METHOD FOR OPERATING A DRAW INFLUENCE SYSTEM

Description

Background of the invention

[0001] The invention relates to a method for operating a train control system for influencing a rail-bound vehicle with an on-board monitoring unit (OBU), wherein the train control system comprises a track control center (Radio Block Center RBC) and external signaling with at least one signal and a first balise group upstream of the signal and a second balise group arranged at the signal, wherein the vehicle is monitored by the track control center, wherein the method comprises: assignment of the vehicle to the signal, determination of a current signal aspect of the assigned signal, granting of a travel permit by the track control center to the vehicle depending on the determined signal aspect via a radio connection.

[0002] A method for operating a train control system is known, for example, from

[01] .

[0003] In Europe, the European Train Control System (ETCS), which is part of the European traffic management system ERTMS, is primarily used. Another component of ERTMS is the GSM-R mobile radio system. ETCS is used in all European countries for high-speed and conventional rail traffic.

[01] describes different levels and modes under which ETCS can be used.

[0004] With ETCS Level 1, communication between track and vehicle occurs discontinuously via beacons, which are often located at the locations of distant and main signals. ETCS information is transmitted as soon as the vehicle passes the beacons. The most important information transmitted by the beacons are line gradients, maximum line speeds, the point at which the vehicle is to stop, and signal states / aspects ("Halt," "Proceed," etc.). The beacons receive the information to be transmitted to the vehicle from a Lineside Electronic Unit (LEU), which is connected to the interlocking or signals.

[0005] ETCS Level 2 is characterized by continuous communication between the train and the ETCS control center (RBC) via GSM-R or Euroradio. This requires precise position and direction determination of the train. The on-board computer regularly transmits position and direction information to the track via GSM-R. If the track is not also suitable for ETCS Level 1, the beacons are usually fixed-data beacons, meaning they only send static messages to the train.

[0006] In both ETCS Level 1 and ETCS Level 2, information regarding free track sections is determined by the signal box via the fixed track vacancy detection and passed on to the ETCS control center: For this purpose, the line is divided into block sections - as with conventional signaling technology - whereby the train may only enter the next block section if this block section, including the adjoining protection section, is not occupied by another train but has been reported free.

[0007] The modes Full Supervision (FS) and Limited Supervision (LS) are defined for the various ETCS levels. Together with the mode, the ETCS information forms a movement authority. This allows the on-board ETCS equipment to continuously monitor compliance with the permitted speed (and direction) and initiate emergency braking in a timely manner, regardless of nationally defined track geometries and signal spacing.

[0008] In "Limited Supervision" (LS) mode, the signal aspects of the signals (external signaling) continue to be used. This means that the driver reads the signal information directly from the external signaling. Driving is carried out "according to external signaling."

[0009] In "Full Supervision" (FS) mode, however, the signal aspects of the signals (external signaling) are replaced by cab signaling (FS mode). The driver reads the signal information from the cab display. External signaling is essentially unnecessary in FS mode. While the train is fully monitored by the ETCS in FS mode, only background monitoring is performed in LS mode. The driver is therefore still obligated to pay attention to the trackside signaling in LS mode.

[0010] Limited Supervision mode was designed specifically for ETCS Level 1 to reduce costs and enable use of ETCS Level 1 on lines that do not have fixed distant signal spacing. Limited Supervision mode is not designed for ETCS Level 2, so many of the necessary functions for implementing such operations are missing.

[0011] The document EP 3 124 351 A1 describes a train control system.

[0012] The object of the invention is to provide a method that enables limited supervision in ETCS Level 2 mode, whereby on the one hand development costs and hardware costs can be reduced and on the other hand a high level of safety can be realized. Description of the invention

[0013] The invention is defined by the features of claim 1.

[0014] The object is achieved according to the invention in that the vehicle is driven by a driver according to the external signaling, and that the monitoring is carried out by the route control center in the background in such a way that the route control center communicates discontinuously with the vehicle, wherein the travel authorization is requested by driving over the first balise group, and the travel authorization is transmitted to the vehicle depending on the determined current signal aspect, wherein the travel authorization contains linking information, whereby the second balise group is masked and thus not evaluated.

