Method for the automated or assisted control of a rail vehicle and ato server device

Abstract

The invention relates to a method for the automated or assisted control of a rail vehicle (5), in which dynamic route data (9), such as routes, speeds and / or signal aspects, are generated for the rail vehicle (5) in at least one interlocking system, in which static route data (9) are stored in at least one track database (4), and in which at least one on-board ATO (Automated Train Control) unit (7) controls the rail vehicle (5) or assists in its control, taking into account the dynamic and static route data (9, 16). To offer an alternative for existing systems without ETCS train protection, the invention provides that the dynamic and static route data (9, 16) are acquired and processed by a trackside ATO server unit (8) and transmitted to the on-board ATO unit (7).The invention also relates to an ATO server facility (8), an ATO system (6) and a railway technical system (1).

Description

[0001] The invention relates to a method for the automated or assisted control of a rail vehicle, in which dynamic route data, such as routes, speeds and / or signal aspects, are formed for the rail vehicle in at least one interlocking system, in which static route data are stored in at least one route database and in which the rail vehicle is controlled by at least one on-board ATO vehicle device taking into account the dynamic and static route data.

[0002] Furthermore, the invention relates to an ATO server device for trackside arrangement in a railway system, wherein the system comprises at least one interlocking system, at least one route database and at least one rail vehicle, and wherein dynamic route data, such as routes, speeds and signal aspects, for the rail vehicle are formed in the interlocking system and static route data are stored in the route database.

[0003] The introduction of automated rail operation, often abbreviated to ATO (Automatic Train Operation), in railway systems is intended to bring benefits of automation and digitalization, such as increased capacity, more reliable operation, reduced workload for operating personnel, etc. Automated rail operation here encompasses both the automated control of a rail vehicle and assisted control of the rail vehicle. With assisted control, the driver receives precise driving recommendations regarding the control of the rail vehicle, e.g., speeds and braking curves. However, the actual control remains with the driver. With automated control, speed control is carried out by a technical system instead of the train driver.Even with automated control of the rail vehicle, some functions of the vehicle that go beyond speed control can still be controlled by a train driver, such as door operation, collision avoidance in the event of obstacles, etc.

[0004] Existing railway systems in long-distance traffic partly included outdated train control systems that cannot be easily upgraded. Long-distance traffic is also characterized by heterogeneous system architectures and complex organizational structures, which complicate the introduction of modern technologies such as ETCS (European Train Control System). Long-distance traffic also includes so-called mainline railways, such as commuter trains.

[0005] One already known implementation of automated rail operation for railway systems in long-distance traffic is the so-called ATO over ETCS or ERTMS / ATO. However, for this to happen, the systems must first be equipped with ETCS. This conversion of existing systems to ETCS will take a long time. A reliable and safe solution for existing long-distance systems that do not have ETCS train control does not currently exist. Unlike local transport, where solutions for automated driving, for example, in subways, there are already no enclosed track systems in long-distance traffic, meaning that people, for example, could access the tracks.

[0006] Therefore, it is the object of the present invention to provide a method and a device of the type mentioned above which enables automated railway operation in long-distance traffic for railway systems without ETCS.

[0007] For the method mentioned at the outset, the object is achieved according to the invention in that the dynamic and static route data are recorded by a trackside ATO server device, processed and transmitted to the vehicle-side ATO vehicle device.

[0008] For the ATO server device mentioned at the outset, the object is achieved according to the invention in that the ATO server device is designed to record the dynamic and static route data, to process them and to transmit them to a vehicle-side ATO vehicle device.

[0009] The solution according to the invention has the advantage that it also allows existing railway systems in long-distance traffic, which have not yet been converted to ETCS, to be upgraded for automated railway operation in a simple and safe manner.

[0010] The dynamic route data is generated in the interlocking system as usual. Dynamic route data here includes, for example, routes, speeds, and / or signal aspects for the rail vehicle to be controlled automatically. The route data, for example, indicates which track-edge-accurate route the rail vehicle will take based on the settings in the interlocking system. The signal aspect data indicates which precise signal aspects currently apply to the rail vehicle at which location, such as "stop," "go," or "slow down." Speed ​​data includes, for example, individual maximum speeds for the rail vehicle on specific track sections.

