WO2015090933A1

WO2015090933A1 - Controlling a rail vehicle

Info

Publication number: WO2015090933A1
Application number: PCT/EP2014/076197
Authority: WO
Inventors: David Morton
Original assignee: Siemens Aktiengesellschaft
Priority date: 2013-12-19
Filing date: 2014-12-02
Publication date: 2015-06-25
Also published as: DE102013226728A1; CN105848985B; CN105848985A; EP3060452A1

Abstract

According to the invention, a balise at the border of a trusted area, in particular a TAB balise, communicates data to a rail vehicle when the rail vehicle passes said balise, the rail vehicle verifies a condition on the basis of said data, and the rail vehicle performs a predefined action in accordance with whether the condition is met. This dispenses with the need for additional balises, especially TAO balises.

Description

description

Control of a rail vehicle The invention relates to a method for controlling a rail vehicle, a corresponding ETCS

Track equipment, an associated system and a corresponding rail vehicle. The European Train Control System (ETCS) is a component of a single European rail traffic control system, developed under the abbreviation ERTMS. The second technical component of this digital railway technology is the GSM-R railway mobile communications system. ETCS is intended to replace the many train control systems used in the countries, to be used in high-speed traffic in the medium term, and to be implemented in the long term throughout the European rail traffic. An ETCS vehicle device includes e.g. a European Vital Computer (EVCS), a Driver Machine Interface (DMI), a pathway meter, a GSM-R transmitter (including Euroradio), a radio reader and a brake access

(http://en.wikipedia.org/wiki/ETCS).

ETCS Level 1 uses balises as transmission medium. The information conveyed by the balises are line gradients, maximum line speeds and the point at which the vehicle should stop. Together with the mode these form the Movement Authority (MA), translated as "permission to move" or "driving license". This means that the on-board ETCS equipment can continuously monitor compliance with the permitted speed (and direction) and initiate emergency braking in good time, regardless of nationally defined route geometries and signal intervals. At the end of the MA (End of Authority, EoA) - classically a signal pointing to HALT - the rail vehicle is to come to a halt. In addition to ETCS levels, ETCS modes are also defined. The modes describe the states in which the EVC can be located. Among other things, there are the following modes (see also: htt: // en. Wikipedia.org/wiki/Etcs):

- FS (Fill Supervision) Mode: The rail vehicle

is fully monitored by the ETCS. The prerequisite for this mode is that an MA was given off the track.

- SR (Staff Responsible) mode: The driver is responsible for securing the train himself, but in many countries only a maximum speed of 30km / h or 40km / h is allowed, which is still monitored by the ETCS. This mode is taken if there is no MA.

- OS (On Sight) Mode: The rail vehicle is being monitored by the ETCS, but the driver is driving on sight.

- SH (Shunting) mode: Shunting mode; the permitted range can be specified by the ETCS; in many countries only a maximum speed of 30km / h is allowed.

A track center of the ETCS is also referred to as the Radio Block Center (RBC). So-called secured sections (also referred to as trusted areas) are designated as sections of a route where the control center can trust that a valid position transmitted by an ETCS component of the rail vehicle is also correct. As a result, the line center may be e.g. issue a driving license in OS mode or in FS mode for this rail vehicle.

It is known for the secured sections to provide the following types of balises: - Balises at the edge of the secured section (also referred to as TAB-Balises; TAB: Trusted Area Border);

- balises outside the secured section (also referred to as TAO balises, TAO: Trusted Area Outsides);

- Balises within the secured section (also known as TAI-Balises, TAI: Trusted Area Insider). The TAO-Balise shall ensure that the line center is informed as soon as a rail vehicle leaves the secured area. This prevents the line center from falsely issuing a driver's license (MA) for a rail vehicle that is actually outside the secured section.

