EP4331939A1 - Traffic network and method for operating rail vehicles in a traffic network - Google Patents

Abstract

The subject of the invention is a method for operating rail vehicles (FZ) in a transport network in an operating area (GBB) shared with road users other than the rail vehicles, the rail vehicles communicating with route elements (IMU, CV, V2X-U) arranged in the operating area. According to the invention, it is provided that the rail vehicles and the track elements use a V2X standard for communication with one another and that the rail vehicles communicate with the track elements in an operating area (RBB) reserved for the rail vehicles via a communication standard (CBTC) that is different from the V2X standard.

Description

The invention relates to a method for operating rail vehicles in a transport network. The invention also relates to a method for modernizing an operating area for rail vehicles. The invention further relates to a transport network for operating rail vehicles with an operating area shared with road users other than the rail vehicles. The invention further relates to a rail vehicle for operation in a transport network with an operating area shared with road users other than the rail vehicles and a processing unit for operation in a transport network with an operating area shared with road users other than the rail vehicles. Finally, the invention relates to a computer program and a provision device for this computer program, the computer program being equipped with program instructions for carrying out this method.

For example, CBTC (Communication-Based Train Control) is used in train control operations (in an operating area reserved for rail vehicles) of underground trams. A computer-aided process based on bidirectional communication for central train monitoring and operational management with the partial functions of automated train protection, automated operation and automated monitoring is carried out there. In visual driving operation without automated train control (ie in an operating area shared with other road users), point-like unidirectional communication (e.g. with IMU coupling coils, IMU stands for inductive message transmission) usually takes place between the train and the route. The areas are treated separately during implementation. It is therefore not possible for the operator to accurately track train movements in operating areas with visual driving that are shared with other road users. On the control technology side, only for Operating areas reserved for rail vehicles are shown. In the cockpit of the train there is an HMI for the reserved operating area with automated train protection (train protection operation).

For example, a travel lock in the shared operating area is usually implemented by track devices in the track (inductive, magnetic or mechanical transmission principles such as coupling coil, Eurobalise or similar), which send the information of a travel release (corresponds to an inactive travel lock) or stop (corresponds to an activated travel lock) to a corresponding antenna when passing by crossing the route facility. The vehicle device then triggers braking when “Stop” is received.

In metro and long-distance rail systems, continuous monitoring is often used to prevent driving over danger points, such as ETCS (European Train Control System), PTC (Positive Train Control) and CBTC (Communication-Based Train Control). Continuous monitoring enables automatic train control using continuous train running operation and eliminates the need to set up a large number of trackside devices, although the system of continuous monitoring is significantly more complex elsewhere. For trams that travel partially underground or pass through longer tunnels, continuous monitoring is carried out, for example CBTC. However, in above-ground driving operations, due to the more complex traffic situation (road users such as cars, bicycles and pedestrians must be taken into account), the train journey must be carried out by a vehicle driver (visual driving operation). Here, trackside devices such as coupling coils, which are installed in the road on the track, and corresponding components for communication in the vehicle are used.

The components of visual driving operation mentioned require a certain amount of installation space. This occurs particularly in so-called low-floor vehicles (e.g. trams), where the space between the vehicle floor and the track is limited There are space problems when installing the components mentioned. In addition, the components require a certain amount of maintenance to avoid malfunctions. In particular, components installed in the track of trams are not only run over by the tram, but also by other vehicles that use the road. This causes increased mechanical stress on the components, which also increases their susceptibility to failure.

The object of the invention is to provide a method, a transport network (containing routes consisting of railway tracks) for operating rail vehicles and a rail vehicle, which, with the least possible effort in terms of components installed in particular on or in the track, offers the greatest possible range of functions in one with others A shared traffic area is guaranteed for road users. In addition, the object of the invention is to provide a computer program and a provision device for this computer program with which the aforementioned method can be carried out.

This object is achieved according to the invention with the subject matter of the claim (method) specified at the beginning in that the rail vehicles and the track elements use a V2X standard for communication with one another and the rail vehicles communicate with the track elements in an operating area reserved for the rail vehicles via a communication standard that is different from the V2X standard .

The use of the V2X standard advantageously enables bidirectional, continuous train-route communication; bidirectional communication is also possible with the communication standard that differs from the V2X standard (for example CBTC). V2X is also based on radio-based transmission. Therefore, no hardware is required in the track. All components are easily accessible and the operator's infrastructure can be adapted without any construction work. In particular, infrastructure elements that are already in the catchment area of the route can also be used for communication Road users who are not rail vehicles, such as motor vehicles or buses, have been installed.

