ES2734992T3 - Rail Vehicle Operation - Google Patents

Abstract

Procedure for the operation of a railway vehicle (106), - in which with the help of at least one group of beacons (103 to 105) a line section (102) is determined, - in which an entrance in said section (102) is carried out only if there is an entry confirmation, otherwise, by means of the at least one group of beacons (103 to 105) a forced braking of the railway vehicle is caused (2003 to 2005), - in the that the entry confirmation causes or confirms a change of the railway vehicle to ETCS level 0.

Description

DESCRIPTION

Rail Vehicle Operation

The invention relates to a method for the operation of a railway vehicle, an ETCS line equipment as well as a correspondingly equipped railway vehicle.

The European Rail Control System (abbreviated by ETCS) is a component of a homogeneous European rail traffic control system that was developed under the ERTMS acronym. The second technical component of said digital railway technology is the GSM-R railway mobile telephone system. ETCS aims to replace the multitude of individual rail safety systems in different countries.

ETCS performs several functions. It monitors the local maximum speed, the maximum train speed, the correct train path, the direction of travel, the train's fitness for the line and compliance with special operating rules.

This information is processed by the ETCS modules:

- on the line, Eurobalizas or Euroloops installed on the track at ETCS 1 level, as well as on ETCS levels 2 and 3 the ETCS line exchange (RBC, Radio Block Center) connected to the post interlocking,

- in the vehicle, the on-board ETCS unit (OBU) that evaluates the received data, displays it to the driver and, in case of danger, automatically stops the train before a danger point.

ETC vehicle equipment (also called ETCS equipment) is substantially composed of an ETCS computer (also called “EVC”, “European Vital Computer”), a display in the driver's cab (DMI), “Driver Machine Interface ”/ Driver-machine interface), odometric equipment, GSM-R transmission equipment (including Euroradio), beacon reader and brake access.

In addition to the ETCS levels, the ETCS modes are also defined. The modes describe the states in which the EVC is located. A global view is found, for example, at http://de.wikipedia.org/wiki/ETCS or http://www.era.europa.eu/Document-Register/Pages/UNISIGSUBSET-026.aspx.

Within the framework of ETCS, several variants are planned for the influence on trains. The ETCS 1 level designates the influence on beacon trains, while the ETCS 2 and 3 levels correspond to the influence on radio transmission trains. ETCS levels are supported in descending order.

At level 1, a signaling is provided to the driver's cab, which complements or even replaces the existing signaling on the line. Line signals and country-specific freeway warning systems can be maintained. The concepts of signaling are transmitted along with the line data in a timely manner to the vehicle through the beacon groups as a driving authorization (“MA Movement Authority”). A vehicle computer calculates and continuously monitors the maximum permitted speed and braking curve from this data. Due to the timely transmission of data, the transmission of the travel authorization cannot be renewed over long sections of the line. Therefore, fill beacons are often used to transmit a revalued signal concept before reaching the next main signal.

To be able to detect the speed and direction of travel, beacons are installed, for example in groups, as already described, for example, in EP1232926B1; basically in the ETCS language also individual beacons are designated as groups of beacons.

At the ETCS 2 level, an influence on radio-transmission trains is foreseen, the authorization to run along with the speed specifications and line data is transmitted to the vehicle by radio. The beacons here preferably serve as passive locating beacons. Said location beacons are used, for example, as reference points for correcting odometry errors.

The groups of beacons expected in the vehicle, that is, linked, are announced, this announcement being made in ETCs level 1 by means of beacons and, in ETCS 2 level, by radio transmission.

The use of so-called launch beacons is also known. In this case, at least two beacons are installed temporarily for the detection of direction of travel in a group of beacons or, to achieve the ETCS safety objective, four beacons in a group of beacons or in two groups of beacons.

A problem is the assurance of a field of works. Thus, a section of the line associated with the field of works is mainly blocked by operating procedures, with a corresponding block being made at the interlocking station next to mechanical road blockages in situ.

