Classifications

• • 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
  • 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]
• • 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

Definitions

• the invention relates to a method for controlling a rail vehicle, a corresponding ETCS
• the European Train Control System 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
• 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”.
• MA Movement Authority
• MA End of Authority
• HALT High Speed of Authority
• 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):
• 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).
• RBC Radio Block Center
• So-called secured sections 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.
• the line center may be e.g. issue a driving license in OS mode or in FS mode for this rail vehicle.
• balises - Beautyses at the edge of the secured section (also referred to as TAB-Balises; TAB: Trusted Area Border);
• TAO balises outside the secured section also referred to as TAO balises, TAO: Trusted Area Outsides
• TAO-Balises within the secured section (also known as TAI-Balises, TAI: Trusted Area Insider).
• 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.
• MA driver's license
• 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.
• 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.
• 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.
• 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
• 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.
• 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.
• the predetermined action is carried out.
• 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.
• the given balise can be the last beacon beacon or another balise.
• the information includes a distance to another balise and the condition is based on this distance.
• 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.
• the tolerance range is based on a measurement inaccuracy of the position determination of the
• the predetermined action includes the initiation of a braking operation of the rail vehicle.
• the braking operation until the stop of
• the braking operation may be normal braking or emergency braking.
• 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 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 ,
• a predetermined action in the rail vehicle is feasible.
• 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.
• 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
• 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
• the rail vehicle may only cover a given distance
• the rail vehicle has to pass over a predetermined Balise at a predetermined distance.
• 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.
• 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.
• this last-traveled balise identification "2222" together with the distance to the last over-traveled balise 107 is stored or available.
• 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.
• the driver's cab has an ETCS vehicle device.
• 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 Metro Eisenbahn (for example S- or U-Bahn) act, at least partially underground in tunnels.
• the rail vehicle may be a vehicle driver or a driverless rail vehicle.
• the switch 103 follows either a secured section 102 bounded by a balise 104 (TAB-Balise) or a track section 101.
• TAB-Balise balise 104
• 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.
• the balise identification "0000" of the balise 104 along with the distance to that last driven over balise 104 is stored or available.
• the cab of the rail vehicle 105 is activated to leave the secured portion 102 in the direction of the switch 103.
• FIG. 3 shows the next steps of a procedure based on the track architecture explained above:
• 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;
• the identification of the last crossed over balise 104 ie in the example "0000" and the distance to this balise 104 is stored.
• 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"
• 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.
• the cab 105 were to be a Driver's license (MA) could, without further action, enter a safety-critical state.
• MA Driver's license
• 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.
• 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.
• FIG. 4 illustrates this scenario.
• the driver's cab 105 is given a driver's license 402 at position 303.
• the driver's license was created, it was erroneously assumed that the vehicle is in the position 302 instead of the position 303.
• 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).
• overflow of the balise 104 is expected in a region 401.
• the cab 104 can automatically initiate a braking operation and decelerate the rail vehicle to a standstill.
• 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.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (1)

Family

ID=52014057

Family Applications (1)

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Citations (4)

Family Cites Families (7)

• 2013
  • 2013-12-19 DE DE102013226728.2A patent/DE102013226728A1/de not_active Withdrawn
• 2014
  • 2014-12-02 EP EP14808928.7A patent/EP3060452A1/de active Pending
  • 2014-12-02 CN CN201480069854.3A patent/CN105848985B/zh not_active Expired - Fee Related
  • 2014-12-02 WO PCT/EP2014/076197 patent/WO2015090933A1/de active Application Filing

Patent Citations (4)

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