V2X as a public standard is used in the automotive industry and is therefore future-proof and not proprietary. On the one hand, V2X offers a direct connection (WLAN technology 802.11p) between track elements and the rail vehicle. The customer is therefore not dependent on the availability of public networks. Alternatively, V2X offers a mobile data connection as Cellular V2X, which allows convenience functions (value-added services) to be implemented that are not directly critical to operations. The value-added services can then be easily implemented through network-based communication.

A particular advantage is the ability to migrate with almost identical functionality to conventional message transmission technology (IMU, infrared, analogue radio). According to the invention, individual transmission points can therefore be migrated independently of one another, i.e. also successively. Communication with components of the road infrastructure is possible. Here the z. In some cases, cities' existing infrastructure (e.g. traffic lights) can easily be included because a uniform communication standard is used. An installed V2X roadside unit (access point on the route that is not necessarily used only by the train, but also by other road users other than rail vehicles) then receives messages in ITS-G5 (V2X) format.

The solution saves both the track equipment on the track and the corresponding vehicle antennas that would have to be used for classic point train control in visual driving operations. This leads to significant savings and solves problems with mounting the vehicle antenna, especially in low-floor trams. Instead, according to the invention, the V2X standard is used to transmit data that relates to the implemented applications. The route can be adapted to the modified scope of functions of visual driving operation Components (for the V2X standard) can be installed, or an infrastructure already installed in the shared operating area can be used for V2X. This means that installation costs can be saved at least to the extent that the components that have already been installed can be used. Because a vehicle data communication system such as V2X is used for this purpose, the solution can be implemented comparatively cost-effectively. Since there is no train protection operation, COTS components can be used, for example (COTS are components of the shelf, i.e. commercially available and therefore easily available and cost-effective components).

According to the invention, the system based on V2X offers digital, space-saving functions that are easy to implement, especially for tram systems, without track facilities and antennas tailored to these in the rail vehicle. The digital or virtual functions can therefore preferably also be used in low-floor vehicles with limited space (for example trams).

