehicle on routes that are equipped with different trackside vehicle safety devices
  • the ATO device has at least two ATP interfaces, which are designed to connect the ATO device to different vehicle-side vehicle security devices and to transmit information necessary for automated driving from the respective vehicle-side vehicle security device to the ATO device, one of the ATP interfaces being configured, to connect the ATO device to a vehicle security device which is designed as an ETCS vehicle security device and wherein the other of the ATP interfaces is configured to connect the ATO device to a vehicle security device which is designed as an LZB or PZB vehicle security device .
  • a rail vehicle with at least one ATO device according to the invention and with at least two different vehicle safety devices connected to the ATO device via the ATP interfaces, each of which is used to transmit information necessary for automated driving to the ATO device are trained.
  • the task is also solved by a method for the automated driving of a rail vehicle on routes that are equipped with different track-side vehicle safety devices, in which information necessary for automated driving is at least partially transmitted from different vehicle-side vehicle safety devices to an ATO device by means of at least two ATP interfaces are transmitted, wherein one of the vehicle security devices is designed as an ETCS vehicle security device and another of the vehicle security devices is designed as an LZB or PZB vehicle security device, and in which the rail vehicle is controlled by the ATO device depending on the transmitted information.
  • the solution according to the invention has the advantage that several vehicle-side vehicle security devices are connected to the ATO device through the at least two ATP (Automatic Train Protection) interfaces can be connected. Through this On routes with different trackside vehicle safety devices, the rail vehicle can be driven automatically with the same ATO device. Existing vehicle safety devices can continue to be used and the necessary new safety approval is easier to obtain. Furthermore, a driver of the rail vehicle who may be present at a lower level of automation only has to operate one ATO device, which simplifies operation. The ATO device according to the invention can therefore be operated in at least two modes, each of which uses one of the ATP interfaces.
  • the ATO device can thus have at least one control interface, which is designed to connect the ATO device to a vehicle control device of the rail vehicle, and can be designed to control the rail vehicle via the control interface.
  • the ATO device can have at least one control center interface, which is designed to connect the ATO device with an operations control center of the rail vehicle, and can be designed in this way that information necessary for automated driving and not transmitted via the ATP interfaces be transmitted via the control center interface.
  • the control center interface can be designed to be insecure in terms of signaling, for example in security level SILO or SIL1, so that the control center interface can be developed and designed in a less complex and more cost-effective manner. All information that did not come via the ATP interfaces can be read into the ATO facility via the control center interface. Of course, this information does not have to come exclusively from the operations control center.
  • ETCS European Train Control System
  • main routes At least the major international routes (main routes) are or will be equipped with an ETCS vehicle safety device on the route side. This means that the rail vehicle according to the invention can be used on many routes.
  • one of the vehicle security devices is designed as an LZB or PZB vehicle security device.
  • LZB (Linear Train Control) and PZB (Point-Shaped Train Control) vehicle safety devices have been in use on existing routes for many years. Therefore, the rail vehicle according to the invention, which has an LZB or PZB vehicle safety device, can be used on a particularly large number of existing routes that are not yet equipped with a more modern vehicle safety device such as ETCS.
  • the rail vehicle according to the invention can automatically recognize which vehicle safety device a route is equipped with.
  • the at least two vehicle-side vehicle security devices connected to the ATO device via the ATP interfaces can be connected to one another.
  • one of the vehicle security devices can be designed as a leader, for example the ETCS vehicle security device, and hand over control to the at least one further vehicle security device, for example the LZB or PZB vehicle safety device if a corresponding trackside vehicle safety device is recognized.
  • the ETCS vehicle security device can be operated on LZB or PZB routes in an STM (State Transmission Mode) mode in which it transfers control to the LZB or PZB vehicle security device.
  • the invention further relates to a railway system with routes that have different trackside vehicle safety devices, and with at least one rail vehicle according to the invention, which is designed according to one of the previously described embodiments.
  • further information necessary for automated driving which was not transmitted by one of the vehicle security devices, can be transmitted from an operations control center to the ATO device.
  • Safety-relevant information is transmitted from the vehicle-side vehicle safety devices and safety-related information is transmitted from the operations control center to the ATO facility.
  • An exemplary embodiment of a railway system 1 according to the invention has at least one rail vehicle 2, an operations control center 3 and several routes 4a, 4b.
  • the routes 4a, 4b each include different route-side vehicle safety devices 5a, 5b.
  • the rail vehicle 2 comprises an ATO device 6, a first vehicle security device 7, a second vehicle security device 8, a vehicle control device 9, an obstacle detection device 10, a display device 11, further inputs and outputs 12 and further vehicle elements 13.
  • the ATO device is designed for automated driving of the rail vehicle 2 and has a first ATP interface 14, a second ATP interface 15, a control interface 16 and a control interface 17.
  • the ATO device 6 is connected to the first vehicle security device 7 via the first ATP interface 14 and to the second vehicle security device 8 via the second ATP interface 15.
  • the control interface 16 connects the ATO device 6 to the vehicle control device 9 and also to the only optional obstacle detection device 10.
  • the control interface 17 connects the ATO device 6 with the operations control center 3, this connection being designed in the embodiment of the figures as a radio connection 18, for example through GSM or GSM-R.
  • the first vehicle-side vehicle security device 7 is designed as a known LZB vehicle security device and has a communication means 19.
  • the communication means 19 is provided for communication with the corresponding trackside vehicle safety device 5a, which is also designed according to LZB technology.
  • the first vehicle security device 7 could also be designed as a PZB vehicle security device.
