CONTROL OF A RAIL VEHICLE

Abstract

An infill balise is provided for making available a state of a route component (for example of a signal) which lies ahead in the direction of travel of a rail line. Depending on a state of the route component, the infill balise brings about a change of the European train control system (ETCS) mode of a rail vehicle if the rail vehicle is in a manual travel mode or is not in a monitored travel mode. The presented solution has the advantage that the infill balise can ensure safety even in a manual ETCS mode (for example a staff responsible mode or an on-site mode). The solution can preferably be used in conjunction with ETCS level 1 applications.

Description

The invention relates to a method for controlling a rail vehicle, an associated system, and corresponding ETCS lineside equipment.

The “European Train Control System” (ETCS) is a component of a standardized European rail traffic control system which was developed as part of the ERTMS. The second technical component of this digital rail technology is the mobile railway communication system GSM-R. ETCS is designed to supersede the large number of train protection. systems employed, in the countries, to be used in high-speed rail in the medium term, and to be implemented throughout the European rail network in the long term.

ETCS trainborne equipment comprises e.g. an ETCS computer (EVC, European Vital Computer), a cab display (DMI, Driver Machine interface), a distance measuring device, a GSM-R transmission device (including Euroradio), a balise reader, and brake access (http://de.wikipedda.org/wiki/ETCS).

ETCS Level 1 uses balises as the transmission medium. The information transmitted from the balises includes line gradients, maximum permitted line speeds and the point where the train is to come to a stand again. Together with the mode, these constitute the movement authority (MA) or “permission to proceed”. The on-board ETCS can continuously monitor compliance with the permitted speed (and direction) and initiate forced braking in good time, irrespective of nationally defined line geometries and signal spacings.

At the end of the MA (End of Authority, EoA)—conventionally a signal showing STOP—the rail vehicle shall come to a stand.

In addition to the ETCS levels, ETCS modes are also defined The modes describe the states which the EVC can occupy. The modes include the following (see also: http://de.wikipedia.org/wiki/ETCS)

• • FS (Full Supervision) mode: the rail vehicle is fully supervised by the ETCS. This mode requires that an MA has been granted by the line.
  • SR (Staff Responsible) mode: the driver is personally responsible for train protection, but in many countries only a maximum speed of 30 or 40 km/h is permitted which is still supervised by the ETCS. This mode is assumed if there is no MA.
  • OS (On Sight) mode: the rail vehicle is supervised by the ETCS, but the driver proceeds under caution.
  • SH (Shunting) mode: in this mode the permitted area can he predefined by the ETCS; in many countries only a maximum speed of 30 km/h is permitted.

FIG. 1 shows a schematic drawing to illustrate the situation: rail vehicles travel at high. speed, e.g. 300 km/h, on a line section 101. Also shown diverging from the line section 101 is a route 102, which can be e.g. part of a station, enabling the rail vehicle 103 to leave the line section 101 and stop on the diverging route 102. The diverging route also has a signal 104 with a balise 105.

It is now possible for a rail vehicle 103 to enter the diverging route 102 in SR mode. The signal 104 shows a STOP aspect, the train shall be prevented from proceeding onto the line section 101.

Here the maximum speed permissible in SR mode is still much higher than the usual speed (“release speed.”) of a rail vehicle at the end of the MA (BoA) as it passes over the balise 105. If the driver does not decelerate the rail vehicle 103 in good time before the balise 105, the balise 105 initiates forced braking. Because of the speed possible in SR mode, the forced braking distance may be insufficient to bring the rail vehicle 103 to a stand before it partially enters the line section 101. The rail vehicle 103 overshoots a predefined danger point. Because of the high-speed line section 101, a situation of this kind must be prevented.

The object of the invention is to avoid the above mentioned disadvantages and in particular prevent a hazardous situation from occurring.

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

To achieve this object, a method for controlling a rail vehicle is proposed wherein

• • a state of a lineside component lying ahead in the direction of travel is provided by means of an infill balise.
  • depending on the state of the lineside component ahead, the infill balise initiates an ETCS mode change of the rail vehicle if the rail vehicle is in a manual driving mode or not in a supervised driving mode.

The infill balise can be in particular at least two balises (also termed a “balise group”) in order to detect a direction of travel of the manual or unsupervised driving mode. Basically each balise mentioned here (e.g. also the signal balise) can be implemented. by means of at least one balise (balise group).

