EP3967569A1 - Verfahren und system zur steuerung eines schienenfahrzeugs im falle einer trennung zwischen obu- und rbc-subsystemen - Google Patents

Verfahren und system zur steuerung eines schienenfahrzeugs im falle einer trennung zwischen obu- und rbc-subsystemen Download PDF

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Publication number
EP3967569A1
EP3967569A1 EP20306014.0A EP20306014A EP3967569A1 EP 3967569 A1 EP3967569 A1 EP 3967569A1 EP 20306014 A EP20306014 A EP 20306014A EP 3967569 A1 EP3967569 A1 EP 3967569A1
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EP
European Patent Office
Prior art keywords
rbc
railway vehicle
virtual
message
railway
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP20306014.0A
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English (en)
French (fr)
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EP3967569B1 (de
Inventor
Attilio ERRIQUEZ
Patrick ZOETARDT
Andre RADOMIAK
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
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Alstom Transport Technologies SAS
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Priority to EP20306014.0A priority Critical patent/EP3967569B1/de
Priority to ES20306014T priority patent/ES2950267T3/es
Publication of EP3967569A1 publication Critical patent/EP3967569A1/de
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Publication of EP3967569B1 publication Critical patent/EP3967569B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • 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
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present invention relates to a method and system for controlling a railway vehicle in case of disconnection between the OBU and the RBC subsystems.
  • An ERTMS/ETCS Level 2 / Level 3 system which is the system of standards for managing the railway traffic and associated on-board signaling according to European Union's Technical Specifications for Interoperability, relies on the availability of a wireless telecommunication network.
  • the ERTMS/ETCS system is arranged to allow communication between an on board subsystem or unit (OBU) of a railway vehicle and a trackside subsystem named Radio Block Center (RBC) associated to a portion of a railway network.
  • OFU on board subsystem or unit
  • RBC Radio Block Center
  • the on board subsystem OBU receives instructions allowing movement of the railway vehicle (such as Movement Authority , Grant for Shunting or for Reversing or to proceed in Staff responsible mode, etc.) from a Radio Block Center (RBC), through wireless telecommunication infrastructures.
  • RBC Radio Block Center
  • the railway vehicle can only proceed in mode providing limited protection, based on manual procedures with collaboration between the railway vehicle driver and the trackside signaling officer, monitoring authorizations, track clearance, level crossings, point positions, etc. Under this situation, the operational speed of the railway vehicle is kept very low.
  • the railway vehicle is stopped and the railway driver is allowed to continue travelling at limited speed, as long as the radio connection is not restored.
  • a railway infrastructure manager shall provide adequate network coverage and availability, which is reached by deployment of private radio communication infrastructure.
  • the wireless telecommunication system could be deployed according to engineering rules ensuring the required wireless coverage even in case of unavailability of some elements of the infrastructure.
  • the deployment of a private wireless telecommunication system has an important impact on the overall life cycle cost of the railway system, moreover, the GSM-R technology currently used for such wireless telecommunication services will be discontinued by network suppliers.
  • the railways entities are therefore planning to move to the use of public telecom infrastructures independent from the radio technology allowing to take full advantage of the new and future evolutions such as LTE / 5G, satellite.
  • the invention aims to provide to a known OBU information to protect singularities on route, thus allowing a safe higher operational speed on plain tracks.
  • a track between two stations is generally provided with no turnouts, and mostly one railway vehicle at a time, meaning that the railway vehicle must be mostly protected from over-speed, level crossings...
  • the movement authorization could therefore rely on the static information describing a track (static speed profiles, level crossings, ).
  • This description could therefore be defined in the form of a " default RBC message " belonging to the route over the track (and typically a single route is defined from station to station, in a low density line) connecting two stations.
  • a railway vehicle driver In case of loss of communication between the RBC and the OBU subsystems, a railway vehicle driver is usually forced to run at a low speed in a degraded mode ( Staff responsible mode) with no information on the track.
  • a degraded mode Staff responsible mode
  • the method according to the present invention allows the creation of virtual RBC messages, memorized by the on-board subsystem (for example on a storage memory), comprising a description of the railway track and predetermined travel information such as " Static Speed Profile " and positions of the " Level Crossings ", thus giving the possibility for the railway vehicle to run at a higher speed on long single track sections, with protections mostly from over-speeding and collisions with road, vehicles and pedestrians at level crossings.
  • the on-board subsystem for example on a storage memory
  • the virtual RBC message provides restrictive information about the railway track on which the railway vehicle is running, to enable protection of travel as speed profiles, level crossings positions, danger points, end of route, etc. This information is used by the OBU subsystem of a railway vehicle to protect the railway vehicle once the trackside signaling officer has authorized the railway vehicle to proceed (ensuring that a default route is set and confirmed), allowing the railway vehicle to move at a higher speed than the one that would be imposed by the standard method, hence mitigating the traffic disturbance from wireless network potential reduction of service.
  • an ERTMS/ETCS system can be enhanced by introducing a new source of information for the OBU subsystems, namely the route map database.
  • This new information is provided wirelessly to the railway vehicle and it is memorized in the OBU subsystem of the railway vehicle, which includes a process ensuring that the OBU is always using the applicable definition of the route map database.
  • the route map database is a topological description of low density line tracks, that is used in combination with odometry and other absolute geographic positioning system (e.g. GNSS) to localize the railway vehicle on a track.
  • GNSS absolute geographic positioning system
  • the position and orientation of balise devices is indicated in this description to allow positioning of the railway vehicle according to ERTMS principles.
  • Virtual RBC messages are part of the Route map database and associated to balise devices .
  • the route map database data are distributed to the OBUs in a safe and secured way or sent through packets (e.g. specific Packet 44 or ETCS/ERTMS) included into physical Eurobalises.
  • packets e.g. specific Packet 44 or ETCS/ERTMS
  • a FQDN Full Qualified Domain Name
  • IP address of server(s) for allowing such route map data distribution is a parameter in any OBU subsystem.
  • the OBU subsystem checks, for example, availability of a new version of route map data at the beginning of each mission (power on and/or at each new connection with the RBC subsystem). In case a newer version is available, the OBU subsystem receives the applicable version of route map data, replacing older data previously stored.
  • the route map data integrity and authenticity are ensured by applying state of the art technics of the domain.
  • Figure 1 is a schematic picture of a system 1 performing a method for controlling a railway vehicle in case of disconnection between the OBU and the RBC modules according to the present invention.
  • an OBU subsystem or module 2 refers to known physical balise devices 4.
  • a telecommunication interface device 10 connects the OBU module 2 to wireless telecommunication network(s) 12.
  • an RBC subsystem or module 14 is connected to the wireless telecommunication sub-system 12, to allow communication with the on board side.
  • Other standard signaling systems/modules known by people of the domain are denoted with reference 18 and are here not named as not relevant to the method of the present invention.
  • Figure 2 shows a schematic picture of the OBU module 2 connected to a route map database 20.
  • FIG. 3 is a block diagram of the steps of the method according to the present invention, which is performed by the OBU module 2.
  • the OBU module 2 detects the disconnection with the trackside characterized by the absence of message exchanged with the RBC for more than a time set by the ETCS system parameter, if so, at step 52, the railway vehicle is stopped by the OBU.
  • the railway driver performs an "override" process in coordination with a trackside signaling operator. This process allows the railway vehicle to move again:
  • the OBU module 2 checks if there is a virtual RBC message (attached to the last encountered reference balise devices and memorized on a storage memory) and if this message is applicable, after validity checks according to the direction of movement of the railway vehicle.
  • the OBU module 2 processes this virtual RBC message as if it were provided by the RBC module 14, this message provides a Movement Authority in " Limited Supervision " mode with track description (authorized speed profile, level crossings, ..) allowing a supervision of the OBU module 2, which can give the possibility to run safely at a higher speed up to a location predefined by the applicable virtual RBC message.
  • the virtual RBC messages is used by the OBU module 2 as an alternative source for receiving ETCS messages with respect to the standard method (RBC, balises,..).
  • the OBU module 2 only accepts messages when in ERTMS/ETCS Level 2 or Level 3.
  • the OBU module 2 applies to virtual RBC messages all message filtering and validity checks as applicable for a RBC messages received by wireless telecommunication from trackside RBC modules, at the exception of the timestamp, which is not present in the virtual RBC messages.
  • the OBU module 2 processes the Virtual RBC message as other messages received from a RBC.
  • the virtual RBC message is composed by a header and a payload.
  • the header is composed by a unique identifier.
  • the payload contained in the Virtual RBC message is a standard ERTMS/ETCS message, using the same message and packets structure complying with the ETCS standard specification Subset 026 of the ERTMS/ETCS standard.
  • the virtual RBC message contains information about the railway track that allows generating a predefined " simplified " movement authority when the communication between the OBU and the RBC subsystems is lost.
  • the respective virtual RBC message from the route map database 20 is processed by the OBU module 2.
  • the message is sent only once, including the case where the mode or the railway vehicle orientation change several times but LRBG remains unchanged.
  • Figure 4 shows a railway vehicle 100 running on a railway track and controlled with the method according to the present invention. Distance are not relevant to the invention but used as example of application context.
  • the virtual RBC message can be a Level 2 Movement Authority with mode profile " Limited Supervision " including danger point definition and computation of Release Speed, Static Speed Profile, Level Crossing Information and any other singularity. Therefore, the virtual RBC message comprises in this case at least:
  • the data packets are configured for most restrictive information (e.g. Level crossing in a non-protected state).
  • the railway vehicle 100 is stopped at point 104 by appropriate reaction (service brake or trip) per se known.
  • the railway driver is then authorized to continue the travel only after explicit authorization from a signaling officer. After the authorization is received, the driver performs the "override” action and the OBU module 2 enters in "Staff responsible” mode.
  • this message is processed by the OBU module 2 and could for instance deliver a movement authority with immediate transition to " Limited Supervision " mode and a full track description up to position 106.
  • the messages are independent from a punctual location of the railway vehicle position
  • the solution of the present invention is not against interoperability as it does not prevent railway vehicles not managing the Virtual RBC message to operate on the line.
  • the Virtual RBC message being only known by so fitted trains to provide these with an operational advantage.
  • Railway vehicles not implementing this function will proceed at lower speed in "Staff Responsible" mode in case of unavailability of the wireless telecommunication service.
  • the OBU module 2 fitted with the virtual RBC message function remains interoperable with lines where there is no RouteMap information.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP20306014.0A 2020-09-11 2020-09-11 Verfahren und system zur steuerung eines schienenfahrzeugs im falle einer trennung zwischen obu- und rbc-subsystemen Active EP3967569B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP20306014.0A EP3967569B1 (de) 2020-09-11 2020-09-11 Verfahren und system zur steuerung eines schienenfahrzeugs im falle einer trennung zwischen obu- und rbc-subsystemen
ES20306014T ES2950267T3 (es) 2020-09-11 2020-09-11 Método y sistema para controlar un vehículo ferroviario en caso de desconexión entre los subsistemas OBU y RBC

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20306014.0A EP3967569B1 (de) 2020-09-11 2020-09-11 Verfahren und system zur steuerung eines schienenfahrzeugs im falle einer trennung zwischen obu- und rbc-subsystemen

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Publication Number Publication Date
EP3967569A1 true EP3967569A1 (de) 2022-03-16
EP3967569B1 EP3967569B1 (de) 2023-05-10

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ES (1) ES2950267T3 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024139825A1 (zh) * 2022-12-27 2024-07-04 卡斯柯信号有限公司 从c0等级自动转入cn等级后备模式的方法、设备及介质

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1942041A2 (de) * 2007-01-04 2008-07-09 Westinghouse Brake and Signal Holdings Limited Signalsystem
EP2746131A1 (de) * 2011-05-16 2014-06-25 Beijing National Railway Research & Design Institute of Signal & Communication Co., Ltd. Verfahren zur sicherheitsüberwachung und -verarbeitung eines eisenbahnzuges auf basis eines funkblockzentrums
CN110104031A (zh) * 2019-04-19 2019-08-09 卡斯柯信号有限公司 一种基于车车通信的列控系统降级管理系统

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1942041A2 (de) * 2007-01-04 2008-07-09 Westinghouse Brake and Signal Holdings Limited Signalsystem
EP2746131A1 (de) * 2011-05-16 2014-06-25 Beijing National Railway Research & Design Institute of Signal & Communication Co., Ltd. Verfahren zur sicherheitsüberwachung und -verarbeitung eines eisenbahnzuges auf basis eines funkblockzentrums
CN110104031A (zh) * 2019-04-19 2019-08-09 卡斯柯信号有限公司 一种基于车车通信的列控系统降级管理系统

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
LOEWE J ET AL: "ETCS-Migration von Triebfahrzeugen mit Trainguard", SIGNAL UND DRAHT: SIGNALLING & DATACOMMUNICATION, EURAILPRESS, DE, vol. 102, no. 4, 1 April 2010 (2010-04-01), pages 18 - 23, XP001552654, ISSN: 0037-4997 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024139825A1 (zh) * 2022-12-27 2024-07-04 卡斯柯信号有限公司 从c0等级自动转入cn等级后备模式的方法、设备及介质

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ES2950267T3 (es) 2023-10-06
EP3967569B1 (de) 2023-05-10

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