US20190100226A1 - Ato device, rail vehicle and method for the automated driving of a rail vehicle - Google Patents
Ato device, rail vehicle and method for the automated driving of a rail vehicle Download PDFInfo
- Publication number
- US20190100226A1 US20190100226A1 US16/085,663 US201716085663A US2019100226A1 US 20190100226 A1 US20190100226 A1 US 20190100226A1 US 201716085663 A US201716085663 A US 201716085663A US 2019100226 A1 US2019100226 A1 US 2019100226A1
- Authority
- US
- United States
- Prior art keywords
- vehicle
- ato device
- protection devices
- ato
- vehicle protection
- 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
Links
- 238000000034 method Methods 0.000 title claims abstract description 9
- 238000009434 installation Methods 0.000 claims abstract description 7
- 238000012546 transfer Methods 0.000 claims description 4
- 238000004891 communication Methods 0.000 description 13
- 230000008901 benefit Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000011664 signaling Effects 0.000 description 2
- 101000879673 Streptomyces coelicolor Subtilisin inhibitor-like protein 3 Proteins 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 238000013475 authorization Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000036461 convulsion Effects 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
-
- B61L15/0058—
-
- 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 vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/006—On-board optimisation of vehicle or vehicle train operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/021—Measuring and recording of train speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/12—Preparing schedules
Definitions
- ATO Automatic Train Operation
- This can be, for example, the operation of the drive and the brakes, processing current schedule information from the control center and adaptation of the vehicle's own journey or a response to the control center regarding the current position of the vehicle.
- the object is achieved by means of an ATO device for the automated driving of a rail vehicle on tracks which are equipped with different track-side vehicle protection devices, wherein the ATO device has at least two ATP interfaces which are configured for connecting the ATO device to different vehicle-side vehicle protection devices and for transferring information items necessary for the automated driving from the respective vehicle-side vehicle protection device to the ATO device.
- the object is further achieved by means of a rail vehicle with at least one inventive ATO device and at least two different vehicle-side vehicle protection devices connected to the ATO device via the ATP interfaces, said vehicle protection devices each being configured to transfer information items necessary for the driving to the ATO device.
- the object is also achieved by means of a method for the automated driving of a rail vehicle on tracks which are equipped with different track-side vehicle protection devices, wherein information items necessary for the automated driving are transferred at least partially by different vehicle-side vehicle protection devices to an ATO device and wherein the rail vehicle is controlled by the ATO device dependent upon the transferred information items.
- the inventive solution has the advantage that a plurality of vehicle-side vehicle protection devices can be connected to the ATO device by means of the at least two ATP (Automatic Train Protection) interfaces.
- ATP Automatic Train Protection
- the rail vehicle can be automatically driven with the same ATO device.
- Already existing vehicle-side vehicle protection devices can be further used and a required new protection technology authorization is easier to obtain.
- a traction vehicle driver of the rail vehicle who may be present must merely operate an ATO device, which simplifies the operation.
- the inventive ATO device can thus be operated in at least 2 modes each of which uses one of the ATP interfaces.
- the ATO device can have at least one control interface which is configured for connecting the ATO device to a vehicle control device of the rail vehicle and can be configured for controlling the rail vehicle via the control interface.
- the ATO device can comprise at least one control center interface which is configured to connect the ATO device to an operational control center of the rail vehicle and can be configured so that information items needed for automated driving and not transferred via the ATP interfaces are transferred by means of the control center interface.
- the control center interface can be configured unprotected from the signaling standpoint, for example at the safety level of SIL 0 or SIL 1, so that the control center interface can be developed and configured to be less complex and more economical. Therefore, by means of the control center interface, all the information items that have not come via the ATP interfaces can be read into the ATO device. These information items naturally do not have to come exclusively from the operational control center.
- one of the vehicle protection devices can be configured as an ETCS vehicle protection device.
- ETCS European Train Control System
- ETCS European Train Control System
- At least the major international tracks (or magistral routes) are or will be equipped with an ETCS vehicle protection device on the track-side.
- the inventive rail vehicle is usable in this advantageous embodiment on many tracks.
- one of the vehicle protection devices can be configured as an LZB or PZB vehicle protection device.
- LZB Lienförmige Switzerlandbeein1ung or “linear train influencing”
- PZB Punktörmige Switzerlandbeein1ung or “punctiform train influencing”
- inventive rail vehicle which has an LZB or PZB vehicle protection device can be used on particularly many existing tracks which have not yet been equipped with a modern vehicle protection device such as, for example, ETCS.
- the inventive rail vehicle can automatically recognize with which vehicle protection device a track is equipped.
- the at least two vehicle-side vehicle protection devices connected to the ATO device via the ATP interfaces can be connected to one another.
- one of the vehicle protection devices can be configured as leading, for example, the ETCS vehicle protection device, and can pass control to the at least one further vehicle protection device, for example, the LZB or PZB vehicle protection device if a corresponding track-side vehicle protection device is recognized.
- the ETCS vehicle protection device can be operated on LZB or PZB tracks in an STM (State Transmission Mode) mode in which it passes control to the LZB or PZB vehicle protection device.
- the invention further relates to a railway-technical installation with tracks that have different track-side vehicle protection devices and have at least one inventive rail vehicle which is configured according to one of the above-described embodiments.
- further information items needed for the automated driving that were not transferred by one of the vehicle protection devices can be transferred from an operational control center to the ATO device.
- safety-related information items are transferred from the vehicle-side vehicle protection devices and non-safety-critical information items are transferred from the operational control center to the ATO device.
- FIG. 1 is a schematic representation of an exemplary embodiment of the inventive railway-technical installation
- FIG. 2 is a schematic view of an exemplary embodiment of an inventive rail vehicle of the installation of FIG. 1 .
- An exemplary embodiment in an inventive railway-technical installation 1 as shown in FIG. 1 has at least one rail vehicle 2 , an operational control center 3 and a plurality of tracks 4 a , 4 b .
- the tracks 4 a , 4 b each comprise different track-side vehicle protection devices 5 a , 5 b.
- the inventive rail vehicle 2 comprises an ATO device 6 , a first vehicle protection device 7 , a second vehicle protection device 8 , a vehicle control device 9 , an obstacle recognition device 10 , a display device 11 , further inputs and outputs 12 and further vehicle elements 13 .
- the ATO device is configured for an automated driving of the rail vehicle 2 and has a first ATP interface 14 , a second ATP interface 15 , a control interface 16 and a master interface 17 .
- the ATO device 6 is connected via the first ATP interface 14 to the first vehicle protection device 7 and via the second ATP interface 15 to the second vehicle protection device 8 .
- the control interface 16 connects the ATO device 6 to the vehicle control device 9 and also to the purely optional obstacle recognition device 10 .
- the master interface 17 connects the ATO device 6 to the operational control center 3 , wherein in the embodiment of the drawings, this connection is configured as a radio connection 18 , for example by means of GSM or GSM-R.
- the first vehicle-side vehicle protection device 7 is configured in the exemplary embodiment of the figures as a per se known LZB vehicle protection device and has a communication means 19 .
- the communication means 19 is provided for communication with the corresponding track-side vehicle protection device 5 a which is also configured in accordance with the LZB technology.
- the first vehicle protection device 7 can also be configured as a PZB-vehicle protection device.
- the second vehicle protection device 8 is configured in the exemplary embodiment of the figures as an ETCS vehicle protection device and comprises a communication means 20 which is configured for communication with the corresponding track-side ETCS vehicle protection device 5 b.
- the vehicle control device 9 is connected to the further vehicle elements 13 such as drive, brakes, etc.
- the vehicle control device 9 issues control commands to the other vehicle elements 13 in order to control the rail vehicle 2 and to drive it along the track 4 a , 4 b .
- an automated drive and braking control system (AFB) is also integrated into the vehicle control device 9 .
- the obstacle recognition device 10 is connected to both the ATO device 6 and also the vehicle control device 9 .
- the obstacle recognition device 10 is configured for recognizing obstacles in front of the rail vehicle 2 in the region of the track 4 a , 4 b and, when an obstacle is recognized, outputs corresponding control signals to the ATO device 6 and the vehicle control device 9 .
- the display device 11 is, for example, a monitor in a cab of the rail vehicle 2 which displays information items to a traction vehicle driver who may still be present.
- the further inputs and outputs 12 are also connected to the ATO device 6 and provide, for example, secure or non-secure information items to the ATO device 6 , for example, a GPS location signal, switching positions of switches or buttons on an operating console or signals from a position encoder.
- the communication between the ATO device 6 and the operational control center 3 takes place in the exemplary embodiment shown via a communication device 21 arranged at the track-side which is configured, for example, in the form of radio masts along the track 4 a , 4 b .
- a combination with the communication means 19 and/or 20 is also possible.
- the inventive ATO device 6 has the two ATP interfaces 14 , 15 and is consequently connected from the signaling standpoint to the different vehicle-side vehicle protection devices 7 , 8 .
- the inventive rail vehicle 2 can be driven automatically, controlled by the ATO device 6 on the tracks 4 a , 4 b which are equipped with different track-side vehicle protection devices 5 a , 5 b .
- the ATO device 6 herein assumes the functions:
- the ATO device 6 can also perform more or fewer functions.
- a plurality of information items are necessary on the part of the ATO device 6 .
- These information items are transferred to the ATO device 6 by the vehicle-side vehicle protection devices 7 , 8 and by the operational control center 3 .
- either the first vehicle protection device 7 or the second vehicle protection device 8 receives different information items from the track-side vehicle protection devices 5 a , 5 b .
- the ATO device 6 receives all the further information items required for the automated driving from the operational control center 3 or via the obstacle recognition device 10 or, for example, another sensor system.
- the vehicle-side vehicle protection devices 7 , 8 are configured in accordance with a high safety standard, for example, SIL 3 or SILO, so that the information communication therethrough can be regarded as particularly reliable. For example, via the ATP interfaces 14 , 15 , a permissible maximum speed and braking signals are transferred to the ATO device 6 .
- the number or type of information items received by the ATO device 6 from the vehicle-side vehicle protection devices 7 , 8 is possibly different.
- the first vehicle protection device configured as an LZB vehicle protection device 7 thus transfers fewer information items to the ATO device 6 than the second vehicle protection device 8 configured as a more modern ETCS vehicle protection device 8 .
- the inventive rail vehicle 2 has the advantage in the exemplary embodiment shown in the drawings that it can travel automatically both on tracks 4 a equipped with LZB and also tracks 4 b equipped with ETCS.
- LZB-equipped tracks 4 a are very widespread, for example, in Germany and in some other central European countries.
- ETCS-equipped tracks 4 b are increasingly being built and represent the standard, in particular, in the cross-national traffic.
- existing rail vehicles which already have a first vehicle protection device 7 can also easily be retrofitted with an inventive ATO device 6 .
- the second vehicle protection device 8 is enhanced so that the retrofitted inventive rail vehicle 2 can automatically travel on the different tracks 4 a , 4 b.
Abstract
Description
- Modern rail traffic is continually being improved. Some of the rail transport companies are engaged in intense competition and endeavor to offer rail services ever more economically. For this, ever increasing reliance is placed on intensive automation of the rail traffic. For many years, this has been brought about through automation of the processes in the rail traffic control centers, but also increasingly by automating the vehicles themselves in their operation. For this, ATO (Automated Train Operation) devices which take over the functions of the vehicle previously carried out by a traction vehicle driver are deployed. This can be, for example, the operation of the drive and the brakes, processing current schedule information from the control center and adaptation of the vehicle's own journey or a response to the control center regarding the current position of the vehicle.
- Automation solutions for tracks already in use are often costly and complex to construct.
- It is therefore the object of the present invention to propose an ATO device, a rail vehicle and a method of the type mentioned in the introduction which enable an economical automation of the rail traffic.
- The object is achieved by means of an ATO device for the automated driving of a rail vehicle on tracks which are equipped with different track-side vehicle protection devices, wherein the ATO device has at least two ATP interfaces which are configured for connecting the ATO device to different vehicle-side vehicle protection devices and for transferring information items necessary for the automated driving from the respective vehicle-side vehicle protection device to the ATO device.
- The object is further achieved by means of a rail vehicle with at least one inventive ATO device and at least two different vehicle-side vehicle protection devices connected to the ATO device via the ATP interfaces, said vehicle protection devices each being configured to transfer information items necessary for the driving to the ATO device.
- Lastly, the object is also achieved by means of a method for the automated driving of a rail vehicle on tracks which are equipped with different track-side vehicle protection devices, wherein information items necessary for the automated driving are transferred at least partially by different vehicle-side vehicle protection devices to an ATO device and wherein the rail vehicle is controlled by the ATO device dependent upon the transferred information items.
- The inventive solution has the advantage that a plurality of vehicle-side vehicle protection devices can be connected to the ATO device by means of the at least two ATP (Automatic Train Protection) interfaces. By this means, on tracks with different track-side vehicle protection devices, the rail vehicle can be automatically driven with the same ATO device. Already existing vehicle-side vehicle protection devices can be further used and a required new protection technology authorization is easier to obtain. Furthermore, in the case of a low automation level, a traction vehicle driver of the rail vehicle who may be present must merely operate an ATO device, which simplifies the operation. The inventive ATO device can thus be operated in at least 2 modes each of which uses one of the ATP interfaces.
- The inventive solution can be further developed through advantageous embodiments, which are described below.
- The ATO device can have at least one control interface which is configured for connecting the ATO device to a vehicle control device of the rail vehicle and can be configured for controlling the rail vehicle via the control interface. This has the advantage that the ATO device can influence all the functions of the rail vehicle via the control interface and can allow the rail vehicle to drive autonomously in a simple manner. Since, according to the invention, only one ATO device is necessary for the rail vehicle, only one control interface to the vehicle is also needed. By this means, development costs and installation space are saved.
- In order to obtain further information items necessary for automated driving that have not been transferred by one of the vehicle-side vehicle protection devices, the ATO device can comprise at least one control center interface which is configured to connect the ATO device to an operational control center of the rail vehicle and can be configured so that information items needed for automated driving and not transferred via the ATP interfaces are transferred by means of the control center interface. In a particularly advantageous embodiment, the control center interface can be configured unprotected from the signaling standpoint, for example at the safety level of SIL 0 or SIL 1, so that the control center interface can be developed and configured to be less complex and more economical. Therefore, by means of the control center interface, all the information items that have not come via the ATP interfaces can be read into the ATO device. These information items naturally do not have to come exclusively from the operational control center.
- In an advantageous embodiment of the inventive rail vehicle, one of the vehicle protection devices can be configured as an ETCS vehicle protection device. ETCS (European Train Control System) has been defined as a unified train protection system for international European rail traffic. At least the major international tracks (or magistral routes) are or will be equipped with an ETCS vehicle protection device on the track-side. Thus, the inventive rail vehicle is usable in this advantageous embodiment on many tracks.
- Furthermore, one of the vehicle protection devices can be configured as an LZB or PZB vehicle protection device. LZB (Linienförmige Zugbeeinflussung or “linear train influencing”) and PZB (Punktörmige Zugbeeinflussung or “punctiform train influencing”) vehicle protection devices have been in use on existing tracks for many years. Thus, the inventive rail vehicle which has an LZB or PZB vehicle protection device can be used on particularly many existing tracks which have not yet been equipped with a modern vehicle protection device such as, for example, ETCS. The inventive rail vehicle can automatically recognize with which vehicle protection device a track is equipped.