The advantage of the solution presented is that by means of the inflll balise, safety can be ensured in an at least. partly manual ETCS mode (e.g. SR mode or OS and/or FS mode). The solution can preferably be used in conjunction with ETCS Level 1 applications. The efficiency of the rail system is also increased using the solution proposed here, because an appropriate reaction (initiation of a braking operation, continued running, initiation of an acceleration) can be performed in good time depending on the state of a signal.

The infill balise is therefore provided in addition to a balise (e.g., a signal balise) disposed in the vicinity of the lineside component. The infill balise and this other balise receive information relating to the state of the lineside component. The rail vehicle can therefore be controlled taking the state of the lineside component into account. As the infill balise is located upstream of the lineside component, the rail vehicle can still react in good time to the state of the lineside component, in some cases to a change of state of the lineside component.

According to a further development

• • the lineside component ahead is a signal which can have a STOP state or a THROUGH MOVE state,
  • wherein in the event that the signal state is STOP,
  • the rail vehicle if the rail vehicle is in a manual
  • driving mode or not in a supervised driving mode.

A further development is that, in the event that the signal state is THROUGH MOVE, the infill balise does not initiate an ETCS mode change.

A further development is in particular that the FIGS mode change includes a change to the supervised driving mode which in particular initiates braking so that the rail vehicle comes to a stand before an end of movement authority.

The infill balise preferably receives, e.g. depending on the state of the signal, information as to how far the movement authority (MA) extends (for example, such information results from a known distance to a following balise and a STOP signal state); in the absence of a further MA, the rail vehicle comes to a stand. This mechanism can be used in conjunction with a change to the supervised FIGS mode so that the rail vehicle stops e.g. in rear of a signal, but at least clear of a danger point.

A further development is also that the mi ill balise does not initiate an ETCS mode change of the rail vehicle if the rail vehicle is in the supervised driving mode or in a shunting mode.

Another further development is that the supervised driving mode is an ETCS FS mode.

As part of the additional further development, the shunting mode is an ETCS SH mode.

A next further development consists in that the manual driving mode is an ETCS SR mode or an ETCS OS mode.

One embodiment is that the state of the lineside component ahead is provided not only to the infill balise but also to another balise, e.g. a signal balise (group), in the vicinity of the lineside component ahead.

One embodiment consists in that the distance between the infill balise and the other balise is calculated such that the rail vehicle can be braked to a stand before reaching the other balise or clear of a danger point.

A next embodiment is that the infill balise initiates an ETCS mode change of the rail vehicle by using, for the infill balise, an ID of the other balise instead of the ID of the infill balise.

For example, in the event that the signal is at STOP, e.g. the identification of the infill balise can be set identical to the identification of the other balise 205 (and therefore the infill data packet is not sent).

An embodiment is also that the lineside component comprises at least one of the following components:

• • a signaling unit for a speed restriction, in particular a temporary speed restriction,
  • a switch,
  • a grade crossing,
  • a rail operation component which can have at least one state, wherein the state can be made available to the rail vehicle by means of a balise.

The embodiments relating to the method apply correspondingly to the other claim categories.

This object is also achieved by means of a system for controlling a rail vehicle, comprising

• • a lineside component lying ahead in the direction of travel,
  • an infill balise to which a state of the lineside component ahead can be made available,
  • another balise in the vicinity or a short distance in rear of the lineside component, to which balise the state of the lineside component can be made available,
  • wherein depending on the state of the lineside component ahead, the infill balise initiates an ETCS mode change of the rail vehicle if the rail vehicle is in a manual driving mode or not in a supervised driving mode.

The above object is also achieved by means of ETCS lineside equipment comprising

• • an infill balise,
  • another balise in the vicinity of a lineside component, wherein the other balise is disposed beyond the infill balise in the direction of travel,
  • wherein depending on the state of the lineside component ahead, the infill balise initiates an ETCS mode change of the rail vehicle if the rail vehicle is in a manual driving mode or not in a supervised driving mode.

A further development consists in that the infill balise is disposed far enough from the other balise to ensure that a rail vehicle, on passing over the infill balise, can initiate a braking operation so that the rail vehicle can be braked to a stand before reaching the other balise or clear of a danger point.

An additional embodiment is that the distance between the infill balise and the other balise is at least 100 m, at least 150 m, at least 200 m or at least 240 m.

The above mentioned characteristics, features and advantages of this invention and the way in which they are achieved will become clearer and more readily understandable in conjunction with the following schematic description of an exemplary embodiment which will be explained in greater detail with reference to the accompanying drawings. Here, for the sake of clarity, elements that are identical or produce an identical effect may be provided with the same reference characters:

FIG. 2 schematically illustrates a line having a first line section and a second line section, wherein the second line section can be taken at high speed, wherein it is ensured by means of an infill balise that a rail vehicle does to unintentionally run beyond a danger point into the area of the second. line section;

FIG. 3 shows by way of example a flow chart to illustrate possible ETCS mode changes by means of the infill balise.

FIG. 2 schematically illustrates a line having a first line section 201 and a second line section 202, wherein the second line section 202 can be taken at high speed, for example, and the first line section 201 is part of a station, for example.

For the sake of simplicity, FIG. 2 shows rail vehicles operating in a direction of travel 206, wherein the invention is also applicable to rail vehicles running in different directions.

A rail vehicle 203 enters the line section 202 in SR mode, a signal 204 is at STOP, the rail vehicle 203 shall come to a stand on the line section 202 and not endanger the traffic passing on the line section 201. A balise 205 is provided at the signal 204.

If the rail vehicle 203 passes over an infill balise 207, the infill balise 207 causes the ETCS mode to change to FS, wherein the movement authority (MA) ends at the signal 204. The rail vehicle 203 is then automatically braked and comes to a stand in good time in rear of the entrance to a danger area of the line section 201.

If the signal 204 is at THROUGH MOVE, i.e. the rail vehicle is not required to stop, the infill balise 207 acts as a normal infill balise and only provides the rail vehicle 203 with information, without e.g. initiating braking or causing a mode change.

A possible implementation consists in that the information concerning the signal 204 is made available to the infill balise 207 and the infill balise 207 provides usual infill telegrams (comprising an infill data packet) to the rail vehicle if the signal 204 shows THROUGH MOVE. If the signal 204 shows STOP, the infill balise 207 behaves like the balise 205, for example, and brings about the switchover to FS mode and causes the vehicle to stop at the signal 204. This can be achieved for this case (signal 204 at STOP) by setting e.g. the identification of the infill balise 207 the same as the identification of the balise 205 (and therefore not sending the infill data packet).

By way of example, FIG. 3 shows a flow chart to illustrate possible ETCS mode changes by means of the infill balise 207. In a step 301 a check is performed to ascertain whether the signal 204 is at THROUGH MOVE or STOP. If the signal 204 is at THROUGH MOVE, the chart branches to step 302, the infill balise 207 acts only as an infill balise, provides information, but does not initiate an ETCS mode change, in particular does not change the FIGS mode to a supervised FIGS mode.)

If the signal is at STOP, in a step 303 the mode is changed to FS mode and the rail vehicle stops at the signal. If the rail vehicle was already in FS mode, it remains in FS mode and its MA (“permission to proceed”, see above) is adjusted if necessary, e.g. reduced, so that it stops at the signal. If the rail vehicle was in OS mode, it changes to FS mode and its MA is adjusted if necessary.

Alternatively, it is possible for the rail vehicle to have been in FS mode and to change to OS mode. The MA is adjusted if necessary. If the rail vehicle was already in OS mode, it remains in OS mode in this case and its MA is adjusted if necessary.

Therefore, an MA transmitted to the rail vehicle specifies either FS or OS mode, preferably FS mode, in order to avoid emergency braking that might otherwise be necessary.

It should be noted that the infill balise 207 is preferably disposed so as to take account of the conditions or more specifically the layout of the line sections 201 and 202 and far enough from the balise 205 that, depending on the maximum permissible speed e.g. in SR mode and allowing for processing times of the control units and delays (due e.g. to the build-up of braking pressure), a braking operation can be carried out in such a way that the rail vehicle 203 comes to a stand in good time.

The infill balise 207 preferably only provides information. to a rail vehicle that is already in FS mode, and does not execute an ETCS mode change.

The above remarks for SR mode also apply correspondingly to OS mode. One option consists in that a mode change is not initiated by the infill balise 207 for a rail vehicle in shunting mode (SH mode).

It should be noted here that infill telegrams (comprising infill data packets) can optionally be ignored by the ETCS computer if the rail vehicle is in SR mode.

One option consists in that a position planned for an odometry balise can be used for the infill balise. In particular, an existing odometry balise can be supplemented or replaced. In this case the odometry balise becomes the infill balise within the meaning of the above remarks; advantageously no further balises need to be installed.

The advantage of the solution presented is that, by means of the infill balise, safety can be ensured even in a partially manual ETCS mode (e.g. SR mode or OS mode). The solution can preferably be used in conjunction with ETCS Level 1 applications. The efficiency of the rail system is also improved by the solution proposed here, because a suitable reaction to the state of the signal (initiation of a braking operation, continued running, initiation of an acceleration) can take place in good time.

Although the invention has been illustrated and described in detail by the at least one exemplary embodiment shown, the invention is not limited thereto and other variations may be deduced therefrom by the average person skilled in the are without departing from the scope of protection sought for the invention.

LIST OF REFERENCE CHARACTERS

• 101 line section
• 102 diverging route
• 103 rail vehicle
• 104 signal
• 105 balise
• 201 line section
• 202 line section
• 203 rail vehicle
• 204 signal
• 205 balise
• 206 direction of travel
• 207 infill balise
• 301-303 steps of a method for executing ETCS mode changes by means of an infill balise

Claims

1-16. (canceled)

17. A method for controlling a rail vehicle, which comprises the steps of:

making available, via an infill balise, a state of a lineside component lying ahead in a direction of travel; and

depending on the state of the lineside component lying ahead, the infill balise initiates a European train control system (ETCS) mode change of the rail vehicle if the rail vehicle is in a manual driving mode or not in a supervised driving mode.

18. The method according to claim 17, wherein:

the lineside component lying ahead outputs a signal having a STOP state or THROUGH MOVE state; and

in an event that a signal state is the STOP state, the infill balise initiates the ETCS mode change of the rail vehicle if the rail vehicle is in the manual driving mode or not in the supervised driving mode.

19. The method according to claim 18, wherein, in an event that the signal state is the THROUGH MOVE state, the infill balise does not initiate the ETCS mode change.

20. The method according to claim 17, wherein the ETCS mode change involves a change to the supervised driving mode which initiates a braking operation so that the rail vehicle comes to a stand before an end of movement authority.

21. The method according to claim 17, wherein the infill balise does not initiate the ETCS mode change of the rail vehicle if the rail vehicle is in the supervised driving mode or in a shunting mode.

22. The method according to claim 21, wherein the supervised driving mode is an ETCS full supervision mode.

23. The method according to claim 21, wherein the shunting mode is an ETCS shunting mode.

24. The method according to claim 17, wherein the manual driving mode is an ETCS staff responsible mode or ETCS on-sight mode.

25. The method according to claim 17, which further comprises making available the state of the lineside component lying ahead not only to the infill balise but also to a further balise in a vicinity of the lineside component lying ahead.

26. The method according to claim 25, which further comprises calculating a distance between the infill balise and the further balise such that the rail vehicle can be braked to a stand before reaching the further balise or clear of a danger point.

27. The method according to claim 25, wherein the infill balise initiates the ETCS mode change of the rail vehicle by using, for the infill balise, an ID of the further balise instead of an ID of the infill balise.

28. The method according to claim 17, wherein the lineside component contains at least one of the following components:

a signaling unit for a speed restriction;

a signaling unit for a temporary speed restriction,

a switch,

a grade crossing, and

a rail operation component which can have at least one state, wherein the state can be made available to the rail vehicle by means of a balise.

29. A system for controlling a rail vehicle, comprising:

a lineside component lying ahead in a direction of travel;

a balise in a vicinity or a distance in rear of said lineside component lying ahead, and to said balise a state of said lineside component being made available; and

an infill balise to which the state of said lineside component lying ahead being made available, wherein, depending on the state of said lineside component ahead, said infill balise initiating an European train control system mode change of the rail vehicle if the rail vehicle is in a manual driving mode or not in a supervised driving mode.

30. A European train control system (ETCS) lineside equipment, comprising:

an infill balise; and

another balise in a vicinity of a lineside component, wherein the another balise is disposed beyond said infill balise in a direction of travel, wherein, depending on a state of the lineside component, said infill balise can initiate an ETCS mode change of a rail vehicle if the rail vehicle is in a manual driving mode or not in a supervised driving mode.

31. The ETCS lineside equipment according to claim 30, wherein said infill balise is disposed far enough from said another balise to ensure that the rail vehicle, on passing over said infill balise, can initiate a braking operation so that the rail vehicle can be braked to a stand before reaching said another balise or in rear of a danger point.

32. The ETCS lineside equipment according to claim 30, wherein a distance between said infill balise and the another balise is at least 100 m.

33. The ETCS lineside equipment according to claim 30, wherein a distance between said infill balise and the another balise is at least 150 m.

34. The ETCS lineside equipment according to claim 30, wherein a distance between said infill balise and the another balise is at least 200 m.

35. The ETCS lineside equipment according to claim 30, wherein a distance between said infill balise and the another balise is at least 240 m.