WO2012095339A1 - Arrangement for european train control system level 2 (etcs l2) train control - Google Patents

Arrangement for european train control system level 2 (etcs l2) train control Download PDF

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Publication number
WO2012095339A1
WO2012095339A1 PCT/EP2012/050079 EP2012050079W WO2012095339A1 WO 2012095339 A1 WO2012095339 A1 WO 2012095339A1 EP 2012050079 W EP2012050079 W EP 2012050079W WO 2012095339 A1 WO2012095339 A1 WO 2012095339A1
Authority
WO
WIPO (PCT)
Prior art keywords
block
train control
etcs
rbc
radio
Prior art date
Application number
PCT/EP2012/050079
Other languages
German (de)
French (fr)
Inventor
Norbert Geduhn
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to CN201280004603.8A priority Critical patent/CN103282259B/en
Priority to ES12700212.9T priority patent/ES2534077T3/en
Priority to RU2013137846/11A priority patent/RU2584040C2/en
Priority to EP12700212.9A priority patent/EP2663483B1/en
Publication of WO2012095339A1 publication Critical patent/WO2012095339A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/22—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails
    • B61L23/30—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails using automatic section blocking
    • B61L23/32—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in two directions over the same pair of rails using automatic section blocking with provision for the blocking or passing sidings
    • 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 vehicle train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/70—Details of trackside communication
    • 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 vehicle train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the invention relates to an arrangement for ETCS L2 -European Train Control System Level 2 train control with RBC radio-controlled block block center-controlled on the basis of a self-block system with arranged between the signal boxes block signals controlled by track vacant devices.
  • ETCS is to replace the variety of different Glasbeeinflus ⁇ acquisition systems, enabling a tight, fast and cross-border cable routing.
  • the ETCS provides for several extension levels for train control.
  • the ETCS route is subdivided into monitoring sections subject to the licensing procedure.
  • the monitoring sections are released by a route device by means of a balise control or radio transmission for the onward journey of the train, if the clearance has been determined by the monitoring interlocking and transferred to the route device.
  • the Baiisen variant is referred to as Level 1 or LI for short, and the radio variant as Level 2 or L2 for short.
  • Level 2 a direct radio-based Buchbeein ⁇ flow is provided.
  • block center data telegrams are generated by a special L2 route device, the RBC radio, which are transmitted to vehicle devices via a standardized radio data transmission interface.
  • the signaling state information is obtained by the RBC by connection to the control unit which controls the corresponding track area.
  • the driving permission is quasi-constantly updated from this state information in the RBC.
  • many railway lines, especially sidings are currently equipped with self-block systems, as shown in FIG. Each train controls this automatically Blockig ⁇ nale 1 and thus secures against other train journeys.
  • the route is divided into block sections between the block signals 1. There must be only one move in each block section. With the exception of entry and exit signals 2, which are controlled by interlockings 3, all signals are in the home position to drive.
  • the free ⁇ or busy state of the block portion is detected bystä ⁇ tig working train detection means 4, for example, axle counters to the block section boundaries or track circuits.
  • the train sequence is the greater, the more block sections has a route.
  • the smallest Blockab ⁇ cut length is determined by the braking distance of the trains.
  • the auto-block topology according to FIG. 1 is converted into a central-block topology according to FIG.
  • the actuating mechanism 3 is connected in a quasi star-shaped manner with each block signal 1.
  • the block signals 1 can be controlled directly from the interlocking 3 according to the determined by the track-free ⁇ reporting devices train position.
  • the interlocking 3 thereby also constantly has the current information about the hold or free state of each individual block signal 1 and can transmit this information to a radio block center RBC-6.
  • the RBC 6 as ETCS route equipment processes the signal information and further information supplied by the interlocking 3 in order to derive a data telegram from it and to transmit it via radio interface to a vehicle equipment.
  • the data telegrams This includes not only driving permission information, but also driveway specific information, in particular bezüg ⁇ Lich speed profile, inclination profile, slow driving Stel len and length of an approved ride.
  • Another safety and comfort improvement by upgrading from self-block to ETCS is the ability not only track and driving permission information to the next block signal, but over much longer Streckenab ⁇ sections that correspond to the timetable for the vehicle planned routes to generate quasi foresight and with the data telegram to the addressed vehicle übertra ⁇ gen.
  • the safety margin can be increased to SIL 3 to SIL 4.
  • Safety levels are defined in the CENELEC standard EN50129 by SIL 0 - not technically safe - up to SIL 4 - with a high level of signal safety.
  • SIL 0 - not technically safe - up to SIL 4 - with a high level of signal safety.
  • a significant conversion effort is required, which includes not only the trackside cabling 5, but also significant adjustments to the cradle and regulatory approvals.
  • the invention is therefore based on the object to reduce the conversion effort from a self-block route in an ETCS route.
  • the object is achieved in that the Gleisokomelde wornen and / or the block signals are connected via radio devices to the RBC for the transmission of their busy / stop or free state.
  • the RBC receives the status information directly from the block signals without going through the interlocking. Together with the interlocking information, the RBC has all output information available for generating data telegrams for L2 radio train control.
  • the corresponding route topology is illustrated in FIG. 3.
  • the signal position that is, the free or busy / hold state
  • the source information relating to the block section state can also be used directly by the track-free reporting devices. In the latter case, the block signals are no longer needed or only as a fallback level.

Abstract

The invention relates to an arrangement for European Train Control System Level 2 (ETCS L2) train control, comprising Radio Block Centers (RBCs) (6), which are controlled by signal boxes and are based on an automatic block system, comprising block signals (1) arranged between the signal boxes (3) and controlled by track clear signaling devices (4). In order to be able to convert an automatic block segment into an ETCS segment at little expense, the track clear signaling devices (4) and/or the block signals (1) are connected to the RBC (6) by means of radio devices in order to transmit the occupied/stop or clear state thereof.

Description

Beschreibung description
Anordnung zur ETCS L2 -European Train Control System Level 2- Zugbeeinflussung Arrangement for ETCS L2 -European Train Control System Level 2 Train Control
Die Erfindung betrifft eine Anordnung zur ETCS L2 -European Train Control System Level 2- Zugbeeinflussung mit stellwerksgesteuerten RBC -Radio Block Center- auf der Basis eines Selbstblock-Systems mit zwischen den Stellwerken angeordne- ten, von Gleisfreimeldeeinrichtungen angesteuerten Blocksignalen . The invention relates to an arrangement for ETCS L2 -European Train Control System Level 2 train control with RBC radio-controlled block block center-controlled on the basis of a self-block system with arranged between the signal boxes block signals controlled by track vacant devices.
Das ETCS soll die Vielzahl der verschiedenen Zugbeeinflus¬ sungssysteme ablösen und so eine dichte, schnelle und grenz- überschreitende Zugführung ermöglichen. Im Rahmen des ETCS sind mehrere Ausbaustufen für die Zugbeeinflussung vorgesehen. Die ETCS-Strecke ist in fahrterlaubniserteilungspflichtige Überwachungsabschnitte eingeteilt. Die Überwachungsabschnitte werden von einer Streckeneinrichtung mittels Balisenansteu- erung oder Funkübertragung für die Weiterfahrt des Zuges freigegeben, wenn von dem überwachenden Stellwerk die Freigabe ermittelt und an die Streckeneinrichtung übergeben wurde. Nach ETCS-Sprachgebrauch wird die Baiisenvariante als Level 1 oder kurz LI und die Funk-Variante als Level 2 oder kurz L2 be- zeichnet. In Level 2 ist eine direkte funkbasierte Zugbeein¬ flussung vorgesehen. Dabei werden von einer speziellen L2- Streckeneinrichtung, dem RBC -Radio Block Center- Datentelegramme erzeugt, die über eine normierte Datenfunkschnittstelle an Fahrzeugeinrichtungen übertragen werden. Die signaltechni- sehen Zustandsinformationen erhält das RBC durch Anschluss an das den entsprechenden Gleisbereich steuernde Stellwerk. Die Fahrterlaubnis wird aus diesen Zustandsinformationen in dem RBC quasi ständig aktualisiert. Andererseits sind viele Bahnstrecken, insbesondere Neben¬ strecken gegenwärtig mit Selbstblock-Systemen ausgerüstet, wie Figur 1 zeigt. Jeder Zug steuert hierbei selbsttätig Blocksig¬ nale 1 und sichert sich damit gegen andere Zugfahrten. Die Strecke ist in Blockabschnitte zwischen den Blocksignalen 1 unterteilt. In jedem Blockabschnitt darf sich nur jeweils ein Zug befinden. Mit Ausnahme von Ein- und Ausfahrsignalen 2, die von Stellwerken 3 gesteuert werden, stehen sämtliche Signale in der Grundstellung auf Fahrt. Sie fallen beim Passieren eines Zuges auf Halt und gehen automatisch wieder auf Fahrt, wenn der Zug in den folgenden Blockabschnitt einfährt und den noch besetzt gemeldeten Blockabschnitt geräumt hat. Der Frei¬ oder Besetztzustand des Blockabschnittes wird durch selbsttä¬ tig arbeitende Gleisfreimeldeeinrichtungen 4, beispielsweise Achszähler an den Blockabschnittsgrenzen oder Gleisstromkreise, festgestellt. Die Zugfolge ist umso größer, je mehr Blockabschnitte eine Strecke aufweist. Die geringste Blockab¬ schnittslänge wird durch den Bremsweg der Züge bestimmt. Um eine Selbstblock-Strecke in eine ETCS-Strecke umzurüsten, wird die Selbstblock-Topologie gemäß Figur 1 in eine Zentral- block-Topologie gemäß Figur 2 umgebaut. Dabei wird das Stell¬ werk 3 quasi sternförmig mit jedem Blocksignal 1 verbunden. Durch die entsprechende Verkabelung 5 können die Blocksignale 1 direkt vom Stellwerk 3 entsprechend der durch die Gleisfrei¬ meldeeinrichtungen festgestellten Zugposition angesteuert werden. Andererseits verfügt das Stellwerk 3 dadurch auch ständig über die aktuelle Information über den Halt- oder Freizustand jedes einzelnen Blocksignals 1 und kann diese Information an ein Radio Block Center -RBC- 6 übertragen. Das RBC 6 als ETCS- Streckenausrüstung verarbeitet die Signalinformationen und weitere vom Stellwerk 3 gelieferte Informationen, um daraus ein Datentelegramm abzuleiten und mittels Funkschnittstelle an eine Fahrtzeugeinrichtung zu übertragen. Die Datentelegramme umfassen dabei nicht nur Fahrterlaubnis-Informationen, sondern auch fahrstraßenspezifische Informationen, insbesondere bezüg¬ lich Geschwindigkeitsprofil, Neigungsprofil, Langsamfahrstel¬ len und Länge einer zugelassenen Fahrt. Eine weitere Si- cherheits- und Komfortverbesserung durch die Hochrüstung von Selbstblock zu ETCS besteht durch die Möglichkeit, nicht nur Strecken- und Fahrterlaubnis-Informationen bis zum nächsten Blocksignal, sondern über sehr viel längere Streckenab¬ schnitte, die für das Fahrzeug fahrplanmäßig vorgesehenen Fahrstraßen entsprechen, quasi vorausschauend zu erzeugen und mit dem Datentelegramm an das adressierte Fahrzeug zu übertra¬ gen. Letztlich ergibt sich neben einem erheblichen Sicherheitsgewinn auch eine Erhöhung des Fahrzeugdurchsatzes, das heißt, der betrieblichen Leistungsfähigkeit. Der Sicherheits- gewinn kann dabei auf SIL 3 bis SIL 4 gesteigert werden. DieETCS is to replace the variety of different Zugbeeinflus ¬ acquisition systems, enabling a tight, fast and cross-border cable routing. The ETCS provides for several extension levels for train control. The ETCS route is subdivided into monitoring sections subject to the licensing procedure. The monitoring sections are released by a route device by means of a balise control or radio transmission for the onward journey of the train, if the clearance has been determined by the monitoring interlocking and transferred to the route device. According to ETCS, the Baiisen variant is referred to as Level 1 or LI for short, and the radio variant as Level 2 or L2 for short. In Level 2, a direct radio-based Zugbeein ¬ flow is provided. In this case, block center data telegrams are generated by a special L2 route device, the RBC radio, which are transmitted to vehicle devices via a standardized radio data transmission interface. The signaling state information is obtained by the RBC by connection to the control unit which controls the corresponding track area. The driving permission is quasi-constantly updated from this state information in the RBC. On the other hand, many railway lines, especially sidings , are currently equipped with self-block systems, as shown in FIG. Each train controls this automatically Blockig ¬ nale 1 and thus secures against other train journeys. The route is divided into block sections between the block signals 1. There must be only one move in each block section. With the exception of entry and exit signals 2, which are controlled by interlockings 3, all signals are in the home position to drive. They fall when stopping a train to stop and automatically go back to driving when the train enters the next block section and has cleared the still busy occupied block section. The free ¬ or busy state of the block portion is detected by selbsttä ¬ tig working train detection means 4, for example, axle counters to the block section boundaries or track circuits. The train sequence is the greater, the more block sections has a route. The smallest Blockab ¬ cut length is determined by the braking distance of the trains. In order to convert a self-block route into an ETCS route, the auto-block topology according to FIG. 1 is converted into a central-block topology according to FIG. In this case, the actuating mechanism 3 is connected in a quasi star-shaped manner with each block signal 1. Through the appropriate wiring 5, the block signals 1 can be controlled directly from the interlocking 3 according to the determined by the track-free ¬ reporting devices train position. On the other hand, the interlocking 3 thereby also constantly has the current information about the hold or free state of each individual block signal 1 and can transmit this information to a radio block center RBC-6. The RBC 6 as ETCS route equipment processes the signal information and further information supplied by the interlocking 3 in order to derive a data telegram from it and to transmit it via radio interface to a vehicle equipment. The data telegrams This includes not only driving permission information, but also driveway specific information, in particular bezüg ¬ Lich speed profile, inclination profile, slow driving Stel len and length of an approved ride. Another safety and comfort improvement by upgrading from self-block to ETCS is the ability not only track and driving permission information to the next block signal, but over much longer Streckenab ¬ sections that correspond to the timetable for the vehicle planned routes to generate quasi foresight and with the data telegram to the addressed vehicle übertra ¬ gen. Ultimately, there is not only a significant increase in safety and an increase in vehicle throughput, that is, the operating efficiency. The safety margin can be increased to SIL 3 to SIL 4. The
Sicherheitsstufen sind in der CENELEC-Norm EN50129 von SIL 0 - signaltechnisch nicht sicher - bis SIL 4 - signaltechnisch hochgradig sicher - definiert. Um die Verbesserungen des ETCS gegenüber dem Selbstblock-System zu erreichen, ist jedoch ein erheblicher Umbauaufwand erforderlich, der nicht nur die streckenseitige Verkabelung 5, sondern auch erhebliche stell- werkseitige Anpassungen sowie behördliche Zulassungen umfasst. Safety levels are defined in the CENELEC standard EN50129 by SIL 0 - not technically safe - up to SIL 4 - with a high level of signal safety. However, to achieve the improvements of the ETCS over the self-block system, a significant conversion effort is required, which includes not only the trackside cabling 5, but also significant adjustments to the cradle and regulatory approvals.
Der Erfindung liegt demgemäß die Aufgabe zugrunde, den Umbau- aufwand von einer Selbstblock-Strecke in eine ETCS-Strecke zu verringern . The invention is therefore based on the object to reduce the conversion effort from a self-block route in an ETCS route.
Erfindungsgemäß wird die Aufgabe dadurch gelöst, dass die Gleisfreimeldeeinrichtungen und/oder die Blocksignale über Funkeinrichtungen mit dem RBC zur Übertragung ihres Besetzt/Halt- oder Freizustandes verbunden sind. According to the invention the object is achieved in that the Gleisfreimeldeeinrichtungen and / or the block signals are connected via radio devices to the RBC for the transmission of their busy / stop or free state.
Auf diese Weise entfällt die sehr aufwendige Neuverkabelung zwischen den Blocksignalen und dem mit dem RBC verbundenen Stellwerk. Das RBC empfängt die Zustandsinformationen ohne Umweg über das Stellwerk direkt von den Blocksignalen. Zusammen mit den Stellwerksinformationen stehen dem RBC dadurch alle Ausgangsinformationen zur Erzeugung von Datentelegrammen für die L2-Funk-Zugbeeinflussung zur Verfügung. In this way, eliminates the very costly rewiring between the block signals and connected to the RBC Interlocking. The RBC receives the status information directly from the block signals without going through the interlocking. Together with the interlocking information, the RBC has all output information available for generating data telegrams for L2 radio train control.
Die entsprechende Streckentopologie ist in Figur 3 veranschau¬ licht. Prinzipiell muss nur gewährleistet sein, dass für jeden Blockabschnitt die Signalstellung, das heißt, der Frei- oder Besetzt-/Haltzustand an das RBC 6 übertragen wird. Dazu kann auch die Quellinformation bezüglich des Blockabschnittszustan- des unmittelbar von den Gleisfreimeldeeinrichtungen genutzt werden. Im letzten Fall werden die Blocksignale nicht mehr oder nur noch als Rückfallebene benötigt. The corresponding route topology is illustrated in FIG. 3. In principle, it must only be ensured that the signal position, that is, the free or busy / hold state, is transmitted to the RBC 6 for each block section. For this purpose, the source information relating to the block section state can also be used directly by the track-free reporting devices. In the latter case, the block signals are no longer needed or only as a fallback level.