  • the second vehicle security device 8 is designed as an ETCS vehicle security device and comprises a communication means 20 which is designed for communication with the corresponding trackside ETCS vehicle security device 5b.
  • the vehicle control device 9 is connected to the other vehicle elements 13, such as drive, brake, etc.
  • the vehicle control device 9 issues control commands to the other vehicle elements 13 in order to control the rail vehicle 2 and drive it on the route 4a, 4b.
  • an automatic driving and braking control (AFB) is also integrated in the vehicle control device 9.
  • the obstacle detection device 10 is connected to both the ATO device 6 and the vehicle control device 9.
  • the obstacle detection device 10 is designed to detect obstacles in front of the rail vehicle 2 in the area of the route 4a, 4b and, when an obstacle is detected, sends corresponding control signals to the ATO device 6 and the vehicle control device 9.
  • the display device 11 is, for example, a monitor in a driver's cab of the rail vehicle 2, which displays information to a driver who may still be present.
  • the other inputs and outputs 12 are also connected to the ATO device 6 and, for example, provide secure or non-secure information to the ATO device 6, such as a GPS location signal, switching positions of switches or buttons on a control panel or signals from one Travel pulse generator.
  • the communication between the ATO device 6 and the operations control center 3 takes place via a communication device 21 arranged on the route side, which is designed, for example, in the form of radio masts along the route 4a, 4b.
  • a combination with the communication means 19 and/or 20 is possible if necessary.
  • the ATO device 6 according to the invention has the two ATP interfaces 14, 15 and is therefore connected in terms of signaling to the different vehicle security devices 7, 8.
  • the rail vehicle 2 according to the invention can drive automatically, controlled by the ATO device 6, on the routes 4a, 4b, which are equipped with different trackside vehicle safety devices 5a, 5b.
  • the ATO device 6 takes on the functions in the embodiment of the figures: Driving (drive control), braking (brake control), stopping with high accuracy, monitoring a stopping tolerance, releasing the doors on a designated side, door closing commands, displaying a stopping period, displaying a desired departure time, displaying a desired arrival time, energy-optimized driving and braking, recalculation of the energy-optimized driving when the route changes during the journey, control of a maximum jerk of the so-called jerk, , during load changes, punctual arrival according to offline timetables, receipt and consideration of online timetable corrections, passenger information output, provision of a route atlas, update of a route atlas with updated data, Communication with the operations control center 3, transport of external data to and from communication facilities along the route, offline operation with predefined data and offline operation with fully or partially updated data that are exchanged over suitable communication routes.
  • the ATO device 6 can also fulfill more or fewer functions.
  • the ATO device 6 For the functions mentioned and generally for the automated driving of a rail vehicle, a large amount of information, for example reference variables, is necessary on the part of the ATO device 6. This information is transmitted to the ATO device 6 by the vehicle security devices 7, 8 and by the operations control center 3. Depending on the safety equipment of the route 4a, 4b, either the first vehicle safety device 7 or the second vehicle safety device 8 receives different information from the route-side vehicle safety devices 5a, 5b. The ATO device 6 receives all of the information required for automated driving from the operations control center 3 or via the obstacle detection device 10 or, for example, another sensor system.
  • the vehicle safety devices 7, 8 are designed according to a high safety standard, for example SIL3 or SIL4, so that the transmission of information can be viewed as particularly secure. For example, a permissible maximum speed and braking signals are transmitted to the ATO device 6 via the ATP interfaces 14, 15. The number or type of information that the ATO device 6 receives from the vehicle security devices 7, 8 may be different.
  • the first vehicle security device 7, designed as an LZB vehicle security device transmits less information to the ATO device 6 than the second vehicle security device 8, designed as a more modern ETCS vehicle security device.
  • the rail vehicle according to the invention 2 has the advantage in the exemplary embodiments shown in the figures that it can drive automatically both on LZB-equipped routes 4a and also on ETCS-equipped routes 4b.
  • LZB equipped routes 4a are very common in Germany and some other Central European countries, for example. Routes 4b equipped with ETCS are being built more and more frequently and are the standard, especially in cross-border traffic.
  • existing rail vehicles that already have a first vehicle safety device 7 can easily be retrofitted with an ATO device 6 according to the invention.
  • the second vehicle safety device 8 is supplemented so that the retrofitted rail vehicle 2 according to the invention can automatically travel on the different routes 4a, 4b.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Der heutige Bahnverkehr wird immer weiter ausgebaut. Die Bahnverkehrsunternehmen befinden sich teilweise in einem harten Konkurrenzkampf und versuchen, den Bahnverkehr immer preiswerter anzubieten. Dabei wird immer häufiger auf eine starke Automatisierung des Bahnverkehrs gesetzt. Dies geschieht zum einen seit vielen Jahren durch eine Automatisierung der Abläufe in den Leitstellen des Bahnverkehrs, aber zum anderen zunehmend auch darin, die Fahrzeuge selber in ihrem Betrieb zu automatisieren. Dabei kommen ATO-Einrichtungen (Automated Train Operation-Einrichtungen) zum Einsatz, die bisher von einem Triebfahrzeugführer wahrgenommene Funktionen des Fahrzeugs übernehmen. Dies können beispielsweise die Bedienung von Antrieb und Bremse, Verarbeiten von aktuellen Fahrplaninformationen von der Leitstelle mit Anpassung der eigenen Fahrt oder eine Rückmeldung an die Leitstelle bezüglich der aktuellen Position sein.Today's rail traffic is constantly being expanded. The rail transport companies are sometimes in tough competition and are trying to offer rail transport at ever cheaper prices. Strong automation of rail transport is increasingly being used. This has been happening for many years, on the one hand, by automating the processes in the rail traffic control centers, but on the other hand, increasingly by automating the operation of the vehicles themselves. ATO devices (Automated Train Operation devices) are used, which take over vehicle functions that were previously carried out by a train driver. This can be, for example, the operation of the drive and brake, processing current timetable information from the control center with adjustment of your own journey or feedback to the control center regarding the current position.