- In order also to enable a communication between the vehicle-side vehicle protection devices, the at least two vehicle-side vehicle protection devices connected to the ATO device via the ATP interfaces can be connected to one another. Thus, for example, one of the vehicle protection devices can be configured as leading, for example, the ETCS vehicle protection device, and can pass control to the at least one further vehicle protection device, for example, the LZB or PZB vehicle protection device if a corresponding track-side vehicle protection device is recognized. For example, the ETCS vehicle protection device can be operated on LZB or PZB tracks in an STM (State Transmission Mode) mode in which it passes control to the LZB or PZB vehicle protection device.
- The invention further relates to a railway-technical installation with tracks that have different track-side vehicle protection devices and have at least one inventive rail vehicle which is configured according to one of the above-described embodiments.
- In an advantageous embodiment of the inventive method, further information items needed for the automated driving that were not transferred by one of the vehicle protection devices, can be transferred from an operational control center to the ATO device. This has the advantage, as described above, that all the information items necessary for the automated driving can be transferred to the ATO device. In this regard, safety-related information items are transferred from the vehicle-side vehicle protection devices and non-safety-critical information items are transferred from the operational control center to the ATO device.
- The invention will now be described making reference to the exemplary embodiments in the accompanying drawings,
- in which:
-
FIG. 1 is a schematic representation of an exemplary embodiment of the inventive railway-technical installation; -
FIG. 2 is a schematic view of an exemplary embodiment of an inventive rail vehicle of the installation ofFIG. 1 . - The invention will now be described making reference to the exemplary embodiments in
FIGS. 1 and 2 . - An exemplary embodiment in an inventive railway-technical installation 1 as shown in
FIG. 1 has at least onerail vehicle 2, anoperational control center 3 and a plurality oftracks tracks vehicle protection devices - In the exemplary embodiment shown, the
inventive rail vehicle 2 comprises anATO device 6, a firstvehicle protection device 7, a secondvehicle protection device 8, a vehicle control device 9, anobstacle recognition device 10, adisplay device 11, further inputs and outputs 12 andfurther vehicle elements 13. - The ATO device is configured for an automated driving of the
rail vehicle 2 and has afirst ATP interface 14, asecond ATP interface 15, acontrol interface 16 and a master interface 17. The ATOdevice 6 is connected via thefirst ATP interface 14 to the firstvehicle protection device 7 and via thesecond ATP interface 15 to the secondvehicle protection device 8. Thecontrol interface 16 connects theATO device 6 to the vehicle control device 9 and also to the purely optionalobstacle recognition device 10. The master interface 17 connects theATO device 6 to theoperational control center 3, wherein in the embodiment of the drawings, this connection is configured as aradio connection 18, for example by means of GSM or GSM-R. - The first vehicle-side
vehicle protection device 7 is configured in the exemplary embodiment of the figures as a per se known LZB vehicle protection device and has a communication means 19. The communication means 19 is provided for communication with the corresponding track-sidevehicle protection device 5 a which is also configured in accordance with the LZB technology. Alternatively, the firstvehicle protection device 7 can also be configured as a PZB-vehicle protection device. - The second
vehicle protection device 8 is configured in the exemplary embodiment of the figures as an ETCS vehicle protection device and comprises a communication means 20 which is configured for communication with the corresponding track-side ETCSvehicle protection device 5 b. - The vehicle control device 9 is connected to the
further vehicle elements 13 such as drive, brakes, etc. The vehicle control device 9 issues control commands to theother vehicle elements 13 in order to control therail vehicle 2 and to drive it along thetrack - The
