US20150291188A1 - Controller of a rail vehicle - Google Patents

Controller of a rail vehicle Download PDF

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Publication number
US20150291188A1
US20150291188A1 US14/432,246 US201314432246A US2015291188A1 US 20150291188 A1 US20150291188 A1 US 20150291188A1 US 201314432246 A US201314432246 A US 201314432246A US 2015291188 A1 US2015291188 A1 US 2015291188A1
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US
United States
Prior art keywords
balise
route component
infill
rail vehicle
state
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.)
Abandoned
Application number
US14/432,246
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English (en)
Inventor
David Morton
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Siemens AG
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Siemens AG
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Filing date
Publication date
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Assigned to SIEMENS AKTEINGESELLSCHAFT reassignment SIEMENS AKTEINGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MORTON, DAVID
Publication of US20150291188A1 publication Critical patent/US20150291188A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B61L2003/123—French standard for inductive train protection, called "Contrôle de vitesse par balises" [KVB]
    • B61L2027/0044—
    • 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 invention relates to a method for controlling a rail vehicle, to an associated system, and to corresponding ETCS lineside equipment.
  • ETCS European Train Control System
  • ETCS Level 1 uses transponder devices called balises as a transmission medium.
  • the information transmitted by the balises includes line section gradients, line section maximum speeds and the point at which the vehicle is to be stationary once again.
  • this information forms the movement authority (MA), which is more or less equivalent to a “permission to proceed”.
  • MA movement authority
  • block interfaces also: interlock box block interface
  • ETCS Level 1 applications so-called block interfaces.
  • the block interface can be inserted between two interlock boxes.
  • a disadvantageous aspect in this case is achieving coordination between different interlock boxes when these are sourced from different manufacturers and have proprietary interfaces. Implementing block interfaces is challenging, complicated and costly.
  • the object of the invention is to disclose a simplified solution for rail operation which manages without block interfaces or can be used in a favorable manner to supplement existing block interfaces.
  • the infill balise is therefore provided in addition to a balise (also referred to as a signal balise) that is arranged in proximity to the route component.
  • the infill balise and said further balise receive information relating to the state of the route component.
  • the rail vehicle can therefore be controlled taking into account the state of the route component. Since the infill balise is positioned upstream of the route component, the rail vehicle can still react in good time to the state of the route component, if necessary to a change in state of the route component. This increases safety as well as efficiency in rail operation, in particular when the upstream route component is located at the start of a zone controlled by another interlock box.
  • the infill balise is deployed upstream of an entry signal to a neighboring interlock box.
  • the proposed infill balise can be used instead of a block interface. This is particularly advantageous because implementing block interfaces is challenging, complicated and costly. It is an advantage in particular because complex agreements between different suppliers of interlock boxes can be dispensed with; at the same time the high levels of safety essential to rail operation are ensured.
  • the infill balise is a balise (at least one balise or a balise group).
  • the general rule applicable to the balises cited here is that these can be realized in the form of a plurality of balises, e.g. balise groups.
  • balises e.g. balise groups.
  • at least two balises can be installed in a balise group for the purpose of detecting the direction of travel or alternatively, in order to achieve the ETCS safety target, four balises can be installed in a balise group or in two balise groups.
  • section of railway track up to the upstream route component is controlled by a first interlock box and the section of railway track from the upstream route component is controlled by a second interlock box.
  • the upstream route component is the first route component that is controlled by the second interlock box.
  • the state of the upstream route component is provided to a further balise in proximity to the upstream route component.
  • the infill balise is spaced apart from the further balise by a minimum distance which is dependent on a maximum target speed (e.g. a line speed) at which the rail vehicle is to pass the upstream route component.
  • a maximum target speed e.g. a line speed
  • a next development consists in a movement authority being issued only as far as the upstream route component (or up to the upstream balise of the upstream route component) when the rail vehicle passes over a balise that is arranged downstream of the infill balise in the direction of travel.
  • the movement authority (MA) is a permission to proceed which specifies e.g. how far the rail vehicle is allowed to move and at which speed. Without such a movement authority, the rail vehicle is not allowed to proceed. The consequence of this is that, insofar as a movement authority obtains only as far as a specific point and is not extended, the rail vehicle must come to a halt at this point.
  • One embodiment is that the movement authority is confirmed or amended with the aid of the infill balise according to the state of the upstream route component.
  • One embodiment of the system, of the ETCS lineside equipment and of the method provides that the distance between the infill balise and the further balise amounts to at least 100 m, at least 150 m, at least 200 m or at least 240 m.
  • FIG. 1 is a schematic diagram containing an infill balise to allow efficient control of rail vehicles between interlock boxes without the need for a block interface;
  • FIG. 2 is a schematic diagram showing an alternative scenario based on FIG. 1 ;
  • FIG. 3 is a schematic representation based on FIG. 1 and FIG. 2 having a dead time that has been significantly shortened compared to a dead time in the case of a solution without infill balise.
  • the infill balise is e.g. an ETCS balise.
  • the solution proposed here is preferably used in connection with ETCS Level 1 applications.
  • the solution described here can be used for railway tracks that are preferably traversed in one direction.
  • the infill balise can be a single balise or a plurality of balises (e.g. a balise group).
  • the use of the infill balise at a location upstream of a transition point to a neighboring interlock box enables block interfaces to be dispensed with or, as the case may be, to be deployed more sparingly.
  • the infill balise is preferably installed at or upstream of an entry signal of the control zone of the neighboring interlock box.
  • the approach presented is of advantage in particular when different interlock boxes are responsible for different track areas and communication between the interlock boxes is not standardized and/or no (adequate or complete) message exchange takes place between the interlock boxes. This is the case, for example, when interlock boxes are supplied by different manufacturers.
  • FIG. 1 is a schematic diagram containing an infill balise to allow efficient control of rail vehicles between interlock boxes without the need for a block interface.
  • FIG. 1 shows by way of example a zone 112 , which is controlled by an interlock box A, and a zone 113 , which is controlled by an interlock box B.
  • a transition point Located between the zones 112 and 113 is a transition point, indicated by the dashed line 114 .
  • a signal 107 Located at the transition point between the zones 112 and 113 is a signal 107 whose state is stored in a balise (or balise group) 108 .
  • a rail vehicle 102 moves on a railway track 101 in a direction of travel 103 .
  • the information of a signal 104 is transmitted by means of a balise (or a balise group) 105 to the rail vehicle 102 .
  • the balise 105 can additionally communicate to the rail vehicle 102 which balise (or balise group) comes next and/or how far away this or the next signal is situated.
  • a flow of information in one direction 121 is necessary in order to communicate in good time to the rail vehicle 102 moving in the direction of travel 103 how fast it may travel in the zone 113 . If the zones 112 and 113 are controlled by different interlock boxes A and B, such a flow of information between the interlock boxes may be problematic or present only to a limited extent.
  • the solution presented here enables safe rail operation even with a small flow of information or no flow of information at all from the interlock box B to the interlock box A.
  • an infill balise 106 is arranged on the railway track 101 in the zone 112 upstream of the zone 113 (referred to the direction of travel 103 ). Said infill balise 106 is preferably synchronized with the balise 108 . It is therefore possible to communicate the state of the signal 107 to the rail vehicle 102 already at the location of the infill balise 106 . This information can be used to ensure that the rail vehicle 102 comes to a halt at the level of the signal 107 or has a predefined speed for entry into the zone 113 .
  • a switch 109 is located by way of example downstream of the signal 107 in the direction of travel 103 .
  • the state of the switch 109 can also be taken into account by means of the signal 107 : If, for example, the switch 109 is defective, then the signal points to STOP; the associated information is stored in the balises 108 and 106 .
  • the signal or the switch are examples of route components which can be arranged on or at the railway track.
  • route components which can be arranged on or at the railway track.
  • (temporary) speed restrictions e.g. for defining speed-limited sections of track, are also possible in addition to the signal states STOP and PROCEED.
  • the rail vehicle 102 is supplied with the necessary information to the effect that it is to come to a halt ahead of the signal 107 . Because the distance from the signal 107 or from the balise 108 is known, a braking action is accordingly initiated in good time.
  • a curve 117 shows by way of example a braking curve, the ordinate symbolically corresponding to a speed of the rail vehicle. According to the curve 117 , the rail vehicle 102 comes to a halt ahead of the signal 107 .
  • TSRs Temporary speed restrictions
  • the infill balise 106 in the above examples prevents the braking action from being too strong and the rail vehicle 102 from losing speed unnecessarily and e.g. coming to a halt at the signal 107 even though its continued progress would have been possible.
  • a signal 110 having a balise (or balise group) 111 assigned to the signal is also depicted in FIG. 1 . If, for example, the signal 110 is at STOP, then the rail vehicle can be slowed down by braking in good time upon entering the zone 113 , e.g. from the speed 80 km/h until it is stationary (this is represented in an exemplary manner in a braking curve 118 ).
  • the proposed infill balise 106 improves the safety of rail operation:
  • the final “movement authority” (MA) for the zone 112 of the interlock box A ends at the signal 107 at the start of the zone 113 .
  • the status of this signal is communicated to the rail vehicle 102 with the aid of the infill balise 106 , with the result that a braking action can be initiated in good time and the rail vehicle 102 comes to a halt ahead of the signal 107 , e.g. occasioned by a change in the status of said signal 107 to STOP.
  • the dead time can therefore be significantly reduced by means of the infill balise 106 .
  • the infill balise 106 enables a significant improvement in efficiency to be achieved: If the signal changes from a state STOP to a state PROCEED, an already initiated or not yet initiated but intended braking action can be aborted when the rail vehicle 102 passes over the infill balise 106 and consequently the speed reduction of the rail vehicle can be reduced to a minimum.
  • FIG. 2 shows a schematic diagram of a scenario based on FIG. 1 .
  • the reference signs and explanations introduced in connection with FIG. 1 apply analogously.
  • the signal 107 is pointing to STOP. This means that without infill balise 106 the rail vehicle 102 would come to a halt ahead of the signal 107 .
  • the state of the signal 107 changes to PROCEED while the rail vehicle is on the move between the signal 104 and the infill balise 106 .
  • the change in state of the signal 107 is also reported to the infill balise 106 , which relays this information to the rail vehicle 102 when the rail vehicle 102 passes over it. Accordingly, the rail vehicle 102 learns of the changed state of the signal 107 and an unnecessary braking action ahead of the signal 107 is prevented. In the example shown in FIG.
  • the signal 110 stands at STOP, with the result that the braking action is initiated to ensure that the rail vehicle 102 comes to a halt in good time ahead of the signal 110 ; this relationship is indicated in FIG. 2 by means of a braking curve 201 .
  • the rail vehicle 102 receives a movement authority (MA) for a next section, i.e. as far as the next signal, in accordance with the ETCS application.
  • a movement authority for a next section
  • the rail vehicle 102 when passing over the signal 104 , receives an MA as far as the signal 107 , where it is (initially) supposed to come to a halt.
  • the MA is changed by means of the infill balise 106 , i.e. it is extended as far as the signal 110 , because the state of the signal 107 has changed in the meantime to PROCEED.
  • the MA could be similarly changed once again when the rail vehicle 102 passes over the balise 108 . It is therefore advantageous that the dead time, in which no change can be made to the MA, is shortened by means of the infill balise 106 .
  • FIG. 3 shows a schematic representation based on FIG. 1 and FIG. 2 having a dead time 301 that has been significantly shortened compared to a dead time 302 in the case of a solution without infill balise 106 .
  • the position of the infill balise 106 is preferably dependent on the maximum speed permitted on the railway track 101 .
  • a distance between the balise 108 and the infill balise 106 can amount to 500 m for a maximum speed of 80 km/h.
  • An exemplary assignment of target speed (maximum speed) on the railway track and minimum distance of the infill balise can be defined as follows:

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
US14/432,246 2012-09-28 2013-09-11 Controller of a rail vehicle Abandoned US20150291188A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102012217817.1A DE102012217817A1 (de) 2012-09-28 2012-09-28 Steuerung eines Schienenfahrzeugs
DE102012217817.1 2012-09-28
PCT/EP2013/068774 WO2014048736A2 (fr) 2012-09-28 2013-09-11 Commande d'un véhicule ferroviaire

Publications (1)

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US20150291188A1 true US20150291188A1 (en) 2015-10-15

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US14/432,246 Abandoned US20150291188A1 (en) 2012-09-28 2013-09-11 Controller of a rail vehicle

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US (1) US20150291188A1 (fr)
EP (1) EP2885192A2 (fr)
DE (1) DE102012217817A1 (fr)
WO (1) WO2014048736A2 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108082216A (zh) * 2017-11-13 2018-05-29 北京全路通信信号研究设计院集团有限公司 计算机联锁中进路解锁的方法及装置、计算机存储介质
CN112260906A (zh) * 2020-12-24 2021-01-22 卡斯柯信号(北京)有限公司 地基增强系统的仿真测试系统及仿真测试方法
US11208125B2 (en) * 2016-08-08 2021-12-28 Transportation Ip Holdings, Llc Vehicle control system
CN115285186A (zh) * 2022-06-14 2022-11-04 卡斯柯信号有限公司 一种点式后备模式有源应答器的设置方法及其应用

Citations (9)

* Cited by examiner, † Cited by third party
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US20040267415A1 (en) * 2003-06-27 2004-12-30 Alstom Method and apparatus for controlling trains, in particular a method and apparatus of the ERTMS type
US20050137760A1 (en) * 2003-12-19 2005-06-23 Hitachi, Ltd. Method for train positioning
EP1552997A2 (fr) * 2004-01-07 2005-07-13 Siemens Aktiengesellschaft Système de gestion de la circulation véhicules ferroviaires avec changement de la commande de la marche des trains
EP1591335A1 (fr) * 2004-04-30 2005-11-02 Alcatel Processus pour déterminer la distance entre une balise et un signal de préannonce
US20080231506A1 (en) * 2007-03-19 2008-09-25 Craig Alan Stull System, method and computer readable media for identifying the track assignment of a locomotive
EP2193972A1 (fr) * 2008-12-04 2010-06-09 Siemens Schweiz AG Système de sécurisation de train
WO2012104334A1 (fr) * 2011-02-04 2012-08-09 Siemens Aktiengesellschaft Procédé de fonctionnement d'une ligne de chemin de fer exposée à des tempêtes de sables et système correspondant de commande de la marche des trains
US20130336367A1 (en) * 2012-06-18 2013-12-19 General Electric Company Spread spectrum signals in vehicle network systems
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DE102007022837A1 (de) * 2007-05-10 2008-11-13 Siemens Ag Vorrichtung und Verfahren zur Zugbeeinflussung an einem Bahnübergang
DE102007037603B4 (de) * 2007-08-07 2009-09-03 Siemens Ag Verfahren zum Betreiben einer ETCS-Streckenausrüstung

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EP1552997A2 (fr) * 2004-01-07 2005-07-13 Siemens Aktiengesellschaft Système de gestion de la circulation véhicules ferroviaires avec changement de la commande de la marche des trains
EP1591335A1 (fr) * 2004-04-30 2005-11-02 Alcatel Processus pour déterminer la distance entre une balise et un signal de préannonce
US20080231506A1 (en) * 2007-03-19 2008-09-25 Craig Alan Stull System, method and computer readable media for identifying the track assignment of a locomotive
EP2193972A1 (fr) * 2008-12-04 2010-06-09 Siemens Schweiz AG Système de sécurisation de train
WO2012104334A1 (fr) * 2011-02-04 2012-08-09 Siemens Aktiengesellschaft Procédé de fonctionnement d'une ligne de chemin de fer exposée à des tempêtes de sables et système correspondant de commande de la marche des trains
US20130336367A1 (en) * 2012-06-18 2013-12-19 General Electric Company Spread spectrum signals in vehicle network systems
US20130337856A1 (en) * 2012-06-18 2013-12-19 General Electric Company Methods and systems for signal fingerprinting

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11208125B2 (en) * 2016-08-08 2021-12-28 Transportation Ip Holdings, Llc Vehicle control system
CN108082216A (zh) * 2017-11-13 2018-05-29 北京全路通信信号研究设计院集团有限公司 计算机联锁中进路解锁的方法及装置、计算机存储介质
CN112260906A (zh) * 2020-12-24 2021-01-22 卡斯柯信号(北京)有限公司 地基增强系统的仿真测试系统及仿真测试方法
CN115285186A (zh) * 2022-06-14 2022-11-04 卡斯柯信号有限公司 一种点式后备模式有源应答器的设置方法及其应用

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EP2885192A2 (fr) 2015-06-24
DE102012217817A1 (de) 2014-04-03
WO2014048736A2 (fr) 2014-04-03
WO2014048736A3 (fr) 2015-01-08

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Owner name: SIEMENS AKTEINGESELLSCHAFT, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:MORTON, DAVID;REEL/FRAME:035432/0425

Effective date: 20150409

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION