U.S. patent application number 14/432246 was filed with the patent office on 2015-10-15 for controller of a rail vehicle.
The applicant listed for this patent is SIEMENS AKTIENGESELLSCHAFT. Invention is credited to David Morton.
Application Number | 20150291188 14/432246 |
Document ID | / |
Family ID | 49209342 |
Filed Date | 2015-10-15 |
United States Patent
Application |
20150291188 |
Kind Code |
A1 |
Morton; David |
October 15, 2015 |
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.
Inventors: |
Morton; David;
(Wolfenbuettel, DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SIEMENS AKTIENGESELLSCHAFT |
Munchen |
|
DE |
|
|
Family ID: |
49209342 |
Appl. No.: |
14/432246 |
Filed: |
September 11, 2013 |
PCT Filed: |
September 11, 2013 |
PCT NO: |
PCT/EP2013/068774 |
371 Date: |
March 30, 2015 |
Current U.S.
Class: |
701/20 |
Current CPC
Class: |
B61L 2003/123 20130101;
B61L 2027/0044 20130101; B61L 3/121 20130101 |
International
Class: |
B61L 3/12 20060101
B61L003/12 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 28, 2012 |
DE |
10 2012 217 817.1 |
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.
Description
[0001] The invention relates to a method for controlling a rail
vehicle, to an associated system, and to corresponding ETCS
lineside equipment.
[0002] 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).
[0003] 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.
[0004] 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).
[0005] 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.
[0006] 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.
[0007] This object is achieved according to the features of the
independent claims. Preferred embodiments may be derived in
particular from the dependent claims.
[0008] In order to achieve the object, a method for controlling a
rail vehicle is proposed, [0009] 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, [0010] in which the rail
vehicle is controlled taking into account the state of the route
component provided by the infill balise.
[0011] 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.
[0012] Preferably, the infill balise is deployed upstream of an
entry signal to a neighboring interlock box.
[0013] 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.
[0014] 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.
[0015] 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.
[0016] Another development is that the upstream route component is
the first route component that is controlled by the second
interlock box.
[0017] 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.
[0018] 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.
[0019] It is accordingly a development that the minimum distance is
defined as follows: [0020] for a target speed of 40 km/h: 240 m,
[0021] for a target speed of 80 km/h: 680 m, [0022] for a target
speed of 100 km/h: 980 m, [0023] for a target speed of 120 km/h:
1330 m, [0024] for a target speed of 160 km/h: 2200 m.
[0025] 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.
[0026] 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.
[0027] 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.
[0028] An alternative embodiment variant provides that the route
component comprises at least one of the following components:
[0029] a signal, [0030] a signaling unit for a speed restriction,
in particular a temporary speed restriction (TSR), [0031] a switch,
[0032] a level crossing, [0033] 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.
[0034] A next embodiment is that the state comprises one of the
following possibilities: [0035] proceeding not permitted (STOP),
[0036] proceeding permitted (PROCEED), [0037] proceeding permitted
subject to restriction, in particular at a predefined maximum
speed, [0038] route component defective, [0039] route component not
defective.
[0040] The statements made in relation to the method apply
analogously to the other claims categories.
[0041] The above-cited object is also achieved by means of a system
for controlling a rail vehicle [0042] having a route component
arranged upstream in the direction of travel, [0043] having an
infill balise to which a state of the upstream route component can
be provided, [0044] 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,
[0045] wherein the rail vehicle can be controlled taking into
account the state of the route component provided by the infill
balise.
[0046] The above object is furthermore achieved by means of ETCS
lineside equipment [0047] having an infill balise, [0048] 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, [0049] 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.
[0050] 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.
[0051] 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.
[0052] In the figures:
[0053] 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;
[0054] FIG. 2 is a schematic diagram showing an alternative
scenario based on FIG. 1;
[0055] 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.
[0056] 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.
[0057] The infill balise can be a single balise or a plurality of
balises (e.g. a balise group).
[0058] 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.
[0059] 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.
[0060] 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.
[0061] 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.
[0062] 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.
[0063] 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.
[0064] 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.
[0065] 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.
[0066] 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.
[0067] 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.
[0068] 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.
[0069] Temporary speed restrictions (TSRs) may exist and/or be
signaled in addition to the states STOP and PROCEED: [0070] 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. [0071] 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.
[0072] 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.
[0073] 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).
[0074] 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.
[0075] 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.
[0076] 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.
[0077] 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.
[0078] 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.
[0079] 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.
[0080] 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.
[0081] 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: [0082] for a target speed of 40 km/h: 240 m, [0083] for a
target speed of 80 km/h: 680 m, [0084] for a target speed of 100
km/h: 980 m, [0085] for a target speed of 120 km/h: 1330 m, [0086]
for a target speed of 160 km/h: 2200 m.
[0087] 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
[0088] 101 Railway track [0089] 102 Rail vehicle [0090] 103
Direction of travel [0091] 104 Signal [0092] 105 Balise [0093] 106
Infill balise [0094] 107 Signal [0095] 108 Balise [0096] 109 Switch
[0097] 110 Signal [0098] 111 Balise [0099] 112 Zone (of an
interlock box A) [0100] 113 Zone (of an interlock box B) [0101] 114
Boundary between zone 112 and zone 113 [0102] 115 Braking curve
[0103] 116 Braking curve [0104] 117 Braking curve [0105] 118
Braking curve [0106] 119 Speed restriction in zone 113 to 80 km/h
[0107] 120 Speed-limited track section in zone 113 with maximum
speed of 40 km/h [0108] 121 Direction [0109] 201 Braking curve
[0110] 301 Dead time
* * * * *
References