• Kontinuierliche Erfassung und Meldung der Fahrzeugposition zur Ermöglichung einer Zuglaufverfolgung in quasi Echtzeit als zusätzliches Feature.
• Bi-direktionaler Datenaustausch zwischen Strecke und Zug. Vorteilhaft kann dies durch eine Übertragungstechnik, die durch ein automatisches Zugsicherungssystem im reservierten Betriebsbereich vorgegeben wird, gewährleistet werden, wodurch ein Systemwechsel bei der bidirektionalen Kommunikation im reservierten Betriebsbereich und im geteilten Betriebsbereich vermieden wird.
• Bidirektionale Kommunikation, um Nachrichten (Text/Sprache) von Fahrdienstleitung an Fahrer und umgekehrt zu ermöglichen. Vorteilhaft wird dies auch durch den V2X Standard gewährleistet.
• Vereinfachung und Vereinheitlichung von Schnittstellen zu Streckeninfrastruktur und auf dem Fahrzeug. Dies bedeutet, dass spätestens nach einer kompletten Ablösung bestehender, im Gleis verbauter, im allgemeinen unidirektionaler Übertragungstechniken komplett auf eine einheitliche Übertragungstechnik zurückgegriffen werden kann, welche dann sowohl im reservierten Betriebsbereich als auch im geteilten Betriebsbereich zum Einsatz kommt.
• Gerade bei Verkehrsnetzen, die sowohl über geteilte als auch reservierte Betriebsbereiche verfügen, wird eine ganzheitliche Integration der unterschiedlichen Bereiche in ein gemeinsames Verkehrsmanagementsystem erreicht, sodass eine gesamtheitliche Sichtbarkeit und (wenn auch im geteilten Betriebsbereich eingeschränkte) Beinflussungsmöglichkeit der Züge im gesamten Verkehrsnetz (d. h. in geteilten Betriebsbereichen genauso wie in reservierten Betriebsbereichen) besteht.
• Der Möglichkeit der Einbindung beispielsweise einer Straßenbahn in ein gesamtheitliches, standardisiertes Verkehrsmanagementsystems einer Stadt/Kommune/Ballungsraum wird möglich. Dies kann über den schienengebundenen Verkehr hinaus gehen und auch Systeme des Straßenverkehrs, bspw. Lichtsignalanlagen oder Omnibuslinien, umfassen.
• Die Nutzung einer vollständigen Infrastrukturausrüstung eines automatischen Zugbeeinflussungssystems im geteilten Betriebsbereich wäre nicht wirtschaftlich und nicht nötig. Ein Betreiber möchte eine bedarfsgerechte, investitionsoptimierte Ausrüstung des Streckennetzes je nach Anforderungsprofil (Zugsicherungsbetrieb vs. Sichtfahrbetrieb). Hier setzt eine Ausgestaltung der Erfindung an, wonach für den Sichtbereich ein modifizierter Funktionsumfang zur Verfügung gestellt wird. Dieser ist vorzugsweise um sicherheitsrelevante Funktionen reduziert, die im Sichtfahrbetrieb durch einen Zugführer übernommen werden müssen. Deswegen kann auch eine im Funktionsumfang reduzierte Infrastruktur im Sichtfahrbetrieb installiert werden. Beispielsweise können Sensoren weggelassen werden, die für einen automatisierten Fahrbetrieb erforderlich wären.
• Möglichst wenig Hardware im Gleis / Gleiskörper, um Wartungs- und Instandhaltungsaufwände zu reduzieren und gleichzeitig eine höhere Flexibilität bei Änderungen oder Erweiterungen zu gewährleisten. Dies wird vorteilhaft durch den V2X Standard gewährleistet.
• Der Ablösung / Migration alter Meldeübertragungstechnik, da eine baldige Obsoleszenz der bestehenden Systeme absehbar ist. Hier kann die Installation einer Infrastruktur für die automatische Zugbeeinflussung Synergie-Effekte erzeugen, wobei die Infrastruktur idealerweise mit standardisierter und zukunftsfähiger Technik einen Investitionsschutz bietet. Dies gilt ebenfalls für die eingesetzte Hardware. Diese sollte ebenfalls möglichst auf standardisierten Komponenten basieren.
• Ein weiterer Vorteil ist die Ausbaufähigkeit. Beispielsweise ist es möglich, den automatischen Zugbetrieb (Zugsicherungsbetrieb) sukzessive auch auf den geteilten Betriebsbereich zu übertragen, wenn die Technologie hierfür ausgereift genug ist. In diesem Fall müssen nur noch die Komponenten der Infrastruktur für den automatischen Zugbetrieb installiert werden, wobei eine Nachrüstung in einem solchen Fall kostengünstiger ist, als es eine Erstausrüstung wäre. Perspektivisch können beispielsweise fahrerlose Straßenbahnen dann sowohl in den reservierten Betriebsbereichen als auch in den geteilten Betriebsbereichen zum Einsatz kommen.

Further advantages will be listed below in bullet points.

• Continuous recording and reporting of the vehicle position to enable train tracking in quasi real time as an additional feature.
• Bi-directional data exchange between route and train. This can advantageously be ensured by a transmission technology that is specified by an automatic train control system in the reserved operating area, whereby a system change in bidirectional communication in the reserved operating area and in the shared operating area is avoided.
• Bi-directional communication to enable messages (text/voice) from dispatcher to driver and vice versa. This is also advantageously guaranteed by the V2X standard.
• Simplification and standardization of interfaces to route infrastructure and on the vehicle. This means, that at the latest after a complete replacement of existing, generally unidirectional transmission technologies installed in the track, a uniform transmission technology can be used completely, which is then used both in the reserved operating area and in the shared operating area.
• Particularly in transport networks that have both shared and reserved operating areas, a holistic integration of the different areas into a common traffic management system is achieved, so that there is holistic visibility and (albeit limited in the shared operating area) the ability to influence trains in the entire transport network (i.e. in shared areas). operating areas as well as in reserved operating areas).
• The possibility of integrating, for example, a tram into a holistic, standardized traffic management system of a city/commune/conurbation becomes possible. This can go beyond rail-based traffic and also include road traffic systems, such as traffic lights or bus lines.
• The use of a complete infrastructure of an automatic train control system in the shared operating area would not be economical and unnecessary. An operator wants needs-based, investment-optimized equipment for the route network depending on the requirement profile (train control operation vs. visual operation). This is where an embodiment of the invention comes into play, according to which a modified range of functions is made available for the viewing area. This is preferably reduced to include safety-relevant functions that have to be taken over by a train driver in visual driving mode. For this reason, an infrastructure with reduced functionality can also be installed in visual driving mode. For example, sensors that would be required for automated driving can be omitted.
• As little hardware as possible in the track/track body in order to reduce maintenance and repair costs and at the same time to ensure greater flexibility for changes or extensions. This is advantageously guaranteed by the V2X standard.
• The replacement/migration of old message transmission technology, as it is foreseeable that the existing systems will soon become obsolescent. Here, the installation of an infrastructure for automatic train control can create synergy effects, with the infrastructure ideally offering investment protection with standardized and future-proof technology. This also applies to the hardware used. This should also be based on standardized components if possible.
• Another advantage is the expandability. For example, it is possible to gradually transfer automatic train operation (train control operation) to the shared operating area if the technology is mature enough for this. In this case, only the infrastructure components for automatic train operation need to be installed, with retrofitting in such a case being more cost-effective than original equipment. In the future, driverless trams, for example, can then be used both in the reserved operating areas and in the shared operating areas.