5 shows an exemplary layout of a railroad track with a secured section 501 between TAB balises 502, 503. Also shown are TAO balises 504, 505 and a TAI balise 506. In principle, it should be noted that each of the balises mentioned herein can be realized by a group of banks, that is, for example, a plurality of balises mounted one behind the other. Here it is disadvantageous that a large number of balises is required. For example, up to eight balises are needed for a secured section. Since a single station (eg bus stop or train station) often has several secured sections, this leads to a large number of total required balises and the associated considerable costs. In addition, for example, shunting or sidings often provide too little space for TAO balises and TAB balises. A further disadvantage is that the rail vehicle may erroneously obtain a driving license when it drives out of the secured section and the line center assumes that the rail vehicle is still in the secured position. cherten section is. This can happen, for example, if the rail vehicle does not read the TAO-Balise and / or does not notify the line center that it is leaving the secured section.

The object of the invention is to avoid the abovementioned disadvantages and in particular to provide a cost-efficient solution by means of which part of the balises can be saved, whereby the concept of secured areas (trusted areas) is nevertheless implemented in compliance with the required safety requirements can.

This object is achieved according to the features of the independent claims. Preferred embodiments are in particular the dependent claims.

To achieve the object, a method for controlling a rail vehicle is specified,

in which information is provided to the rail vehicle when passing over a balise,

in which a condition is checked based on the information from the rail vehicle,

- In which, depending on whether the condition is met or not, a predetermined action is performed by the rail vehicle.

With the approach presented, it is possible to save on balises that would otherwise be required to provide secured sections of a "trusted area." For example, the saved balises are TAO balises, thus providing a cost-effective approach on the one hand supports secured sections and on the other hand the required

Security requirements and regulations met.

On the basis of the information transmitted by the beacon passed over, the rail vehicle can check whether the obtained driving license (MA) is based on the correct conditions. that is, whether the rail vehicle actually stood on the section that the line center had assumed upon receipt of the driving license. Preferably, the condition is a rule that can be checked by the rail vehicle. The information may be part of the condition or provide a parameter for the condition. In particular, it is possible that the condition itself is also provided by means of the information.

A further development is that the condition stipulates that the rail vehicle may travel only a predetermined distance.

If the distance traveled by the rail vehicle (possibly taking into account the direction of travel) reaches or exceeds a threshold value, the predetermined action is carried out.

Here, it should be noted that a condition "continuing to travel invalid" may be satisfied when the traveled distance reaches or exceeds the threshold, or alternatively, a "continuation of travel possible" condition may be satisfied if the traveled distance does not reach or exceed the threshold.

Another development is that the condition stipulates that the rail vehicle has to drive over a predetermined distance at a predetermined distance.

The given balise can be the last beacon beacon or another balise. In particular, it is a development that the information includes a distance to another balise and the condition is based on this distance. For example, the over-traveled balise can transmit a distance to the next in the direction of travel Balise. The condition now checks whether the rail vehicle passes over these balises at the specified distance or not. If, in a given tolerance range associated with the distance, the next beacon is not traversed, the default action is taken.

It is also a development that the condition is checked with a predetermined tolerance range.

Furthermore, it is a further development that the tolerance range is based on a measurement inaccuracy of the position determination of the

Rail vehicle based.

A next development is that the predetermined action includes the initiation of a braking operation of the rail vehicle. In particular, the braking operation until the stop of

Rail vehicle to be performed. By way of example, the braking operation may be normal braking or emergency braking. One embodiment is that the balise is arranged at or in the vicinity of a boundary of a secured section, in particular a TAB balise or a TAB balise group.

An alternative embodiment is that the information provided by the balise is transmitted in the context of linking information.

The above statements concerning the method apply correspondingly to the other categories of claim. The above object is also achieved by ETCS route equipment

with a balise at or near a boundary of a secured section,

- Wherein the balise is set up so that it provides information when driving over a rail vehicle, so that based on the information from the rail vehicle, a condition is verifiable and depending on whether the condition is met or not, a predetermined action is executable ,

Also proposed is a system having at least one ETCS route equipment as described herein.

Furthermore, the above object is achieved by means of a rail vehicle with a processing unit which is set up such that

- When crossing a balise information

is receivable,

- Based on the information, a condition is verifiable and

- that depends on whether the condition is met

or not, a predetermined action in the rail vehicle is feasible.

One embodiment is that the predetermined action comprises a braking or stopping of the rail vehicle. The processing unit mentioned here may in particular be embodied as a processor unit and / or an at least partially hard-wired or logical circuit arrangement, which is set up, for example, in such a way that the method can be carried out as described herein. Said processing unit can be any kind of processor or computer or computer with correspondingly necessary peripherals (memory, input / output interfaces, input / output devices, etc.) be or include. The processing unit may be part of a control unit of the rail vehicle.

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they will be achieved, will become clearer and more clearly understood in connection with the following schematic description of exemplary embodiments which will be described in detail in conjunction with the drawings. In this case, the same or equivalent elements may be provided with the same reference numerals for clarity.

FIG. 1 shows an exemplary route scenario with a rail vehicle moving toward a switch that can connect to a secured section and to a non-secured track section; FIG. Fig.2 based on Fig.l, the rail vehicle as it

has passed the secured section via the switch;

Figure 3 based on Fig.l and Fig.2, possible assignments of the route scenario, which could be falsely assumed without further action that the rail vehicle is in the secured area, although this is not true; 4 based on that explained in Figures 1 to 3

Route scenarios, the execution of a given action, such as a deceleration of the

Rail vehicle, if it has been mistakenly received a driving license, although it is not (as assumed by the control center) on the secured

Section has stood. It is proposed to realize the concept of secured (trusted areas) while saving at least part of the TAO balises This can be achieved, for example, by providing the existing TAB balises with information that informs the journey of the rail vehicle This condition is derived from the

Rail vehicle with or after receipt, i. Crossing the TAB-Balise, tested. The condition can pretend that

- the rail vehicle may only cover a given distance,

- The rail vehicle has to pass over a predetermined Balise at a predetermined distance.

In the event that the condition is or is not fulfilled, a predetermined action is automatically performed by the rail vehicle, e.g. a braking process initiated.

The condition leads to the fact that the rail vehicle independently checks and decides whether it performs the given action. It does not require any instruction from the line center.

The information provided by a TAB-Balise can be transmitted as part of so-called linking information. Further, instead of the TAB balise, another balise may provide the information.

The presented approach for providing safe sections without the use or saving at least some additional TAO balises will be described by way of example with reference to the following figures.

Fig.l shows an exemplary route scenario with a rail vehicle. The rail vehicle moves with a rear cab 105 in a direction of travel 106 on a track section 108 to a switch 103 to. The driver's cab 105 is in standby mode, previously a cab 107 with an identification "2222" was recognized by the driver's cab 105. run over. In the driver's cab 105, for example, this last-traveled balise identification "2222" together with the distance to the last over-traveled balise 107 is stored or available.

It should be noted that the driver's cab includes in particular a cab display of the rail vehicle. The rail vehicle preferably has two driver's cabs, wherein, depending on the direction of travel of the rail vehicle, the driver's cab is active at the tip of the moving rail vehicle. When changing direction of the rail vehicle also takes place a change between the active cabs. In particular, the driver's cab has an ETCS vehicle device.

It should be noted that the rail vehicle (also referred to as "train") has at least one car, the car may be a traction vehicle, a travel car, a freight car or a combination of such compartments or functions. The traction unit has a driver's cab (also referred to as an operator station) and can be designed with or without drive. The traction vehicle may in particular be a locomotive. In particular, it may be at the

Rail vehicle around a Metrostadtbahn (for example S- or U-Bahn) act, at least partially underground in tunnels. In particular, the rail vehicle may be a vehicle driver or a driverless rail vehicle. After the switch 103 follows either a secured section 102 bounded by a balise 104 (TAB-Balise) or a track section 101. Here, by way of example, only one secured section 102 is assumed. However, the approach works accordingly for a variety of secured sections.

FIG. 2 shows, based on the diagram according to FIG. 1, that the rail vehicle with the rear cab 105 is the switch 103 and the balise 104 has run over and in the secured portion 102 comes to a stop. In the operator's cab 105, the balise identification "0000" of the balise 104 along with the distance to that last driven over balise 104 is stored or available.

Now, the cab of the rail vehicle 105 is activated to leave the secured portion 102 in the direction of the switch 103.

3 shows the next steps of a procedure based on the track architecture explained above: When the driver's cab 105 leaves the secured section 102 from a start position 301, it again passes over the balise 104 and reaches a position 302; There, the identification of the last crossed over balise 104, ie in the example "0000" and the distance to this balise 104 is stored.

