Patent Application
20150291188
The invention relates to a method for controlling a rail vehicle, to an associated system, and to corresponding ETCS lineside equipment.
The “European Train Control System” (ETCS) is a component of a standardized European rail traffic management system which has been developed under the acronym ERTMS. The second technical component of this digital railroad technology is the cellular wireless communications system for railways, GSM-R. ETCS is intended to replace the many national train control systems in operation in the different countries, to be deployed for high-speed traffic applications in the medium term, and to be implemented throughout the entire European rail transportation network in the long term (http://de.wikipedia.org/wiki/ETCS).
ETCS Level 1 uses transponder devices called balises as a transmission medium. The information transmitted by the balises includes line section gradients, line section maximum speeds and the point at which the vehicle is to be stationary once again. In conjunction with the mode, this information forms the movement authority (MA), which is more or less equivalent to a “permission to proceed”. This enables the vehicle-side (onboard) ETCS equipment to continuously monitor the observance of the permitted speed (and direction) and initiate an automatic brake stop in good time, irrespective of nationally defined line geometries and signal spacings.
There are essentially two possibilities for enabling a new movement authority to be transmitted to a vehicle approaching the end of the MA (End of Authority (EoA))—traditionally a signal pointing to STOP—or already at a standstill: A continuous signal transmission takes place over a small range by means of Euroloop or GSM-R (radio infill); in this way a new MA can be transmitted directly to the vehicle-side ETCS already before the EoA is reached while the vehicle is moving or when it is stationary. If Euroloop or radio infill is dispensed with, the new MA can only be transmitted by the next balise group (see: http://de.wikipedia.org/wiki/ETCS).
In rail operation, so-called block interfaces (also: interlock box block interface) are known for ETCS Level 1 applications. The block interface can be inserted between two interlock boxes. A disadvantageous aspect in this case is achieving coordination between different interlock boxes when these are sourced from different manufacturers and have proprietary interfaces. Implementing block interfaces is challenging, complicated and costly.
The object of the invention is to disclose a simplified solution for rail operation which manages without block interfaces or can be used in a favorable manner to supplement existing block interfaces.
This object is achieved according to the features of the independent claims. Preferred embodiments may be derived in particular from the dependent claims.
In order to achieve the object, a method for controlling a rail vehicle is proposed,
The infill balise is therefore provided in addition to a balise (also referred to as a signal balise) that is arranged in proximity to the route component. The infill balise and said further balise receive information relating to the state of the route component. The rail vehicle can therefore be controlled taking into account the state of the route component. Since the infill balise is positioned upstream of the route component, the rail vehicle can still react in good time to the state of the route component, if necessary to a change in state of the route component. This increases safety as well as efficiency in rail operation, in particular when the upstream route component is located at the start of a zone controlled by another interlock box.
Preferably, the infill balise is deployed upstream of an entry signal to a neighboring interlock box.
The proposed infill balise can be used instead of a block interface. This is particularly advantageous because implementing block interfaces is challenging, complicated and costly. It is an advantage in particular because complex agreements between different suppliers of interlock boxes can be dispensed with; at the same time the high levels of safety essential to rail operation are ensured.
The infill balise is a balise (at least one balise or a balise group). The general rule applicable to the balises cited here is that these can be realized in the form of a plurality of balises, e.g. balise groups. For example, at least two balises can be installed in a balise group for the purpose of detecting the direction of travel or alternatively, in order to achieve the ETCS safety target, four balises can be installed in a balise group or in two balise groups.
One development is that the section of railway track up to the upstream route component is controlled by a first interlock box and the section of railway track from the upstream route component is controlled by a second interlock box.
Another development is that the upstream route component is the first route component that is controlled by the second interlock box.
In particular it is a development that, in addition to the infill balise, the state of the upstream route component is provided to a further balise in proximity to the upstream route component.