In the context of the invention, “computer-aided” or “computer-implemented” can be understood to mean an implementation of a method in which at least one computer or processor carries out at least one method step of the method.

In the context of the invention, a “computing environment” can be understood to mean an IT infrastructure consisting of components such as computers, storage units, programs and data to be processed with the programs, which are used to execute at least one application that has to fulfill a task. be used. The IT infrastructure can in particular also consist of a network of the components mentioned.

A “computing instance” (or instance for short) can be understood as a functional unit within a computing environment that can be assigned to an application (given, for example, by a number of program modules) and can execute it. When the application is executed, this functional unit forms a physically (e.g. computer, processor) and/or virtually (e.g. program module) self-contained system.

The term "calculator" or "computer" covers any electronic device with data processing properties. Computers can be, for example, clients, servers, handheld computers, communication devices and other electronic devices for data processing, which can have processors and storage units and can also be connected to a network via interfaces.

In connection with the invention, a “processor” can be understood to mean, for example, a converter, a sensor for generating measurement signals or an electronic circuit. A processor can in particular be a main processor (Central Processing Unit, CPU), a microprocessor, a microcontroller, or a digital signal processor, possibly in combination with a memory unit for storing program instructions and data. A processor can also be understood as a virtualized processor or a soft CPU.

In the context of the invention, a “memory unit” can be understood to mean, for example, a computer-readable memory in the form of a random access memory (RAM) or data memory (hard drive or data carrier).

“Program modules” are intended to be understood as individual software functional units that enable a program sequence of method steps according to the invention. These software functional units can be implemented in a single computer program or in several computer programs that communicate with one another. Those realized here Interfaces can be implemented in software terms within a single processor or in hardware terms if multiple processors are used.

“Interfaces” can be implemented in terms of hardware, for example wired or as a radio connection, and/or software, for example as an interaction between individual program modules of one or more computer programs.

According to one embodiment of the invention, it is provided that a Cooperative Awareness Message (CAM) of the V2X standard is used for communication.

In this application case, the CAM (Cooperative Awareness Message) is used, but this could alternatively be achieved with another message type within the V2X protocol. This message advantageously contains information from which a desired action of a route element can be derived. This can be, for example, course, line and target from which the switch position to be set can be determined in the case of individual switch control.

Preferably, it is provided that an extended range of functions (i.e. going beyond the change of specific route facilities), which is additionally covered by the V2X standard, only contains functions that are classified as not safety-relevant for the operation of the rail vehicle.

According to the international standard IEC 61508 or specifically for the railway sector according to the European standard EN 50129, four safety integrity levels (SIL-1 to SIL-4) or safety requirement levels are distinguished for safety functions. Here, security integrity level 4 represents the highest level of security integrity and security integrity level 1 represents the lowest level of security integrity. The respective security integrity level influences the trust interval of a measured value in such a way that the trust interval is smaller, the higher the safety integrity level that must be met by the respective device. This results in restrictions due to comparatively imprecise measured values and the associated comparatively large confidence interval, especially for systems that meet the higher safety integrity levels SIL-4 or SIL-3. The security dimension of the different security integrity levels can be clearly described with the expected frequency of a failure of the security-relevant system, also called MTBF (Mean Time Between Failures). For SIL-1 this is in the range of 10 ... 100 a, for SIL-2 in the range of 100 ... 1000 a, for SIL-3 in the range of 1000 ... 10000 a, and for SIL-4 in Range from 10000 ... 100000 a.

If the expanded range of functions only includes functions that are not safety-relevant, this has the advantage that the hardware infrastructure on the route accompanying visual driving does not have to meet the requirements for increased safety. This uses the knowledge that in visual driving mode the train driver is responsible for safety-relevant functions, so that the automatically implemented functions themselves do not endanger the safety of the rail vehicle's operation.

