Ato / atp system for rail vehicles

Abstract

The invention relates to an ATO / ATP system (100) for automated driving of a rail vehicle, the rail vehicle being equipped with at least one vehicle-side vehicle protection device (202) for protecting the driving operation of the rail vehicle, on a driving route equipped with a route-side vehicle protection device. The invention also relates to a rail vehicle comprising such an ATO / ATP system (100).

Description

[0001]Applicant: GTS Deutschland GmbH Thalesplatz 1 71254 Ditzingen 37390115WO 11.07.2023 BUR / BRK Title: ATO / ATP system for rail vehicles Description The invention relates to an ATO / ATP system for rail vehicles. It is known to equip rail vehicles with an on-board vehicle protection device, for example also known as ATP, Automatic Train Protection, device, for ensuring train operation on a route that is equipped with a trackside vehicle protection device of the rail vehicle. Known vehicle protection devices, or train control, train control systems or train protection systems are, for example, ETCS, European Train Control System, German Europäisches Zugbeeinflussungssystem, LZB, Linienförmige Zugbeeinflussung or PZB, Punktförmige Zugbeeinflussung. The on-board vehicle protection devices are designed according to a high safety standard, for example SIL3 or SIL4.ATO (Automatic Train Operation) systems are used to automate vehicle operation. ATO is automated train operation, in which train control is fully or partially taken over by the trip computer. The various degrees of automation range from brake control and drive control for speed control, through drive control and door control at traffic stops, to possible remote control for driverless operation. In the applications known from the state of the art, the ATO system is monitored by the ATP system and corrected if necessary. Since the communication between the ATP system and the ATO system can also lead to interference between these two systems, it is not simply possible to integrate an ATO system into existing rail vehicles with an existing vehicle safety system.In particular, when integrating an ATO device into an existing vehicle safety system, complex and costly approval procedures must be carried out again, as it must be ensured that the existing vehicle safety system continues to meet the requirements of the high safety standard, for example, SIL3 or SIL4. The present invention is based on the object of providing an ATO device that can be integrated into existing rail vehicles with an existing vehicle safety system without the problems described above. This object is achieved with an ATO / ATP system having the features of claim 1.According to the invention, an ATO / ATP system is proposed for a rail vehicle that is equipped with at least one on-board vehicle safety device for securing the operation of the rail vehicle, wherein the ATO / ATP system for providing the automated operation of the rail vehicle comprises an ATO (Automatic Train Operation) device and an ATP (Automatic Train Protection) device, and wherein the ATO / ATP system is designed such that the information required for the automated operation is transmitted from the ATP device of the ATO / ATP system to the ATO device of the ATO / ATP system. When integrating the ATO / ATP system into an existing rail vehicle, according to the invention, no direct connection is established between the vehicle safety device already present on the vehicle and the ATO device.This means that there is no interference between the existing on-board vehicle safety device and the ATO device during rail vehicle operation. The ATO device can therefore be operated without interference. Together with the ATO / ATP system, a duplicate ATP device is essentially provided. The information required for automated driving is transmitted to the ATO device from the ATP device of the ATO / ATP system. The ATP device of the ATO / ATP system monitors the ATO device of the ATO / ATP system. The existing on-board vehicle safety device continues to ensure safe driving of the rail vehicle. The ATP device of the ATO / ATP system does not perform any functions related to safe driving.The inventive solution is advantageous because the ATO device can be integrated as a portable system into existing rail vehicles with an existing vehicle safety device. Because there is no direct communication and / or interference between the existing vehicle safety device and the ATO device, it is possible to combine the inventive ATO / ATP system with different versions of the existing vehicle safety device. Because the ATO device is installed in the rail vehicle separately from the existing vehicle safety device, the existing vehicle safety device does not need to be re-approved.Ultimately, only one interface, for example a control interface, via which the ATO device influences train operation needs to be approved. The ATO / ATP system can be designed to be signal-safe, for example SIL0, since it does not perform any safety tasks. According to one embodiment of the invention, it can prove advantageous if the ATP device of the ATO / ATP system is a real or a simulated vehicle safety device, for example a simulation model of a vehicle safety device. It can prove advantageous if the ATO / ATP system, for example the ATP device, is designed to derive information from information points actually present on the route based on stored route information and based on position information about a current position of the rail vehicle.The current position of a rail vehicle is determined, for example, using a corresponding positioning device. The positioning device determines the position based, for example, on data from GNSS (Global Navigation Satellite Systems), receivers, and inertial sensors (Inertial Measurement Units, IMUs), particularly using digital rail maps. The route information is stored, for example, together with the digital rail map in the ATO / ATP system, for example, in the ATP device or in the positioning device. Information from information points actually present on the route, such as beacons, is derived based on position information from the virtual route.This information is determined by the ATP device based on the position determined by the position determination device, or is provided by the position determination device and the ATP device. The ATP device then transmits the information required for automated driving to the ATO device. This is advantageous, for example, when the ATP device is a simulated vehicle safety device. In this case, for example, real interfaces between the ATP device of the ATO / ATP system and the existing vehicle safety device of the rail vehicle can be dispensed with.According to a further embodiment, it is provided that the ATO / ATP system has at least one ATP interface, in particular an ATP / ATP interface, which is designed to connect the ATO / ATP system to the on-board vehicle safety device and to transmit information required for automated driving from the on-board vehicle safety device to the ATO / ATP system, in particular to the ATP device. This can be advantageous, for example, if the ATP device of the ATO / ATP system is a real ATP device. However, an ATP interface can also be provided in conjunction with a simulated ATP device. For example, it can be provided that the ATO / ATP system can be connected to a BTM (Balise Transmission Module) of the rail vehicle by means of the ATP interface.The Balise Transmission Module (BTM) is part of a point-based transmission system for safety-relevant data between the rail vehicle and the trackside vehicle safety device, in particular a trackside signaling device. The BTM is designed, for example, to prepare the data received from balises via a rail vehicle antenna for further processing. The ATO / ATP system can receive the information received in this way without feedback via the ATP interface. The ATP device processes the information and transmits the information required for automated driving within the ATO / ATP system to the ATO device. In addition to or as an alternative to the ATP interface described above, the ATO / ATP system can be connected unidirectionally to an RIU (Radio Infill Unit) of the rail vehicle via an ATP interface.By means of the RIU, the rail vehicle can communicate via a railway-specific modified mobile radio connection (GSM-R), in particular continuously with a control center. The information received in this way can be received by the ATO / ATP system non-interactively via the ATP interface. The ATP device processes the information and transmits the information required for automated driving operation within the ATO / ATP system to the ATO device. According to one embodiment, it is provided that the ATO / ATP system, in particular the ATO device, has at least one control interface designed to connect the ATO / ATP system, in particular the ATO device, to a vehicle control device of the rail vehicle, and the ATO / ATP system is designed to control the rail vehicle, in particular an automated driving operation, via the control interface.This has the advantage that the ATO device can influence functions of the rail vehicle via the control interface, and the rail vehicle can be easily operated autonomously, in particular, can drive autonomously. Further embodiments relate to a rail vehicle with a vehicle-side vehicle safety device for securing the operation of the rail vehicle on a route equipped with a trackside vehicle safety device, wherein the rail vehicle comprises an ATO / ATP system for providing automated operation of the rail vehicle according to the embodiments described above.Further embodiments relate to a method for operating a rail vehicle with a vehicle-mounted vehicle safety device for securing the operation of the rail vehicle on a route equipped with a trackside vehicle safety device, wherein the rail vehicle comprises an ATO / ATP system for providing automated operation of the rail vehicle according to the embodiments described above. According to the method, it is provided that the operation of the rail vehicle is secured with the at least one vehicle-mounted vehicle safety device on a route equipped with a trackside vehicle safety device, and that information necessary for providing automated operation is transmitted from the ATP device of the ATO / ATP system to the ATO device of the ATO / ATP system.According to an advantageous embodiment, the rail vehicle is operated in manual or semi-automated driving mode, and the ATO device is operated in test mode, so that the ATO device generates control signals, which are read out for testing purposes. For example, autonomous driving or functions of autonomous driving can be tested on a test track. The ATO / ATP system according to the invention can provide a test system that is independent of an existing rail vehicle and its on-board vehicle safety device. The ATO / ATP system can be tested without actually influencing driving operations.According to an advantageous embodiment, the ATO / ATP system, in particular the ATO device, has at least one control interface by means of which the ATO / ATP system, in particular the ATO device, is connected to a vehicle control device of the rail vehicle, and wherein the rail vehicle, in particular an automated driving operation of the rail vehicle, is controlled via the control interface by means of the ATO / ATP system. Further advantageous embodiments can be found in the following description and the drawing. In the drawing: Fig. 1 shows a schematic representation of an ATO / ATP system in connection with a vehicle safety device of a rail vehicle, and Fig. 2 shows a schematic representation of the ATO / ATP system. Figure 1 shows an ATO / ATP system 100. The ATO / ATP system 100 comprises an ATO device 102 and an ATP device 104.The ATO device 102 and the ATP device 104 each comprise one or a shared computing device, for example, also referred to as an onboard unit. The computing device can optionally be embodied as a secure vehicle computer (EVC) or a non-secure vehicle computer (NV). The ATO / ATP system 100 can be integrated into an existing rail vehicle with a pre-existing vehicle safety device. This is illustrated in Figure 1. Line 200 shows a schematic separation between the pre-existing vehicle safety device 202 and the ATO / ATP system 100. In the example, the pre-existing vehicle safety device 202 is ETCS. However, it can also be another vehicle safety device, for example, PZB, LZB, TBL, etc. In the example, the ETCS 202 communicates with an RIU 204 and a BTM 206 via a suitable interface.The rail vehicle can communicate via the RIU 204, in particular continuously, with a control center via a railway-specific modified mobile radio connection, GSM-R, 208. In this way, the rail vehicle receives information required for the ETCS, for example. The BTM 206 is part of a point-based transmission system for safety-relevant data between the rail vehicle and the trackside vehicle safety device, in particular a signaling trackside equipment. The BTM 206 is designed, for example, to prepare the data received from trackside beacons via an antenna 210 of the rail vehicle for further processing. This information is made available to the ETCS 202. According to the invention, the ATO / ATP system 100 is integrated into a rail vehicle to provide automated driving of the rail vehicle.Automated driving is provided by the ATO device 102. The information required for automated driving is transmitted from the ATP device 104 of the ATO / ATP system 100 and not from the existing ETCS 202 to the ATO device 102 of the ATO / ATP system 100. Thus, there is no direct communication or interference between the ETCS 202 and the ATO device 102. The ATP device 104 of the ATO / ATP system 100 can be a real or a simulated vehicle safety device, for example, a simulation model of a vehicle safety device. In the example, the ATP device 104 is configured as an ETCS. Thus, a duplicate ETCS, real or simulated, is provided with the ATO / ATP system 100. In the example, the ATO / ATP system 100 includes a position determination device 106.The position determination device 106 is designed to determine a current position of the rail vehicle based on data from GNSS, Global Navigation Satellite Systems, receivers and / or inertial sensors (Inertial Measurement Units, IMUs), in particular with the aid of digital rail maps. The combination of GNSS data and IMU data is advantageous when satellite-based position determination is insufficient, for example due to obscuration of GNSS signals in tunnels, wooded areas, or covered train stations. The data from IMUs can be used to ensure position determination in such areas. The example further provides that route information is stored, for example, together with the digital rail map in the ATO / ATP system 100, for example in the ATP device 104 or in the position determination device 106.The ATO / ATP system 100, for example, the ATP device 104 or the position determination device 106, is designed to derive information from information points actually present on the route, such as beacons, based on stored route information and on position information about a current position of the rail vehicle. When this information is determined by the position determination device 106, it is advantageously provided that this information is made available by the position determination device 106 to the ATP device 104. The ATP device 104 then transmits the information required for automated driving to the ATO device 102.Determining balise information based on digital rail maps and stored route information is advantageous, for example, when the ATP device 104 is a simulated vehicle safety device. In this case, for example, real interfaces from the ATP device 104 of the ATO / ATP system 100 to the ETCS 202 of the rail vehicle can be dispensed with. Alternatively or additionally, the ATO / ATP system 100 can be provided to include at least one ATP interface 108, see Fig. 2. By means of the ATP interface 108, the ATO / ATP system can be connected to the on-board ETCS 202 for transmitting information required for automated driving from the on-board ETCS 202 to the ATO / ATP system 100, in particular to the ATP device 104. In the example, the ATP device 104 includes a first ATP interface 108a.The ATO / ATP system 100, i.e., the ATP device 104, can be connected to the BTM 206 of the rail vehicle via the first ATP interface 108a. The ATP device 104 receives corresponding data directly from the BTM 206 and not via the ETCS 202. The ATP device 104 processes the received information and transmits the information required for automated driving within the ATO / ATP system 100 to the ATO device 102. In the example, the ATP device 104 includes a second ATP interface 108b. The ATO / ATP system 100, i.e., the ATP device 104, can be connected to the RIU 204 of the rail vehicle via the second ATP interface 108b. The ATP device 104 receives corresponding data directly from the RIU 204 and not via the ETCS 202. The ATP device 104 processes the received information and transmits the information required for automated driving within the ATO / ATP system 100 to the ATO device 102.In the example, the ATO / ATP system 100, in this case the ATO device 102, comprises a control interface 110 designed to connect the ATO / ATP system 100, in particular the ATO device 102, to a vehicle control device 212 of the rail vehicle. The ATO / ATP system 100 can control the rail vehicle, in particular the automated driving operation, via the control interface 110. This has the advantage that the ATO device 102 can influence functions of the rail vehicle via the control interface 110, and the rail vehicle can be easily operated autonomously, in particular drive autonomously. The vehicle control device 212 can, for example, be connected to other vehicle elements not shown, such as the drive, brakes, door control, etc.The vehicle control device 212, for example, outputs control commands to the other vehicle elements in order to control the rail vehicle and drive it along the route. Figure 2 shows an example of an ATO display device, also known as an ATO-DMI (Driver Machine Interface). The ATO display device is designed, for example, to visualize information related to automated driving. The ATO-DMI can be operated, for example, using an ETCS-DMI, such as a touchscreen or a keyboard. The ETCS-DMI visualizes current information on driving operations, such as speed, current ETCS signals, and the technical condition of the rail vehicle.In a method for operating a rail vehicle with the on-board ETCS 202 for ensuring the operation of the rail vehicle and with an ATO / ATP system 100 for providing automated operation of the rail vehicle, it is provided that the operation of the rail vehicle is ensured with the on-board ETCS 202 on a route equipped with a trackside vehicle safety device, and that information necessary for providing automated operation is transmitted from the ATP device 104 of the ATO / ATP system 100 to the ATO device 102 of the ATO / ATP system. It can be provided that the ATO / ATP system 100 is operated in test operation. In this case, the rail vehicle is operated in manual or partially automated operation, with the ETCS 202 ensuring the operation. The ATO facility 102 is operating in test mode.This means that the ATO device 102 generates control signals. However, these are not used to control the automated driving operation, but are read out for testing purposes. For example, autonomous driving or functions of the autonomous driving operation can be tested on a test track in this way. In a further application, it is provided that the ATO / ATP system 100 is operated to provide the automated driving operation of the rail vehicle. According to an advantageous embodiment, it is provided that the ATO / ATP system, in particular the ATO device, has at least one control interface by means of which the ATO / ATP system, in particular the ATO device, is connected to a vehicle control device of the rail vehicle, and wherein the rail vehicle, in particular an automated driving operation of the rail vehicle, is controlled via the control interface by means of the ATO / ATP system.