It is also a development that the infill balise is spaced apart from the further balise by a minimum distance which is dependent on a maximum target speed (e.g. a line speed) at which the rail vehicle is to pass the upstream route component.
It is accordingly a development that the minimum distance is defined as follows:
A next development consists in a movement authority being issued only as far as the upstream route component (or up to the upstream balise of the upstream route component) when the rail vehicle passes over a balise that is arranged downstream of the infill balise in the direction of travel.
The movement authority (MA) is a permission to proceed which specifies e.g. how far the rail vehicle is allowed to move and at which speed. Without such a movement authority, the rail vehicle is not allowed to proceed. The consequence of this is that, insofar as a movement authority obtains only as far as a specific point and is not extended, the rail vehicle must come to a halt at this point.
One embodiment is that the movement authority is confirmed or amended with the aid of the infill balise according to the state of the upstream route component.
An alternative embodiment variant provides that the route component comprises at least one of the following components:
A next embodiment is that the state comprises one of the following possibilities:
The statements made in relation to the method apply analogously to the other claims categories.
The above-cited object is also achieved by means of a system for controlling a rail vehicle
The above object is furthermore achieved by means of ETCS lineside equipment
One embodiment of the system, of the ETCS lineside equipment and of the method provides that the distance between the infill balise and the further balise amounts to at least 100 m, at least 150 m, at least 200 m or at least 240 m.
The above-described characteristics, features and advantages of this invention, as well as the manner in which these are achieved, will become clearer and more readily understandable in connection with the following description of exemplary embodiments which are explained in more detail with reference to the schematic drawings. For clarity of illustration reasons, like or like-acting elements are labeled with like reference signs.
In the figures:
It is proposed in particular to use an infill balise instead of a block interface. The infill balise is e.g. an ETCS balise. The solution proposed here is preferably used in connection with ETCS Level 1 applications. For example, the solution described here can be used for railway tracks that are preferably traversed in one direction.
The infill balise can be a single balise or a plurality of balises (e.g. a balise group).
The use of the infill balise at a location upstream of a transition point to a neighboring interlock box enables block interfaces to be dispensed with or, as the case may be, to be deployed more sparingly. The infill balise is preferably installed at or upstream of an entry signal of the control zone of the neighboring interlock box.
The approach presented is of advantage in particular when different interlock boxes are responsible for different track areas and communication between the interlock boxes is not standardized and/or no (adequate or complete) message exchange takes place between the interlock boxes. This is the case, for example, when interlock boxes are supplied by different manufacturers.
A rail vehicle 102 moves on a railway track 101 in a direction of travel 103. The information of a signal 104 is transmitted by means of a balise (or a balise group) 105 to the rail vehicle 102. In particular the balise 105 can additionally communicate to the rail vehicle 102 which balise (or balise group) comes next and/or how far away this or the next signal is situated.
Basically, a flow of information in one direction 121 is necessary in order to communicate in good time to the rail vehicle 102 moving in the direction of travel 103 how fast it may travel in the zone 113. If the zones 112 and 113 are controlled by different interlock boxes A and B, such a flow of information between the interlock boxes may be problematic or present only to a limited extent. The solution presented here enables safe rail operation even with a small flow of information or no flow of information at all from the interlock box B to the interlock box A.
Accordingly, an infill balise 106 is arranged on the railway track 101 in the zone 112 upstream of the zone 113 (referred to the direction of travel 103). Said infill balise 106 is preferably synchronized with the balise 108. It is therefore possible to communicate the state of the signal 107 to the rail vehicle 102 already at the location of the infill balise 106. This information can be used to ensure that the rail vehicle 102 comes to a halt at the level of the signal 107 or has a predefined speed for entry into the zone 113.
In the scenario shown in
It should furthermore be noted that the signal or the switch are examples of route components which can be arranged on or at the railway track. In principle there are a multiplicity of route components whose states can be provided to a rail vehicle by means of a balise. For example, (temporary) speed restrictions, e.g. for defining speed-limited sections of track, are also possible in addition to the signal states STOP and PROCEED.