As an example, the continuous location of the rail vehicle in a shared operating area can be mentioned. This is not used for safety-relevant functions of rail operations. In other words, the vehicle driver will make driving decisions for the vehicle in visual driving mode based on his own judgments, regardless of the position determined. However, the location can be used for non-safety-relevant applications (so-called comfort functions), such as an adaptive timetable. If, with such a function, the position determined by location does not correspond to the actual position, this does not affect the safety of the rail vehicle as such but would only lead to a possibly insufficiently optimized timetable. However, the resulting delays would not pose a safety risk for users Represent rail vehicle.

It can advantageously be provided that the expanded range of functions implements at least one of the following functions: determination of arrival information for rail vehicles, timetable management with optimization of the timetable.

These functions can also be referred to as convenience functions. Comfort functions are characterized by the fact that they are not necessary for the operation of the rail vehicle from a safety perspective. However, the fulfillment of comfort functions can improve the usability of the operation of the rail vehicles in the transport network in question. Improvements can be in the performance of the operation, for example a closer timing of successive trains in the transport network. Or in improving use by passengers, for example by predicting the actual arrival times of a rail vehicle at the station. Overall, the comfort functions offered lead to greater acceptance among passengers and, advantageously, to wider use.

According to one embodiment of the invention, it is provided that the route elements that use the V2X standard are modified in such a way that they use a processing unit that converts a message received according to the V2X standard into control commands for an actuator or generates control commands from the received message and In both cases, the control commands are transmitted to a controller for the actuating element in question, the controller controlling the actuating element with the control commands.

Within the processing unit, it is therefore calculated which action can be derived from the information received. E.g.: "The train has approached a certain distance, it is traveling in direction A and belongs to line B, and all the boundary conditions are correct." From this it can be derived: "I give the switch control a control command"

This information is now sent to the control of the route element. The same inputs are used that the previous conventional system (e.g. so-called IMU91) used, which advantageously supports a successive migration from the conventional system to the system according to the invention. This is because the transmission path is replaced without changing the active components. Another advantage is being able to connect controllers from other manufacturers. When converting a system to V2X, individual IMU loops can be replaced and individual processing units can be installed on the trackside. Since communication can take place decentrally 1:1, the result is particularly easy migration.

According to one embodiment of the invention, it is provided that the converted control commands (control request) have a syntax that corresponds to that of specific route elements developed for the control element in question.

The specific route elements are those that are to be modified or modernized by the processing unit (or have already been modified or modernized). If, after converting the messages according to the V2X standard, messages can be forwarded in the syntax that the specific route elements previously used, it is advantageously possible for the control and the control element to receive the same messages as before the modernization (exchange of specific route elements by processing units according to the V2X standard). This advantageously means that no software update is required for the control and possibly the actuating element. This also significantly simplifies any new approval of the control or control element that may be associated with a system change.

According to one embodiment of the invention, it is provided that both the modified route elements and the specific route elements are used in the divided operating area.

A divided operating area, which is set up in such a way that both the modified route elements and the specific route elements can be used, enables, as already explained, the successive modernization of the divided operating area. This means that the specific route elements, such as contact loops in the road surface, can gradually be replaced by modified route elements such as radio modules according to the V2X standard (also integrated into so-called V2X units or rail vehicles within the scope of this invention). In this case, the operation of rail vehicles in the transport network in question is hardly disrupted, so that there is no need for longer route closures. In addition, the system change can be carried out gradually and therefore needs-oriented and cost-effectively.

According to one embodiment of the invention, it is provided that specific track elements permanently installed in a track body are replaced.

The track body is understood to be the entire system on which a rail-based means of transport can travel, i.e. rails and their attachment, for example with sleepers on a track bed made of gravel or a road for road vehicles as a track bed, as is common with trams.

According to one embodiment of the invention, specific route elements embedded in a road surface surrounding the track are replaced.

When replacing specific track elements that are permanently installed in the track body, the advantage of a system change to the modified track elements according to the invention becomes particularly clear. The specific route elements can remain at the installation site, which means no construction work is necessary. At the same time, the modified route elements can be installed in the transport network without major construction work. These do not require an installation location in the track body, but can be installed near the track. Communication then advantageously takes place via the V2X Standard via radio.

According to one embodiment of the invention, it is thus provided that modified track elements installed outside the track body (for example in the form of V2X units) are used so that the construction work associated with the installation can be reduced to a minimum, as explained.