[0011] The general maximum speeds for the route and / or for the vehicle type are contained in the static route data and are fixed. The static route data contains all information that does not change, such as the maximum speeds specified for specific route sections, timetable information, and the like. Static route data also includes timetable data, which is usually transmitted by a Traffic Management System (TMS) and can of course change over the lifetime of a route. Other examples of static data include gradients, curve radii, platform positions, level crossings, or tunnels. There are also other attributes, such as the position of track magnets, level crossing contacts, etc., which can only change as part of a construction project, which then requires the data to be updated.

[0012] In the old manual mode, which the inventive solution upgrades, a train driver could obtain dynamic and static route data from trackside light signals, signs along the line, route observations, train control system displays, and the timetable. With the inventive solution, this data is automatically transmitted to the rail vehicle.

[0013] The ATO server device according to the invention acquires the dynamic and static route data trackside, processes it, and transmits it to the on-board ATO vehicle device. The ATO vehicle device uses the transmitted data to automatically control the rail vehicle. The solution according to the invention enables the dynamic route data, in particular, to be acquired as close to the source—the interlocking system—or at existing interfaces with minimal effort. The dynamic and static route data acquired by the ATO server device according to the invention comprise the necessary information required by the on-board ATO vehicle device for automated control of the rail vehicle.Since this dynamic and static route data is recorded and processed exclusively by the trackside ATO server, the ATO server acts as a central point, transmitting all trackside data and information required for automated operation of the rail vehicle to the ATO on-board system. As a result, the ATO server has a precise, track-edge-accurate route for each rail vehicle in the railway system, with precise information regarding the signaled or structurally permissible speed. This information is processed and transmitted to the ATO on-board system.

[0014] The solution according to the invention can be further developed by advantageous embodiments which are described below.

[0015] The dynamic route data can be transmitted to the ATO server device via at least one non-interactive interface, in particular a data diode. This has the advantage that the non-interactive interface can be integrated into the existing railway system, for example, during retrofitting, and can transmit the necessary dynamic route data to the ATO server device without affecting the existing system. For example, the non-interactive interface can be arranged on a specific data connection between the interlocking system and an operations control device. The operations control device, such as an operator station, displays dynamic route data at least in part to a user, so that the dynamic route data is transmitted from the interlocking system to the user.

[0016] Standard interfaces are often used between the interlocking and operations control system, which the non-interference interface can access with minimal effort. Examples of such standard interfaces include the so-called standard operating interface (SDS) for Deutsche Bahn applications, the Standard Communication Interface - Comment & Control (SCI-CC) for the European interlocking standardization Eulynx, or another Germany-specific definition of a command and control interface (SCI-CC). The non-interference interface to the ATO server device allows the dynamic route data to be easily accessed, for example, unidirectionally. The use of a non-interference interface has the advantage that it has no impact on the operation and safety of the existing railway system.A new safety-related approval after a conversion according to the invention is thus unnecessary or at least unproblematic. A so-called data diode, in particular, can be used as a non-interference interface. This is technically sophisticated and readily available, thus enabling non-interference data tapping in a simple manner. The data diode, which can also be referred to as a unidirectional interface - unidirectional gateway - allows data flow only unidirectionally, i.e., only in one direction, in this case, toward the ATO server device, thus ensuring non-interference for the railway system to be retrofitted.

[0017] In order to ensure optimized data traffic from the ATO server device to the ATO vehicle device, the dynamic and static route data can be converted, analyzed, and combined during processing and then transmitted to the ATO vehicle device. During the conversion, analysis, and combination of the dynamic and static route data, all information required for the ATO vehicle device is extracted from the dynamic and static route data and combined, so that only the result needs to be transmitted to the ATO vehicle device as a lean data package. This contains all the necessary data, but superfluous data in the dynamic and static route data does not need to be transmitted. For example, only data relevant for the individual rail vehicle and, if applicable,are only relevant within a specific time frame, and not the data for other rail vehicles, which are also included or can be included in the dynamic and static track data. During processing, an individual data packet can be created and transmitted for each rail vehicle. This makes the size of the data packets transmitted to the ATO vehicle device more manageable and transmission problems can be avoided.

[0018] In an advantageous embodiment, the rail vehicle can be controlled by the on-board ATO vehicle device, taking into account the requirements of an existing train protection device, in particular a national train protection device. This has the advantage that conflicts or problems with the existing train protection device can be avoided. The existing train protection device may, for example, impose certain requirements on the travel of the rail vehicle which, if ignored, would lead to disruptions, such as emergency braking by the existing train protection device. Such an existing train protection device could, for example, be the national German train protection device PZB (Punktförmige Zugbeeinflussung), which, for example, monitors compliance with a specific travel curve after passing a track magnet.According to the invention, this driving curve can be taken into account and maintained by the on-board ATO vehicle control system, thus fulfilling the requirements of the PZB train protection system. If this were not the case, the PZB train protection system would trigger an emergency brake. Of course, the ATO vehicle control system can also be configured accordingly according to other national train protection systems, such as LZB (Germany), ATB (Netherlands), or TBL1 (Belgium).

[0019] The invention further relates to a method for retrofitting a railway installation for the method according to the invention according to one of the aforementioned embodiments, wherein the installation comprises at least one rail vehicle, at least one signal box and an existing train protection device, in particular a national train protection device. According to the invention, at least one ATO server device is retrofitted on the track side and at least one ATO vehicle device is retrofitted on the vehicle side. This has the advantage that existing railway installations, which in particular are not equipped with ETCS train protection, are upgraded for ATO operation, i.e. the automated control of a rail vehicle. As a result, existing installations can be easily converted and expanded so that they can benefit from the advantages of automated driving in long-distance traffic.

[0020] In an advantageous embodiment of the retrofitting method, at least one non-interference-free interface can be retrofitted on the trackside, which is designed to transmit the dynamic route data to the ATO server device. This has the advantage, as already described above, that installing the non-interference-free interface eliminates the need to interfere with the safe operation of the existing system, thus making the retrofitting process relatively straightforward.

[0021] In an advantageous embodiment of the ATO server device according to the invention, the ATO server device can comprise at least one first interface designed to receive the static route data. This has the advantage that the ATO server device can be easily connected to the route database for receiving the static route data.

[0022] Furthermore, the ATO server device can comprise at least one second interface configured to receive the dynamic route data. This has the advantage that the dynamic route data can also be received easily.

[0023] The invention further relates to an ATO system with at least one ATO vehicle device for on-board installation, which is designed to control the rail vehicle taking into account dynamic and static route data. The dynamic route data, such as routes, speeds, and signal aspects, are generated in at least one interlocking system, and the static route data is stored in at least one route database. In order to be able to easily integrate the ATO system into existing railway systems, the invention provides that the ATO system comprises at least one ATO server device according to one of the aforementioned embodiments of the invention.

[0024] In an advantageous embodiment of the ATO system according to the invention, the ATO system can comprise at least one non-reactive interface designed to transmit the dynamic route data to the ATO server device. This has the advantage, as already described above, that the non-reactive interface enables easy integration into existing systems. Furthermore, the interface can be designed as a data diode. The data diode is established as a non-reactive interface and is available at low cost, making its use particularly simple and cost-effective.

[0025] In a further advantageous embodiment of the ATO system according to the invention, the ATO vehicle device can be designed to control the rail vehicle taking into account the requirements of an existing train protection system, in particular a national train protection system. This has the advantage, also described above, that the requirements of the existing train protection system that continue to apply are taken into account and therefore remain unchallenged.

[0026] The invention further relates to a railway system comprising at least one interlocking system, at least one route database, and at least one rail vehicle. Dynamic route data, such as routes, speeds, and signal aspects, are generated for the rail vehicle in the interlocking system, and static route data are stored in the route database. In order to convert the railway system for automated driving as easily as possible, the invention provides for the system to comprise at least one ATO system according to one of the aforementioned embodiments of the invention.

[0027] In an advantageous embodiment of the railway system according to the invention, which comprises at least one operations control device, such as an operator's station, the interface according to the embodiment in claims 11 and 12 can be arranged between the signal box and the operations control device. This has the advantage that the dynamic travel data is available and easily accessible. This allows for low-cost retrofitting to the railway system.

[0028] The invention is explained below with reference to the accompanying drawings.

[0029] They show: Fig. 1 shows a schematic representation of an exemplary embodiment of a railway system according to the invention; Fig. 2 shows a schematic representation of another alternative embodiment of a railway system according to the invention with three different options.

[0030] First, the invention will be described with reference to the exemplary embodiment in Fig. 1 explained.

[0031] An exemplary embodiment of a railway system 1 according to the invention in Fig. 1 comprises several signal boxes 2, several operations control devices 3, at least one route database 4, several rail vehicles 5 and an ATO system 6. The ATO system 6 in turn comprises an ATO vehicle device 7 in each rail vehicle 5 and at least one trackside ATO server device 8.

[0032] The railway installation 1 is designed such that automated control of the rail vehicles 5 is implemented according to the invention. The railway installation 1 is equipped with a national train protection system (not shown), for example, a PZB train protection system. However, an ETCS train protection system is not present in the installation 1. Therefore, automated operation according to "ATO over ETCS" is not applicable in the railway installation 1. The inventive design in the railway installation 1 provides an alternative for this.

[0033] The signal boxes 2 are designed in the usual way and, during operation, set routes for the various rail vehicles 5. For this purpose, dynamic route data 9 is generated in the respective signal box 2. As usual, the different signal boxes 2 are designed for different track sections. The dynamic route data 9 includes, for example, data on the set routes, speeds, and signal aspects for the respective rail vehicle 5. The dynamic route data 9 is transmitted from the respective signal box 2 to the respective operations control system 3, which processes it. The operations control systems 3 are, for example, operations control centers with operator stations for responsible persons for controlling and monitoring the railway system 1.

[0034] The data connection 10 between the signal boxes 2 and the operations control systems 3 can be implemented, for example, via standard interfaces, such as SBS or SCI-CC, as are common at national or European level and already described above. The dynamic route data 9 are transmitted via the respective data connection 10 in order to display, for example, switch positions and signal states at the control stations of the operations control systems 3. According to the invention, the data connections 10 in the exemplary embodiment of the railway system 1 according to the invention in Fig. 1 each have a non-reactive interface in the form of a data diode 11, which picks up the dynamic route data 9 and transmits it to the ATO server device 8 via a data connection 12.

[0035] The ATO server device 8 according to the invention in the exemplary embodiment in Fig. 1 is designed as a server computer located on the trackside. The ATO server device 8 comprises a first interface 13, a second interface 14 and a third interface 15. The second interface 14 is designed to receive the dynamic route data 9 and, in the exemplary embodiment 1, Fig. 1 each connected to the data diodes 11. Several second interfaces 14 may also be present. The first interface 13 is designed to receive static route data 16 and is connected to the route database 4. The third interface 15 is designed for communication with the rail vehicles 5 and, in particular, the ATO vehicle devices 7, and will be explained in more detail below.

[0036] The route database 4 is designed as a database and contains static route data for the railway system 1. Static route data here includes, for example, track-edge-accurate speed and gradient information for the railway system 1, which is static and therefore does not change. In particular, this can also include information used to determine speed profiles and is useful for determining dynamic resistance variables. These are all specifications that always apply and are not dynamically determined by the interlocking systems. Therefore, static route data 16 includes, for example, test speeds for all route sections, timetables, and fixed specifications.

[0037] The ATO server device 8 retrieves the static route data 16 from the route database 4 and receives it via the first interface 13. Alternatively, the route database 4 could also be integrated into the ATO server device 8 according to the invention. The static route data transmitted by the route database 4 also includes, for example, timetable data. Alternatively, the timetable data can also be transmitted directly from a traffic management system (not shown) to the ATO server device 8.

[0038] The ATO server device 8 according to the invention has access to both the static route data 16 and the dynamic route data 9 via the first interface 13 and the second interface 14. This data is processed in the ATO server device 8. This processing includes, for example, a combination of the dynamic route data 9 and the static route data 16, as well as an extraction and processing of such data that is necessary for automated operation and automated control of the respective rail vehicle 5. As a result, the ATO server device 8 determines an exact track-edge-accurate route for the respective rail vehicle 5 with precise information regarding the speeds signaled by the signal box 2 or the structurally permissible speeds, as well as other driving dynamics and structural parameters.These individual data required for automated driving operation by the respective rail vehicle 5 are transmitted to the respective rail vehicle 5 via the third interface 15. The third interface 15 can be designed according to known standards that are similarly provided for transmitting data to rail vehicles 5. This can also be an ATO standard according to ETCS, although the system 1 is not designed for ETCS. The third interface 15 is shown in the exemplary embodiment in FIG. Fig. 1 designed for radio-based transmission of data to the rail vehicles 5. To ensure the necessary information security, the data can, for example, be transmitted to the ATO vehicle device 7 in encrypted form.