Aus der EP 2 292 492 A2 ist ein Verfahren zur Geschwindigkeitskontrolle im automatischen Zugbetrieb bekannt.From the EP 2 292 492 A2 a method for speed control in automatic train operation is known.

Automatisierungslösungen für bereits im Einsatz befindliche Fahrstrecken sind häufig kostenintensiv und konstruktiv aufwendig.Automation solutions for routes that are already in use are often cost-intensive and structurally complex.

Es ist daher die Aufgabe der vorliegenden Erfindung, eine ATO-Einrichtung, ein Schienenfahrzeug und ein Verfahren der eingangs genannten Art bereitzustellen, die eine kostengünstige Automatisierung des Bahnverkehrs ermöglichen.It is therefore the object of the present invention to provide an ATO device, a rail vehicle and a method of the type mentioned at the outset, which enable cost-effective automation of rail traffic.

Die Aufgabe wird gelöst durch eine ATO-Einrichtung zum automatisierten Fahren eines Schienenfahrzeugs auf Fahrstrecken, die mit unterschiedlichen streckenseitigen Fahrzeugsicherungseinrichtungen ausgestattet sind, wobei die ATO-Einrichtung wenigstens zwei ATP-Schnittstellen aufweist, die zum Verbinden der ATO-Einrichtung mit unterschiedlichen fahrzeugseitigen Fahrzeugsicherungseinrichtungen und zum Übermitteln von für das automatisierte Fahren nötige Informationen von der jeweiligen fahrzeugseitigen Fahrzeugsicherungseinrichtung an die ATO-Einrichtung ausgebildet sind, wobei eine der ATP-Schnittstellen konfiguriert ist, die ATO-Einrichtung mit einer Fahrzeugsicherungseinrichtung zu verbinden, die als eine ETCS-Fahrzeugsicherungseinrichtung ausgebildet ist und wobei die andere der ATP-Schnittstellen konfiguriert ist, die ATO-Einrichtung mit einer Fahrzeugsicherungseinrichtung zu verbinden, die als eine LZB- oder PZB-Fahrzeugsicherungseinrichtung ausgebildet ist.The task is solved by an ATO device for the automated driving of a rail vehicle on routes that are equipped with different trackside vehicle safety devices, the ATO device has at least two ATP interfaces, which are designed to connect the ATO device to different vehicle-side vehicle security devices and to transmit information necessary for automated driving from the respective vehicle-side vehicle security device to the ATO device, one of the ATP interfaces being configured, to connect the ATO device to a vehicle security device which is designed as an ETCS vehicle security device and wherein the other of the ATP interfaces is configured to connect the ATO device to a vehicle security device which is designed as an LZB or PZB vehicle security device .

Die Aufgabe wird weiterhin gelöst durch ein Schienenfahrzeug mit wenigstens einer erfindungsgemäßen ATO-Einrichtung und mit wenigstens zwei unterschiedlichen mit der ATO-Einrichtung über die ATP-Schnittstellen verbundenen fahrzeugseitigen Fahrzeugsicherungseinrichtungen, die jeweils zum Übermitteln von für das automatisierte Fahren nötigen Informationen an die ATO-Einrichtung ausgebildet sind.The object is further achieved by a rail vehicle with at least one ATO device according to the invention and with at least two different vehicle safety devices connected to the ATO device via the ATP interfaces, each of which is used to transmit information necessary for automated driving to the ATO device are trained.

Schließlich wird die Aufgabe auch gelöst durch ein Verfahren zum automatisierten Fahren eines Schienenfahrzeugs auf Fahrstrecken, die mit unterschiedlichen streckenseitigen Fahrzeugsicherungseinrichtungen ausgestattet sind, bei dem für das automatisierte Fahren nötige Informationen zumindest teilweise von unterschiedlichen fahrzeugseitigen Fahrzeugsicherungseinrichtungen mittels wenigstens zwei ATP-Schnittstellen an eine ATO-Einrichtung übermittelt werden, wobei eine der Fahrzeugsicherungseinrichtungen als eine ETCS-Fahrzeugsicherungseinrichtung ausgebildet ist und wobei eine andere der Fahrzeugsicherungseinrichtungen als eine LZB- oder PZB-Fahrzeugsicherungseinrichtung ausgebildet ist, und bei dem das Schienenfahrzeug von der ATO-Einrichtung in Abhängigkeit von den übermittelten Informationen gesteuert wird.Finally, the task is also solved by a method for the automated driving of a rail vehicle on routes that are equipped with different track-side vehicle safety devices, in which information necessary for automated driving is at least partially transmitted from different vehicle-side vehicle safety devices to an ATO device by means of at least two ATP interfaces are transmitted, wherein one of the vehicle security devices is designed as an ETCS vehicle security device and another of the vehicle security devices is designed as an LZB or PZB vehicle security device, and in which the rail vehicle is controlled by the ATO device depending on the transmitted information.

Die erfindungsgemäße Lösung hat den Vorteil, dass an die ATO-Einrichtung durch die wenigstens zwei ATP (Automatic Train Protection)-Schnittstellen mehrere fahrzeugseitige Fahrzeugsicherungseinrichtungen angeschlossen werden können. Dadurch kann auf Fahrstrecken mit unterschiedlichen streckenseitigen Fahrzeugsicherungseinrichtungen das Schienenfahrzeug mit der gleichen ATO-Einrichtung automatisiert gefahren werden. Bereits vorhandene fahrzeugseitige Fahrzeugsicherungseinrichtungen können weiterhin genutzt werden und eine erforderliche neue sicherungstechnische Zulassung ist einfacher zu erlangen. Weiterhin muss ein bei einem niedrigeren Automatisierungsgrad möglicherweise anwesender Triebfahrzeugführer des Schienenfahrzeugs lediglich eine ATO-Einrichtung bedienen, was den Betrieb vereinfacht. Die erfindungsgemäße ATO-Einrichtung kann also in wenigstens 2 Modi betrieben werden, die jeweils eine der ATP-Schnittstellen nutzen.The solution according to the invention has the advantage that several vehicle-side vehicle security devices are connected to the ATO device through the at least two ATP (Automatic Train Protection) interfaces can be connected. Through this On routes with different trackside vehicle safety devices, the rail vehicle can be driven automatically with the same ATO device. Existing vehicle safety devices can continue to be used and the necessary new safety approval is easier to obtain. Furthermore, a driver of the rail vehicle who may be present at a lower level of automation only has to operate one ATO device, which simplifies operation. The ATO device according to the invention can therefore be operated in at least two modes, each of which uses one of the ATP interfaces.