The stated task is alternatively achieved according to the invention with the subject matter of the claim (method) specified at the beginning in that, for modernization, route elements installed in a route of the operating area and specific for the control element in question are successively replaced by modified route elements, the modified route elements are configured as a processing unit, which converts a message received according to the communication standard into control commands for an actuator or generates control commands from the received message and in both cases transmits them to a controller for the actuator in question, the controller controlling the actuator with the control commands, the control commands have a syntax that is that of of the specific route elements installed in a route for the rail vehicle,
whereby both route elements designed as processing units and specific route elements are used in the shared operating area.

According to one embodiment of the invention, it is provided that a V2X standard is used as the communication standard.

According to one embodiment of the invention, it is provided that the operating area lies in a transport network that is shared with road users other than the rail vehicles.

With the further method mentioned, the advantages can be achieved that have already been explained in connection with the method described in more detail above. What is stated about the method according to the invention also applies accordingly to the further method according to the invention (for modernization).

The stated object is alternatively achieved according to the invention with the subject matter of the claim (transport network) specified at the beginning in that the transport network has route elements which are set up to carry out a method according to one of claims 1 to 6.

The stated object is alternatively achieved according to the invention with the initially specified subject matter of the claim (rail vehicle) in that the rail vehicle is set up to communicate with a track element in a method according to one of claims 1 to 6.

The stated task is alternatively achieved according to the invention with the initially specified subject matter of the claim (processing unit) in that the processing unit is set up to communicate with a route element in a method according to one of claims 1 to 6.

According to one embodiment of the invention it is provided that the route element is a modified route element.

With the devices mentioned, the advantages can be achieved that have already been explained in connection with the method described in more detail above. What is stated about the method according to the invention also applies accordingly to the devices according to the invention.

Furthermore, a computer program containing program modules with program instructions for carrying out the method according to the invention and/or its exemplary embodiments is claimed, wherein the method according to the invention and/or its exemplary embodiments can be carried out by means of the computer program.

In addition, a provision device for storing and/or providing the computer program is claimed. The provision device is, for example, a storage unit that stores and/or provides the computer program. Alternatively and/or additionally is the Provision device, for example, a network service, a computer system, a server system, in particular a distributed, for example cloud-based computer system and/or virtual computer system, which stores and/or provides the computer program, preferably in the form of a data stream.

The provision takes place in the form of a program data record as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program. This provision can also be made, for example, as a partial download consisting of several parts. Such a computer program is read into a system using the provision device, for example, so that the method according to the invention is carried out on a computer.

Further details of the invention are described below with reference to the drawing. The same or corresponding drawing elements are each provided with the same reference numbers and are only explained several times to the extent that there are differences between the individual figures.

The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that can be viewed independently of one another, which also develop the invention independently of one another and are therefore to be viewed as part of the invention individually or in a combination other than that shown. Furthermore, the components described can also be combined with the features of the invention described above.

• Figur 1 ein Ausführungsbeispiel der erfindungsbemäßen Vorrichtungen in Form des Verkehrsnetzes und des Schienenfahrzeugs mit ihren Wirkzusammenhängen schematisch,
• Figur 2 ein Ausführungsbeispiel einer Computer-Infrastruktur der Vorrichtung gemäß Figur 1 als Blockschaltbild, wobei die einzelnen Funktionseinheiten Programmmodule ausführen, die jeweils in einem oder mehreren Prozessoren ablaufen können und wobei die Schnittstellen demgemäß softwaretechnisch oder hardwaretechnisch ausgeführt sein können.

Show it:

• Figure 1 an exemplary embodiment of the devices according to the invention in the form of the transport network and the rail vehicle with their functional relationships schematically,
• Figure 2 an embodiment of a computer infrastructure of the device according to Figure 1 as a block diagram, whereby the individual functional units execute program modules that can each run in one or more processors and whereby the interfaces can accordingly be designed using software or hardware technology.

According to Figure 1 A traffic network is shown schematically, which is provided, for example, by a track GL of the route forming the traffic network for a vehicle FZ that moves in a direction of travel FR. The route has a reserved RBB operating area, where only FZ rail vehicles are allowed to operate. This is the case in a tunnel TL. There is also a shared GBB operating area, as is common with trams, for example. Other road users can enter this divided operating area GBB Figure 1 are not shown in more detail, cross the GL track or drive in its area (pedestrians, cyclists, motor vehicles).

The GL track can accommodate trackside facilities such as: B. have a balise BL and another route element IMU, which is formed by an inductive electrical loop. The track element IMU is embedded in the subsoil supporting the GL track and is not shown in more detail. Furthermore, control elements W1, W2 are shown in the form of switches. These determine the route of the FZ rail vehicle in the transport network. The control elements W1, W2 are controlled by controllers CL1, CL2, which implement corresponding control commands.

In the case of the first actuating element W1, an actuating command is passed on via the route element IMU via a third interface S3 to the first controller CL1, which implements the actuating command via a thirteenth interface S13 in order to set the first actuating element W1. In the case of the second actuating element W2, an actuating command is initiated, for example, via a tenth interface S10, the tenth interface S10 being a radio interface between two antennas AT, each in the rail vehicle FZ and in a V2X unit V2X-U, which therefore is designed as a V2X interface.

The processing unit CV forms part of a modified route element, which is intended to replace a specific route element. The specific route element is therefore not shown because it was removed from the route or at least put out of operation (see also the following explanations). The processing unit CV converts the signal transmitted by the V2X unit V2X-U via a 14th interface S14 and sends it to the second controller CL2 via a fourth interface S4. The signal converted by the processing unit CV is available in the same format as the signal generated by the specific route element IMU and transmitted to the first controller CL1 via the third interface S3. For this purpose, the second controller CL2 can give an actuating command to the second actuating element W2 via a twelfth interface S12.

Figure 1 makes it clear that the route element IMU transmits a signal via the third interface S3 depending on whether the rail vehicle FZ has passed. In this respect, the track element IMU is designed as a sensor for detecting the passage of rail vehicles FZ. However, as shown for the control element W2, this route element can be replaced by the processing unit CV and the V2X unit V2X-U located on the route with an antenna AT, which means that a signal is sent directly from the V2X unit via the fourteenth Interface S14 enables. This uses an IT infrastructure based on the V3X standard, which is at least partially already present in the transport network and which can be retrofitted cost-effectively with COTS components in the rail vehicle.

In the traffic network, a network is formed by a large number of antennas AT, which enables communication. A control center LZ is also involved in this, in which, for example, adaptive train plans can be created and which is involved in the processing of a CBTC procedure in the reserved RBB operating area. For this purpose, the control center LZ communicates via a first interface S1 with a signal box STW, which in turn communicates via a second interface S2 with a CBTC unit CBTC-U for carrying out a CBTC procedure in the tunnel TL communicates. A balise in the tunnel is a so-called fixed data balise that is involved in the implementation of the CBTC process.

The rail vehicle FZ communicates with the control center LZ via a sixth interface S6. Additional interfaces may be provided, even if this is not specified Figure 1 is shown. For example, the rail vehicle FZ communicates with antennas AT in the tunnel TL via interfaces (not shown) so that a connection can be established via the interface S5 to the CBTC unit CBTC-U. It is important, however, that the train control operation in the TL tunnel via CBTC, and the visual driving operation, in which a driver, not shown, drives the rail vehicle FZ, is a service with a modified range of functions compared to the automated train control operation, with automated operation and monitoring of the rail vehicle is carried out. This service uses the V2X standard for communication.

In Figure 2 can be seen as a network as shown in Figure 1 can be designed for the shared operating area (GBB). The control center LZ has a first computer CP1 with a first storage unit SE1, which is connected to the first computer CP1 via a twenty-first interface S21. The computer CP1 of the control center LZ communicates with a computer CP2 in the rail vehicle FZ via the sixth interface S6. Details on the transmission technology are in Figure 2 not shown. For the purpose of communication, the rail vehicle FZ has the second computer CP2, which is connected to a second memory unit SE2 via a twenty-second interface S22. The second computer CP2 communicates via the tenth interface S10 with a fifth computer CP5 in the processing unit CV, which also has a fifth storage unit SE5 which is connected to the fifth computer CP5 via a twenty-fifth interface S25.

In addition, a V2X unit V2X-U is provided, which has an eighth computer CP8, which is connected to an eighth memory unit SE8 via a 28th interface S28. The fifth computer CP5 can also receive signals from the V2X unit via a 14th interface S14, for example via WLAN, whereby the V2X unit in question is one in the shared operating area (GBB) also for other road users (e.g. motor vehicles). intended unit.

The fifth computer CP5 communicates via the fourth interface S4 with a seventh computer CP7 of the second controller CL2, the seventh computer CP7 being connected to a seventh memory unit SE7 via a twenty-seventh interface S27. The second controller CL2 can control the second control element W2 with the seventh computer CP7 via the twelfth interface S12.

