CONTROLLER OF A RAIL VEHICLE

Abstract

An infill balise is arranged upstream of a route component in the direction of travel. The infill balise receives information relating to a state of the route component, and the control of a rail vehicle is carried out by taking into account the state of the route component. Since the infill balise is positioned ahead of the route component, the rail vehicle can still react in good time to the state of the route component and, initiate a braking or an acceleration process. This reduces the delay and increases the safety as well as the efficiency in the railway mode, in particular if the route component lying ahead is located at the start of an area which is controlled by another interlock box. The infill balise is used instead of a block interface. This is advantageous because the implementation of block interfaces is challenging, complicated and costly.

Description

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,

• • in which a state of a route component arranged upstream in the direction of travel is provided in addition by means of an infill balise,
  • in which the rail vehicle is controlled taking into account the state of the route component provided by the infill balise.

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:

• • for a target speed of 40 km/h: 240 m,
  • for a target speed of 80 km/h: 680 m,
  • for a target speed of 100 km/h: 980 m,
  • for a target speed of 120 km/h: 1330 m,
  • for a target speed of 160 km/h: 2200 m.

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 signal,
  • a signaling unit for a speed restriction, in particular a temporary speed restriction (TSR),
  • a switch,
  • a level crossing,
  • a rail operation component which can have at least one state, wherein the state can be provided to the rail vehicle by means of a balise.

A next embodiment is that the state comprises one of the following possibilities:

• • proceeding not permitted (STOP),
  • proceeding permitted (PROCEED),
  • proceeding permitted subject to restriction, in particular at a predefined maximum speed,
  • route component defective,
  • route component not defective.

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

• • having a route component arranged upstream in the direction of travel,
  • having an infill balise to which a state of the upstream route component can be provided,
  • having a further balise in proximity to or a short distance ahead of the upstream route component, to which further balise the state of the route component can be provided,
  • wherein the rail vehicle can be controlled taking into account the state of the route component provided by the infill balise.

The above object is furthermore achieved by means of ETCS lineside equipment

• • having an infill balise,
  • having a further balise in proximity to a route component, wherein the further balise is arranged downstream of the infill balise in the direction of travel,
  • wherein the infill balise is arranged at such a distance from the further balise that when passing over the infill balise a rail vehicle is able to initiate a braking action such that a reduced target speed has been reached when it passes over the further balise.

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:

FIG. 1 is a schematic diagram containing an infill balise to allow efficient control of rail vehicles between interlock boxes without the need for a block interface;

FIG. 2 is a schematic diagram showing an alternative scenario based on FIG. 1;

FIG. 3 is a schematic representation based on FIG. 1 and FIG. 2 having a dead time that has been significantly shortened compared to a dead time in the case of a solution without infill balise.

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.

FIG. 1 is a schematic diagram containing an infill balise to allow efficient control of rail vehicles between interlock boxes without the need for a block interface.

FIG. 1 shows by way of example a zone 112, which is controlled by an interlock box A, and a zone 113, which is controlled by an interlock box B. Located between the zones 112 and 113 is a transition point, indicated by the dashed line 114. Located at the transition point between the zones 112 and 113 is a signal 107 whose state is stored in a balise (or balise group) 108.

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 FIG. 1, a switch 109 is located by way of example downstream of the signal 107 in the direction of travel 103. The state of the switch 109 can also be taken into account by means of the signal 107: If, for example, the switch 109 is defective, then the signal points to STOP; the associated information is stored in the balises 108 and 106.

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:

• • For example, the zone 113 can be defined as a speed-limited track section 120 in which only a maximum speed of 40 km/h is permitted. This information is made available at the balise 108 and, by virtue of the present solution, already also at the infill balise 106, with the result that the rail vehicle 102 is able to initiate a braking action in good time so that it enters the zone 113 at 40 km/h. This is illustrated in FIG. 1 by way of example by means of a braking curve 116.
  • Taking another example, the permitted maximum speed in the zone 113 is limited to 80 km/h (see symbolic restriction 119) and the rail vehicle 102 passes the signal 104 at a speed of 120 km/h. When passing over the infill balise 106, the rail vehicle 102 learns in good time before entering the zone 113 that it must reduce its speed to 80 km/h. As the distance between the balises or signals is known or, as the case may be, can be provided by the balises, it is possible to initiate an optimized braking 115 of the rail vehicle 102 such that it is traveling only at 80 km/h at the point when it enters the zone 113.

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 FIG. 1. If, for example, the signal 110 is at STOP, then the rail vehicle can be slowed down by braking in good time upon entering the zone 113, e.g. from the speed 80 km/h until it is stationary (this is represented in an exemplary manner in a braking curve 118).

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.

FIG. 2 shows a schematic diagram of a scenario based on FIG. 1. The reference signs and explanations introduced in connection with FIG. 1 apply analogously.

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 FIG. 2, the signal 110 stands at STOP, with the result that the braking action is initiated to ensure that the rail vehicle 102 comes to a halt in good time ahead of the signal 110; this relationship is indicated in FIG. 2 by means of a braking curve 201.

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 FIG. 2, the rail vehicle 102, when passing over the signal 104, receives an MA as far as the signal 107, where it is (initially) supposed to come to a halt. The MA is changed by means of the infill balise 106, i.e. it is extended as far as the signal 110, because the state of the signal 107 has changed in the meantime to PROCEED. The MA could be similarly changed once again when the rail vehicle 102 passes over the balise 108. It is therefore advantageous that the dead time, in which no change can be made to the MA, is shortened by means of the infill balise 106.

FIG. 3 shows a schematic representation based on FIG. 1 and FIG. 2 having a dead time 301 that has been significantly shortened compared to a dead time 302 in the case of a solution without infill balise 106.

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:

• • for a target speed of 40 km/h: 240 m,
  • for a target speed of 80 km/h: 680 m,
  • for a target speed of 100 km/h: 980 m,
  • for a target speed of 120 km/h: 1330 m,
  • for a target speed of 160 km/h: 2200 m.

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.

LIST OF REFERENCE SIGNS

• 101 Railway track
• 102 Rail vehicle
• 103 Direction of travel
• 104 Signal
• 105 Balise
• 106 Infill balise
• 107 Signal
• 108 Balise
• 109 Switch
• 110 Signal
• 111 Balise
• 112 Zone (of an interlock box A)
• 113 Zone (of an interlock box B)
• 114 Boundary between zone 112 and zone 113
• 115 Braking curve
• 116 Braking curve
• 117 Braking curve
• 118 Braking curve
• 119 Speed restriction in zone 113 to 80 km/h
• 120 Speed-limited track section in zone 113 with maximum speed of 40 km/h
• 121 Direction
• 201 Braking curve
• 301 Dead time

Claims

1-14. (canceled)

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

obtaining a state of an upstream route component disposed upstream in a direction of travel via an infill balise; and

controlling the rail vehicle by taking into account the state of the upstream route component provided by the infill balise.

16. The method according to claim 15, which further comprises:

controlling a section of a railway track up to the upstream route component by a first interlock box; and

controlling a further section of the railway track from the upstream route component by a second interlock box.

17. The method according to claim 16, wherein the upstream route component is a first route component that is controlled by the second interlock box.

18. The method according to claim 15, which further comprises obtaining the state of the upstream route component additionally from a further balise in proximity to the upstream route component.

19. The method according to claim 18, wherein the infill balise is spaced apart from the further balise by a minimum distance which is dependent on a maximum target speed at which the rail vehicle is to pass a preceding route component.

20. The method according to claim 19, wherein the minimum distance is defined as follows:

for a target speed of 40 km/h the minimum distance is 240 m;

for the target speed of 80 km/h the minimum distance is 680 m;

for the target speed of 100 km/h the minimum distance is 980 m;

for the target speed of 120 km/h the minimum distance is 1,330 m; and

for the target speed of 160 km/h the minimum distance is 2,200 m.

21. The method according to claim 15, which further comprises issuing a movement authority only as far as the upstream route component when the rail vehicle passes over a further balise that is disposed downstream of the infill balise in the direction of travel.

22. The method according to claim 21, which further comprises confirming or amending a movement authority with an aid of the infill balise according to the state of the upstream route component.

23. The method according to claim 15, which further comprises selecting the upstream route component from the group consisting of a signaling unit, a signaling unit for a speed restriction, a signaling unit for a temporary speed restriction, a switch, a level crossing, and a rail operation component which can have at least one state, wherein the at least one state is provided to the rail vehicle by means of a balise.

24. The method according to claim 15, which further comprises selecting the state from the group consisting of proceeding not permitted, proceeding permitted, proceeding permitted subject to restriction, proceeding permitted at a predefined maximum speed, route component defective, and route component not defective.

25. A system for controlling a rail vehicle, the system comprising:

an upstream route component disposed upstream in a direction of travel;

an infill balise to which a state of the upstream route component being obtained; and

a further balise in proximity to or a distance ahead of said upstream route component, said further balise obtaining the state of said upstream route component, wherein the rail vehicle being controlled taking into account the state of said upstream route component provided by said infill balise.

26. The system according to claim 25, wherein a given distance between said infill balise and said further balise amounts to at least 100 m.

27. The system according to claim 25, wherein a given distance between said infill balise and said further balise amounts to at least 150 m.

28. The system according to claim 25, wherein a given distance between said infill balise and said further balise amounts to at least 200 m.

29. The system according to claim 25, wherein a given distance between said infill balise and said further balise amounts to at least 240 m.

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

an infill balise; and

a further balise in proximity to a route component, said further balise disposed downstream of said infill balise in a direction of travel, said infill balise disposed at such a distance from said further balise that when passing over said infill balise a rail vehicle is able to initiate a braking action such that a reduced target speed has been reached when the rail vehicle passes over said further balise.

31. The ETCS line side equipment according to claim 30, wherein the distance between said infill balise and said further balise amounts to at least 100 m.

32. The ETCS line side equipment according to claim 30, wherein the distance between said infill balise and said further balise amounts to at least 150 m.

33. The ETCS line side equipment according to claim 30, wherein the distance between said infill balise and said further balise amounts to at least 200 m.

34. The ETCS line side equipment according to claim 30, wherein the distance between said infill balise and said further balise amounts to at least 240 m.