[0015] In the method according to the invention, the vehicle (at least one carriage, whereby the carriage can comprise a traction unit and possibly other carriages, in particular a train) is controlled primarily by the driver, with the driver's control being supplemented by background monitoring. The driver therefore decides, depending on the external signals, whether / how the train is accelerated or decelerated, or at what speed it is traveling ("driving according to external signaling"). Background monitoring only intervenes in the event of an error by the driver and, if necessary, triggers a safety reaction. This means that the driver does not drive according to the instructions of the train control system, but rather according to the instructions of the external signaling. Since the responsibility lies with the driver, the track control center only has to fulfill low safety requirements for the train control system, in contrast to ETCS Level 2 FS.This reduces the development costs of the system used.

[0016] By using background monitoring, approaching stop signals can be prevented by the vehicle registering with the RBC at the start of the train journey ("start of mission"). This prevents approaching stop signals, as the control center can issue an SR (Staff Responsible) permit, which only monitors the maximum permissible speed, or an OS (On Sight) permit, which allows a lower maximum speed than the nationally specified values. Therefore, the method according to the invention requires fewer balises than with ETCS Level 1 LS. Furthermore, trackside electronics (Lineside Electronic Unit LEU) are not required at every signal, as is the case with ETCS Level 1 LS, for example.

[0017] Background monitoring also allows for immediate intervention without being tied to the positions of the beacons.

[0018] Crucial to the implementation of the procedure is the use of linking information in the travel authorization. This linking information can be used to mask the second balise group and thus prevent it from being evaluated. "Linking information" refers to the logical connection of one balise group with a subsequent balise group. In a chain, successive balise groups in the direction of travel are announced and monitored, along with their identities and the distances to be traveled between them. If a balise group is not listed in the linking information, its information is not used by the on-board monitoring device. The linking information is used to mask the second balise group. After passing the location of a virtual balise group, the linking information on the vehicle is deleted, and each balise is read again.

[0019] The beacons are used to determine the vehicle's location. According to the invention, the first group of beacons in front of the signal is used to inform the control center that the vehicle is in front of the signal and that a permit to proceed must be issued to avoid a safety reaction.

[0020] A "travel authorization" is a message transmitted from the track to the vehicle, where it is evaluated. Braking curves are derived from the travel authorization, the vehicle's braking performance, the odometry, and other input data. These curves form the basis for vehicle speed monitoring, particularly within the framework of ETCS. The travel authorization includes, among other things, the length or end of the travel authorization, i.e., the location to which the journey may be carried out, and, if applicable, a permitted braking distance. For example, the announcement of a permitted braking distance when "expect stop" is sent at a distant signal causes the vehicle to reduce its speed to such an extent that, with the respective braking performance, the permitted braking distance is still maintained when passing the corresponding main signal indicating stop.

[0021] The travel authorization from the control center contains linking information to a virtual (non-existent) balise group behind the second balise group. This means that the information from the second balise group is not evaluated by the vehicle (in particular, it is not forwarded to the control center), and the safety response upon receipt of a travel authorization from the vehicle is prevented (masking the second balise group). If the vehicle has not received the travel authorization, the second balise group is read and the ID is sent to the control center. If a distant signal and a main signal are present, this applies to both balise groups at the distant signal as well as to the two balise groups at the main signal. If the travel authorization is not received from the on-board monitoring device due to a fault, the second balise group is evaluated, which triggers a safety response on the on-board monitoring device.

[0022] The transmitted permission to proceed results in continued travel without interference when the signal indicates "go"; in an interference signal before the distant signal (observance of the permissible braking distance to a certain distance after the distant signal); and in an interference signal before the main signal with permission to proceed to the main signal. The permission to proceed is not displayed in the driver's cab, as the driver operates according to external signaling and is only monitored in the background. As soon as a "stop" signal changes to "go," the permission to proceed is renewed and the interference is canceled.

