Method for operating radio-based train control system and line dispatching center for radio-based train control system

Abstract

The invention relates to a method for operating a radio-based train control system (10) for rail-guided vehicles, such as ETCS level 2 or CBTC, in which an unreported vehicle is identified by a line control center of the train control system, the line control center having no current position data for the unreported vehicle. In order to improve the safety of the train control system and to avoid dangerous situations, according to the invention, a dangerous zone is automatically set as a function of the last known position of the unreported vehicle, at least one driving restriction measure is applied in the dangerous zone for all reported vehicles, and a boundary of the dangerous zone is automatically determined, the location of the closest reporting vehicle is taken into account during the determination, the route control center has current location data for the closest reporting vehicle, and the closest reporting vehicle is closest in all possible driving directions starting from the last known location of the non-reporting vehicle.

Description

TECHNICAL FIELD

[0001] The invention relates to a method for operating a radio-based train control system for rail-guided vehicles, for example ETCS level 2 or CBTC, wherein an unreported vehicle is identified by a line dispatch center of the train control system, which does not have current position data for the unreported vehicle.

[0002] The invention also relates to a line dispatch center of a radio-based train control system for rail-guided vehicles, for example ETCS level 2 or CBTC, which is designed to identify unreported vehicles, which the line dispatch center does not have current position data for. BACKGROUND

[0003] For cost reasons, pure radio-based train control systems for rail-guided vehicles are designed without previously customary line-side position recognition devices, such as axle counters or DC circuits, at this time. Pure radio-based train control systems are designed, for example, according to the ETCS level 2 (European Train Control System level 2) or CBTC (Communication Based Train Control) standard.

[0004] An unreported vehicle in a radio-based train control system can cause problems, since the line dispatch center does not have current position data for the unreported vehicle. Such an unreported vehicle without a known position can endanger the safety of the railway technical facilities, since it is outside the train safety control. Therefore, unreported vehicles require special attention. Reporting vehicles are the regular case in radio-based train control systems, which provide current position data to the line dispatch center. Reporting vehicles regularly send corresponding position reports containing position data, which are processed in the line dispatch center.

[0005] In pure radio-based train control systems, if an unreported vehicle is required, which the line dispatch center or the entire train control system does not have current position data for, it is not possible to rely on previously existing line-side position determination as a fallback level. This fallback level is sometimes also referred to as secondary position determination.

[0006] There are mainly two reasons for such unreported vehicles with unknown position for the train control system. On the one hand, a train control unit, usually called on-board unit (OBU), on the vehicle side fails, or on the other hand, the vehicle is completely without such a train control unit. In a radio-based train control system without a backup level, for such unreported vehicles only a manual voice communication between the locomotive driver and the dispatcher can be relied on to transmit information and instructions, such as position data or travel permissions, for the unreported vehicle. If an error occurs in this process, it is almost impossible to make the error visible and the train operation is immediately affected. SUMMARY

[0007] The technical problem addressed by the present application is therefore to provide a method and a line dispatching center of the aforementioned type, which provide a higher safety for the railway technical facilities.

[0008] The technical problem is solved according to the present application by a method, wherein a danger zone is automatically set up on the basis of the last known position of the unreported vehicle, in which at least one travel restriction measure is applied for all vehicles, and the boundaries of the danger zone are automatically determined, taking into account the position of the closest reported vehicle, which the line dispatching center has current position data for, and which is closest in all possible directions of travel from the last known position of the unreported vehicle.

[0009] The technical problem is solved according to the present application by a line dispatching center, which is designed to automatically set up a danger zone on the basis of the last known position of the unreported vehicle, in which at least one travel restriction measure is applied for all vehicles, and to automatically determine the boundaries of the danger zone, taking into account the position of the closest reported vehicle, which the line dispatching center has current position data for, and which is closest in all possible directions of travel from the last known position of the unreported vehicle.

[0010] The advantage of the solution according to the present application is that a high safety is provided by the automatically set danger zone, and a voice-based and human-influenced communication as a backup level is not necessary. The solution according to the present application can be carried out automatically by the train control system on the basis of a computer, so that human errors are excluded.

[0011] According to the application, a danger zone is automatically set on the basis of the last known position of an unreported vehicle whose current position is unknown. This last known position can be, for example, the last reported position of the vehicle before the train control unit on the vehicle side failed, which is contained in the last transmitted position report. In vehicles without a train control unit on the vehicle side, the last known position of such an unreported vehicle will be other position information. This position information can be, for example, a signal from a trackside device in the entry area of the track section for which the line control center is responsible.

[0012] On the basis of the last known position of the unreported vehicle whose current position is unknown, the boundaries of the danger zone and its size are then automatically determined. The boundaries of the danger zone are determined, inter alia, taking into account the current position of the notification of the closest reported vehicle whose current position data the line control center has. Starting from the last known position of the unreported vehicle, the closest reported vehicles are determined in all possible directions of travel of the unreported vehicle. The positions of these closest reported vehicles are then used, for example, as the boundaries of the danger zone. As a result, the danger zone is automatically expanded from the last known position of the unreported vehicle to the determined boundaries. This is similar to the fill function of a computer-based drawing or painting program.

[0013] For the danger zone according to the application, at least one travel restriction measure applies to all vehicles in the zone, i.e. also to the closest reported vehicles. This means that the closest reported vehicles must slow down or travel at a slow speed so that they can quickly stop if the unreported vehicle deviates from its travel route. The boundaries of the danger zone are determined in such a way that at least the closest reported vehicles traveling in the opposite direction of the unreported vehicle are within the danger zone.

[0014] These closest reported vehicles either have a locomotive driver or, in the case of automatic travel, are equipped with suitable obstacle detection devices. In both cases, the closest reported vehicles can safely brake if they encounter the unreported vehicle.

[0015] The solution according to the application can be further improved by advantageous design variants, as described below.

[0016] As a result, the at least one travel restriction measure in the danger zone can be a sight line travel. This has the advantage that sight line travel is particularly suitable for the situation of the unreported vehicle and also for ensuring the safe travel of trains. In the case of sight line travel, it is relatively easy for the closest reported vehicles to determine the position of the vehicle whose position is unknown.

[0017] In order to minimize operational restrictions within the railway technical infrastructure, the boundaries of the danger zone can be determined in such a way that only the closest reported vehicle is located within the danger zone. This is sufficient to ensure safety, since only the closest reported vehicle can encounter the unreported vehicle.

[0018] In an advantageous design, in the automatic determination of the boundaries of the danger zone, in addition to the position of the closest reported vehicle, the line terminal and / or the station can also be taken into account, depending on what is closest in all possible directions of travel from the last known position of the unreported vehicle. This has the advantage that the danger zone is limited to the minimum required extent, thereby avoiding greater negative effects on train traffic.

[0019] In order to maximize the safety of train traffic, in the determination of the boundaries of the danger zone, line areas that are reachable via a track switch by switching the track at the position of a turnout can also be included.

[0020] Furthermore, the boundaries of the danger zone can be updated substantially continuously, in particular depending on the changing position of the closest reported vehicle. This has the advantage that the size of the danger zone can be kept to a minimum, thereby avoiding greater restrictions on train traffic.

[0021] In order to reduce the costs of the train control system according to the application as far as possible, the boundaries of the danger zone can be determined in such a way that no position detection of the line side of the vehicle is carried out within the danger zone.

[0022] Furthermore, a computer program product is also provided, which has program instructions for carrying out the aforementioned method according to the application and / or embodiments thereof, wherein the method according to the application and / or embodiments thereof can be carried out by the computer program product.

[0023] Furthermore, a providing device for storing and / or providing a computer program product is also provided. The providing device is, for example, a data carrier that stores and / or provides the computer program product. Alternatively and / or additionally, the providing device is, for example, a web service, a computer system, a server system, in particular a distributed computer system, a cloud-based computer system and / or a virtual computer system, which preferably stores and / or provides the computer program product in the form of a data stream.

[0024] In an advantageous design of the line control center according to the application, the line control center can be designed to carry out the method according to the application according to one of the aforementioned embodiments.

[0025] Finally, the present invention also relates to a radio-based train control system for track-guided vehicles, such as ETCS level 2 or CBTC, said train control system having at least one line dispatch center. According to the invention, the line dispatch center is designed according to one of the above embodiments of the invention.

