Method for operating a radio-based train control system and route control centre for a radio-based train control system

Abstract

The invention relates to a method for operating a radio-based train control system (10) for track-bound vehicles (NRT, RT1, RT2, RT3, RT4), such as ETCS Level 2 or CBTC, in which a non-reporting vehicle (NRT), for which no current position data is available to the track control system (11), is detected by a track control center (11) of the train control system (10).To improve the safety of the train control system (10) and to avoid dangerous situations, the invention provides that a danger zone (17) is automatically established using the last known position of the non-reporting vehicle (NRT), in which at least one travel restriction applies to all reporting vehicles (RT1, RT2, RT3, RT4), and that the boundaries (18) of the danger zone (17) are automatically determined, taking into account the positions of the nearest reporting vehicles (RT1, RT2, RT3) for which current position data is available to the track control center (11) and which are nearest in all possible directions of travel from the last known position of the non-reporting vehicle (NRT). The invention also relates to a track control center (11) for a radio-based train control system (10).

Description

Technical field

[0001] The invention relates to a method for operating a radio-based train control system for track-bound vehicles, such as ETCS Level 2 or CBTC, in which a non-reporting vehicle, for which the track control center has no current position data, is detected by a track control center of the train control system.

[0002] Furthermore, the invention relates to a track control center for a radio-based train control system for track-bound vehicles, such as ETCS Level 2 or CBTC, which is designed to detect a non-reporting vehicle for which the track control center has no current position data.

[0003] For cost reasons, purely radio-based train control systems for rail-bound vehicles are now designed without the previously common trackside position detection methods, such as axle counters or DC circuits. These purely radio-based train control systems are designed, for example, according to the ETCS (European Train Control Systems) Level 2 or CBTC (Communication Based Train Control) standards.

[0004] In a radio-based train control system, a non-reporting vehicle, for which the control center has no current position data, poses a problem. Such a non-reporting vehicle without a known position jeopardizes the safety of the railway infrastructure, as it falls outside the train protection system. Therefore, a non-reporting vehicle requires special attention. Reporting vehicles, for which the control center has current position data, represent the norm in a radio-based train control system. These vehicles regularly transmit a corresponding position report containing the position data, which is then processed by the control center.

[0005] In purely radio-based train control systems, if a non-reporting vehicle needs to be dealt with, for which the trackside control center or the train control system as a whole has no current position data, the previously available trackside position determination as a fallback level cannot be used. This fallback level is sometimes also referred to as second-order position determination.

[0006] Non-reporting vehicles with an unknown position for the train control system occur primarily for two reasons. Firstly, if, for example, a vehicle-mounted train control unit, often referred to as an onboard unit (OBU), has failed, or secondly, if a vehicle is designed without such a unit at all. With such a non-reporting vehicle in a radio-based train control system without a fallback system, the only recourse is manual voice communication between the train driver and a dispatcher to transmit information and instructions to the non-reporting vehicle, such as position data or authorization to proceed. Should an error occur during this process, error detection is virtually impossible, and train operations are immediately jeopardized. Summary of the invention

[0007] It is therefore the object of the present invention to provide a method and a track control center of the type mentioned above, which provides a higher level of safety for a railway installation.

[0008] According to the invention, the problem for the aforementioned method is solved by automatically establishing a danger zone using a last known position of the non-reporting vehicle, in which at least one travel restriction applies to all vehicles, and by automatically determining the boundaries of the danger zone and taking into account the positions of the nearest reporting vehicles for which the track control center has current position data and which are nearest in all possible directions of travel starting from the last known position of the non-reporting vehicle.

[0009] For the track control center of the type mentioned above, the task is solved by the track control center being designed to automatically establish a danger zone using the last known position of the non-reporting vehicle, in which at least one travel restriction applies to all vehicles, and to automatically determine the boundaries of the danger zone and, in determining these boundaries, to take into account the positions of the nearest reporting vehicles for which the track control center has current position data and which are nearest in all possible directions of travel starting from the last known position of the non-reporting vehicle.