obstacle recognition device 10 is connected to both theATO device 6 and also the vehicle control device 9. Theobstacle recognition device 10 is configured for recognizing obstacles in front of therail vehicle 2 in the region of thetrack ATO device 6 and the vehicle control device 9. - The
display device 11 is, for example, a monitor in a cab of therail vehicle 2 which displays information items to a traction vehicle driver who may still be present. - The further inputs and outputs 12 are also connected to the
ATO device 6 and provide, for example, secure or non-secure information items to theATO device 6, for example, a GPS location signal, switching positions of switches or buttons on an operating console or signals from a position encoder. - The communication between the
ATO device 6 and theoperational control center 3 takes place in the exemplary embodiment shown via acommunication device 21 arranged at the track-side which is configured, for example, in the form of radio masts along thetrack - The
inventive ATO device 6 has the twoATP interfaces vehicle protection devices inventive rail vehicle 2 can be driven automatically, controlled by theATO device 6 on thetracks vehicle protection devices ATO device 6 herein assumes the functions: - driving (drive control), braking (brake control), stopping with high precision, monitoring of a stopping tolerance, release of the doors on a designated side, door closing commands, display of a stopping duration, display of a desired departure time, display of a desired arrival time, energy-optimized driving and braking, re-calculation of the energy-optimized driving on a change of the route during travel, monitoring of a maximum impulse of the so-called jerk, on a change of load, punctual arrival in accordance with off-line timetables, receiving and taking account of on-line timetable corrections, passenger information output, provision of a route map, update of a route map with updated data, communication with the
operational control center 3, transport of third party data from and to communication devices along the track, off-line operation with pre-defined data and off-line operation with entirely or partially updated data which is exchanged via suitable communication routes. Naturally, theATO device 6 can also perform more or fewer functions. - For the named functions and generally for the automated driving of a rail vehicle, a plurality of information items, for example, reference variables, are necessary on the part of the
ATO device 6. These information items are transferred to theATO device 6 by the vehicle-sidevehicle protection devices operational control center 3. Depending on the technical safety equipment of thetrack vehicle protection device 7 or the secondvehicle protection device 8 receives different information items from the track-sidevehicle protection devices ATO device 6 receives all the further information items required for the automated driving from theoperational control center 3 or via theobstacle recognition device 10 or, for example, another sensor system. - The vehicle-side
vehicle protection devices ATO device 6. The number or type of information items received by theATO device 6 from the vehicle-sidevehicle protection devices vehicle protection device 7 thus transfers fewer information items to theATO device 6 than the secondvehicle protection device 8 configured as a more modern ETCSvehicle protection device 8. Theinventive rail vehicle 2 has the advantage in the exemplary embodiment shown in the drawings that it can travel automatically both ontracks 4 a equipped with LZB and also tracks 4 b equipped with ETCS. LZB-equippedtracks 4 a are very widespread, for example, in Germany and in some other central European countries. ETCS-equippedtracks 4 b are increasingly being built and represent the standard, in particular, in the cross-national traffic. - With the help of the invention, existing rail vehicles which already have a first
vehicle protection device 7 can also easily be retrofitted with aninventive ATO device 6. The secondvehicle protection device 8 is enhanced so that the retrofittedinventive rail vehicle 2 can automatically travel on thedifferent tracks
Claims (11)
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102016204597.0 | 2016-03-21 | ||
DE102016204597.0A DE102016204597A1 (en) | 2016-03-21 | 2016-03-21 | ATO equipment, rail vehicle and method for automated driving of a rail vehicle |