Document EP1637427A1 discloses a provision for the assurance of trains on railway lines and / or railway stations, in which a section of line to be insured is assigned at least in part at least a first tranche of freeway warning, and at least one corresponding first firing device that is part of a point influence on trains is provided in at least one direction of travel before the start of the first freeway warning leg, and in which both the effectiveness such as the ineffectiveness of the first firing device depends exclusively on signals emitted by at least one free-track warning section, and in which the first firing device is automatically switched to effectiveness, among other things, when for the first tranche of freeway warning there is a signal of occupation of track.

REISSNER FETAL: “FUNKFAHRBETRIEB TECHNISCHES KONZEPT”, SIGNAL DRAHT, TELZLAFF VERLAG GMBH. DARMSTADT, DE, volume 89, n29, September 1, 1997 (1997-09-01), pages 28 to 34, XP000779785, ISSN: 0037-4997 discloses that the concept of radio controlled operation (FFB, “ FunkFahrBetrieb ”) aims to minimize high costs and independent of the volume of traffic to be disbursed for the equipment, maintenance and operation of a safety technique performed on the lines. The basic idea of the FFB concept is also to shift the control and security functions performed by the current interlocking posts, so that the classic interlocking post becomes superfluous. The functions currently performed in the classic interlock position: avoid simultaneous use of a track area by more than one vehicle and, therefore, exclude vehicle collisions. For example, side collisions or frontal collisions (current classical traffic logic - relevant for safety), - exclude derailments due to disturbed track elements (so far, interlocking elements, for example, needle groups at the post of interlocking of relays -relevant for safety) as well as - making available the current variable information of the track network (train positions, state of the track elements) for the purpose of the arrangement (not relevant for safety) they must be replaced by FFB system components.

Olivier Leveque: “ETCS Implementation Hnandbook”, May 15, 2008 (2008-05-15), pages 1 to 79, XP055100452, Paris, ISBN: 978-2-74-611499-9 discloses properties of the operation in ETCS level 0. Benedikt Scheier: "Wirtschaftlichkeitsuntersuchungen von Eisenbahnsystemen anhand von Streckensimulationen am Beispiel einer Nebenstrecke", January 16, 2007 (2007-01-16), pages 1 to 85, XP55100093, Braunschweig, discloses an embodiment of a profitability study with the help of the coupling of a railway operation simulation tool and the tool for calculating profitability to the extent that the development status of the tool coupling allows. A secondary line that mimics reality is studied. Based on the results of this study, a recommendation for a profitable operation is issued based on the operation procedure and LST equipment with a given demand for plots. On the basis of the study, a critical analysis of the tool coupling is performed. Weaknesses are indicated as well as possible ways of solution.

The invention has the objective of providing an efficient and flexible way of making available a line section assurance.

This objective is achieved according to the characteristics of the independent claims. Preferable embodiments especially appear in the dependent claims.

To achieve the objective, a method is provided for the operation of a railway vehicle according to claim 1.

The line section is determined by at least one group of beacons (also temporarily), groups of beacons being provided, especially at (or near) the limits of the line section. In this way, taking into account the direction of travel of the railway vehicle (the railway vehicle enters the line section or leaves it), the corresponding group of beacons can make available to the railway vehicle a predefined information. This information can be reacted in different ways, depending on the state of the railway vehicle. If, during entry into the line section, the railway vehicle for example is not at ETCS level 0, forced braking can be caused. The entry in the line section can be signaled for example by the group of beacons. Alternatively, the beacon group can specify that an ETCS 0 level must be set (already) and, if this is not the case, the rail vehicle is braked.

At level ETCS 0, the railway vehicle, especially a locomotive, with ETCS equipment is used on a line without an operational train safety system. The equipment in the vehicle monitors the train only in terms of its maximum speed. The driver drives according to the line signals.