The rail vehicle FZ also communicates with a sixth computer CP6 of the first controller CL1 via the eleventh interface S11. This consists of a crossing over the route element IMU, whereby a signal is triggered inductively. The first controller CL1 also has a sixth memory unit SE6, which is connected to the sixth computer CP6 via a twenty-sixth interface S26. The sixth computer CP6 can in turn control the first control element W1 via the thirteenth interface S13.

Reference symbol list

LZ

Control center

FZ

vehicle

FR

Direction of travel

GL

Track

AT

antenna

STA

Section of the route

W1...W2

Control element (switch)

CL1...CL2

Controller (control)

CV

Processing unit (converter as part of the modified route element)

BL

Balise

TL

tunnel

RBB

reserved operating area

GBB

shared operating area

IMU

Route element (specific)

STW

Signal box

CBTC-U

CBTC unit

V2X-U

V2X unit

CP1...CP7

computer

SE1...SE7

Storage facility

S1...S13

interface

ZSB

Train control operation

SFB

Visual driving operation

SIL1...4

safe operating mode

NSIL

not safe operating mode

CBTC

Train control step

TRF

Transfer step

INF

Information step

INF_OT

Output step for information

STB

Control command

STB_OT

Output step for control command

HMB

manual command from platoon commander

HMB_IN

Input step for manual command

Claims (17)

Method for operating rail vehicles (FZ) in a transport network in an operating area (GBB) shared with road users other than the rail vehicles, the rail vehicles communicating with route elements arranged in the operating area,
characterized,
that • the rail vehicles and the track elements use a V2X standard to communicate with each other and • The rail vehicles communicate with the track elements in an operating area (RBB) reserved for the rail vehicles via a communication standard that is different from the V2X standard. Method according to claim 1
characterized,
that a Cooperative Awareness Message (CAM) of the V2X standard is used for communication. Method according to one of the preceding claims,
characterized,
that the route elements that use the V2X standard are modified in such a way that they use a processing unit (CV) that converts a message received according to the V2X standard into control commands for an actuator (W1 ... W2) or control commands from the received message generated and in both cases transmits the control commands to a controller (CL2) for the actuating element in question, the controller controlling the actuating element with the control commands. Method according to claim 3,
characterized,
that the converted control commands have a syntax that corresponds to that of specific route elements (IMU) developed for the relevant control element (W1 ... W2). Method according to claim 4,
characterized,
that both the modified route elements and the specific route elements (IMU) are used in the shared operating area. Method according to one of the preceding claims,
characterized,
that specific track elements (IMU) permanently installed in a track body are replaced. Method according to claim 6,
characterized,
that specific route elements (IMU) embedded in a road surface surrounding the track are replaced. Method according to one of the preceding claims,
characterized,
that modified track elements (V2X-U) installed outside the track are used. Method for modernizing an operating area (GBB) for rail vehicles (FZ), the operating area having control elements (W2) which are controlled by track elements with control commands,
characterized,
that • route elements (IMU) installed for modernization in a route in the operating area that are specific to the relevant control element (W2) are successively replaced by modified route elements, • A processing unit of the modified route elements (CV) is configured in each case, which converts a message received according to a communication standard into control commands for an actuator (W1) or generates control commands from the received message and in both cases to a controller (CL2) for the actuator in question transmits, whereby the control controls the actuating element (W1) with the control commands, • the control commands have a syntax that corresponds to that of the specific route elements (IMU) installed in a route for the rail vehicle, • Whereby both route elements each having a processing unit (CV) and specific route elements (IMU) are used in the divided operating area. Method according to claim 9,
characterized,
that a V2X standard is used as the communication standard. Method according to claim 9 or 10,
characterized,
that the operating area (GBB) lies in a transport network that is shared with road users other than the rail vehicles (FZ). Transport network for the operation of rail vehicles (FZ) with an operating area (GBB) shared with road users other than the rail vehicles,
characterized,
that the transport network has route elements that are set up to carry out a method according to one of claims 1 to 6. Rail vehicle (FZ) for operation in a transport network with an operating area (GBB) shared with road users other than the rail vehicles,
characterized,
that the rail vehicle is set up to communicate with a track element (CV, IMU) in a method according to one of claims 1 to 6. Processing unit (CV) for operation in a transport network with an operating area (GBB) shared with road users other than rail vehicles,
characterized,
that the processing unit is set up to process signals in a route element (CL2) in a method according to one of claims 1 to 6. Rail vehicle according to claim 13,
characterized,
that the route element (CL2) is a modified route element. Computer program with program instructions for carrying out the method according to one of claims 1 - 9. Provision device for the computer program according to the last preceding claim, wherein the provision device stores and/or provides the computer program.

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