Claims

Patentanspruch claim
1. Anordnung zur ETCS L2 -European Train Control System Level 2- Zugbeeinflussung mit stellwerksgesteuerten RBC -Radio Block Center- (6) auf der Basis eines Selbstblock-Systems mit zwi¬ schen den Stellwerken (3) angeordneten, von Gleisfreimeldeeinrichtungen (4) angesteuerten Blocksignalen (1), 1. Arrangement for ETCS L2 -European Train Control System Level 2 train control with RBC radio-controlled Block Block- (6) on the basis of a self-block system with zwi ¬ 's the interlockings (3) arranged, controlled by track-free signaling devices (4) Block signals (1),
d a d u r c h g e k e n n z e i c h n e t, dass  d a d u r c h e c e n c i n e s that
die Gleisfreimeldeeinrichtungen (4) und/oder die Blocksignale (1) über Funkeinrichtungen mit dem RBC (6) zur Übertragung ihres Besetzt-/Halt- oder Freizustandes verbunden sind.  the trackless signaling devices (4) and / or the block signals (1) are connected via radio devices to the RBC (6) for transmission of their busy / stop or idle state.
PCT/EP2012/050079 2011-01-14 2012-01-04 Arrangement for european train control system level 2 (etcs l2) train control WO2012095339A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN201280004603.8A CN103282259B (en) 2011-01-14 2012-01-04 For the device of European Train Control System 2 grades of ETCS L2 Train Control
ES12700212.9T ES2534077T3 (en) 2011-01-14 2012-01-04 Provision for train control through the ETCS L2 System - European Train Control System, Level 2
RU2013137846/11A RU2584040C2 (en) 2011-01-14 2012-01-04 European train control system level 2 system (etcs l2) - automatic cab signalling with autostop
EP12700212.9A EP2663483B1 (en) 2011-01-14 2012-01-04 Arrangement for european train control system level 2 (etcs l2) train control

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011002683A DE102011002683A1 (en) 2011-01-14 2011-01-14 Arrangement for ETCS L2 European Train Control System Level 2 train control
DE102011002683.5 2011-01-14

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WO2012095339A1 true WO2012095339A1 (en) 2012-07-19

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EP (1) EP2663483B1 (en)
CN (1) CN103282259B (en)
DE (1) DE102011002683A1 (en)
ES (1) ES2534077T3 (en)
RU (1) RU2584040C2 (en)
WO (1) WO2012095339A1 (en)

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CN103282259A (en) 2013-09-04
RU2013137846A (en) 2015-02-20
ES2534077T3 (en) 2015-04-17
EP2663483A1 (en) 2013-11-20
DE102011002683A1 (en) 2012-07-19
CN103282259B (en) 2015-11-25
RU2584040C2 (en) 2016-05-20
EP2663483B1 (en) 2015-03-18

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