Therefore, an entry in the line segment is possibly only if the entry confirmation has already occurred or (already) exists. This confirmation of entry can be made for example by a driver after consulting the person responsible for the line segment (a construction manager in the event that the line segment is a field of works).

It is worth mentioning that each group of beacons respectively has at least one beacon. The beacons are especially data transmission equipment especially punctual on the road that when the rail vehicle passes over them they transmit data to the rail vehicle in a manner comparable to a transponder. The rail vehicle receives this data through a (or several) beacon antenna. The beacons can be fixedly programmed and always make the same data available, or it can be switched between different data to be made available. It is also possible that the beacons are made programmably and, therefore, make variable information available.

In addition, it should be mentioned that the forced braking can comprise any braking process until the stop or until a predefined speed or until a predefined action is performed (for example, the braking suspension, if it is permissible). Likewise, forced braking can comprise braking processes with delays of different intensity.

In addition, it should be mentioned that the railway vehicle can be operated, for example, according to ETSC levels 1,2 or 3. The insurance of the section of the line, for example of a field of works, in a section of railway network secured with ETCS offers especially the following advantages :

- A protection in the limits of the works field is guaranteed against an unauthorized entry of a railway vehicle into the works field. In this way, the field of works itself as well as the personnel on the road are effectively protected.

- In addition, protection is provided within the limits of the works field against an unauthorized exit from the works field. In this way, rail traffic adjacent to the construction site is protected.

- Especially, it becomes possible to selectively allow the entry / exit of construction vehicles through the limits of the field of works.

- It is also possible to authorize the passage through the field of works to individual railway vehicles, especially with a traffic order or in the railway circulation according to a schedule.

It should be mentioned that the railway vehicle can comprise any vehicle that can move on a rail.

A variant is that the at least one group of beacons makes available a speed that must be respected.

The information of the predefined maximum speed (that is, of the speed to be respected) can be made available by the group of beacons at the entrance and / or exit of the line section (respectively with different values). Especially, different speeds can be made available. The speed to be respected is displayed to the driver on the screen of the driver's cab and is adjusted (if necessary also automatically) and / or supervised by him.

Another variant is that an entry confirmation requirement is especially displayed on the screen of the driver's cab of the railway vehicle.

A variant is especially that the confirmation of entry is made after coordination with a person responsible for the line segment.

Another variant is that the confirmation of entry is not necessary if before or during the entry in the line section is made or a change has already been made to the ETCS 0 level.

Within the framework of an additional variant, the line section is signaled by a central as busy.

In the section of busy line, on the part of the exchange, for example an interlocking station and / or an ETCS line exchange, a maximum of one gear is allowed in sight of the railway vehicle. The responsibility of whether a railway vehicle can circulate in the section of the busy line rests with the person responsible for it on site, for example, the head of works responsible for the field of works.

Another variant is that during the departure of the section of the line a confirmation is made, otherwise, a forced braking of the railway vehicle is performed by the at least one group of beacons.

One embodiment is that a requirement for exit confirmation is displayed especially on the screen of the driver's cab.

A next embodiment is that the departure confirmation is carried out in coordination with a train service address.

Another embodiment is that the exit confirmation is carried out by pressing a cancellation key. The embodiments relating to the procedure are valid for the other categories of claims.

The above mentioned objective is also achieved by means of an ETCS line equipment according to claim 11.

An embodiment consists in that a group of beacons are arranged respectively in the limits or near the limits of the line section.

Therefore, the line section can be determined by means of the beacons. Within the line segment, a person in charge of the line section, for example, the above-mentioned construction manager, is responsible for the rail vehicle. Outside the line section, the responsibility lies with a central or a train service manager in a central.

Another embodiment is that the at least one group of beacons is made in such a way that it can be covered.

For example, the at least one group of beacons can be covered with at least one sheet. In this way, it is possible that rail vehicles can pass through the line section, for example. The coating of the at least one group of beacons is the responsibility of the person responsible for the line section.

In addition, the above-mentioned objective is achieved by a rail vehicle according to claim 14.

The solution presented here further comprises a computer program product that can be loaded directly into a memory of a digital computer and comprising parts of program code that are suitable for performing steps of the procedure described herein.

In addition, the above-mentioned objective is achieved by means of a computer readable memory medium, for example, a discretionary memory, comprising instructions (for example, in the form of program codes) executable by a computer that are suitable for the computer to perform steps of the procedure described here.

The properties, characteristics and advantages described above of this invention as well as how to achieve them will be explained more clearly in context with the following schematic description of embodiments that are explained in detail in relation to the drawings. For clarity, identical or identical action elements may be provided with identical reference signs.

They show:

1 shows an outline of a schematic arrangement with a railway line that presents a section of line (for example a field of works) for which a head of works is responsible for whose control it is incumbent if a railway vehicle enters the section of line;

Figure 2 a schematic sequence diagram with steps of the solution presented here for the control of the entry of a railway vehicle in a line section

Figure 3 shows a flow chart with a sequence similar to Figure 2 referring to the departure of the rail vehicle from the line section.

It is especially proposed to technically secure a section of line, for example a field of works, by means of at least one group of ERTMS / ETCS beacons that are temporarily installed in the limits of the line section, for example, the limits of a field works, by a responsible person, for example, a construction manager, after assuming responsibility for said section of line.

The following embodiments refer by way of example to the section of works (as an example of a section of line) and the head of works (as an example of a person responsible for the section of line). Correspondingly, other responsibilities or sections of line are possible.

Figure 1 shows an outline of a schematic arrangement with a railway line 101 (seen from above the railway section) presenting a section of line 102 (for example, a construction site) for which a construction manager is responsible. The project manager installs 102 groups of 103 to 105 temporary beacons within the limits of the line section. Figure 1 also shows a railway vehicle 106 that is directed in a direction 107 towards the section of line 102 and the group of beacons 103.

The groups of beacons 103 to 105 contain in the direction of entry in line section 102 an ETCS command for the (immediate) change to the ETCS level 0. The groups of beacons 103 to 105 (temporarily arranged) can only be passed by the railway vehicle 106 supervised by ETCS, in the direction of entry in the section of line 102, if - after coordinating with the construction manager - the driver makes an entry confirmation. Otherwise, forced braking occurs after the evaluation of the information made available by the group of beacons. If (upon entering line section 102) the driver makes, before passing on the group of beacons 103 to 105, a change to the ETCS level 0, preferably no forced braking of the rail vehicle 106 is performed. Optionally, the group of beacons 103 to 105 can also make available a speed limitation that is monitored for example at the ETCS level 0.

The groups of beacons 103 to 105 contain in the direction of exit of the line section 102 preferably an ETCS command for the (immediate) change to the ETCS level for regular operation (level 1 or 2) The groups of beacons 103 to 105 can only be passed in the exit direction, at level 0, by a train supervised by ETCS, if - after coordinating with the head of train service responsible for the line segment (which is responsible for the line beyond the works field) - the driver activates the so-called ETCS override function on the railway vehicle and / or the ETCS line equipment grants a driving authorization. Otherwise, a forced braking is carried out after the evaluation of the information made available by the group of beacons 103 to 105. In this way, the railway vehicle is prevented from moving from the field of works to the normal line without making a confirmation of prior departure. This is also important because the responsibility of the railway vehicle, when it returns to the normal line (outside the section of line 102), must transfer from the construction manager to the head of train service or the ETCS line equipment and such Transfer of responsibility must be known to all involved and be clearly regulated.

The speed limitations of the line section can be canceled if necessary after the line section is exited.

By covering temporary ETCS beacon groups, for example, a construction manager may, after the evacuation of the construction site, authorize, in case of need and in coordination with a train service chief, the passage of individual trains through the area of their responsibility.

The technical security measure proposed here can be operatively supported by the following means:

(a) For the technical support of its assumption of responsibility, the site manager activates an on-site occupation for the warning sections in which the works field is located.

(b) For the operational assurance of the field of works before the incorporation of the groups of temporary beacons and for the marking of the limit of the field of works for the machinist, in the limits the field of works is placed a temporary panel of signal of stop for both directions of travel. These panels can be removed for the duration of an authorized passage of a train, after covering the groups of temporary beacons.

(c) For the authorization of the entry into the field of works by the head of works via voice link, in the stop signal panel, in the direction of entry, for example a telephone number is registered for the link of voice to the construction manager. Preferably, only after the authorization of the responsible building manager, the railway vehicle operator, for example of the construction vehicle, can change to the ETCS 0 level and enter the worksite.

The solution proposed here includes a train stop function in case of an ETCS level change without prior authorization, for the assurance of works field limits using groups of temporary beacons (“unlinked balise groups” / unbound beacon groups) that the site manager installs on site under his own responsibility to secure the field of works. This solution is also applicable in line sections (railway network sections) equipped for ETCS 1 level or ETCS 2 level.

In addition, the assumption of responsibility by the head of works for a field of works can be deposited technically in the signaling system through an occupation of track of the sections of notice in which the field of works is located. In this way, regular train passes under the responsibility of the train service manager are excluded for these warning sections. Faced with a total blockage of the train service, however, individual train passes, authorized by the construction manager, are possible.

In addition, the coating of groups of temporary beacons in the boundaries of the works field can be used to allow the passage of an individual train, prepared and authorized by the head of works, through the works field.

Figure 2 shows a schematic sequence diagram with steps of the solution presented here for the control of the entry of a railway vehicle in a line section.

In a step 201, the responsibility of a section of line is transferred to a responsible person in situ. The central or the train service manager indicates the line segment as busy. In this way, after coordination between the person responsible on the spot and the head of the train service, it is permissible on the line section at most one gear in sight. Any additional regulation of the line section is the responsibility of the person in charge.

In a step 202, the line section is provided with an on-site panel indicating that the step is admissible only after prior coordination with the person in charge; additionally, groups of temporary beacons are arranged in the limits of the line section.

In a step 203 it is checked if a railway vehicle enters the line section without having previously requested an authorization from the responsible person. This check can occur, for example, because the rail vehicle passes over the group of beacons at the wrong ETCS level and / or without having made a confirmation. Then, in a step 204, a forced braking of the railway vehicle is performed. It is only possible to continue the march after contacting the responsible person.

However, if, for example, the driver has contacted the responsible person, has obtained an authorization to enter the line section and has made the confirmation, the beacon group could pass without forced braking (see step 205). For example, confirmation may be that, after contacting the responsible person, the driver adjusts an ETCS 0 level that does not cause a violation to be detected and therefore does not lead to forced braking.

Therefore, the mechanism proposed here constitutes an assurance in such a way that without prior clarification if entry into the line section is allowed, a possibly unauthorized entry automatically triggers a forced braking of the railway vehicle.

Figure 3 shows a flow chart with a sequence similar to Figure 2, referring to the departure of the rail vehicle from the line section. The requirements described with respect to figure 2, according to steps 201 and 202, are identical, the section of the line is under the supervision of a person in charge, groups of temporary beacons are provided, also in the direction of exit, in the line section limit. Before the departure of the section of the line, the authorization of a central and / or a train service manager must be requested. Optionally, the person responsible for the line segment must be informed that (or when) the rail vehicle leaves the line section. In a step 301, when passing over the group of beacons in the direction of exit of the line section, it is checked whether an exit confirmation has been made. If this is not the case, in a step 302 a forced braking of the railway vehicle is performed, otherwise, in a step 303 no forced braking is performed, the railway vehicle can continue its march outside the line section.

For example, the check can be carried out in such a way that to exit the line section the driver must press an override key. This cancellation key must only be activated after prior consultation and authorization by the train service manager or the central station. If the railway vehicle passes over the group of beacons in the direction of exit of the line section, without pressing / pressing the override key, forced braking occurs (correspondingly, otherwise, you can continue the March). Therefore, the confirmation of the cancellation key corresponds, for example, to an exit confirmation, the existence of which can be checked during the passage over the group of beacons.

Although the invention has been illustrated and described in detail by the at least one embodiment shown, the invention is not limited thereto and the expert can derive other variations therefrom, without abandoning the scope of protection of the invention.

List of reference signs

101 Railway Line

Section of line (for example, field of works) under the control of a responsible person (for example, a head of works) on site

a 105 Beacon group

Rail vehicle

Direction of travel

a 205 Steps of a procedure for the operation of a railway vehicle entering a section of line, for example, a construction site,

to 303 Steps of a procedure for the operation of a railway vehicle leaving the section of line, for example, of the works field

Claims (14)

1. Procedure for the operation of a railway vehicle (106), - in which with the help of at least one group of beacons (103 to 105) a section of line (102) is determined, - in which an entry in said section of line (102) is made only if there is a confirmation of entry, otherwise, by means of at least one group of beacons (103 to 105) a forced braking of the railway vehicle is caused (2003 to 2005), - in which the confirmation of entry causes or confirms a change of the railway vehicle to the ETCS level 0. 2. A method according to claim 1, wherein the at least one group of beacons (103 to 105) makes available a speed to be respected. 3. Method according to one of the preceding claims, in which a requirement for confirmation of entry is indicated, especially on the display of the driver's cab of the railway vehicle. 4. Method according to one of the preceding claims, wherein the confirmation of entry is carried out after coordination with a person responsible for the line segment (102). 5. Method according to one of the preceding claims, in which the confirmation of entry is not necessary, if before or during the entry in the line section (102) a change is made or made to the ETCS 0 level. Method according to one of the preceding claims, in which the line section (102) is signaled by an exchange as occupied (201). 7. Method according to one of the preceding claims, wherein during the exit of the line section (102) an exit confirmation is made, otherwise, by means of the at least one group of beacons (103 to 105) (301 to 303) a forced braking of the railway vehicle (106). 8. The method according to claim 7, wherein a requirement for confirmation of departure is indicated, especially on the display of the driver's cab of the railway vehicle. 9. Method according to one of claims 7 or 8, wherein the departure confirmation is carried out in coordination with a train service address. 10. Method according to one of claims 7 to 9, wherein the exit confirmation is carried out by pressing an override key. 11. ETCS line equipment - with at least one group of beacons (103 to 105), with whose help a line section (102) is determined, - in which an entry in said line section (102) is made only if there is an entry confirmation , and if there is no confirmation of entry, a forced braking of the railway vehicle is carried out by means of at least one group of beacons (103 to 105), and - in which the change of the rail vehicle to the ETCS level 0 is made or confirmed by the entry confirmation. 12. ETCS line equipment according to claim 11, wherein respectively a group of beacons (103 to 105) is arranged at the limits or near the limits of the line section (102). 13. ETCS line equipment according to one of claims 11 or 12, wherein at least one group of beacons (103 to 105) is made such that it can be covered. 14. Rail vehicle with a processing unit that is designed in such a way that - an entry in a section of line (102) is made only if there is an entry confirmation, and if there is no entry confirmation, a forced braking of the railway vehicle is carried out by means of a group of beacons (103 to 105 ), - in which, the group of beacons (103 to 105) is part of at least one group of beacons (103 to 105), with whose help said section of line (102) is determined, and - in which a change of the rail vehicle to the ETCS level 0 occurs or is already produced by the confirmation of entry.