[0010] The solution according to the invention has the advantage that a high level of safety is ensured by means of the automatically established danger zone, and it is not necessary to resort to voice-based and human-influenced communication as a fallback option. Rather, the solution according to the invention can be implemented automatically by the train control system on a computer basis, so that human error is excluded.

[0011] According to the invention, the danger zone is automatically established using the last known position of the non-reporting vehicle with an unknown current position. This last known position could, for example, be the last reported position before a failure of the vehicle's train control unit, which was contained, for instance, in a last transmitted position report. For a vehicle without a train control unit, the last known position of this non-reporting vehicle would be, for example, a different piece of position information. This position information could, for example, be a signal from a trackside device in the area of ​​entry into the track section for which the track control center is responsible.

[0012] Starting from the last known position of the non-reporting vessel, whose current position is unknown, the boundaries of the danger zone, and thus its dimensions, are automatically determined. This determination of the danger zone boundaries takes into account, in particular, the reported current positions of the nearest reporting vessels for which the control center has current position data. Starting from the last known position of the non-reporting vessel, the nearest reporting vessel is determined in all possible directions the non-reporting vessel could travel. The positions of these nearest reporting vessels are then used, for example, as the boundaries of the danger zone. The danger zone is thus automatically extended from the last known position of the non-reporting vessel to the determined boundaries.Similar to a fill function in a computer-based drawing or painting program.

[0013] For the danger zone according to the invention, at least one travel restriction applies to all vehicles located within it, i.e., also to the nearest reporting vehicles. This means that the nearest reporting vehicles must brake or drive slowly so that a quick stop is possible if the non-reporting vehicle mistakenly enters their path. The boundaries of the danger zone are set such that at least the nearest reporting vehicles moving in the direction of the non-reporting vehicle are within the danger zone.

[0014] These nearest reporting vehicles either have a driver or, in the case of automated vehicles, are equipped with a suitable obstacle detection device. In both cases, the nearest reporting vehicles can brake safely if they encounter the non-reporting vehicle. Embodiments of the invention

[0015] The solution according to the invention can be further developed by advantageous embodiments, as described below.

[0016] At least one travel restriction in the danger zone can be a "proceed at sight" rule. This has the advantage that proceeding at sight is particularly well-suited to the situation of a non-reporting vessel and to ensuring safe train traffic. Proceeding at sight allows the nearest reporting vessels to determine the position of the vessel with an unknown location relatively easily.

[0017] To minimize disruption to train operations within the railway infrastructure, the boundaries of the danger zone can be defined so that only the nearest reporting vehicles lie within it. This is sufficient for safety because only the nearest reporting vehicles can encounter the non-reporting vehicle.

[0018] In an advantageous embodiment, the automatic determination of the danger zone boundaries can take into account not only the positions of reporting vehicles but also track ends and / or stations, depending on what is nearest in all possible directions of travel from the last known position of the non-reporting vehicle. This has the advantage that the danger zone is limited to the bare minimum, thereby avoiding a greater negative impact on train traffic.

[0019] To maximize safety for train traffic, when determining the boundaries of the danger zone, track sections accessible via switches using track changes can also be included, which are reachable when the switch position is changed.

[0020] Furthermore, the boundaries of the danger zone can be updated continuously, particularly based on the changing positions of the nearest reporting vehicles. This has the advantage of minimizing the size of the danger zone and thus avoiding major disruptions to train traffic.

[0021] In order to keep the costs of the train control system according to the invention as low as possible, the boundaries of the danger zone can be defined in such a way that no trackside position determination of the vehicles takes place within the danger zone.

[0022] Furthermore, a computer program product with program commands for carrying out the said inventive method and / or its embodiments is claimed, wherein the inventive method and / or its embodiments can be carried out by means of the computer program product.

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

[0024] In an advantageous embodiment of the route control center according to the invention, it can be designed to carry out the method according to the invention in one of the embodiments mentioned above.

[0025] Finally, the invention also relates to a radio-based train control system for track-bound vehicles, such as ETCS Level 2 or CBTC, with at least one trackside control center. According to the invention, the trackside control center is configured according to one of the aforementioned embodiments of the invention.