PCT/EP2017/055923 WO2017162472A1 (en) | 2016-03-21 | 2017-03-14 | Ato device, rail vehicle and method for the automated driving of a rail vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
US20190100226A1 true US20190100226A1 (en) | 2019-04-04 |
Family
ID=58314190
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US16/085,663 Abandoned US20190100226A1 (en) | 2016-03-21 | 2017-03-14 | Ato device, rail vehicle and method for the automated driving of a rail vehicle |
Country Status (7)
Country | Link |
---|---|
US (1) | US20190100226A1 (en) |
EP (1) | EP3405377B1 (en) |
CN (1) | CN109195854A (en) |
DE (1) | DE102016204597A1 (en) |
ES (1) | ES2966892T3 (en) |
RU (1) | RU2705523C1 (en) |
WO (1) | WO2017162472A1 (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20190031220A1 (en) * | 2016-04-04 | 2019-01-31 | Thales Management & Services Deutschland Gmbh | Method for safe supervision of train integrity and use of on-board units of an automatic train protection system for supervision train integrity |
CN110877616A (en) * | 2018-09-06 | 2020-03-13 | 阿尔斯通运输科技公司 | Electric energy consumption optimization method, storage medium and automatic driving and monitoring system |
US20210114639A1 (en) * | 2019-10-17 | 2021-04-22 | Thales Canada Inc. | Portable positioning and odometry system |
US11208125B2 (en) * | 2016-08-08 | 2021-12-28 | Transportation Ip Holdings, Llc | Vehicle control system |
US11827255B2 (en) | 2019-12-09 | 2023-11-28 | Thales Canada Inc | System and method for vehicle control |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN109743531B (en) * | 2018-05-21 | 2021-01-01 | 比亚迪股份有限公司 | Passenger alarm system and method for automatically driving train and vehicle-mounted alarm device |
DE102018215697A1 (en) * | 2018-09-14 | 2020-03-19 | Siemens Mobility GmbH | Automated on-board control system for a rail vehicle |
RU2768688C1 (en) * | 2021-12-14 | 2022-03-24 | Общество с ограниченной ответственностью "1520 Сигнал" | Unified digital airborne security platform (bsb-e) |
DE102022120635A1 (en) | 2022-08-16 | 2024-02-22 | Thales Management & Services Deutschland Gmbh | ATO/ATP system for rail vehicles |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110046827A1 (en) * | 2009-08-24 | 2011-02-24 | Ls Industrial Systems Co., Ltd. | Apparatus and method for controlling speed in automatic train operation |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2701925C3 (en) * | 1977-01-19 | 1981-10-15 | Standard Elektrik Lorenz Ag, 7000 Stuttgart | Vehicle control with two on-board computers |
GB9202830D0 (en) * | 1992-02-11 | 1992-03-25 | Westinghouse Brake & Signal | A railway signalling system |
IT1264916B1 (en) * | 1993-07-09 | 1996-10-17 | Metropolitana Milanese Struttu | TRAIN PROTECTION EQUIPMENT PARTICULARLY FOR TRAIN AND UNDERGROUND LINES WITH THE POSSIBILITY OF DIFFERENT TYPES OF OPERATION IN CASE |
DE102005002742A1 (en) * | 2005-01-17 | 2006-07-27 | Siemens Ag | Train Control System |
DE102009019302A1 (en) * | 2009-04-24 | 2010-10-28 | Siemens Aktiengesellschaft | Method and device for controlling railway safety systems |
CN102019944B (en) * | 2010-11-23 | 2012-09-19 | 华为技术有限公司 | Train operation control method, automatic train protection (ATP) system and China train control system 3 (CTCS-3) control unit |
CN102233887A (en) * | 2011-05-16 | 2011-11-09 | 铁道部运输局 | CTCS (China train control system)-3 train operation control system |
KR101296672B1 (en) * | 2011-08-31 | 2013-08-14 | 현대로템 주식회사 | Railway car communication network system |
CN102514602B (en) * | 2011-12-29 | 2015-04-29 | 浙江众合机电股份有限公司 | Method and system for planning and controlling train travelling speed |
JP5944229B2 (en) * | 2012-05-30 | 2016-07-05 | 株式会社東芝 | Train control device |
CN102897197A (en) * | 2012-09-29 | 2013-01-30 | 北京交控科技有限公司 | Full-automatic operation control system of rail transit car depot or parking lot |
-
2016
- 2016-03-21 DE DE102016204597.0A patent/DE102016204597A1/en not_active Withdrawn
-
2017
- 2017-03-14 RU RU2018129055A patent/RU2705523C1/en active
- 2017-03-14 WO PCT/EP2017/055923 patent/WO2017162472A1/en active Application Filing
- 2017-03-14 US US16/085,663 patent/US20190100226A1/en not_active Abandoned
- 2017-03-14 ES ES17710872T patent/ES2966892T3/en active Active
- 2017-03-14 EP EP17710872.7A patent/EP3405377B1/en active Active