Die erfindungsgemäße Lösung kann durch verschiedene vorteilhafte Ausgestaltungen weiterentwickelt werden, die im Folgenden beschrieben sind.The solution according to the invention can be further developed through various advantageous embodiments, which are described below.

So kann die ATO-Einrichtung wenigstens eine Steuerschnittstelle aufweisen, die zum Verbinden der ATO-Einrichtung mit einer Fahrzeugsteuereinrichtung des Schienenfahrzeugs ausgebildet ist, und zum Steuern des Schienenfahrzeugs über die Steuerschnittstelle ausgebildet sein. Dies hat den Vorteil, dass die ATO-Einrichtung über die Steuerschnittstelle Einfluss auf alle Funktionen des Schienenfahrzeugs nehmen kann und das Schienenfahrzeug auf einfache Weise autonom fahren lassen kann. Da erfindungsgemäß nur eine ATO-Einrichtung für das Schienenfahrzeug nötig ist, ist auch lediglich eine Steuerschnittstelle zum Fahrzeug erforderlich. Hierdurch werden Entwicklungskosten und Bauraum eingespart.The ATO device can thus have at least one control interface, which is designed to connect the ATO device to a vehicle control device of the rail vehicle, and can be designed to control the rail vehicle via the control interface. This has the advantage that the ATO device can influence all functions of the rail vehicle via the control interface and can easily allow the rail vehicle to drive autonomously. Since according to the invention only one ATO device is required for the rail vehicle, only one control interface to the vehicle is required. This saves development costs and installation space.

Um weitere für das automatisierte Fahren nötige Informationen zu erhalten, die nicht von einer der fahrzeugseitigen Fahrzeugsicherungseinrichtungen übermittelt wurden, kann die ATO-Einrichtung wenigstens eine Leitstellenschnittstelle aufweisen, die zum Verbinden der ATO-Einrichtung mit einer Betriebsleitstelle des Schienenfahrzeugs ausgebildet ist, und so ausgebildet sein, dass für das automatisierte Fahren nötige und nicht über die ATP-Schnittstellen übermittelte Informationen mittels der Leitstellenschnittstelle übermittelt werden. In einer besonders vorteilhaften Ausgestaltung kann die Leitstellenschnittstelle signaltechnisch unsicher ausgebildet werden, beispielsweise in Sicherheitsstufe SILO oder SIL1, so dass die Leitstellenschnittstelle weniger aufwendig und kostengünstiger entwickelt und ausgestaltet werden kann. Über die Leitstellenschnittstelle können somit sämtliche Informationen in die ATO-Einrichtung eingelesen werden, die nicht über die ATP-Schnittstellen gekommen sind. Diese Informationen müssen selbstverständlich nicht ausschließlich von der Betriebsleitstelle kommen.In order to obtain further information necessary for automated driving that was not transmitted by one of the vehicle safety devices on the vehicle, the ATO device can have at least one control center interface, which is designed to connect the ATO device with an operations control center of the rail vehicle, and can be designed in this way that information necessary for automated driving and not transmitted via the ATP interfaces be transmitted via the control center interface. In a particularly advantageous embodiment, the control center interface can be designed to be insecure in terms of signaling, for example in security level SILO or SIL1, so that the control center interface can be developed and designed in a less complex and more cost-effective manner. All information that did not come via the ATP interfaces can be read into the ATO facility via the control center interface. Of course, this information does not have to come exclusively from the operations control center.

Bei dem erfindungsgemäßen Schienenfahrzeug ist eine der Fahrzeugsicherungseinrichtungen als eine ETCS-Fahrzeugsicherungseinrichtung ausgebildet. ETCS (European Train Control System) ist als ein einheitliches Zugsicherungssystem für den internationalen europäischen Schienenverkehr definiert worden. Zumindest die großen internationalen Fahrstrecken (Magistralen) sind oder werden streckenseitig mit einer ETCS-Fahrzeugsicherungseinrichtung ausgestattet. Damit ist das erfindungsgemäße Schienenfahrzeug auf vielen Fahrstrecken einsatzfähig.In the rail vehicle according to the invention, one of the vehicle safety devices is designed as an ETCS vehicle safety device. ETCS (European Train Control System) has been defined as a uniform train control system for international European rail traffic. At least the major international routes (main routes) are or will be equipped with an ETCS vehicle safety device on the route side. This means that the rail vehicle according to the invention can be used on many routes.

Ferner ist eine der Fahrzeugsicherungseinrichtungen erfindungsgemäß als eine LZB- oder PZB-Fahrzeugsicherungseinrichtung ausgebildet. LZB (Linienförmige Zugbeeinflussung)- und PZB (Punktförmige Zugbeeinflussung)- Fahrzeugsicherungseinrichtungen sind bereits seit vielen Jahren auf vorhandenen Fahrstrecken im Einsatz. Daher kann das erfindungsgemäße Schienenfahrzeug, das eine LZB- oder PZB-Fahrzeugsicherungseinrichtung aufweist, auf besonders vielen vorhandenen Fahrstrecken eingesetzt werden, die noch nicht mit einer moderneren Fahrzeugsicherungseinrichtung wie beispielsweise ETCS ausgestattet sind. Das erfindungsgemäße Schienenfahrzeug kann automatisch erkennen, mit welcher Fahrzeugsicherungseinrichtung eine Fahrstrecke ausgestattet ist.Furthermore, according to the invention, one of the vehicle security devices is designed as an LZB or PZB vehicle security device. LZB (Linear Train Control) and PZB (Point-Shaped Train Control) vehicle safety devices have been in use on existing routes for many years. Therefore, the rail vehicle according to the invention, which has an LZB or PZB vehicle safety device, can be used on a particularly large number of existing routes that are not yet equipped with a more modern vehicle safety device such as ETCS. The rail vehicle according to the invention can automatically recognize which vehicle safety device a route is equipped with.

Um auch eine Kommunikation zwischen den fahrzeugseitigen Fahrzeugsicherungseinrichtungen zu ermöglichen, können die wenigstens zwei mit der ATO-Einrichtung über die ATP-Schnittstellen verbundenen fahrzeugseitigen Fahrzeugsicherungseinrichtungen miteinander verbunden sein. So kann beispielsweise eine der Fahrzeugsicherungseinrichtungen als führend ausgebildet sein, beispielsweise die ETCS-Fahrzeugsicherungseinrichtung, und die Kontrolle an die wenigstens eine weitere Fahrzeugsicherungseinrichtung abgeben, beispielsweise die LZB- oder PZB- Fahrzeugsicherungseinrichtung, wenn eine entsprechende streckenseitige Fahrzeugsicherungseinrichtung erkannt wird. Beispielsweise kann die ETCS-Fahrzeugsicherungseinrichtung auf LZB- oder PZB-Strecken in einem STM (State Transmission Mode)-Modus betrieben werden, in dem es die Kontrolle an die LZB- oder PZB-Fahrzeugsicherungseinrichtung abgibt.In order to also enable communication between the vehicle-side vehicle security devices, the at least two vehicle-side vehicle security devices connected to the ATO device via the ATP interfaces can be connected to one another. For example, one of the vehicle security devices can be designed as a leader, for example the ETCS vehicle security device, and hand over control to the at least one further vehicle security device, for example the LZB or PZB vehicle safety device if a corresponding trackside vehicle safety device is recognized. For example, the ETCS vehicle security device can be operated on LZB or PZB routes in an STM (State Transmission Mode) mode in which it transfers control to the LZB or PZB vehicle security device.

Die Erfindung betrifft weiterhin eine bahntechnische Anlage mit Fahrstrecken, die unterschiedliche streckenseitige Fahrzeugsicherungseinrichtungen aufweisen, und mit wenigstens einem erfindungsgemäßen Schienenfahrzeug, das nach einer der zuvor beschriebenen Ausführungsformen ausgebildet ist.The invention further relates to a railway system with routes that have different trackside vehicle safety devices, and with at least one rail vehicle according to the invention, which is designed according to one of the previously described embodiments.

In einer vorteilhaften Ausgestaltung des erfindungsgemäßen Verfahrens können weitere für das automatisierte Fahren notwenige Informationen, die nicht von einer der Fahrzeugsicherungseinrichtungen übermittelt wurden, von einer Betriebsleitstelle an die ATO-Einrichtung übermittelt werden. Dies hat den Vorteil, dass wie oben bereits beschrieben sämtliche für das automatisierte Fahren notwendige Informationen an die ATO-Einrichtung übermittelt werden können. Dabei werden sicherheitsrelevante Informationen von den fahrzeugseitigen Fahrzeugsicherungseinrichtungen und sicherheitstechnisch unkritische Informationen von der Betriebsleitstelle an die ATO-Einrichtung übermittelt.In an advantageous embodiment of the method according to the invention, further information necessary for automated driving, which was not transmitted by one of the vehicle security devices, can be transmitted from an operations control center to the ATO device. This has the advantage that, as already described above, all the information necessary for automated driving can be transmitted to the ATO facility. Safety-relevant information is transmitted from the vehicle-side vehicle safety devices and safety-related information is transmitted from the operations control center to the ATO facility.

Im Folgenden wird die Erfindung mit Bezug auf die beispielhaften Ausführungsformen in den beigefügten Zeichnungen erläutert.The invention is explained below with reference to the exemplary embodiments in the accompanying drawings.

Es zeigen:

Figur 1
eine schematische Darstellung einer beispielhaften Ausführungsform der erfindungsgemäßen bahntechnischen Anlage;
Figur 2
eine schematische Darstellung einer beispielhaften Ausführungsform eines erfindungsgemäßen Schienenfahrzeugs der Anlage aus Figur 1.
Show it:
Figure 1
a schematic representation of an exemplary embodiment of the railway system according to the invention;
Figure 2
a schematic representation of an exemplary embodiment of a rail vehicle according to the invention of the system Figure 1 .

Im Folgenden wird die Erfindung mit Bezug auf die beispielhafte Ausführungsform in den Figuren 1 und 2 beschrieben.The invention is explained below with reference to the exemplary embodiment in the Figures 1 and 2 described.

Eine beispielhafte Ausführungsform einer erfindungsgemäßen bahntechnischen Anlage 1, wie sie in Figur 1 dargestellt ist, weist wenigstens ein Schienenfahrzeug 2, eine Betriebsleitstelle 3 und mehrere Fahrstrecken 4a, 4b auf. Die Fahrstrecken 4a, 4b umfassen jeweils unterschiedliche streckenseitige Fahrzeugsicherungseinrichtungen 5a, 5b.An exemplary embodiment of a railway system 1 according to the invention, as shown in Figure 1 is shown, has at least one rail vehicle 2, an operations control center 3 and several routes 4a, 4b. The routes 4a, 4b each include different route-side vehicle safety devices 5a, 5b.

Das erfindungsgemäße Schienenfahrzeug 2 umfasst in der gezeigten beispielhaften Ausführungsform eine ATO-Einrichtung 6, eine erste Fahrzeugsicherungseinrichtung 7, eine zweite Fahrzeugsicherungseinrichtung 8, eine Fahrzeugsteuereinrichtung 9, eine Hinderniserkennungseinrichtung 10, eine Anzeigeeinrichtung 11, weitere Ein- und Ausgänge 12 und weitere Fahrzeugelemente 13.In the exemplary embodiment shown, the rail vehicle 2 according to the invention comprises an ATO device 6, a first vehicle security device 7, a second vehicle security device 8, a vehicle control device 9, an obstacle detection device 10, a display device 11, further inputs and outputs 12 and further vehicle elements 13.