[0026] In an advantageous embodiment of the train control system according to the invention, it can be designed without trackside position determination of the vehicles. This has the advantage that the costs for the train control system according to the invention can be reduced.

[0027] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included. Exemplary embodiments of the drawing

[0028] The invention will now be explained with reference to the accompanying drawings and the exemplary embodiments of the invention shown therein.

[0029] They show: Fig. 1 a schematic representation of a train control system according to the prior art; Fig. 2 a schematic representation of a first exemplary embodiment of a train control system according to the invention; Fig. 3 a further schematic representation of the train control system according to the invention. Fig. 2 in a different situation. Detailed description of the exemplary implementations

[0030] First, with reference to Figure 1 An exemplary train control system from the state of the art is described.

[0031] A train control system 1 comprises in the Figure 1In the depicted area, a track control center 2 monitors train traffic, at least within the depicted area. This area contains, for example, two parallel tracks 3, connected by switches p1, p2, p3, p4. Several track-bound vehicles NRT, RT1, RT2, RT3, RT4, such as long-distance or regional trains, subways, or trams, travel in opposite directions on each of the tracks 3. The direction of travel of the vehicles 5 is indicated by arrows above them. The train control system 1 in Figure 1 It is designed as a purely radio-based train control system, in which the reporting vehicles RT1, RT2, RT3, RT4 transmit position data wirelessly to the trackside control center 2. Trackside position determination for the vehicles NRT, RT1, RT2, RT3, RT4 is not available.

[0032] The reporting vehicles RT1, RT2, RT3, RT4 have a driving licence 6 determined by the track control center 2 based on their permissible speed, which is determined in a known manner based on a calculated braking curve.

[0033] A problematic situation arises when a vehicle NRT does not report its position to the control center 2, and there is another non-reporting vehicle NRT. Since the other vehicles RT1, RT2, RT3, and RT4 continuously report their position data to the control center 2, the control center 2 can quickly identify the non-reporting vehicle NRT with its unknown position.

[0034] For non-reporting vehicles (NRT), no position information may be available for two reasons. For example, an onboard train control unit may have failed, or the vehicle may not have such a unit at all. In the case of non-reporting vehicle NRT in Figure 1Manual voice communication between the train driver and a train dispatcher must be used to transmit information and instructions to the non-reporting vehicle (NRT), such as position data or authorization to proceed. If an error occurs during this process, error detection is virtually impossible, and train operations are immediately jeopardized. The train control system in Figure 1 However, it offers no support here.

[0035] Vehicle NRT, with an unknown position, is reported by track control center 2 to a responsible train dispatcher in operations control center 7. The train dispatcher manually establishes a protection zone 8 around a possible position of vehicle NRT, into which no other vehicle 5 may enter for safety reasons. Furthermore, the train dispatcher initiates voice communication with the driver of the non-reporting vehicle NRT to give driving instructions. This procedure is prone to errors, which can lead to dangerous situations or even accidents.

[0036] This problem is solved by the present invention, which is described below with reference to the exemplary embodiment of the invention. Figures 2 and 3 is described. For the sake of simplicity, the same reference symbols as in the prior art are used. Figure 1 used when the components are the same.

[0037] The train control system 10 according to the invention in the exemplary embodiment in the Figures 2 and 3 The inventive track control center 11 also comprises the track sections 12 with switches p1, p2, p3, p4 and some vehicles NRT, RT1, RT2, RT3, RT4. In the illustration in Figure 1 The vehicles NRT, RT1, RT2, RT3, RT4 each include a driver's license 15 and a train dispatcher coordinates train operations in an operations control center 16.

[0038] The in Figure 2 The initial situation presented is similar to that in Figure 1 The track control center 11 according to the invention has detected a non-reporting vehicle NRT with an unknown position. The other reporting vehicles RT1, RT2, RT3, RT4 regularly transmit their position to the track control center 11, so that their position is known there. Thus, the initial situation in the representation in Figure 2 similar to the one in Figure 1However, the handling of the situation by the train control system 10 according to the invention and the track control center 11 according to the invention is new and will be described below.