[0023] The train control system is preferably ETCS and the vehicle is operated in ETCS Level 2 Limited Supervision (LS) mode.

[0024] Preferably, the control center issues an initial travel authorization with a specified maximum length and "Limited Supervision" mode profile before crossing the first balise group. The specified maximum length is preferably > 32 km ("unlimited travel authorization").

[0025] In this special process variant, the process is carried out with reduced engineering effort for the technical system compared to an ETCS Level 1 LS and / or ETCS Level 2 FS operating mode. The process is therefore carried out with a system that is incompletely engineered for an ETCS Level 1 LS and / or ETCS Level 2 FS operating mode. Engineering is understood to mean the project-related configuration of the system. Incomplete engineering means that not all of the data required for ETCS Level 1 LS or ETCS Level 2 FS is engineered. This means that with the process according to the invention, less engineering effort is required with regard to ETCS Level 2 FS and ETCS Level 1 LS. In particular, with the process according to the invention, the distances between distant and main signals do not have to be engineered. The distances between main signals do not have to be engineered.The inclination angles and speed profiles of the line do not need to be projected. The distances between the first and second groups of balises at the distant and main signals are set to a uniform value and do not need to be projected individually. The method according to the invention therefore requires significantly less project planning effort for the technical system than for an ETCS Level 1 LS and / or ETCS Level 2 FS operating mode.

[0026] When the vehicle passes over the beacon group, static information, in particular the beacon ID, is preferably read by the vehicle, especially by the on-board monitoring unit (OBU). In addition to the beacon ID, the static information may also contain, for example, text messages and / or information regarding speed restriction sections.

[0027] Preferably, the first balise group and the second balise group comprise fixed data balises (passive balises) that can only transmit static information to the vehicle.

[0028] The static information transmitted from the balise group to the vehicle when passing over the first balise group is transmitted at least in part by the vehicle to the track control centre, in particular via the radio connection, preferably by means of GSM-R or Euroradio.

[0029] Preferably, the vehicle is assigned to the signal by the control center based on the static information transmitted by the vehicle to the control center. In particular, the location of the vehicle can be determined using the ID. Using the determined location data, the control center can assign the vehicle to the signal. The vehicle is assigned to the distant or main signal and thus the position is determined using the beacons, preferably exclusively using the beacons. The position data used for the assignment can in principle also be determined using other positioning methods, e.g. GPS, inertial navigation, magnetic field maps. For this to happen, the vehicle would have to cyclically report its position determined using the positioning method to the control center, which would then carry out a signal assignment.

[0030] If the vehicle does not receive a new travel authorization from the control center after passing the first group of beacons, which masks the second group of beacons, the vehicle reads the second group of beacons in a particularly preferred method variant and a safety reaction, in particular an automatic braking of the vehicle, is initiated. The safety reaction preferably takes the form of a temporary speed limitation (= speed restriction). The speed restriction is located in particular in front of a signal before a danger point (main signal). The beacon that triggers the transmission of a speed restriction is preferably located at the location of a distant signal. The speed restriction causes the vehicle to brake to a low speed in front of the main signal so that a possible emergency braking at the second group of beacons does not result in the vehicle passing the danger point behind the main signal.This forces the vehicle to decelerate. The driver also receives a text message informing him of the reason for the safety response. One reason for denying permission to proceed could be a delay or disruption, such as the transmission of static information to the track control center.

[0031] A special variant of the procedure provides that by passing over the second balise group, the vehicle receives an instruction requiring acknowledgment, in particular with a text message, and that automatic braking occurs in response to the lack of acknowledgment of the instruction requiring acknowledgment.

[0032] Preferably, the instruction requiring acknowledgment includes an acknowledgment condition that cannot be fulfilled, e.g. with an acknowledgment time t=0 or acknowledgment path s=0 as acknowledgment condition.

[0033] The current signal aspect is preferably determined by the line control centre picking up line information from a signal box.

[0034] In a particularly preferred method variant, the at least one signal comprises a distant signal and a main signal, and the balise groups comprise a first distant signal balise group upstream of the distant signal and a first main signal balise group upstream of the main signal, as well as a second distant signal balise group arranged at the distant signal and a second main signal balise group arranged at the main signal.

[0035] If the vehicle is to proceed beyond the main signal (especially if the distant signal indicates "Expect to proceed" or the main signal indicates "Proceed"), the permission to proceed transmitted to the vehicle is preferably intended to include information regarding the "Limited Supervision" mode profile and a distance beyond the main signal. In addition, further information can be provided with the permission to proceed, such as the gradient of the line, the maximum speed limit, or the speed limit indicated at the signal in the following section of the line, etc.

[0036] If the distant signal initially shows "Stop Expected" and the signal aspect changes to permit travel beyond the main signal (the main signal is upgraded from "Stop" to "Proceed"), the travel authorization is extended. It is particularly advantageous if, after a signal upgrade (change of the signal aspect to "Proceed" or "Proceed Expected"), the control center immediately extends the travel authorization and does not wait until a new group of beacons has been passed, as is mandatory in Level 1 Limited Supervision, for example. With the method according to the invention, however, the travel authorization can be extended at any time when the signal is set to "Proceed." This allows the number of beacons to be reduced compared to ETCS Level 1 Limited Supervision.

[0037] If the vehicle is not supposed to exceed the main signal (especially if the distant signal shows "waiting for stop" or the main signal shows "stop"), it is preferable that the travel authorization transmitted to the vehicle includes information regarding a permitted braking distance, and that compliance with this braking distance is monitored by the on-board monitoring unit (OBU). In this case, the control center sends an unrestricted travel authorization with the LS mode profile after passing the first group of beacons before the distant signal. Using the permitted braking distance, the vehicle monitors in the background that the driver is braking the vehicle. If the driver fails to do so, the on-board unit automatically applies the brakes if the permitted speed is exceeded. A travel authorization containing a permitted braking distance activates background monitoring.This prevents the vehicle from passing the main signal. Since the method according to the invention can prevent approaching stop signals by using background monitoring by the control center, the number of beacons can be further reduced compared to ETCS Level 1 LS.

[0038] If the distant signal initially shows "proceed" and the main signal drops from "proceed" to "stop," the control center sends a Conditional Emergency Stop signal to the location of the main signal. If the vehicle is still in front of the main signal, the existing permission to proceed is abbreviated, and the train is braked to the main signal.

[0039] Preferably, the second balise group is used to trigger a safety reaction.

[0040] A particularly preferred method variant provides that the linking information contained in the travel authorization comprises information relating to a virtual balise group, which causes the linking information on the vehicle to be deleted when the location of the virtual balise group is passed and all subsequent balises to be read again. After passing the first balise group, the first balise group is stored on the vehicle as the Last Relevant Balise Group (LRBG). All distances of the travel authorization, the linking information, etc., always refer to this LRBG until a new balise group becomes the LRBG. The virtual balise group is located a specific distance behind the first balise group, which is known to the on-board monitoring device via the linking information in the travel authorization. The vehicle measures its own position relative to the LRBG.Once the vehicle has covered this distance, the linking information for the virtual balise group is deleted, thus deactivating linking on the vehicle until new linking information is sent from the control center. The linking information is preferably deleted when the front (safe) train head passes the location of the virtual balise group. By deleting the linking information, the first balise group is read again at the next signal. If the linking information were not deleted, the next balise groups would not be read. This makes it possible to mask the second balise groups at the distant and main signal. The position data of the virtual balise group is selected so that it lies behind the masked second balise group.

[0041] Further advantages of the invention will become apparent from the description and the drawings. Likewise, the above-mentioned and further-described features can be used individually or in combination in any desired manner. The embodiments shown and described are not intended to be exhaustive, but rather are exemplary in nature for describing the invention.

[0042] Detailed description of the invention and drawing Fig. 1 shows the essential elements of the assurance system used for the method according to the invention, as well as the transmission of the information required for the method. Fig. 2 shows a route with advance and main signals, as well as the balise groups used for the method according to the invention.

[0043] Fig. 1 shows a locomotive F on a route S before a signal Sign(Line signal). Line S is equipped with a first group of balises SigB 1 and a second group of balises SigB2. The balise groups SigB 1, SigB 2 are used to transmit static information, in particular balise identification number ID and text messages TXT to a monitoring device OBU (On Board Unit) within the vehicle F. The monitoring device OBU comprises a receiving unit EB For receiving the information transmitted by the balise groups SigB 1 and SigB 2. The monitoring device can also have a transmission channel on which it transmits energy. This allows the balise to receive its own power supply. A further transmission device can be included in the monitoring device so that it can read not only balises but also loops (i.e., line conductor loops). For receiving radio signals from a control center. RBCA GSM transmitter and receiver is provided for transmitting radio signals to the RBC control center, preferably based on the GSM mobile radio standard. When the first signal group (SigB 1) is passed, the OBU monitoring device receives the signal ID of the signal group (SigB 1) just passed. The OBU monitoring device transmits this signal ID to the RBC control center, so that it can determine the vehicle's location. The RBC control center assigns the vehicle F to a distant or main signal based on the signal ID and the direction of travel.

[0044] At the same time, the RBC control center accesses signal information at a signal box ILwhich in turn is connected to the signals Sig on the route S. Based on the location information of the vehicle F and the signal aspect of the signal Sig, the route control center RBC creates a travel authorization MA and sends it via the radio connection to the monitoring device OBU of the vehicle F.

[0045] Depending on the signal meaning, the MA driving permit is granted with restrictions or without restrictions.

[0046] The control of the vehicle is primarily the responsibility of the driver, who follows the external signaling. The OBU monitoring device serves only as background monitoring, for example, to trigger a safety reaction in the event of an incorrect decision by the driver.

[0047] The position of vehicle F is not continuously monitored by the RBC control center. Monitoring is initiated when vehicle F sends the balise ID of a group of beacons (SigB1, SigB2) to the RBC control center after passing over it. If a balise ID is not transmitted to the RBC control center due to a transmission error, the second group of beacons (SigB2) initiates a safety reaction that brakes vehicle F.

[0048] Fig. 2 shows a route S with a distant signal VSig and a main signal HSig, a first advance signal balise group VSigB1, a second advance signal balise group VSigB2, a first main signal balise group HSigB1 and a second main signal balise group HSigB2.The first distant signal balise group VSigB1 is located at a distance d1 in front of the distant signal VSig. The balise ID of the first distant signal balise group VSigB1 is used by the RBC track control center to assign vehicle F to the distant signal VSig. The second distant signal balise group VSigB2 is used to initiate a safety response if the ID of the first distant signal balise group VSigB1 has not been sent to the RBC track control center.

[0049] The first main signal balise group HSigB1 is located at a distance d2 in front of the main signal HSig. The balise ID of the first main signal balise group HSigB1 is used by the RBC control center to assign vehicle F to the main signal HSig. The second main signal balise group HSigB2 is used to initiate a safety response if the balise ID of the first main signal balise group HSigB1 has not been sent to the RBC control center.

[0050] The intervals d1, d2 should be as short as possible and as long as necessary and depend on the line speed and duration, on reading the balise group, transmitting the balise ID to the RBC track control center and on receiving a new travel command. In particular, the new travel command must be on vehicle F before the balise SigB2 is passed, otherwise a safety reaction is triggered. Assuming, for example, a time of approximately 1 s for reading a telegram from the balise, approximately 0.5 s for processing on the vehicle, approximately 1 s for sending to the track control center, approximately 0.5 s for processing in the track control center, approximately 1 s for sending to the vehicle, and approximately 0.5 s for processing the new travel authorization MA on the vehicle, this results in approximately 4.5 s and, at an assumed speed of 160 km / h, approximately 200 m for the distances d1, d2.

[0051] Fig. 2 also shows (dashed) virtual balise groups ViB. These are not actual beacon groups in the hardware sense, but rather location data transmitted as linking information with the travel authorization MA to vehicle F. The linking information specifies the distance up to which beacons that may be passed over will not be read. At the location of the virtual beacon groups ViB, this "reading prohibition" is lifted, and subsequently passed over beacons are read again.

[0052] In the following, the method according to the invention is described using a route S with a pre-signal VSig and a main signal HSig, as shown in Fig. 2shown, described: Vehicle F is traveling on route S. The OBU monitoring device in vehicle F reads the first distant signal balise group VSigB1 in front of the distant signal VSig and sends the balise ID to the RBC control center. The RBC control center can now assign vehicle F to the distant signal VSig or the main signal HSig. (Typically, the balise ID of the distant signal VSig is assigned directly to the main signal HSig. Only in cases where assignment to the main signal HSig is not possible at the location of the distant signal VSig must the distant signal or a switch position information be evaluated.)

[0053] Shows the advance signal VSig " awaiting journey " the control center RBC sends vehicle F a travel command for mode LS beyond the main signal HSig, using linking information. This masks the distant signal balise group VSigB2 and does not evaluate it by vehicle F.

[0054] Shows the advance signal VSig " Waiting for a stop" the track control center RBC sends vehicle F a drive command for mode LS with a permitted breaking distance of x meters and linking information. This masks the distant signal balise group VSigB2 and does not evaluate it from vehicle F. Using the permitted braking distance, vehicle F monitors in the background that the train driver is braking vehicle F. If the driver does not do so, vehicle F is braked by the monitoring device OBU as a safety reaction if the permitted speed is exceeded.

[0055] If vehicle F does not receive a new MA from the RBC control center due to a delay or malfunction in front of the distant signal VSig, in which the second distant signal balise group VSigB2 is masked, the train reads the second distant signal balise group VSigB2 and receives a Temporary Speed ​​Restriction at a distance of y meters. This forces vehicle F to decelerate. In addition, the driver receives a text message explaining the reason for the safety action. Continue with advance signal VSia "Expecting journey":

[0056] Vehicle F continues to move until the monitoring device OBU reads the main signal balise group HSigB1 in front of the main signal HSig and sends the corresponding balise ID to the control center RBC. The control center RBC can now assign vehicle F to the main signal HSig. Assignment is not mandatory if the main signal HSig still indicates "proceed" at this time. If the main signal HSig still indicates "proceed" at this time, the control center RBC sends vehicle F a move authorization MA for mode LS well beyond the main signal HSig. The move authorization MA contains linking information, which causes the second main signal balise group HSigB2 to be masked and not evaluated by vehicle F.

[0057] If the main signal is not reassigned to the main signal when passing the main signal balise group HSigB1, a new MA must still be generated, which masks the second main signal balise group HSigB2. This is triggered by the first main signal balise group HSigB1 signaling, thus canceling the safety reaction at the second main signal balise group HSigB2. This eliminates the need to configure the distance between the distant signal VSig and the main signal HSig. (This can be approximately 700m to 1500m).

[0058] If the main signal HSig changes to "Halt," an evaluation is performed by the RBC track control center. Vehicle F receives a Conditional Emergency Stop from the RBC track control center at the location of the main signal HSig (d2+z meters after the first main signal balise group HSigB1, where z is a correction value required to compensate for the difference between the main signal HSig and the end of the corresponding track vacancy detection section behind the main signal HSig). If the stop of the main signal HSig was caused by vehicle F, for example, because vehicle F passed the main signal HSig normally and thus blocked the next track section, the emergency stop is ignored, as it is a regular stop intended to prevent another vehicle from entering the same track section. If vehicle F is still in front of the main signal HSig, emergency braking is initiated as a safety reaction. Proceed at advance signal "Expecting stop":

[0059] Due to the distant signal influence, vehicle F decelerates to a speed sufficient to maintain the permitted breaking distance. The train travels at this speed until the monitoring device on the OBU in vehicle F reads the first main signal balise group HSigB1 before the main signal HSig and sends the balise ID to the track control center RBC. The track control center RBC can now assign vehicle F to the main signal HSig. The track control center RBC sends vehicle F a travel command MA for mode LS to the main signal HSig, where vehicle F is to come to a stop.

[0060] Changes the main signal HSig to " Drive ", the control center RBC sends vehicle F a travel command for mode LS well beyond the main signal HSig. The travel authorization MA contains linking information, which causes the second main signal balise group HSigB2 to be masked and not evaluated by vehicle F.

[0061] The stop of the HSig is evaluated by the RBC and the train receives a Conditional Emergency Stop to the location of the HSig (d2+z meters after the first balise group HSigB1, where z is a correction value required to compensate for the difference between the main signal and the end of the track vacancy detection section, in particular the area between two axle counting points or the area of ​​a track circuit behind the signal). If the stop of the main signal HSig was caused by vehicle F, e.g. because vehicle F passed the main signal HSig normally and is therefore blocking the next track section, the emergency stop is ignored. If vehicle F is still in front of the main signal HSig, emergency braking is initiated as a safety reaction.

[0062] If, due to a delay or malfunction, vehicle F does not receive a new MA command from the RBC control center, which masks the second main balise group HSigB2, and the driver illegally overruns the main signal HSig, vehicle F reads the second balise group HSigB2, and an emergency brake is initiated. For this purpose, the second main balise group HSigB2 sends a text message TXT to vehicle F, which requires an acknowledgement. The acknowledgement conditions are selected such that they cannot be met (e.g., unfulfillable acknowledgement time / distance t=0 / s=0). Due to the lack of acknowledgement, emergency braking is initiated.

[0063] If the train is between the first distant signal balise group VSigB1 and the main signal HSig, a drive command for mode LS can be given to vehicle F at any time when the HSig signal is in the drive position, thus canceling monitoring by the RBC track control center (until the next balise group is passed).

[0064] In the method according to the invention, the location of vehicle F is determined, in particular using the beacon groups. Preferably, the location is determined exclusively using the beacon groups. Based on the location determination, vehicle F is assigned to a signal. If the signal indicates "stop" or "expecting stop," monitoring of vehicle F is initiated by the RBC control center.

[0065] The method according to the invention is based on the fact that when the first signal group VSigB1, HSigB1 is passed, a travel authorization MA is sent to the vehicle F depending on the current signal aspect with linking information. The second signal group VSigB2, HSigB2 is masked by this linking information, i.e., is not read. If a travel authorization MA is missing after passing the first signal group VSigB1, HSigB1, the second signal group VSigB2, HSigB2 is read, which may trigger a safety reaction. Literature list

[0066]

[01] https: / / de.wikipedia.org / wiki / European_Train_Control_System List of reference symbols

[0067] EBReceiving unit for (particularly inductive) receiving of the information transmitted by the balise groups GSMTransmitting and receiving unit for sending and receiving radio signals FVehicle IDBalise ID ILInterlocking MATravel permit OBUMonitoring device RBCRoute control center SRoute TXTText message requiring acknowledgement ViBVirtual balise group SigSignal HSigMain signal VSigAdvance signal SigB1First signal balise group SigB2Second signal balise group VSigB1First advance signal balise group VSigB2Second advance signal balise group HSigB1First main signal balise group HSigB2Second main signal balise group

Claims

1. Method for operating a train control system for influencing a rail-bound vehicle (F) with an on-board monitoring device (OBU), wherein the train control system has a line control center (RBC) and external signaling with at least one signal (Sig; HSig, VSig) and a first balise group (SigB, HSigB1, VSigB1) upstream of the signal (Sig; HSig, VSig) and a second balise group (SigB2; HSigB2, VSigB2) arranged at the signal (Sig; HSig, VSig), wherein the vehicle (F) is monitored by the line control center (RBC), the method comprising: • assignment of the vehicle (F) to the signal (Sig; HSig, VSig), • determination of a current signal aspect of the assigned signal (Sig; HSig, VSig), • issuing of a movement authority (MA) to the vehicle (F) by the line control center (RBC) depending on the determined signal aspect via a radio link, • driving of the vehicle (F) by a driver according to the external signaling, • wherein the monitoring by the line control center (RBC) takes place in the background, characterized in that ∘ the line control center (RBC) communicates discontinuously with the vehicle (F), wherein the movement authority (MA) is requested by passing the first balise group (SigB1; HSigB1, VSigB1), ∘ the movement authority (MA) is transmitted to the vehicle (F) on the basis of the determined current signal aspect, wherein the movement authority (MA) contains linking information, whereby the second balise group (SigB2; HSigB2, VSigB2) is masked and therefore is not evaluated.

2. Method according to claim 1, characterized in that the train control system is ETCS and the vehicle (F) is operated in the ETCS Level 2 limited supervision operating mode.

3. Method according to any of the preceding claims, characterized in that when the vehicle (F) passes the balise group (HSigB1; VSigB1, HSigB2; VSigB2), static information, in particular the balise ID (ID), is read by the vehicle (F), in particular by the on-board monitoring device (OBU).

4. Method according to claim 3, characterized in that the static information (ID) transmitted by the first balise group (SigB1; HSigB1, VSigB1) to the vehicle (F) when the vehicle passes the first balise group (SigB1; HSigB1, VSigB1) is at least partially transmitted from the vehicle (F) to the line control center (RBC), in particular via the radio link, preferably using GSM-R or Euroradio.

5. Method according to claim 4, characterized in that the vehicle (F) is assigned to the signal (HSig, VSig) by the line control center (RBC) using the static information (ID) transmitted by the vehicle (F) to the line control center (RBC).

6. Method according to any of the preceding claims, characterized in that if, after passing the first balise group (SigB1; HSigB1, VSigB1), the vehicle (F) does not receive a new movement authority (MA) from the line control center (RBC), by which the second balise group (SigB2; HSigB2, VSigB2) is masked, the vehicle (F) reads the second balise group (SigB2; HSigB2, VSigB2) and initiates a safety response, in particular an automatic braking of the vehicle (F).

7. Method according to claim 6, characterized in that, by passing over the second balise group (SigB2; HSigB2, VSigB2), the vehicle (F) receives an instruction (TXT) requiring acknowledgment, in particular with a text message, and in that the automatic braking takes place as a response to the lack of acknowledgment of the instruction requiring acknowledgment.

8. Method according to claim 7, characterized in that the instruction (TXT) requiring acknowledgment comprises an acknowledgment condition which cannot be fulfilled.

9. Method according to any of the preceding claims, characterized in that the current signal aspect is determined by the line control center (RBC) tapping line information at an interlocking unit (IL).

10. Method according to any of the preceding claims, characterized in that the at least one signal (HSig, VSig) comprises an approach signal (VSig) and a main signal (HSig), and the balise groups (HSigB1, VSigB1, HSigB2, VSigB2) include a first approach signal balise group (VSigB1) upstream of the approach signal (VSig) and a first main signal balise group (HSigB1) upstream of the main signal (HSig), as well as a second approach signal balise group (VSigB2) arranged at the approach signal and a second main signal balise group (HSigB2) arranged at the main signal.

11. Method according to claim 10, characterized in that if the vehicle (F) is to proceed beyond the main signal (HSig), the movement authority (MA) transmitted to the vehicle (F) contains information about the "limited supervision" mode profile and a length beyond the main signal (HSig).

12. Method according to any of claims 10 to 11, characterized in that if the vehicle (F) is not to proceed beyond the main signal (HSig), the movement authority (MA) transmitted to the vehicle (F) comprises information regarding a permitted braking distance, and in that compliance with the braking distance is monitored by the on-board monitoring device (OBU) (OBU).

13. Method according to any of the preceding claims, characterized in that the second balise group (HSigB2, VSigB2) is used to trigger a safety response.

14. Method according to any of the preceding claims, characterized in that the linking information contained in the movement authority (MA) comprises information relating to a virtual balise group (VB) which causes the linking information on the vehicle (F) to be deleted again when the location of the virtual balise group (VB) is passed, and causes all other balises to be read again.