DEVICE FOR INTERFACING RAILWAY DRIVER ADVISORY SYSTEM

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the foreign priority benefit under 35 U.S.C. §119 of EP patent application No. 14177525.4 filed on Jul. 17, 2014, the disclosure of which is incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to a train management system, and in particular, but not exclusively, to such a system that makes use of a driver advisory system of a railway vehicle.

DESCRIPTION OF THE RELATED ART

A Driver Advisory System (DAS) can calculate an optimized driving speed profile for a given train based on the train location, track information, the train route and the train timetable. The DAS can then present driving advice to the train driver based on the calculation. Such systems are becoming increasingly important for environmental and cost-saving reasons because of the potential, if a driver follows the advice, for improvements in safety and punctuality, and reductions in energy consumption and brake maintenance costs.

SUMMARY OF THE INVENTION

A problem can arise when advice given by a DAS is inconsistent with signal settings in front of the train. In this situation, the driver should drive the train based on the signal settings, but the incorrect advice may distract or disturb the driver. Thus for safety, the advice given by the DAS should be consistent with signalling. In addition, incorrect or sub-optimal advice can reduce or eliminate energy efficiency improvements e.g. due to sudden braking when advice is inconsistent with signal settings. It would also be desirable to improve ride comfort and reduce brake wear.

Accordingly, the present invention provides a train management system including an on-board server unit of a given train; and a railway operating centre which includes (i) a track monitoring unit which monitors locations of trains and statuses of trackside signalling equipment, and creates signalling settings to be enacted by the signalling equipment based on the current train locations and the current statuses of the trackside signalling equipment and (ii) a timetable updating unit which updates timetables for the trains based on the current train locations wherein the train management system further includes a calculation module which, while the given train is running, repeatedly calculates a recommended speed profile for the given train compatible with the latest updated timetable for the given train and latest updated signals from the signalling settings and wherein the on-board server unit displays the latest recommended speed profile as advice for the driver of the train.

Thus, advantageously, the driver can be presented with real-time speed profile advice that not only takes into account the latest signal settings, but also takes into account the latest timetable for the train. In this way, inconsistencies between the advice and the signals can be reduced or eliminated, improving train safety. However, in addition, the train can be driven at a speed which is optimised in terms of ride comfort, reduced mechanical wear and tear, and overall network utilisation.

Optional features of the invention will now be set out. These are applicable singly or in any combination with any aspect of the invention.

The calculation module can be a part of the on-board server unit. In this case, the railway operating centre may further include an interface unit which, while the given train is running, sends the latest updated timetable and the latest updated signals to the on-board server unit. The interface unit may further include a signalling management module which checks if the signalling settings in front of the given train have changed, the interface unit sending the updated signals to the on-board server unit only when the signalling settings in front of the train have changed.

Another option, however, is for the railway operating centre to further include an interface unit, and for the calculation module to be a part of that interface unit, which sends the recommended speed profile to the on-board server unit. In this case, the interface unit can also send the latest updated timetable and the latest updated signals to the on-board server unit.

The on-board server unit may also display the latest updated timetable and the latest updated signals as advice for the driver of the train.

The railway operating centre may further include a track description database which contains information on maximum track speeds. The calculation module can then calculate the recommended speed profile for the given train compatible with the latest updated timetable and the latest updated signals but not exceeding the maximum speeds. When the calculation module is a part of the on-board server unit, the interface unit can send the information on maximum speeds to the on-board server unit. The track description database typically also contains information on track gradients and curves. The recommended speed profile can be calculated to be compatible with this information as well.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described by way of example with reference to the accompanying drawings in which:

FIG. 1 shows an operational background of the invention;

FIG. 2 shows system architecture inside a railway operating centre;

FIG. 3 shows on-board components of a DAS;

FIG. 4 shows functional modules of an interface unit;

FIG. 5 shows a flow chart of a signal management module;

FIG. 6 shows a flow chart of comparing function;

FIG. 7 shows a sequence diagram illustrating a signal update process;

FIG. 8 shows a flow chart of a timetable management module;

FIG. 9 shows an example of a Driver Machine Interface (DMI) display;

FIG. 10 shows the DMI display with signalling light changes;

FIG. 11 shows the DMI display with further signalling light changes;

FIG. 12 shows of the DMI display with a the timetable change;

FIG. 13 shows a sequence diagram illustrating an initialisation process of track data;

FIG. 14 shows a sequence diagram illustrating an update process of the track data; and

FIG. 15 shows a sequence diagram illustrating a process of searching for train-related signals;

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows an operational background of the invention. In particular, FIG. 1 shows trackside equipment 208, an interface unit 101, a train 102, a communication antenna 103, and an on-board server unit 104 which includes a driver-machine interface 106 (i.e. a display).

The trackside equipment 208 typically include, for example, signals, points, train detection equipment, and train protection equipment. Based on timetables and the train locations detected by the train detection equipment, signalling settings to be enacted by the signals of the trackside equipment are decided.

A railway operating centre 105 collects the signalling settings and the running statuses of all the trains in a pre-defined geographical region, which can contain one or multiple railway routes.

The interface unit 101 provides a communications link using the communication antenna 103 between the on-board server unit 104 and a railway Traffic Management System (hreinafter referred to as TMS) in the rail operating centre 105.

According to a first embodiment, the on-board server unit 104 has a calculation module which processes data obtained from the interface unit 101 and optionally also processes data obtained from other train-borne devices. In particular, the on-board server unit 104 calculates driving advice for the train driver according to the obtained data, and displays the advice on the driver-machine interface 106. According to a second embodiment, the calculation of the driving advice is performed by a calculation module of the interface unit 101, which then sends the advice for display by the driver-machine interface 106 of the on-board server unit 104.

The present invention enables the creation and display of such driving advice while the train is being run. In this way, the advice available to the driver can be continuously refreshed.

Optionally, the interface unit 101 can receive information from the on-board server unit 104 so that the TMS is informed of train statuses. This information can be used to improve management decisions by the TMS.

FIG. 2 illustrates the system architecture inside the railway operating centre 105. In particular, the railway operating centre 105 includes a timetable planning unit 209, a track description database 206 and the TMS 201.

A track monitoring unit 207 within the TMS 201 has two main functions. Firstly it automatically monitors real-time train locations and statuses of trackside equipment 208 by monitoring an interlocking unit (not shown) that controls the trackside equipment 208. Secondly the track monitoring unit sets routes for each train and creates signalling settings for the signals to avoid route conflicts based on the real-time train locations and trackside equipment statuses. The track monitoring unit sends the train routes and signalling settings to the interlocking unit.

A timetable updating unit 202 within the TMS 201 updates the train running timetable, which is originally prepared by the timetable planning unit 209. The train running timetable created by the timetable planning unit 209 includes departure and arrival times of trains from timing points, including train stations. Under undisrupted running situations, trains run according to the planned timetable. Under disruption, the timetable updating unit 202 predicts feasible arrival and departure times and automatically creates an updated timetable. The timetable updating unit 202 can include a human interface having a display unit and an input unit. A human operator can then view the updated timetable on the display unit, and can adjust the timetable via the input unit if necessary. In this way, a finally updated timetable is created in the timetable updating unit 202.

The track description database 206 stores and manages data about the railway lines. the track description database 206 may be located in the railway operating centre 105. The railway line data can include starting and ending points of track sections, lengths of track sections, connectivities of track sections, locations of points, locations of timing points, locations of signal lights, maximum line speeds of track sections, temporary speed restrictions, track gradients, starting and ending points of track gradients, track curves, starting and ending points of track curves.

The timetable updating unit 202 receives track description data from the track description database 206, and uses the data for creating the updated timetable.

The interface unit 101 receives the updated timetable from the timetable updating unit 202 and signal updates from the track monitoring unit 207. The interface unit 101 can also receive track description data from the track description database server 206.

The interface unit 101 can connect to the train through GSM-R, the international wireless communications standard for railway operations.

FIG. 3 shows on-board components of a driver advisory system (hereinafter referred to as DAS). A Driver Machine Interface (hereinafter referred to as DMI) 106 is placed inside the driver's cab. It provides the driver 110 with advice about optimal driving speeds and other relevant information. The DMI can also display upcoming real-time signaling settings received via the train interface unit 101, updated timetables, track speed limits, track gradients, other trains' locations, etc. in order to provide the driver with assistive information. The on-board server unit 104 receives input from the interface unit 101. The on-board server unit 104 also receives input such as instantaneous train speed and GPS location from other on-board equipment 107. According to the first embodiment, the on-board server unit 104 calculates a recommended speed and a recommended speed profile 303. According to the second embodiment, the interface unit 101 calculates a recommended speed and a recommended speed profile which are sent to the on-board server unit 104. Either way, the calculation results are displayed by the DMI 106.

FIG. 9 illustrates an example of display contents shown by the DMI 106. The rectangular bar on the left is a speed indicator. The line speed limit is represented by the height of a white bar 312. The exact value of the speed limit 306 is displayed at the top of the white bar. The displayed line speed limit is dynamic, depending on the section of track the train is travelling on. The speed limit 306 can be sent from the track description database 206 via the interface unit 101.

The current speed 307 is represented by the height of a shaded bar 311 overlayed on the white bar 312. The exact value of the current speed 307 can be displayed at the top of the shaded bar. The current speed 311 can be sent from the on-board equipment 107.

The recommended speed 305 is indicated by an arrow, and the exact value of the recommended speed is displayed by the side of the arrow.

A horizontal current location line 308 indicates the current location of the train 102 against a vertical journey line indicating upcoming track sections. The markers on the horizontal line are speed markers. The recorded speed profile 301 is indicated by a bold line below the current location line 308. The recommended speed profile 303 is indicated by a bold line above the current location line 308. The recorded speed profile 301 is dependent historical record of the actual speed of the train. The recommended speed profile is calculated by the on-board server unit 104 or the interface unit 101, depending on the updated timetable, the track description data, the signal updates, and optionally train conditions.

Timing point locations (hereinafter referred to as TIPLOC) 304 are indicated by small triangles on the vertical line indicating upcoming track sections. The name 313 and scheduled time 310 for each TIPLOC is displayed next to the TIPLOC symbol. Names of the TIPLOCs can be extracted from the updated timetable. Although often abbreviated, TIPLOC names are familiar to qualified drivers.

The current time 302 is displayed to the right of the current location line 308.

Indicators 309 for upcoming signalling lights are displayed along the vertical journey line at appropriate positions. The updated signals can be displayed on the signal indicators in the DMI display. In this way, real-time signal changes can be reflected in real-time changes on the DMI display. Driving advice, such as new recommended speed profiles, new recommended speeds and updated signals, are re-calculated by the on-board server unit 104 or the the interface unit 101 when the timetable is updated and/or any signalling settings change.

FIG. 4 illustrates the architecture of functional modules of the interface unit 101.

A communication and control module 113 handles all internal communications between functional modules, and all external communications with other units.

The main incoming data from the railway operating centre 105 are track descriptions from the track description database server 206, planned and updated timetables 211 from the timetable updating unit 202, and an interlocking data file 212 from the track monitoring unit 207.

A signal management module 114 receives and processes the real-time signalling settings 212. Updated signals are extracted from the signalling settings and sent to relevant trains.

A timetable management module 115 receives and processes the updated timetable 211. Relevant timetables are extracted from all the updated timetables and send to relevant trains.

A train register module 116 keeps a list of train IDs of those trains in the TMS controlled area.

A track data management module 117 manages track data of the controlled area. For example, the track data management module 117 can keep a copy of the track data. When any track data are changed, the update is sent to the module 117 from the track description database 206.

A train running management module 118 keeps train running statuses, including latest received locations, speeds and predicted arrival times.

A time synchronisation module 119 adjusts the system time when the interface unit application is started.

A communication and control module 113 manages incoming and outgoing messages with the trains that are in the control area. It also manages internal communications between the above-mentioned functional modules 114-119.

FIG. 5 shows the working arrangement of the signal management module 114. The track monitoring unit 207 in the TMS 201 sends the interlocking data file 212 to the communication and control module 113, which sends it to the signal management module 114. The signal management module 114 then returns an acknowledgement to the track monitoring unit 207. Upon receiving the interlocking data, a comparison function 121 within the the signal management module compares the incoming interlocking data with the last received interlocking data. If there is no change, the signal management module waits for another regular interlocking data update.

If there is a change with the interlocking data, the signal management module 114 calls the train register module 116 to obtain a copy of the list of trains that are currently in the control area. The signal management module 114 then loops over each train in the control area to check if the signals in front of this train have changed using a comparing function 123. If the signals have changed for the train being considered, relevant signal updates are prepared by the output function 122 to be sent to the train via the communication and control module 113. The same process continues to other trains in the current list until all the trains in the control area have been tested.