Claims

Patent claims 1. ATO / ATP system (100) for the automated driving of a rail vehicle, wherein the rail vehicle is equipped with at least one on-board vehicle safety device (202) for ensuring driving operation of the rail vehicle on a route that is equipped with a trackside vehicle safety device, characterized in that the ATO / ATP system (100) for providing automated driving operation of the rail vehicle comprises an ATO, Automatic Train Operation, device (102) and an ATP, Automatic Train Protection, device (104), wherein the ATO / ATP system (100) is designed such that the information required for automated driving operation is transmitted from the ATP device (104) of the ATO / ATP system (100) to the ATO device (102) of the ATO / ATP system (100). 2.ATO / ATP system (100) according to claim 1, characterized in that the ATP device (104) of the ATO / ATP system (100) is a real or a simulated vehicle security device.

3. ATO / ATP system (100) according to one of claims 1 or 2, characterized in that the ATO / ATP system (100) is designed to operate based on stored route information and based on position. Information about a current position of the rail vehicle is derived from information points actually present on the route.

4. ATO / ATP system (100) according to one of the preceding claims, characterized in that the ATO / ATP system (100) has at least one ATP interface (108, 108a, 108b), in particular an ATP / ATP interface, which is designed to connect the ATO / ATP system (100) to the on-board vehicle safety device (202) and to transmit information necessary for automated driving from the on-board vehicle safety device (202) to the ATO / ATP system (100), in particular to the ATP device (104).

5. ATO / ATP system (100) according to claim 4, characterized in that the ATO / ATP system (100) is connectable to a BTM, Balise Transmission Module, (206) of the rail vehicle via the ATP interface (108a).ATO / ATP system (100) according to one of claims 4 or 5, characterized in that the ATO / ATP system (100) can be connected to an RIU, Radio Infill Unit (204) of the rail vehicle by means of the ATP interface (108b).

7. ATO / ATP system (100) according to one of the preceding claims, characterized in that the ATO / ATP. The system (100), in particular the ATO device (102), has at least one control interface (110) designed to connect the ATO / ATP system (100), in particular the ATO device (102), to a vehicle control device (212) of the rail vehicle, and the ATO / ATP system (100) is designed to control the rail vehicle, in particular an automated driving operation, via the control interface (110).

8. A rail vehicle with a vehicle-side vehicle safety device (202) for securing driving operation of the rail vehicle on a route equipped with a trackside vehicle safety device, characterized in that the rail vehicle comprises an ATO / ATP system (100) for providing automated driving operation of the rail vehicle according to one of claims 1 to 7. 9.Method for operating a rail vehicle according to claim 8, wherein a driving operation of the rail vehicle is secured with at least one vehicle-side vehicle safety device (202) on a route which is equipped with a track-side vehicle safety device, characterized in that information necessary for providing an automated driving operation is provided by the ATP device (104) of the. ATO / ATP system (100) to the ATO device (102) of the ATO / ATP system (100).

10. The method according to claim 9, characterized in that the rail vehicle is operated in a manual or partially automated driving mode, and the ATO device (102) is operated in a test mode, so that the ATO device (102) generates control signals, which are read out for test purposes.

11. The method according to one of claims 9 or 10, characterized in that the ATO / ATP system (100), in particular the ATO device (102), has at least one control interface (110) by means of which the ATO / ATP system (100), in particular the ATO device (104) is connected to a vehicle control device (212) of the rail vehicle, and wherein the rail vehicle, in particular an automated driving operation of the rail vehicle, is controlled via the control interface (110) by means of the ATO / ATP system (100).

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