[0039] The non-reporting vehicle NRT is detected by the track control center 11 according to the invention because, for example, a position report with the current position data, which is regularly expected from each vehicle NRT, RT1, RT2, RT3, RT4, is not received. As above with reference to the Figure 1 As already described, position data may be unavailable for two main reasons. For example, a vehicle-side train control unit may have failed, or the vehicle may not have such a train control unit at all.

[0040] Once the non-reporting vehicle NRT has been identified, a danger zone 17 is established by track control center 11. Within this danger zone 17, a driving restriction applies to all vehicles NRT, RT1, RT2, and RT3. Figures 2 and 3 The vehicles NRT, RT1, RT2, RT3 located in danger zone 17 are different, which will be explained in more detail below.

[0041] In the exemplary embodiment in the Figures 2 and 3 For danger zone 17, the driving restriction "driving by sight" applies specifically, which means that vehicles NRT, RT1, RT2, RT3 must adhere to a speed limit in danger zone 17, for example 30 km / h, and check independently during the journey whether the upcoming section of road is clear.

[0042] The extent or size of hazard zone 17 is set up so that every possible position of the non-reporting vessel NRT lies within hazard zone 17. It is assumed that the position of the non-reporting vessel NRT cannot change beyond the positions of the nearest reporting vessels RT1, RT2, RT3, RT4, beyond stations 19, or beyond the end of the track. To implement this, the boundaries 18 of hazard zone 17 are set using these known positions, always starting from the last known position of the non-reporting vessel NRT. This happens automatically, since the positions of the reporting vessels RT1, RT2, RT3, RT4, of stations 19, or of the end of the track (not shown) are known in the track control center 11.

[0043] The non-reporting vehicle NRT is shown in the representation of the Figures 2 and 3The lines are dashed and shown in different positions. This is intended to illustrate that the true position from the perspective of the route control center 11 is unknown and can therefore be in various locations. However, the representation should be understood to mean that in the depicted situation there is only one non-reporting vehicle (NRT).

[0044] The solution according to the invention has the advantage that the danger zone 17 can be automatically and computer-based set up in the track control center 11 as soon as the non-reporting vehicle (NRT) with an unknown position is detected. This allows a safe situation to be established automatically without human intervention. The train dispatcher in the operations control center 16 can still set up a protection zone 8, but the danger zone 17 is set up automatically in parallel. The danger zone 17 is larger than the protection zone 8. The boundaries 18 of the danger zone 17 are determined automatically.

[0045] The determination of the boundaries 18 takes place at the in Figure 2 The situation is as follows: Boundaries 18 are defined as the known positions of the reporting vessels RT2 and RT3 that are closest to the last known position of the non-reporting vessel NRT. In the Figure 2 In the situation described, these are vehicles RT3 and RT2. Since the reporting vehicle RT3 is entering danger zone 17, where the non-reporting vehicle NRT is potentially located, the driving restriction "drive by sight" applies to vehicle RT3. Since the reporting vehicle RT2 is moving away from danger zone 17, it can drive with a normal driving license (level 15) without any driving restrictions.

[0046] In the figures, several marker boards 20 are located along the driving paths 3 and 12. These boards are designed, for example, as metal plates with a unique number. These can serve, for example, as a reference point or target marker for the driver of the non-reporting vehicle NRT or for the drivers of the other reporting vehicles RT1, RT2, RT3, and RT4 in the fallback position.

[0047] The driving routes 3, 12 are in the embodiments of the Figures 2 and 3 and also in the state of the art in Figure 1 The settings for the planned train traffic are configured as usual. These settings are shown in the figures as follows: track section 23 with a set route, but not occupied; track section 22 without a set route and without occupancy; track section 21 with occupancy. This representation corresponds, for example, to the view of the train dispatcher in operations control center 16.

[0048] In the Figure 3In the depicted situation, switches p1 and p2 have been switched, thus enabling additional directions of travel and therefore positions for the non-reporting vehicle NRT, which are taken into account when setting up the danger zone 17 according to the invention. As a result, the danger zone 17 extends in the illustration in Figure 3 over both routes 12, each with the boundaries 18 of the positions of the nearest reporting vehicles RT1, RT2, RT3. Another boundary 18 is station 19, because station 19 can also be considered boundary 18 of danger zone 17, as already described above.

[0049] The boundaries of danger zone 17 are continuously updated by the track control center 11, as the positions of the nearest reporting vehicles RT1, RT2, RT3 with known positions also change continuously. This naturally also applies to the situation in Figure 2 .

Claims

1. Method for operating a radio-based train control system (10) for track-bound vehicles (NRT, RT1, RT2, RT3, RT4), such as ETCS Level 2 or CBTC, in which a non-reporting vehicle (NRT), for which no current position data is available to the track control center (11) of the train control system (10), is detected by a track control center (11), characterized by the fact thata danger zone (17) is automatically established by means of a last known position of the non-reporting vehicle (NRT), in which at least one travel restriction applies to all reporting vehicles (RT1, RT2, RT3, RT4), and the boundaries of the danger zone (17) are automatically determined and, in determining these boundaries, positions of the nearest reporting vehicles (RT1, RT2, RT3) for which the track control center (11) has current position data and which are nearest in all possible directions of travel from the last known position of the non-reporting vehicle (NRT) are taken into account.

2. Method according to claim 1, characterized by the fact that at least one driving restriction in the danger zone (17) is driving by sight.

3. Method according to claim 1 or 2, characterized by the fact thatthe boundaries (18) of the danger zone (17) shall be defined in such a way that only the nearest reporting vehicles (RT1, RT2, RT3) are within the danger zone (17).

4. Method according to one of the above claims, characterized by the fact that When automatically determining the boundaries (18) of the danger zone (17), in addition to the positions of nearest reporting vessels (RT1, RT2, RT3), route ends and / or stations (19) are also taken into account, depending on what is nearest in all possible directions of travel from the last known position of the non-reporting vessel (NRT).

5. Method according to any of the above claims, characterized by the fact that When determining the boundaries (18) of the danger zone (17), track sections accessible via switches (p1, p2, p3, p4) by means of track changes are also included, which are accessible when the switch position is changed.

6. Method according to any of the above claims, characterized by the fact that the boundaries (18) of the danger zone (17) are essentially continuously updated, in particular based on the changed positions of the nearest reporting vehicles (RT1, RT2, RT3).

7. Method according to any of the above claims, characterized by the fact that the boundaries (18) of the danger zone (17) shall be defined in such a way that no trackside position determination of the vehicles (NRT, RT1, RT2, RT3, RT4) takes place within the danger zone (17).

8. Computer program product with program instructions for carrying out the method according to one of the above claims.

9. Provisioning device for the computer program product according to claim 8, wherein the provisioning device stores and / or provides the computer program product.

10. Trackside control center (11) for a radio-based train control system (10) for track-bound vehicles (NRT, RT1, RT2, RT3, RT4), such as ETCS Level 2 or CBTC, which is designed to detect a non-reporting vehicle (NRT) for which the trackside control center (11) does not have current position information, characterized by the fact thatthe track control center (11) is equipped to automatically establish a danger zone (17) using a last known position of the non-reporting vessel (NRT), in which at least one travel restriction applies to all reporting vessels (RT1, RT2, RT3, RT4), and to automatically determine the boundaries (18) of the danger zone (17) and, in determining these boundaries, to take into account the positions of the nearest reporting vessels (RT1, RT2, RT3, RT4) for which the track control center (11) has current position data and which are nearest in all possible directions of travel from the last known position of the non-reporting vessel (NRT).

11. Route control center (11) according to claim 10, characterized by the fact that the control center (11) is designed to carry out the method according to one of the above claims 1 to 7.

12. Radio-based train control system (10) for track-bound vehicles (NRT, RT1, RT2, RT3, RT4), such as ETCS Level 2 or CBTC, with at least one trackside control center (11), characterized by the fact that the track control center (11) is designed according to one of claims 10 or 11.

13. Train control system (10) according to claim 12, characterized by the fact that the train control system (10) is designed without trackside position determination of the vehicles (NRT, RT1, RT2, RT3, RT4).

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