After each train is tested, the signal management module 114 waits for another interlocking data update.

FIG. 6 shows how the comparing function 123 identifies whether the signals in front of a given train have changed. The function first calls train running module 118, which returns the GPS location of the train to the function. The function then calls the track management module 117 with the GPS location as argument. The track management module 117 returns the signal IDs in front of the given location. The comparing function 123 then compares the signals' settings.

FIG. 7 shows a sequence diagram illustrating a signal update process. When the train drives along the track, the on-board server unit 104 may request signal updates from the interface unit 101. When such a request is received by the communication and control module 113, the module 113 forwards the request to the signal management module 114. The signal management module 114 has a search function 124 that searches for the requested signal and returns the relevant signal data to the on-board server unit 104 via the communication and control module 113.

FIG. 8 shows the working arrangement of the timetable management module 115. The timetable updating unit 202 in the TMS 201 prepares and sends updated timetables 211 to the communication and control module 113, which sends them to the timetable management module 115. The timetable management module 115 then returns an acknowledgement to the timetable updating unit 202. An updated timetable 211 does not have to be a full timetable. It may only relate to trains whose timetables are changed. Upon receiving the timetable data, the timetable management module 115 loops over each train that is specified in the updated timetable. The timetable processing function 131 prepares data for each affected train. The data is output to the communication and control module 113, which sends it to corresponding trains.

The updated timetable and the updated signals are displayed by the DMI 106, and are also used to calculate a recommended speed profile which is displayed by the DMI 106.

Thus, as mentioned previously, in FIG. 9 the signal indicators 309 shown by the DMI 106 can show not only the upcoming signal positions but also updated signal settings. For example, a vertical line on a given signal can indicate a green signal, a tilted line an amber signal and a horizontal line a red signal. If the DMI 106 has a colour display, the updated signal colours can be indicated directly by the colour of the signal indicator circle.

As also mentioned previously, according to a first embodiment, the recommended speed profile 303 can be calculated by a module of the on-board server unit 104, depending on the updated timetable, the track description data, the signalling updates and optionally locomotive conditions. For example, the on-board server unit 104 extracts the scheduled time of each TIPLOC (SHPY and BAILDON) from the updated timetable. The on-board server unit 104 also extracts the line speed limit 312 from the track description database, and the updated signalling setting of each signal indicator in front of the train. Based on this information, the recommended speed profile 303 is calculated so that the train arrives at each TIPLOC on time, the train speed does not exceed the line speed limit 312, and the signals are obeyed. Optionally, the recommended speed profile 303 can be calculated so that the train can avoid unnecessary acceleration and braking, thereby improving ride comfort and reducing energy consumption.

FIG. 10 illustrates the display contents shown by the DMI 106 when the signal settings change without a timetable change. The setting changes are reflected by the signal indicators 309, and the recommended speed profile 303 is adjusted to reflect the changed signal settings.

More particularly, the middle signal indicator 309 shows amber, changed from green, and the upper signal indicator shows red, changed from green. The recommended speed profile 303 is adjusted to a slower speed profile, because the amber signal could change to red. Without this updated signalling information, the DMI 106 would continue to display the original recommended speed profile 323. Then, if a driver drove according to the original recommended speed profile 323 and did not observe the amber signal, a safety system may have to be actuated to force a stop to avoid running through a red signal. This is undesirable, not only from a compromised safety viewpoint, but also because it reduces ride comfort, wastes energy and increases brake wear and tear.

FIG. 11 illustrates the display contents shown by the DMI 106 when the upper and middle signal indicators 309 display red signals, changed from green, and the lower signal indicator shows amber, changed from green. The recommended speed profile 303 is now adjusted to even slower speeds and advises a stop at the middle signal. Again, without the updated signalling information, the DMI 106 would mislead the driver.

FIG. 12 illustrates the display contents shown by the DMI 106 when there is a timetable update. The DMI 106 displays the updated timetable using the scheduled time indicator 310, and the on-board server unit 104 recalculates and adjusts the recommended speed profile 303 which is also displayed on the DMI 106. In this case, the updated timetable changes the scheduled time 310 of TIPLOC SHPY 304, from 08:18 to 08:26. Accordingly, the recommended speed profile 303 is changed to a slower speed compatible with the later scheduled time, and thereby reduces energy consumption. Additionally, because the train is slower, it stops at TIPLOC SHPY for a relatively short time. This reduced stop time increases the possibilities for other train to manoeuver using the available track and recover faster from disruption, hence the overall reliability of the railway network can be improved.

Without the updated timetable, the DMI 106 would still display the original timetable and the original speed profile 323 based on the original timetable. If the driver drove according to the original advice, the train would accelerate to a higher speed compatible with the original timetable (08:18). The train would then stop at SHPY until the updated timetable time (08:26) was reached. Therefore, the train would reach to SHPY too early and waste energy.

In the second embodiment, the DMI 106 shows the same display as described above in relation to FIGS. 9 to 12. However, instead of the on-board server unit 104 calculating the recommended speed profile, this calculation can be performed for each train by a further module of the interface unit 101. The recommended speed profile can then be transmitted to each train, along with the relevant updated timetable, updated signals and track description data, via the communication and control module 113.

FIG. 13 is a sequence diagram showing an initialisation process of the track data. When the DAS interface system starts up, the communication and control module 113 sends a request to the railway operating centre 105. Upon receiving the request, the railway operating centre 105 sends the full track data from the track description database 206 to the communication and control module 113, which forwards the data to the track data management module 117. The track data management module 117 processes the track data and prepares for each train in the control area the relevant track data. The relevant data is forwarded to the individual on-board server unit 104 via the communication and control module 113.

FIG. 14 is a sequence diagram showing an update process of the track data. When there is any update of the track data, especially temporary speed restrictions or emergency speed restrictions, such updates are sent to the track data management module 117 via the communication and control module 113. The track data management module 117 processes the updated track data and prepares for each train in the control area affected by the track data update the relevant track data. The relevant data is forwarded to the individual on-board server unit 104 via the communication and control module 113.

The track data management module 117 stores the links between GPS coordinates and positions on track sections. If GPS coordinates are input to the track data management module 117, the track data management module returns the upcoming signals and track data. FIG. 15 is a sequence diagram showing the process of searching for train-related signals. When the signalling management module 114 sends the train GPS position to the track data management module 117 via the communication and control module 113, the track data management module 117 searches the relevant track section and returns to the signalling management module the relevant track data, including signal and upcoming track details.

A more integrated option is for the track data management module 117 to make a query to the track description database 206 when necessary, but not to store track data itself.

The train register module 116 maintains a list of train IDs of those trains in the TMS controlled area. The train register module 116 can store a copy of the train list from the TMS. Another option is for the train register module 116 to monitor the boundary of the controlled area. The train register module 116 can then add a train ID to the list when a train arrives at the boundary, and remove a train ID from the list when a train leaves the controlled area from the boundary. In addition, the train register module 116 can maintain a record of the on-board server unit 104 connection details for each currently registered trains.

The on-board server unit 104 can send the current location of the train to the interface unit 101. The communication and control module 113 forwards such data to the train running module 118. When the signalling management module 114 checks whether the signal settings are changed for the train in question, it first calls the train running management module 118 to get the location of the train. When contacted, the train running management module 118 returns the GPS location of train to the signalling management module 114.

The on-board server unit 104 or the interface unit 101 can predict the running time of train, based on the recommended speed profile. The predicted running time may be sent to the train running module 118. The module can then forward such information to the TMS. Optionally, the on-board server unit 104 or the interface unit 101 can send to the train running module 118 a message to indicate whether the timetable can be achieved by the train. The train running module 118 can also forward such information to the TMS 201.

While the invention has been described in conjunction with the exemplary embodiments described above, many equivalent modifications and variations will be apparent to those skilled in the art when given this disclosure. Accordingly, the exemplary embodiments of the invention set forth above are considered to be illustrative and not limiting. Various changes to the described embodiments may be made without departing from the spirit and scope of the invention

DEVICE FOR INTERFACING RAILWAY DRIVER ADVISORY SYSTEM

Information

Publication Number

Date Filed

Date Published

Inventors

Original Assignees

CPC

International Classifications

Abstract

Description

Claims

Priority Claims (1)