[0026] In an advantageous design of the train control system according to the invention, the train control system can be designed as a trackside position detection device without the vehicle. This has the advantage of reducing the cost of the train control system according to the invention. Attached Figure Description

[0027] The present invention is derived from the following description in conjunction with the accompanying drawings and exemplary embodiments of the invention shown therein.

[0028] In the attached diagram:

[0029] Figure 1 A schematic diagram of a train control system according to the prior art is shown;

[0030] Figure 2 A schematic diagram showing a first exemplary embodiment of the train control system according to the present invention;

[0031] Figure 3 Showing the basis in other situations Figure 2 Another schematic diagram of the train control system according to the present invention. Detailed Implementation

[0032] First, refer to Figure 1 An exemplary train control system according to the prior art is described.

[0033] exist Figure 1 Within the shown area, the train control system 1 includes a line dispatch center 2 that monitors train traffic at least within the shown area. For example, two parallel running sections 3 are provided in this area, interconnected by turnouts p1, p2, p3, and p4. Multiple track-guided vehicles NRT, RT1, RT2, RT3, and RT4, such as long-distance or suburban trains, subways, or trams, travel in opposite directions on running sections 3. The direction of travel of vehicle 5 is indicated by an arrow above vehicle 5. Figure 1 The train control system 1 is designed as a purely radio-based train control system, in which reporting vehicles RT1, RT2, RT3, and RT4 transmit position data to the line dispatch center 2 radioly. There are no line-side position detection devices for vehicles NRT, RT1, RT2, RT3, and RT4.

[0034] The reporting vehicles RT1, RT2, RT3, RT4 have a travel authorization 6 determined by the line dispatch center 2 from the permitted speed of the reporting vehicles, which is determined in a known manner from the calculated braking curve.

[0035] A problem arises if a vehicle NRT does not report its position to the line dispatch center 2 and belongs to the non-reporting vehicles NRT. Since the remaining vehicles RT1, RT2, RT3, RT4 constantly report their position data to the line dispatch center 2, the line dispatch center 2 can quickly detect a non-reporting vehicle NRT whose position is unknown.

[0036] The non-reporting vehicle NRT has no position data for two reasons. For example, the train control unit on the vehicle side can have failed, or the vehicle has no train control unit at all. In Figure 1 The non-reporting vehicle NRT shown must rely on manual voice communication between the locomotive driver and the travel dispatcher, by which information and instructions of the non-reporting vehicle NRT, such as position data or travel authorizations, are transmitted. If an error occurs in this process, it is almost impossible to expose the error, and the train operation is immediately affected. However, Figure 1 The train control system in the

[0037] The NRT vehicle whose position is unknown is reported by the line dispatch center 2 to the responsible dispatcher in the operating command post 7. The dispatcher manually sets a protection zone 8 around the possible position of the NRT vehicle, into which other vehicles 5 must not drive for safety reasons. In addition, the dispatcher also carries out a voice call with the locomotive driver of the non-reporting vehicle NRT in order to issue travel instructions to him. This process is prone to errors, which leads to dangerous situations or even accidents.

[0038] The present invention solves this problem, which is described below with reference to Figure 2 and Figure 3 exemplary embodiments of the present invention. For the sake of simplicity, the same reference signs are used as in the prior art in Figure 1 if the components are identical.

[0039] In the exemplary embodiments of the Figure 2 and Figure 3 train control system 10 according to the present invention comprises a line dispatch center 11 according to the present invention, as well as a travel line 12 with switches p1, p2, p3, p4 and some vehicles NRT, RT1, RT2, RT3, RT4. In Figure 1 the vehicles NRT, RT1, RT2, RT3, RT4 each have a travel authorization 15, and the dispatcher coordinates the train operation in the operating command post 16.

[0040] Figure 2The initial situation shown is similar to Figure 1 The line dispatch center 11 according to the application detects a non-reported vehicle NRT whose position is unknown. The remaining reported vehicles RT1, RT2, RT3, RT4 transmit position data to the line dispatch center 11 at regular intervals, so that the line dispatch center knows their positions. Thus, Figure 2 The initial situation in Figure 1 is similar to the situation in Figure 1 , but the handling of the situation by the train control system 10 according to the application and by the line dispatch center 11 according to the application is completely new and will be explained in the following.

[0041] The non-reported vehicle NRT is identified by the line dispatch center 11 according to the application, because for example a position report containing current position data should be received from each vehicle NRT, RT1, RT2, RT3, RT4 at regular intervals. As already mentioned above with reference to Figure 1 , there can be two main reasons for the absence of position data. The train control unit on the vehicle side can have failed, for example, or the vehicle is completely without a train control unit.

[0042] After detection of the non-reported vehicle NRT, the line dispatch center 11 sets a danger zone 17. In this danger zone 17 driving restrictions apply to all vehicles NRT, RT1, RT2, RT3 located therein. In Figure 2 and Figure 3 , the vehicles NRT, RT1, RT2, RT3 located in the danger zone 17 are different, as will be explained in detail in the following.

[0043] In the exemplary embodiments of Figure 2 and Figure 3 , the driving restriction measure "driving with sight" applies particularly to the danger zone 17, so that the vehicles NRT, RT1, RT2, RT3 must comply with the speed limit of the danger zone 17, for example 30 km / h, and check autonomously during driving whether the route section in front is clear.

[0044] The extent or size of the danger zone 17 is set in such a way that each possible position of the non-reported vehicle NRT is located within the danger zone 17. Starting from this, a change in position of the non-reported vehicle NRT cannot exceed the position of the closest reported vehicle RT1, RT2, RT3, RT4, nor a station 19 or a line terminal. To achieve this, the boundaries 18 of the danger zone 17 are set by means of these known positions, always starting from the last known position of the non-reported vehicle NRT. This is done automatically, since the line dispatch center 11 has the positions of the reported vehicles RT1, RT2, RT3, RT4, the stations 19 or the line terminals (not shown) at its disposal.

[0045] In Figure 2 andFigure 3 The non-reported vehicle NRT is indicated in the view of the dispatch center 11 by a dashed line and is located at a different position. This should reflect the fact that from the perspective of the dispatch center 11 the real position is unknown and thus can be located at a different position. However, the illustration should be understood such that in the illustrated case there is only one non-reported vehicle NRT.

[0046] The advantage of the solution of the present invention is that as soon as a non-reported vehicle NRT with unknown position is detected, a danger zone 17 can be set automatically and computer-based at the dispatch center 11. Thereby, a safety state is created automatically without the need for human intervention. The dispatcher in the operating command post 16 can still set a protection zone 8, but at the same time a danger zone 17 is set automatically. The danger zone 17 is larger than the protection zone 8 and the borders 18 of the danger zone 17 are determined automatically.

[0047] In the case shown in Figure 2 the determination process of the borders 18 is as follows: The known positions of the reporting vehicles RT2, RT3 closest to the last known position of the non-reported vehicle NRT are taken as borders 18. In the case shown in Figure 2 this is the vehicles RT3 and RT2. Because the reporting vehicle RT3 drives into the danger zone 17 in which the non-reported vehicle NRT can be located according to its driving direction, the driving restriction measure "driving in sight" applies to the vehicle RT3. Because the reporting vehicle RT2 drives away from the danger zone 17, it can drive with the normal driving permission 15 without driving restriction measures.

[0048] In the figure, there are a plurality of markers 20 on the driving route 3, 12, which are designed for example as metal plates with a clear number. These markers can for example serve as a reference point or target marking for the driver of the non-reported vehicle NRT or for the drivers of the remaining reporting vehicles RT1, RT2, RT3, RT4 in the backup level.

[0049] In the case shown in Figure 2 and Figure 3 as well as Figure 1 in the prior art embodiments, the driving route 3, 12 is set accordingly to the usual planned train traffic. These settings are shown in the figure as follows: the route section 23 has a set driving lane, but is not occupied; the route section 22 has no set driving lane and is not occupied; the route section 21 is occupied. This representation corresponds for example to the view of the dispatcher of the operating command post 16.

[0050] In the case shown in Figure 3 the switches pi and p2 are adjusted, so that additional driving directions and additional positions of the non-reported vehicle NRT can occur, which are taken into account according to the invention when setting the danger zone 17. Thus, Figure 3The dangerous area 17 in Fig. 2 extends over both track routes 12, each bounded 18 by the position of the closest reporting vehicle RT1, RT2 and RT3. Further boundaries 18 are the stations 19, since, as mentioned above, the stations 19 can also be considered as boundaries 18 of the dangerous area 17.

[0051] The track control center 11 continuously updates the boundaries 18 of the dangerous area 17, since the position of the closest reporting vehicle RT1, RT2, RT3 with known position also changes constantly. Of course, this also applies to the situation in Fig. 2. Figure 2 The track control center 11 continuously updates the boundaries 18 of the dangerous area 17, since the position of the closest reporting vehicle RT1, RT2, RT3 with known position also changes constantly. Of course, this also applies to the situation in Fig. 2.

Claims

1. A method of operating a radio-based train control system (10) for a vehicle (NR1, RT1, RT2, RT3, RT4) guided on a track, such as ETCS level 2 or CBTC, wherein, an unreported vehicle (NRT) is identified by a line control center (11) of the train control system (10), which does not have current position data for the unreported vehicle, characterized in that a danger zone (17) is automatically set on the basis of the last known position of the unreported vehicle (NRT), in which at least one driving restriction measure applies to all reported vehicles (RT1, RT2, RT3, RT4), and the boundaries of the danger zone (17) are automatically determined, and in this determination the position of the closest reported vehicle (RT1, RT2, RT3) is taken into account, which the line control center (11) has current position data for, and which is closest in all possible driving directions from the last known position of the unreported vehicle (NRT).

2. The method of claim 1, wherein, The at least one driving restriction measure in the danger zone (17) is driving in sight.

3. The method according to claim 1 or 2, characterized in that, The boundaries (18) of the danger zone (17) are determined such that only the closest reported vehicle (RT1, RT2, RT3) is located within the danger zone (17).

4. The method according to one of the preceding claims, characterized in that, In the automatic determination of the boundaries (18) of the danger zone (17), in addition to the position of the closest reported vehicle (RT1, RT2, RT3), also a line end and / or a station (19) are taken into account, depending on what is closest in all possible driving directions from the last known position of the unreported vehicle (NRT).

5. The method according to one of the preceding claims, characterized in that, In the determination of the boundaries (18) of the danger zone (17), also line areas are included which are reachable via a track switch through a switch (p1, p2, p3, p4), which are reachable upon a change in switch position.

6. The method according to one of the preceding claims, characterized in that, The boundaries (18) of the danger zone (17) are updated, in particular on the basis of the changing position of the closest reported vehicle (RT1, RT2, RT3), substantially continuously.

7. The method according to one of the preceding claims, characterized in that, The boundaries (18) of the danger zone (17) are determined such that no line-side position detection of the vehicle (NR1, RT1, RT2, RT3, RT4) takes place within the danger zone (17).

8. A computer program product with program instructions for carrying out a method according to one of the preceding claims.

9. A providing apparatus for use with the computer program product of claim 8, wherein, The providing device stores and / or provides the computer program product.

10. A line control center of a radio-based train control system (10) for a rail-guided vehicle (NR1, RT1, RT2, RT3, RT4), for example ETCS level 2 or CBTC, which line control center is designed to identify an unreported vehicle (NRT), which the line control center (11) does not have current position data for, characterized in that The line dispatching center (11) is designed to automatically set a danger zone (17) from the last known position of the non-reporting vehicle (NRT), in which at least one driving restriction measure applies for all reporting vehicles (RT1, RT2, RT3, RT4), and to automatically determine the boundaries of the danger zone (17) and to take into account the position of the closest reporting vehicle (RT1, RT2, RT3, RT4) at the time of the determination, the line dispatching center (11) having current position data for the closest reporting vehicle, and the closest reported vehicle being closest in all possible driving directions from the last known position of the non-reporting vehicle (NRT).

11. The line dispatching center (11) according to claim 10, characterized by The line dispatching center (11) is designed to carry out the method according to one of claims 1 to 7.

12. A radio-based train control system (10), for example ETCS level 2 or CBTC, for a rail-guided vehicle (NR1, RT1, RT2, RT3, RT4), having at least one line dispatch center (11), characterized in that The line dispatching center (11) is designed according to claim 10 or 11.

13. The train control system (10) according to claim 12, characterized in that The train control system (10) is designed without line-side position detection means of the vehicles (NR1, RT1, RT2, RT3, RT4).

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