From position 302, the rail vehicle travels to a position 303, that is, to track section 101. The identification of the last beacon passed, as well as in position 301, is that of balise 104, ie "0000" For information, the position 303 could be mistakenly mistaken for position 301 for the rail vehicle, in other words, it could be assumed that the rail vehicle is standing in the secured portion 102 although it is actually on the track portion 101. Now, if the cab 105 were to be a Driver's license (MA) could, without further action, enter a safety-critical state.

However, this is effectively prevented by providing the beacon 104 of the cab 105 with an information that links the travel of the rail vehicle with a condition that can be checked by the rail vehicle, or a control unit of the cab 105 when driving over. For example, the balise 104 transmits the information of its position and the condition that when driving out of the chert section 102 is to be checked in the direction of the switch 103, if the balise 104 is run over. If this is not the case, a predetermined action is performed, for example, initiated a braking operation of the rail vehicle.

Since the distance to the last crossed over Balise is known, it can thus - with a predetermined error tolerance - to be checked whether when driving from the position 301, the Balise 104 is crossed at the intended distance. If this is the case, the travel of the rail vehicle in the direction of the balise 107 can be continued. If not, that can be

Rail vehicle to be braked in time. Fig. 4 illustrates this scenario. The driver's cab 105 is given a driver's license 402 at position 303. When the driver's license was created, it was erroneously assumed that the vehicle is in the position 302 instead of the position 303. If the rail vehicle starts from position 303 in the direction of the switch 103, it will not pass over the balise 104 at the actually intended distance (this would only be the case if the rail vehicle had departed from position 301 in the direction of the switch 103). For example, in FIG. 4, overflow of the balise 104 is expected in a region 401. However, such a crossing does not take place, the condition for the onward journey of the rail vehicle is violated, the cab 104 can automatically initiate a braking operation and decelerate the rail vehicle to a standstill.

Other advantages:

The present approach has the advantage that a large number of balises or groups of banks can be saved. This reduces costs and increases flexibility because a large amount of available space does not require a large number of balises to be placed. In addition, the installa- tion or the implementation of secured sections can be achieved more quickly.

Although the invention has been further illustrated and described in detail by the at least one illustrated embodiment, the invention is not so limited and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims

Method for controlling a rail vehicle (105),

in which information is provided to the rail vehicle (105) when passing over a balise (104),

in which a condition is checked based on the information from the rail vehicle,

The method of claim 1, wherein the condition dictates that the rail vehicle may travel only a predetermined distance.

Method according to one of the preceding claims, in which the condition stipulates that the rail vehicle has to drive over a predetermined distance at a predetermined distance.

The method of claim 3, wherein the predetermined balise is the last traveled beacon.

The method of any one of the preceding claims, wherein the information comprises a distance to another balise and the condition is based on that distance.

Method according to one of the preceding claims, in which the condition is checked with a predetermined tolerance range (401).

The method of claim 6, wherein the tolerance range is based on a measurement inaccuracy of the position determination of the rail vehicle. Method according to one of the preceding claims, wherein the predetermined action comprises the initiation of a braking operation of the rail vehicle.

Method according to one of the preceding claims, in which the balise is arranged at or in the vicinity of a boundary of a secured section, in particular a TAB-Balise or a TAB-Balisengruppe.

Method according to one of the preceding claims, in which the information provided by the balise is transmitted as part of a linking information.

ETCS wayside equipment

- with a balise (104) at or near one

Border of a secured section,

wherein the balise (104) is arranged to provide information when passing over a rail vehicle (105) so that a condition is verifiable on the basis of the information from the rail vehicle and depending on whether the condition is met or not Rail vehicle (105) a predetermined action is executable.

ETCS route equipment according to claim 11, wherein the balise is a TAB balise or a TAB balise group.

System comprising at least one ETCS track equipment according to one of claims 11 or 12.

Rail vehicle (105) with a processing unit, which is set up such that

- When passing over a balise (104) information is receivable,

- Based on the information, a condition is verifiable and - That, depending on whether the condition is met or not, a predetermined action in the rail vehicle (105) is feasible.

Rail vehicle according to claim 14, wherein the predetermined action comprises a braking or stopping of the rail vehicle.