In the zone 112, at the location of the balise 105, it is assumed, for example, that the signal 107 has a predefined state, e.g. indicates STOP. Accordingly, at said location of the balise 105, the rail vehicle 102 is supplied with the necessary information to the effect that it is to come to a halt ahead of the signal 107. Because the distance from the signal 107 or from the balise 108 is known, a braking action is accordingly initiated in good time. A curve 117 shows by way of example a braking curve, the ordinate symbolically corresponding to a speed of the rail vehicle. According to the curve 117, the rail vehicle 102 comes to a halt ahead of the signal 107.
Alternatively, it is also possible to assume a different state of the signal 107 at the location of the balise 105. In particular, a different assumption can be made in respect of a speed at which the rail vehicle 102 is to exit the zone 112 and enter the zone 113.
Temporary speed restrictions (TSRs) may exist and/or be signaled in addition to the states STOP and PROCEED:
Conversely, the infill balise 106 in the above examples prevents the braking action from being too strong and the rail vehicle 102 from losing speed unnecessarily and e.g. coming to a halt at the signal 107 even though its continued progress would have been possible.
To illustrate this, a signal 110 having a balise (or balise group) 111 assigned to the signal is also depicted in
The solution presented is of advantage in particular in connection with ETCS Level 1. Thus, significant advantages and savings potential are produced as a result of the fact that possibly different interlock boxes do not have to be coordinated with one another. At the same time safety assessments are simplified. In particular for rail traffic traveling only in one direction over the railway track, the block interface can be dispensed with completely. This reduces pressure on resources, maintenance and therefore costs.
Furthermore, the proposed infill balise 106 improves the safety of rail operation: Thus, the final “movement authority” (MA) for the zone 112 of the interlock box A ends at the signal 107 at the start of the zone 113. The status of this signal is communicated to the rail vehicle 102 with the aid of the infill balise 106, with the result that a braking action can be initiated in good time and the rail vehicle 102 comes to a halt ahead of the signal 107, e.g. occasioned by a change in the status of said signal 107 to STOP. The dead time can therefore be significantly reduced by means of the infill balise 106.
Then again, the infill balise 106 enables a significant improvement in efficiency to be achieved: If the signal changes from a state STOP to a state PROCEED, an already initiated or not yet initiated but intended braking action can be aborted when the rail vehicle 102 passes over the infill balise 106 and consequently the speed reduction of the rail vehicle can be reduced to a minimum.
At the time the rail vehicle 102 passes over the signal 104, the signal 107 is pointing to STOP. This means that without infill balise 106 the rail vehicle 102 would come to a halt ahead of the signal 107. Now, the state of the signal 107 changes to PROCEED while the rail vehicle is on the move between the signal 104 and the infill balise 106. The change in state of the signal 107 is also reported to the infill balise 106, which relays this information to the rail vehicle 102 when the rail vehicle 102 passes over it. Accordingly, the rail vehicle 102 learns of the changed state of the signal 107 and an unnecessary braking action ahead of the signal 107 is prevented. In the example shown in
In other words, the rail vehicle 102 receives a movement authority (MA) for a next section, i.e. as far as the next signal, in accordance with the ETCS application. According to the example in
The position of the infill balise 106 is preferably dependent on the maximum speed permitted on the railway track 101. For example, a distance between the balise 108 and the infill balise 106 can amount to 500 m for a maximum speed of 80 km/h. An exemplary assignment of target speed (maximum speed) on the railway track and minimum distance of the infill balise can be defined as follows:
Although the invention has been illustrated and described in greater detail on the basis of the at least one exemplary embodiment shown, the invention is not limited thereto and other variations can be derived herefrom by the person skilled in the art without leaving the scope of protection of the invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2012 217 817.1 | Sep 2012 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2013/068774 | 9/11/2013 | WO | 00 |
