METHOD FOR OPTIMIZED TRAIN ENTRY INTO A DESTINATION SECTION BY DYNAMIC DETERMINATION OF THE RELEASE SPEED

Description

[0001] The present invention relates to a method for optimized train entry into a target section by dynamically determining the release speed.

[0002] The trackside signaling systems (interlocking, RBC, and in some cases, control technology) must ensure both signal-safe operation and smooth operational flow for rail traffic, while optimally supporting operational processes. Capacity (throughput) demands have increased both before and since the introduction of electronic signaling systems and will continue to rise due to societal developments. At the same time, there is a growing demand for more cost-effective and less complex solutions (due to cost pressures on infrastructure operators).

[0003] For orientation, the Figure 1provides an overview of the current structure of security systems and also shows how a possible simplified structure for the future could be designed.

[0004] There are several versions of electronic, trackside signaling systems from various manufacturers. With regard to SBB (an infrastructure operator with one of the highest train densities in European rail transport), these are the following: 1. Siemens: Simis ® interlocking system < W CH + Trainguard ® RBC < 200 RBC + Iltis ® control system < 2. Thales: Elektra II interlocking system + Thales RBC + Iltis ® control system <

[0005] These interlocking systems are based either on the original track plan principle (Simis ®< W CH) or on the original locking plan principle (Elektra II), although due to the possibilities in the electronic systems and the tools for their provision, the implementation of these principles no longer takes place in pure form.

[0006] Both approaches share the common feature that every possible shunting and train movement is handled via route instances. A route is defined as the ordered set of all relevant instances of switches, track sections, etc., which form the path from a possible starting point to the next possible destination.

[0007] This applies in particular to the control technology and the central part of the interlocking system (component IIC / OMC in Simis®< W CH) or to the entire interlocking system (Elektra II). The RBCs of both manufacturers follow similar principles, but in each case rely on reliable information from the respective interlocking system, which in turn is determined on the basis of the aforementioned route instances.

[0008] The number of route instances and their combinations (multiple consecutive routes) constitutes a significant portion of the signaling system's data. The route data of these instances must be consistent with the underlying external infrastructure, as it defines the continuity and uninterrupted nature of routes and thus carries safety responsibility (SIL 4). Therefore, in addition to individual elements such as turnouts, etc., this data must be consistently maintained and checked for completeness and accuracy in every case of modifications and expansions.

[0009] In previous capacity increases (both with ETCS L0 or L1LS and with ETCS L2), the approach taken was to introduce even more track sections by subdividing them with further start and destination elements (optical signals or ETCS stop signals / ETCS location signals, abbreviated EHS / ESS).

[0010] This results in a significantly higher number of signals and route instances and their combinations, and negatively impacts the manageability of this data.

[0011] Ideas for ETCS Level 3, particularly Hybrid Level 3, go a step further, attempting in some approaches to determine the optimal length of these and even more additional track instances (Virtual Subsectioning, Virtual Block). However, these approaches often use the improvement of the headway between two trains, especially at higher speeds, as the sole criterion. A full moving block according to ETCS Level 3 is hardly considered an added value in this area, given the focus on operating at absolute braking distance, and the risks associated with operating at relative braking distance at high speeds are still deemed too high. What these approaches lack, however, is the development and provision of new criteria for optimal operation (including train sequence, timetable, and energy consumption) at moderate speeds in complex, congested areas.

[0012] However, to increase throughput in a railway station, for example, current technology and regulations require complex system design and engineering combined with the use of additional signaling systems, be it with optical signaling or ETCS stop / location signals (EHS / ESS) at ETCS Level 2 and additional track vacancy detection sections, axle counters and / or track loops.

[0013] Newer technologies for train tracking (GNSS, etc.), comprehensive Train Integrity Monitoring Systems (TIMS) across heterogeneous fleets, and higher information density (e.g., frequency of train position reports) using FRMCS instead of GSM-R are still far from being ready for widespread ETCS Level 3 deployment across the railway network. Only these systems would eliminate the need for additional axle counters and the excessive use of ETCS stop / location signals.

[0014] Especially on lines with mixed traffic and high train frequency, the processes involved in entering a station and the granting of permission to proceed to the destination section (e.g., the station track) are time-critical and, due to safety requirements, must comply with strictly regulated monitoring requirements. Currently, when a train enters a destination section, such as the station track designated for a station stop, the driver can approach the end of the set route, i.e., the end of authority, with permission granted. Within the framework of ETCS Level 2 Full Supervision, a so-called release speed is reported in the onboard unit.This ETCS function allows the train driver to approach the end of the set route at a specific speed, regardless of the braking curve (EBI - Emergency Brake Intervention Curve) actually calculated for this train. It also enables departure after the train has come to a standstill (unlike the Overlap Release Speed ​​function). When the train decelerates, once the transmitted release speed is reached or fallen below, the monitoring of the braking curve is replaced by a constant monitoring speed in the onboard unit (OBU). This means the OBU then only monitors the train to ensure that the assigned release speed is not exceeded until the end of the route (EoA) is reached. Operationally, granting the release speed means that the train will stop at a predetermined time.The train must be decelerated to a speed below the release speed and can then approach the designated stopping point (i.e., the designated end-of-arrival point) using the OS or FS principle, without regard to the originally planned braking curve. This requirement to decelerate below the release speed, which is now fixed by the ETCS design rules (usually 20 km / h when entering a station), can also have a negative impact on the throughput of the following train(s).

[0015] Document EP 3 782 869 A1 addresses the problem of approving or rejecting a route reservation based on risk factors. First, an accident model is created, determining accident classes and accident influencing factors. Then, if a route reservation is requested, a risk factor is determined for at least some of the identified accident classes, and the route reservation is approved or rejected based on this risk factor.

[0016] Therefore, in this case too, there is a lack of reasonable interim solutions until ETCS Level 3 reaches a sufficient level of maturity with lower investment and / or engineering requirements for the optimized granting of driving licenses and the corresponding optimization of train throughput.

[0017] The present invention is therefore based on the objective of providing a method for optimized train entry into a target section for a train whose entry into the target section, secured by a target point and located in front of this target point in the direction of travel of the train, e.g. a track section for a station stop, is provided, with which a high level of safety and at the same time a high flexibility in track use can be achieved without large additional investment and / or engineering requirements.

[0018] This problem is solved according to the invention as defined in independent claim 1 by a method for optimized train entry into a target section by dynamically determining the release speed for a train whose entry into the target section, secured by a target point and located in front of this target point in the direction of travel of the train, is provided, comprising the following method steps: a) Disclosing train characteristics to a train control system that also covers this section of track; b) Assigning, by the control system and interlocking system, an overrun path for this train that depends on the train's characteristics and is subordinate to the destination;and c) Control system-side initiation and interlocking / RBC-side granting of a movement authority for the train authorizing entry into the target section, wherein the release speed is initially determined based on the train's characteristics and the overrun distance assigned to it, according to the risk acceptance criteria defined by a railway operator, and displayed in the train's onboard unit, wherein this determination of the release speed based on the currently available and secured overrun distance is continuously and / or event-driven repeated before or during the train's entry, and the previously specified release speed is increased if the newly determined value for the release speed is greater than the previously specified value for the release speed, preferably even before the lower value for the release speed becomes relevant during the entry process.

[0019] In this way, a release speed can be assigned to the train according to its characteristics, allowing it to approach the end of the set route, i.e., the end point (EoA) of the driving authorization (MA), quickly and closely enough. Furthermore, the continuous and / or event-driven repetition of the release speed determination makes it possible to set a higher value for the release speed. This allows the train to enter the target section faster and with less deceleration, without having to extend the MA. This can save valuable seconds when the train enters the target section, which, for example, allows a following train to enter the target section earlier.

[0020] In an advantageous embodiment of the present invention, the release speed can only be determined once an overrun path for the train, secured by the interlocking system, is actually available. For example, if the overrun path could not yet be secured at the time the Movement Authority was issued, perhaps due to a conflict with another train or shunting movement, the MA could initially be issued without a release speed, i.e., a release speed of 0 km / h. However, as soon as the overrun path could be secured in this embodiment because the previously existing conflict had been resolved, the MA could be updated with the corresponding release speed, preferably even before the release speed of 0 km / h becomes relevant during the approach.

[0021] In a further advantageous implementation, a stepwise increase of the release speed is even conceivable. As soon as a portion of the required overrun distance has been secured, the MA (Measurement Alignment) is updated with a release speed. If, at a later point, the secured overrun distance can be extended further, the release speed can, for example, be increased even further within the existing MA. However, when dynamically setting the release speed, it may only be upgraded, i.e., increased, as otherwise emergency braking may occur.

[0022] Since current technology dictates waiting to issue the release speed until the required overrun distance is fully secured, this delay negatively impacts train dynamics, as the train is unnecessarily braked before the start signal. Often, the release speed is initially irrelevant for entering the target section and is only truly needed in the final meters. It is precisely for this phase that a recalculation, and thus an increase in the release speed, is intended to take effect.

[0023] Based on information from the control system, it is also possible to request a route without an overrun distance and thus completely forego granting a release speed. This allows other train or shunting movements to take place within the unreserved overrun distance. This is particularly useful when the tracks are used by different train categories and, for example, a suburban train, due to its length and braking characteristics, never requires a release speed. However, a freight train entering the same track, which, due to its length, must necessarily proceed right up to the destination signal, requires a release speed and therefore a corresponding overrun distance.

[0024] The control system's specifications are always designed in such a way that no safety risk arises during this process. At most, an incorrect specification could prevent a train from receiving a release speed and thus from reaching the end of the line. However, this would only have an operational impact and not a safety-related one.

[0025] Thus, for example, if the necessary overrun distance is available, a train can be granted a comparatively high release speed, allowing it to enter the station at a relatively high speed and then brake quickly towards the end of the end of the approach until it comes to a complete stop. A good example of the dynamic granting of comparatively high release speeds is the S-Bahn (suburban rail) system, where, for instance, a long S-Bahn train (with good braking performance), often consisting of multiple units, must enter the station right up to the end of the track so that even the rearmost door of the stationary train remains accessible from the platform. The same principle applies to a train with excellent braking dynamics that needs to enter the station as quickly as possible due to a delay in order to make up some of the lost time.

[0026] In comparison, the current approaches mentioned at the beginning, with their numerous very short track sections including ETCS stop signals / ETCS location signals, do not allow for a comparatively high release speed. On the contrary, due to the short section length and the required, and therefore increasingly critical, clarity regarding which ETCS stop signal / ETCS location signal is considered the stopping point in the release speed monitoring, comparatively very low release speed values ​​must be set for very short sections.

[0027] For the dynamic determination of the release speed, the following characteristics of the train can be used as appropriate: for example, the braking capacity of the train and / or the length of the train and / or the priority of the train in relation to the train throughput and / or the punctuality status of this train compared with the timetable, and also the overrun distance(s) possible from a higher-level perspective.

[0028] A particularly dynamic adjustment of the release speed can be achieved if, upon the removal of the target section and / or the overrun distance by a preceding train or the resolution of another conflict in the required overrun distance for the train, the release speed is increased from the previously set release speed. In this way, the release speed can be further increased as needed before and / or upon the train's entry into the target section, allowing the train driver to brake even less sharply. This enables the train to initially approach the target point at a higher speed and then brake more decisively to comply with the authorization granted by the EoA (End of Approach). Consequently, the track sections previously occupied by the train can be made available even more quickly for setting new routes for the following train(s).

[0029] In an advantageous embodiment of the invention, the Movement Authority granted to the train for entering the target section can be assigned a target value (End of Authority) which, viewed in the direction of travel and calculated from the beginning of the target section, essentially corresponds to the length of the train and the safety zone reserved for that train. The corresponding End of Authority (EoA), dynamically determined as a new target point, is dynamically displayed to the train driver on the onboard unit's display and monitored for compliance with the dynamically determined stopping point, which, viewed in the direction of travel, has now been withdrawn. It is certainly advantageous to incorporate the train's current braking distance and / or the required overrun distance into the calculation of the length of the safety zone.This opens up the possibility of setting a higher release speed for such a withdrawn target point than the release speed possible for the original target point.

[0030] Typically, to ensure the necessary safety, it may still be necessary to secure the target section and, optionally, the overrun path with track vacancy detection systems. Such track vacancy detection systems already play a safety-relevant role in the statically generated end-of-arrival (EoA) at the target point of the target section.

[0031] In a suitable manner, a unique train instance addressable by the control system can be formed from the position of the train and the identity of the onboard unit, for which the Movement Authority is initiated, the target value of the Movement Authority is output to the interlocking system, and after the route has been secured accordingly, this Movement Authority is then transmitted to the train (i.e. its onboard unit) by a Radio Block Center in a signal-technically safe manner.

[0032] The aforementioned procedure is particularly suitable if the train protection of the target section and the overrun distance is implemented according to ETCS Level 2 or higher and the train protection system monitors its actual compliance by issuing the dynamically determined target value (EoA).

[0033] Further advantageous embodiments of the present invention can be found in the remaining dependent claims.

[0034] Preferred embodiments of the present invention are explained in more detail with reference to the attached drawings. These show: Figure 1 schematically represents the structure of existing railway safety systems and a future train-oriented safety logic operating with train instances; and Figure 2 schematically represents the effect of the inventive method for dynamically determining the release speed.

[0035] As already discussed in the introductory description, the Figure 1 The schematic diagram shows the structure of existing railway signaling systems and a future train-oriented signaling logic operating with train-level control units. The operational level, with the control system (control level) and the interlocking system and Radio Block Centers (RBCs, from ETCS Level 2 and higher), is clearly recognizable in the solutions currently in use.

[0036] The inventive method for dynamically determining the release speed 12 or 14 for a train 2, whose entry into a target section 6 is planned, takes place primarily at the level of the operational control system, the interlocking system, and the RBC. This target section 6 is secured by an entry signal 3 and a target signal 4 and, viewed in the direction of travel of the train 2 (see arrow on the symbol for the train 2), lies before this target signal 4.

[0037] If the entry of train 2 into target section 6 is imminent, the control system checks whether the conditions for granting the movement authority (MA) and its target value, also known as the end of authority (EoA), are met. In this method, the control system initiates the movement authority for train 2, which authorizes entry into target section 6, and the interlocking / RBC issue it safely via signaling, only when the criteria for granting the MA are fulfilled. For this purpose, it is advantageous, according to the present invention, if the characteristics of train 2 have been communicated to the control system, which also covers this track section, for train dispatching.Such characteristics could include, for example, the train's braking performance and / or length and / or priority in relation to train throughput and / or its punctuality compared to the timetable. Furthermore, the control system could also consider the possible overrun distance(s) 10 from a higher-level perspective for granting this authorization.

[0038] Based on the evaluation of these characteristics, a target value (EoA) for the Movement Authority (MA) and a subsequent overrun distance 10 (Dweg) for this train 2 are assigned by the control system and interlocking system. Simultaneously, the control system initiates and the interlocking system / RBC grants the Movement Authority authorizing entry into the target section for train 2, whereby the Release Speed ​​12 or 14, which is dynamically determined during the granting of the Movement Authority, depends on the train's characteristics and the overrun distance assigned to it, based on the risk acceptance criteria defined by a railway operator, e.g.B according to the regulations of the SBB derived from the specifications of the Swiss Federal Office of Transport, is determined for the first time and displayed in the onboard unit of the train, whereby this determination of the release speed based on the currently available and secured overrun distance is repeated continuously and / or event-oriented before or during the entry of train 2 and the previously specified release speed 12 is increased if the newly determined value for the release speed 14 is greater than the previously specified value for the release speed 12.

[0039] In this way, by appropriately selecting the release speed, the train driver can be granted greater freedom in controlling their train along a higher speed profile towards the target value of the Movement Authority (EoA). A higher release speed means that the train driver (this also applies to an autonomous train) has to brake less sharply below release speed 14 than below release speed 12, and when continuing the journey, only needs to ensure that the train remains below this release speed and, of course, actually comes to a stop at the intended target value set by the Movement Authority.As train 2 approaches target section 6, the situation regarding the preceding train and / or the occupancy of routes located behind target section 6 in front of the train (viewed in its direction of travel) can also be observed in a manner advantageous for the dynamic determination of the release speed. This allows, for example, for the target section 6 and / or the overrun path 10 to be dynamically and thus situationally adjusted to the previously determined release speed 12 for train 2, which is intended to enter target section 6. In the case of an initial release speed of 0 km / h, the release speed 14 can then be granted at all.

[0040] The feature of situationally dependent withdrawal of the EoA (Emergency Stop Approach) in target section 6, in contrast to the current regulations which specify a statically fixed, location-bound Release Speed ​​12, allows the dynamic setting of the Release Speed ​​14 to further increase the time-saving effect during a stop in target section 6 (usually during the stop for station servicing) and to avoid an overshoot of the dynamic effect caused by excessive withdrawal of the EoA. Excessive withdrawal of the EoA could be counterproductive in that the arriving train 2 would reduce its speed too early. This would increase the travel time and potentially create a backup for subsequent trains, thus diminishing the intended effect of the faster train frequency. If the length of the overrun distance 10 can be shortened in justified cases depending on the train and situation, the EoA does not need to be withdrawn as much.

[0041] The influence of the dynamically determined release speed (14) on the required overrun distance (10) is significant and always greater than the influence of the residual risk of the braking behavior itself. The control system (e.g., RCS / TMS and Iltis®) makes the decision in each case, depending on the train and the situation, regarding the maximum permissible release speed (14) and the available overrun distance (10). It can do this by means of a corresponding operation with a specially designated parameter (e.g., a value of 10 for a release speed of 10 km / h or a value of 30 for an available overrun distance of 30 m) before or during the operation for the actual train route setting. This operation, for example, called "Ananpassung_RelSp_Dweg" (Adjustment_Release_Speed_Overrun_Distance), is purely discretionary and therefore automatable. Incorrect values ​​only lead to operational limitations (overly restrictive or delayed intervention), but not to a safety-critical situation.Depending on the parameter type and value, which are dynamically determined for train 2, the length or extent of the overrun distance (including extended clearance control) of the immediately subsequent setting of a train route to this destination point is adjusted. Depending on the parameter type and value, the specified release speed 14 and / or the available, guaranteed overrun distance length is communicated from the interlocking to the RBC via the appropriately configured interface. If the release speed is reported by the interlocking, the RBC transmits this release speed to the OBU via the existing interface when issuing the MA (Mechanical Action) or calculates it based on the overrun distance reported by the interlocking and then also transmits this to the OBU.

[0042] If an assessment of the remaining occupancy time of the target section by the preceding train is also performed, the release speed can be increased or the overrun distance extended again once the obstacle is removed (preceding train clears the target section) or when the train in question proceeds, unless the maximum overrun distance is extended immediately anyway. It is particularly interesting that this procedure can be implemented without modifications to the ETCS specifications from BL2 onwards ("software instead of concrete"). It should also be noted that the ETCS specification from BL2 onwards would also allow the calculation of the permissible release speed on the on-board unit (OBU), among other things, depending on the available overrun distance 10. Here, the on-board unit must, of course, be provided with the previously dynamically determined value for the overrun distance 10 by the RBC.

Claims

1. Method for optimised entry of a train into a target section by way of dynamic determination of the release speed for a train (2), the entry of which is provided into a target section (6) secured with a target point (4) and lying in front of this target point (4) when viewed in the travel direction of the train (2), comprising the following method steps: a) disclosing characteristics of the train (2) to a train disposition control system also covering this track section (6); b) assignment by the control system and interlocking of an overlap (10) for this train (2) which is dependent on the characteristics of the train (2) and is downstream of the target point (4); and c) initiation by the control system and distribution by the interlocking / RBC of a movement authority provided per ETCS Level 2 or higher and which authorises entry into the target section (6) with the specification of a release speed for the train (2), wherein the release speed is determined for the first time depending on the characteristics of the train and on the overlap assigned to this train (2) on the basis of the risk acceptance criteria stipulated by a railway operator and is displayed in the onboard unit of the train (2), wherein this determination of the release speed based on the currently available and secured overlap prior to or during the entry of the train (2) is continually repeated and / or is repeated in an event-oriented manner and the previously specified release speed is increased if the newly determined value for the release speed (14) is greater than the previously specified value for the release speed (12).

2. Method according to claim 1, characterised in that the length of the train and / or the braking behaviour and / or the train priority in terms of the train throughflow and / or the punctuality status of this train compared with the timetable and / or moreover also the possible overlap length(s) in the higher-level view are used as characteristics of the train, for example.

3. Method according to claim 1 or 2, characterised in that when the target section and / or the overlap and / or parts thereof is / are vacated by a preceding train or when another conflict is cleared in the claimed overlap for the train, the release speed is increased proceeding from the previously stipulated release speed.

4. Method according to one of the preceding claims, characterised in that the movement authority (MA) issued to the train (2) for the entry into the target section (6) has a target value (EoA) which essentially corresponds to the length of the train (2) and the safe area (8) reserved for this train (2) when viewed in the travel direction of the train (2) and calculated from the start of the target section (6).

5. Method according to claim 4, characterised in that the current braking distance length of the train (2) and / or the length of the required overlap is incorporated in the determination of the length of the safe area (8) to the front.

6. Method according to one of the preceding claims, characterised in that an unambiguous train instance addressable by the control system is formed using the position of the train (2) and / or operational train number and the identity of the onboard unit, to which train instance the movement authority (MA) and the now dynamically determined target value (EoA) of the movement authority (MA) are transferred, implemented by the control system and by a Radio Block Centre (RBC).

7. Method according to one of the preceding claims, characterised in that the train protection for the dynamically ascertained target value is implemented within the target section (6) and the overlap (10) dynamically shifted into the target section (6) in accordance with ETCS Level 2 or higher.