Die ATO-Einrichtung ist für ein automatisiertes Fahren des Schienenfahrzeugs 2 ausgebildet und weist eine erste ATP-Schnittstelle 14, eine zweite ATP-Schnittstelle 15, eine Steuerschnittstelle 16 und eine Leitschnittstelle 17 auf. Die ATO-Einrichtung 6 ist über die erste ATP-Schnittstelle 14 mit der ersten Fahrzeugsicherungseinrichtung 7 verbunden und über die zweite ATP-Schnittstelle 15 mit der zweiten Fahrzeugsicherungseinrichtung 8. Die Steuerschnittstelle 16 verbindet die ATO-Einrichtung 6 mit der Fahrzeugsteuereinrichtung 9 und auch mit der lediglich optionalen Hinderniserkennungseinrichtung 10. Die Leitschnittstelle 17 verbindet die ATO-Einrichtung 6 mit der Betriebsleitstelle 3, wobei diese Verbindung in der Ausführungsform der Figuren als eine Funkverbindung 18, beispielsweise durch GSM oder GSM-R, ausgebildet ist.The ATO device is designed for automated driving of the rail vehicle 2 and has a first ATP interface 14, a second ATP interface 15, a control interface 16 and a control interface 17. The ATO device 6 is connected to the first vehicle security device 7 via the first ATP interface 14 and to the second vehicle security device 8 via the second ATP interface 15. The control interface 16 connects the ATO device 6 to the vehicle control device 9 and also to the only optional obstacle detection device 10. The control interface 17 connects the ATO device 6 with the operations control center 3, this connection being designed in the embodiment of the figures as a radio connection 18, for example through GSM or GSM-R.

Die erste fahrzeugseitige Fahrzeugsicherungseinrichtung 7 ist erfindungsgemäß als eine an sich bekannte LZB-Fahrzeugsicherungseinrichtung ausgebildet und weist ein Kommunikationsmittel 19 auf. Das Kommunikationsmittel 19 ist zur Kommunikation mit der entsprechenden streckenseitigen ebenfalls gemäß der LZB-Technologie ausgebildeten Fahrzeugsicherungseinrichtung 5a vorgesehen. Alternativ könnte die erste Fahrzeugsicherungseinrichtung 7 auch als eine PZB-Fahrzeugsicherungseinrichtung ausgebildet sein.According to the invention, the first vehicle-side vehicle security device 7 is designed as a known LZB vehicle security device and has a communication means 19. The communication means 19 is provided for communication with the corresponding trackside vehicle safety device 5a, which is also designed according to LZB technology. Alternatively, the first vehicle security device 7 could also be designed as a PZB vehicle security device.

Die zweite Fahrzeugsicherungseinrichtung 8 ist erfindungsgemäß als eine ETCS-Fahrzeugsicherungseinrichtung ausgebildet und umfasst ein Kommunikationsmittel 20, das zur Kommunikation mit der entsprechenden streckenseitigen ETCS-Fahrzeugsicherungseinrichtung 5b ausgebildet ist.According to the invention, the second vehicle security device 8 is designed as an ETCS vehicle security device and comprises a communication means 20 which is designed for communication with the corresponding trackside ETCS vehicle security device 5b.

Die Fahrzeugsteuereinrichtung 9 ist mit den weiteren Fahrzeugelementen 13, wie Antrieb, Bremse, etc., verbunden. Die Fahrzeugsteuereinrichtung 9 gibt Steuerbefehle an die weiteren Fahrzeugelemente 13 aus, um das Schienenfahrzeug 2 zu steuern und auf der Fahrstrecke 4a, 4b zu fahren. In der Fahrzeugsteuereinrichtung 9 ist beispielsweise auch eine automatische Fahr- und Bremssteuerung (AFB) integriert.The vehicle control device 9 is connected to the other vehicle elements 13, such as drive, brake, etc. The vehicle control device 9 issues control commands to the other vehicle elements 13 in order to control the rail vehicle 2 and drive it on the route 4a, 4b. For example, an automatic driving and braking control (AFB) is also integrated in the vehicle control device 9.

Die Hinderniserkennungseinrichtung 10 ist sowohl mit der ATO-Einrichtung 6 als auch der Fahrzeugsteuereinrichtung 9 verbunden. Die Hinderniserkennungseinrichtung 10 ist zum Erkennen von Hindernissen vor dem Schienenfahrzeug 2 im Bereich der Fahrstrecke 4a, 4b ausgebildet und gibt bei erkanntem Hindernis entsprechende Steuersignale an die ATO-Einrichtung 6 und die Fahrzeugsteuereinrichtung 9.The obstacle detection device 10 is connected to both the ATO device 6 and the vehicle control device 9. The obstacle detection device 10 is designed to detect obstacles in front of the rail vehicle 2 in the area of the route 4a, 4b and, when an obstacle is detected, sends corresponding control signals to the ATO device 6 and the vehicle control device 9.

Die Anzeigeeinrichtung 11 ist beispielsweise ein Monitor in einem Führerstand des Schienenfahrzeugs 2, die einem gegebenenfalls noch vorhandenen Triebfahrzeugführer Informationen anzeigt.The display device 11 is, for example, a monitor in a driver's cab of the rail vehicle 2, which displays information to a driver who may still be present.

Die weiteren Ein- und Ausgänge 12 sind ebenfalls mit der ATO-Einrichtung 6 verbunden und geben beispielsweise sichere oder nicht sichere Informationen an die ATO-Einrichtung 6, wie beispielsweise ein GPS-Ortssignal, Schaltstellungen von Schaltern oder Knöpfen auf einem Bedienpult oder Signale von einem Wegimpulsgeber.The other inputs and outputs 12 are also connected to the ATO device 6 and, for example, provide secure or non-secure information to the ATO device 6, such as a GPS location signal, switching positions of switches or buttons on a control panel or signals from one Travel pulse generator.

Die Kommunikation zwischen der ATO-Einrichtung 6 und der Betriebsleitstelle 3 geschieht bei der dargestellten beispielhaften Ausführungsform über eine streckenseitig angeordnete Kommunikationseinrichtung 21, die beispielsweise in Form von Funkmasten entlang der Fahrstrecke 4a, 4b ausgebildet ist. Eine Kombination mit den Kommunikationsmitteln 19 und/oder 20 ist gegebenenfalls möglich.In the exemplary embodiment shown, the communication between the ATO device 6 and the operations control center 3 takes place via a communication device 21 arranged on the route side, which is designed, for example, in the form of radio masts along the route 4a, 4b. A combination with the communication means 19 and/or 20 is possible if necessary.

Die erfindungsgemäße ATO-Einrichtung 6 weist die zwei ATP-Schnittstellen 14, 15 auf und ist folglich mit den unterschiedlichen fahrzeugseitigen Fahrzeugsicherungseinrichtungen 7, 8 signaltechnisch verbunden. Dadurch kann das erfindungsgemäße Schienenfahrzeug 2 gesteuert von der ATO-Einrichtung 6 auf den Fahrstrecken 4a, 4b automatisiert fahren, die mit unterschiedlichen streckenseitigen Fahrzeugsicherungseinrichtungen 5a, 5b ausgestattet sind. Die ATO-Einrichtung 6 übernimmt dabei in der Ausführungsform der Figuren die Funktionen:
Fahren (Antriebssteuerung), Bremsen (Bremssteuerung), Halten mit hoher Genauigkeit, Überwachung einer Haltetoleranz, Freigabe der Türen an einer vorgesehenen Seite, Türschließkommandos, Anzeigen einer Haltedauer, Anzeigen einer gewollten Abfahrtszeit, Anzeigen einer gewollten Ankunftszeit, energieoptimiertes Fahren und Bremsen, Nachberechnung des energieoptimierten Fahrens bei Veränderung des Fahrwegs während der Fahrt, Kontrolle eines maximalen Rucks des sogenannten Jerks, , bei Lastwechsel, pünktliche Ankunft nach Offline-Fahrplänen, Empfang und Berücksichtigung von Online-Fahrplankorrekturen, Fahrgastinformationsausgabe, Bereitstellung eines Streckenatlasses, Update eines Streckenatlasses mit aktualisierten Daten, Kommunikation mit der Betriebsleitstelle 3, Transport fremder Daten von und zu Kommunikationseinrichtungen entlang der Strecke, Offline-Betrieb mit vordefinierten Daten und Offline-Betrieb mit gänzlich oder teilweise aktualisierten Daten, die über geeignete Kommunikationsstrecken ausgetauscht werden. Selbstverständlich kann die ATO-Einrichtung 6 auch mehr oder weniger Funktionen erfüllen.The ATO device 6 according to the invention has the two ATP interfaces 14, 15 and is therefore connected in terms of signaling to the different vehicle security devices 7, 8. As a result, the rail vehicle 2 according to the invention can drive automatically, controlled by the ATO device 6, on the routes 4a, 4b, which are equipped with different trackside vehicle safety devices 5a, 5b. The ATO device 6 takes on the functions in the embodiment of the figures:
Driving (drive control), braking (brake control), stopping with high accuracy, monitoring a stopping tolerance, releasing the doors on a designated side, door closing commands, displaying a stopping period, displaying a desired departure time, displaying a desired arrival time, energy-optimized driving and braking, recalculation of the energy-optimized driving when the route changes during the journey, control of a maximum jerk of the so-called jerk, , during load changes, punctual arrival according to offline timetables, receipt and consideration of online timetable corrections, passenger information output, provision of a route atlas, update of a route atlas with updated data, Communication with the operations control center 3, transport of external data to and from communication facilities along the route, offline operation with predefined data and offline operation with fully or partially updated data that are exchanged over suitable communication routes. Of course, the ATO device 6 can also fulfill more or fewer functions.

Für die genannten Funktionen und allgemein für das automatisierte Fahren eines Schienenfahrzeugs sind eine Vielzahl von Informationen, beispielsweise Führungsgrößen, auf Seiten der ATO-Einrichtung 6 notwendig. Diese Informationen werden der ATO-Einrichtung 6 von den fahrzeugseitigen Fahrzeugsicherungseinrichtungen 7, 8 und von der Betriebsleitstelle 3 übermittelt. Je nach sicherungstechnischer Ausstattung der Fahrstrecke 4a, 4b empfängt entweder die erste Fahrzeugsicherungseinrichtung 7 oder die zweite Fahrzeugsicherungseinrichtung 8 verschiedene Informationen von den streckenseitigen Fahrzeugsicherungseinrichtungen 5a, 5b. Alle darüber hinaus für das automatisierte Fahren nötigen Informationen erhält die ATO-Einrichtung 6 von der Betriebsleitstelle 3 oder über die Hinderniserkennungseinrichtung 10 oder beispielsweise eine andere Sensorik.For the functions mentioned and generally for the automated driving of a rail vehicle, a large amount of information, for example reference variables, is necessary on the part of the ATO device 6. This information is transmitted to the ATO device 6 by the vehicle security devices 7, 8 and by the operations control center 3. Depending on the safety equipment of the route 4a, 4b, either the first vehicle safety device 7 or the second vehicle safety device 8 receives different information from the route-side vehicle safety devices 5a, 5b. The ATO device 6 receives all of the information required for automated driving from the operations control center 3 or via the obstacle detection device 10 or, for example, another sensor system.

Die fahrzeugseitigen Fahrzeugsicherungseinrichtungen 7, 8 sind gemäß einem hohen Sicherheitsstandard, beispielsweise SIL3 oder SIL4, ausgebildet, so dass die Informationsübermittlung hierüber als besonders sicher angesehen werden kann. Beispielsweise werden über die ATP-Schnittstellen 14, 15 eine zulässige Höchstgeschwindigkeit und Bremssignale an die ATO-Einrichtung 6 übermittelt. Die Anzahl oder Art von Informationen, die die ATO-Einrichtung 6 von den fahrzeugseitigen Fahrzeugsicherungseinrichtungen 7, 8 erhält, ist ggf. unterschiedlich. So übermittelt die als LZB-Fahrzeugsicherungseinrichtung ausgebildete erste Fahrzeugsicherungseinrichtung 7 weniger Informationen an die ATO-Einrichtung 6 als die als modernere ETCS-Fahrzeugsicherungseinrichtung ausgebildete zweite Fahrzeugsicherungseinrichtung 8. Das erfindungsgemäße Schienenfahrzeug 2 hat in der in den Figuren dargestellten beispielhaften Ausführungsformen den Vorteil, dass es sowohl auf LZB ausgestatteten Fahrstrecken 4a und auch auf ETCS ausgestatteten Fahrstrecken 4b automatisch fahren kann. LZB ausgerüstete Fahrstrecken 4a sind beispielsweise in Deutschland und einigen anderen mitteleuropäischen Staaten sehr verbreitet. ETCS ausgestattete Fahrstrecken 4b werden immer häufiger gebaut und bilden insbesondere im länderübergreifenden Verkehr den Standard.The vehicle safety devices 7, 8 are designed according to a high safety standard, for example SIL3 or SIL4, so that the transmission of information can be viewed as particularly secure. For example, a permissible maximum speed and braking signals are transmitted to the ATO device 6 via the ATP interfaces 14, 15. The number or type of information that the ATO device 6 receives from the vehicle security devices 7, 8 may be different. The first vehicle security device 7, designed as an LZB vehicle security device, transmits less information to the ATO device 6 than the second vehicle security device 8, designed as a more modern ETCS vehicle security device. The rail vehicle according to the invention 2 has the advantage in the exemplary embodiments shown in the figures that it can drive automatically both on LZB-equipped routes 4a and also on ETCS-equipped routes 4b. LZB equipped routes 4a are very common in Germany and some other Central European countries, for example. Routes 4b equipped with ETCS are being built more and more frequently and are the standard, especially in cross-border traffic.

Mit Hilfe der Erfindung können auch bereits vorhandene Schienenfahrzeuge, die bereits eine erste Fahrzeugsicherungseinrichtung 7 aufweisen, leicht mit einer erfindungsgemäßen ATO-Einrichtung 6 nachgerüstet werden. Die zweite Fahrzeugsicherungseinrichtung 8 wird ergänzt, so dass das nachgerüstete erfindungsgemäße Schienenfahrzeug 2 die verschiedenen Fahrstrecken 4a, 4b automatisch befahren kann.With the help of the invention, existing rail vehicles that already have a first vehicle safety device 7 can easily be retrofitted with an ATO device 6 according to the invention. The second vehicle safety device 8 is supplemented so that the retrofitted rail vehicle 2 according to the invention can automatically travel on the different routes 4a, 4b.

Claims (8)

  1. ATO device (6) for the automated driving of a rail vehicle (2) on tracks (4a, 4b) which are equipped with different track-side vehicle protection devices (5a, 5b),
    wherein the ATO device (6) has at least two ATP interfaces (14, 15) which are configured for connecting the ATO device (6) to different vehicle-side vehicle protection devices (7, 8) and for transferring information items necessary for the automated driving from the respective vehicle-side vehicle protection device (7, 8) to the ATO device (6),
    wherein one of the ATP interfaces (14, 15) is configured to connect the ATO device (6) to a vehicle protection device (7, 8), which is configured as an ETCS vehicle protection device, and
    wherein the other of the ATP interfaces (14, 15) is configured so as to connect the ATO device (6) to a vehicle protection device (7, 8), which is configured as an LZB or PZB vehicle protection device.
  2. ATO device (6) according to claim 1,
    characterised in that
    the ATO device (6) has at least one control interface (16) which is configured for connecting the ATO device (6) to a vehicle control device (9) of the rail vehicle (2) and is configured for controlling the rail vehicle (2) via the control interface (16).
  3. ATO device (6) according to claim 1 or 2,
    characterised in that
    the ATO device (6) has at least one master interface (17) which is configured for connecting the ATO device to an operational control centre (3) and is configured such that information items necessary for the automated driving and not transferred via the ATP interfaces (14, 15) are transferred by means of the master interface (17).
  4. Rail vehicle (2)
    having at least one ATO device (6) according to one of the aforementioned claims and
    having at least two different vehicle-side vehicle protection devices (7, 8) connected to the ATO device via the ATP interfaces (14, 15), said vehicle protection devices each being configured to transfer information items necessary for the automated driving to the ATO device (6),
    wherein one of the vehicle protection devices (7, 8) is configured as an ETCS vehicle protection device and
    wherein another of the vehicle protection devices (7, 8) is configured as an LZB or PZB vehicle protection device.
  5. Rail vehicle (2) according to claim 4,
    characterised in that
    the at least two vehicle-side vehicle protection devices connected to the ATO device via the ATP interfaces are connected to one another.
  6. Railway-technical installation (1)
    having tracks (4a, 4b) which have different track-side vehicle protection devices (5a, 5b) and
    having at least one rail vehicle (2) which is configured according to claim 4 or 5.
  7. Method for the automated driving of a rail vehicle (2) on tracks (4a, 4b) which are equipped with different track-side vehicle protection devices (5a, 5b),
    wherein information items necessary for the automated driving are transferred at least partially from different vehicle-side vehicle protection devices (7, 8) to an ATO device (6) by means of at least two ATP interfaces (14, 15), wherein one of the vehicle protection devices (7, 8) is configured as an ETCS vehicle protection device and wherein another of the vehicle protection devices (7, 8) is configured as an LZB or PZB vehicle protection device, and
    wherein the rail vehicle (2) is controlled by the ATO device (6) dependent upon the transferred information items.
  8. Method according to claim 7,
    characterised in that
    further information items necessary for the automated driving that were not transferred by one of the vehicle protection devices (7, 8) are transferred from an operational control centre (3) to the ATO device (6).
EP17710872.7A 2016-03-21 2017-03-14 Ato device, rail vehicle and method for the automated driving of a rail vehicle Active EP3405377B1 (en)

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PCT/EP2017/055923 WO2017162472A1 (en) 2016-03-21 2017-03-14 Ato device, rail vehicle and method for the automated driving of a rail vehicle

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EP3405377C0 (en) 2023-10-04
RU2705523C1 (en) 2019-11-07
CN109195854A (en) 2019-01-11
DE102016204597A1 (en) 2017-09-21
EP3405377A1 (en) 2018-11-28
US20190100226A1 (en) 2019-04-04
ES2966892T3 (en) 2024-04-24

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