[0039] The ATO vehicle device 7 also includes a corresponding interface (not shown) for receiving the data sent from the ATO server device 8. The ATO vehicle device 7 is connected in a conventional manner to a vehicle control system (not shown) of the respective rail vehicle 5 and can thus control the rail vehicle 5 automatically. Unlike with "ATO over ETCS," the ATO vehicle device 7 receives all trackside data required for the automated control of the rail vehicle 5 exclusively from the ATO server device 8.

[0040] The solution according to the invention enables a simple retrofitting of existing railway systems that have a national train control system, but do not have ETCS train control and are not designed for its operation. For this purpose, only the ATO server device 8 and one ATO vehicle device 7 on the rail vehicles 5 must be retrofitted on the track side. Furthermore, access of the ATO server device 8 to the dynamic route data 9 and, if applicable, to the static route data 16 must be ensured. This can be done, for example, as in the exemplary embodiment in Fig. 1 This can be done by retrofitting the data diodes 11 to the existing data connections 10. If a route database 4 already exists in the existing railway system 1, only the data connection to the ATO server device 8 needs to be ensured. Otherwise, a route database 4 may need to be set up.

[0041] The data transmission of the dynamic route data 9 to the ATO server device 8 can also be ensured in existing systems via alternative methods, as described below with reference to Fig. 2 is explained.

[0042] Fig. 2 shows an alternative embodiment of the railway system 1 according to the invention, in which the transmission of the dynamic route data 9 to the ATO server device 8 is carried out in a different manner compared to the previously described embodiment in Fig. 1 Therefore, for the sake of simplicity, only the differences to the embodiment in Fig. 1 The remaining function of the embodiment in Fig. 2 corresponds to the embodiment described above in Fig. 1 . Like reference numerals refer to like components.

[0043] In Fig. 2 Three different variants are shown as to how the dynamic route data 9 can reach the ATO server device 8, which are described one after the other below. Fig. 2 all three variants are shown, although one of the three alternatives would be sufficient for the invention and ATO operation of system 1.

[0044] In the first variant A, the dynamic route data 9 are transmitted from the operations control system 3 to the ATO server device 8. For this purpose, the operations control system 3 comprises a corresponding non-reactive interface (not shown) that ensures the transmission of the dynamic route data 9.

[0045] For the next variant B, the railway system 1 additionally includes an interlocking diagnostic device 17, which is often already present in existing systems and is connected to the interlocking 2 via a data diode 11 without any feedback. From this interlocking diagnostic device 17, the dynamic route data 9 can be retrieved from the ATO server device 8.

[0046] The third variant C takes advantage of the fact that modern interlocking systems 2 are already installed in existing systems, which have an RBC interface 18. The dynamic route data 9 can be transmitted via this RBC interface 18. The RBC (Radio Block Center) is a route control center required for ETCS operation of a railway system. Although the railway system 1 is in Fig. 2 not designed for ETCS operation, but such an RBC interface 18 may already be present, even if no track control center is installed. Dynamic route data 9 can also be retrieved at the RBC interface 18, because the track control center of an ETCS system also requires this data in order to be able to carry out the necessary analysis of points and signal states together with a track map. To use the RBC interface 18, a secure gateway 19 may also have to be installed in order to fulfill certain requirements of the RBC interface 18. For example, bidirectional communication with interlocking 2 can be maintained and it can still be ensured that no commands can be transmitted from the ATO server device 8 to interlocking 2.

[0047] The solution according to the invention enables automated control of the rail vehicles 5 in the described exemplary railway systems 1 of the Figuren 1 and 2 This is possible with relatively little effort. Direct access to dynamic route data (9) ensures a high level of safety, as configured routes can be clearly identified. The safety of the railway system (1) will, of course, continue to be guaranteed by the national train control system.

[0048] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

Claims

1. A method for the automated or assisted control of a rail vehicle (5), in which dynamic route data (9), such as routes, speeds and / or signal aspects, are formed for the rail vehicle (5) in at least one interlocking system, in which static route data (9) are stored in at least one route database (4), and in which at least one on-board ATO vehicle device (7) controls the rail vehicle (5) or assists in the control of the rail vehicle (5) taking into account the dynamic and static route data (9, 16), characterized in that the dynamic and static route data (9, 16) are recorded by a trackside ATO server device (8), processed and transmitted to the vehicle-side ATO vehicle device (7).

2. Method according to claim 1, characterized in thatthe dynamic route data (9) are transmitted to the ATO server device (8) by means of at least one reaction-free interface, in particular a data diode (11).

3. Method according to claim 1 or 2, characterized in that the dynamic and static route data (9, 16) are converted, analyzed and combined during processing and then transmitted to the ATO vehicle device (7).

4. Method according to one of the above claims, characterized in that the on-board ATO vehicle device (7) controls the rail vehicle (5) or assists in controlling the rail vehicle (5) taking into account the requirements of an existing train protection device, in particular a national train protection device.

5. Method for retrofitting a railway installation (1) for the method according to one of the above-mentioned claims 1 to 4, wherein the installation (1) comprises at least one rail vehicle (5) with at least one ATO vehicle device (7), at least one signal box (2) and an existing train protection device, in particular a national train protection device, characterized in that at least one ATO server device (8) is retrofitted on the track side.

6. Method according to claim 5, characterized in that at least one non-reactive interface is retrofitted on the track side, which is designed to transmit the dynamic route data (9) to the ATO server device (8).

7. ATO server device (8) for trackside arrangement in a railway installation (1), wherein the installation (1) comprises at least one signal box, at least one route database (4) and at least one rail vehicle (5), and wherein dynamic route data (9), such as routes, speeds and signal aspects, for the rail vehicle (5) are formed in the signal box (2) and static route data (16) are stored in the route database (4), characterized in that the ATO server device (8) is designed to record the dynamic and static route data (9, 16), to process them and to transmit them to a vehicle-side ATO vehicle device (7).

8. ATO server device (8) according to claim 7, characterized in that the ATO server device (8) comprises at least one first interface (13) which is designed to receive the static route data (16).

9. ATO server device (8) according to claim 7 or 8, characterized by t, that the ATO server device (8) comprises at least one second interface (14) which is designed to receive the dynamic route data (9).

10. ATO system (6) for the automated or assisted control of a rail vehicle (5), with at least one ATO vehicle device (7) for on-board arrangement, which is designed to control the rail vehicle (5) or to assist in controlling it taking into account dynamic and static route data (9, 16), wherein the dynamic route data (9), such as routes, speeds and signal aspects, are formed in at least one interlocking and the static route data (16) are stored in at least one route database (4), characterized in that the ATO system (6) comprises at least one ATO server device (8) according to one of claims 7 to 9.

11. ATO system (6) according to claim 10, characterized byt, that the ATO system (6) comprises at least one non-reactive interface which is designed to transmit the dynamic route data (9) to the ATO server device (8).

12. ATO system (6) according to claim 11, characterized in that the interface is designed as a data diode (11).

13. ATO system (6) according to one of claims 10 to 12, characterized in that the ATO vehicle device (7) is designed to control the rail vehicle (5) or to assist in controlling the rail vehicle (5), taking into account the requirements of an existing train protection device, in particular a national train protection device.

14. Railway installation (1) with at least one signal box (2), at least one route database (4) and at least one rail vehicle (5), wherein dynamic route data (9), such as routes, speeds and signal aspects, for the rail vehicle (5) are formed in the signal box (2) and static route data (16) are stored in the route database (4), characterized in that the system (1) comprises at least one ATO system (6) according to one of the above claims 10 to 12.

15. Railway technical installation (1) according to claim 14, wherein the installation (1) comprises at least one operational control device (3), such as an operator station, characterized in that the interface according to claim 11 or 12 is arranged between the signal box (2) and the operations control device (3).

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