- 2017-03-14 CN CN201780018485.9A patent/CN109195854A/en active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110046827A1 (en) * | 2009-08-24 | 2011-02-24 | Ls Industrial Systems Co., Ltd. | Apparatus and method for controlling speed in automatic train operation |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20190031220A1 (en) * | 2016-04-04 | 2019-01-31 | Thales Management & Services Deutschland Gmbh | Method for safe supervision of train integrity and use of on-board units of an automatic train protection system for supervision train integrity |
US10967895B2 (en) * | 2016-04-04 | 2021-04-06 | Thales Management & Services Deutschland Gmbh | Method for safe supervision of train integrity and use of on-board units of an automatic train protection system for supervision train integrity |
US11208125B2 (en) * | 2016-08-08 | 2021-12-28 | Transportation Ip Holdings, Llc | Vehicle control system |
CN110877616A (en) * | 2018-09-06 | 2020-03-13 | 阿尔斯通运输科技公司 | Electric energy consumption optimization method, storage medium and automatic driving and monitoring system |
US20210114639A1 (en) * | 2019-10-17 | 2021-04-22 | Thales Canada Inc. | Portable positioning and odometry system |
US11827255B2 (en) | 2019-12-09 | 2023-11-28 | Thales Canada Inc | System and method for vehicle control |
Also Published As
Publication number | Publication date |
---|---|
WO2017162472A1 (en) | 2017-09-28 |
CN109195854A (en) | 2019-01-11 |
RU2705523C1 (en) | 2019-11-07 |
EP3405377B1 (en) | 2023-10-04 |
EP3405377A1 (en) | 2018-11-28 |
ES2966892T3 (en) | 2024-04-24 |
DE102016204597A1 (en) | 2017-09-21 |
EP3405377C0 (en) | 2023-10-04 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20190100226A1 (en) | Ato device, rail vehicle and method for the automated driving of a rail vehicle | |
US10232866B2 (en) | Method and apparatus for a train control system | |
US8548654B2 (en) | Signaling system | |
EP1695890B1 (en) | Signaling system, train with control apparatus and point protection apparatus | |
WO2020248402A1 (en) | Electronic tag positioning-based lightweight train control system | |
JP5171712B2 (en) | Railroad crossing control device | |
CN101056787A (en) | Method and device for the coordinate operation of vehicle doors of railborne or guided vehicles and corresponding platform guiding systems, especially platform doors | |
CN103260994A (en) | Method for communicating information between an on-board control unit and a public transport network | |
US9616905B2 (en) | Train navigation system and method | |
JP7289184B2 (en) | Automatic train operation system | |
EP2272733B1 (en) | Vehicle crew supporting apparatus | |
CN108698624B (en) | Railway system and method for operating a railway system | |
AU2019283858A1 (en) | Rail transport system | |
JP2007161253A (en) | Train traffic control method and train traffic control system | |
AU2015200258A1 (en) | Rail Transport System | |
CN108778890A (en) | Railway technology device and method for running track technique device | |
CN105848985B (en) | The control of rail vehicle | |
KR101631431B1 (en) | Train oriented control system and linkage method of railway using train oriented control system | |
KR20160001852A (en) | ATO signaling system based ETCS | |
US20210039694A1 (en) | Rail-bound track section equipped with an automatic train protection system and method for operating the same | |
AU2009251095B2 (en) | Method of Administering Possession of a Consist in an Automatic Train Operation System | |
EP3250437B1 (en) | System and method for coupling/uncoupling moving guided vehicles during operation | |
KR102519170B1 (en) | Railway Vehicle Control System | |
RU2768688C1 (en) | Unified digital airborne security platform (bsb-e) | |
US20230150559A1 (en) | Method & apparatus for a train control system |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: SIEMENS AKTIENGESELLSCHAFT, GERMANY Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:BAIER, TORSTEN;DICKGIESSER, BORIS;GRIMPE, MICHAEL;AND OTHERS;SIGNING DATES FROM 20180703 TO 20180723;REEL/FRAME:046905/0456 |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION |
|
AS | Assignment |
Owner name: SIEMENS MOBILITY GMBH, GERMANY Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SIEMENS AKTIENGESELLSCHAFT;REEL/FRAME:050467/0833 Effective date: 20190923 |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: NON FINAL ACTION MAILED |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |