Method and route centre for automated railway

Abstract

The present invention relates to a method for automated train control on a railway line with multiple operating points, in which at least the operating points are covered by train radio. A radio connection between a trackside control center (LRBC) and a locomotive can be established, the respective position and movement of the locomotive can be monitored, and at least one track occupancy can be stored based on the respective position and movement permissions issued by the trackside control center.Before entering a section of track leading to a designated operating point, the locomotive sends a radio request for permission to proceed to the trackside control center (LRBC). The trackside control center (LRBC) checks whether the requested section of track is clear and, if so, marks it as occupied for the requesting locomotive. It then transmits a permission to proceed, including at least one piece of information about the section, to the locomotive via radio and grants permission to proceed. If the track is not clear, no permission is transmitted. However, points along the route continuously transmit their position to the trackside control center (LRBC).

Description

[0001] The present invention relates to a method and a track control center for automated train control.

[0002] The German railway network currently comprises approximately 33,000 km of federal railways and approximately 5,000 km of non-federal railways. A portion of this network experiences low traffic volume (meaning that typically only one train per hour and direction runs on these lines) and is typically, and for the purposes of this document, referred to as a "branch line," which includes, in particular, branch lines and lightly used main lines. Branch lines are defined here as railway lines where the typical maximum train speed is 80 km / h, although in some cases the speed can reach 100 km / h. There is currently no adapted equipment concept for branch lines based on the European Train Control System (ETCS), a standardized European train control system that is to be implemented in the future.For example, application DE 10 2013 203 152 A1 discloses a rail vehicle with a train protection device in accordance with ETCS.

[0003] Branch lines, in addition to the aforementioned relatively low speeds, typically feature simple operating procedures (e.g., train control), basic and often outdated route protection systems with simplified train control or even no train control at all, a high need for modernization, moderately high personnel costs for operations, and increased travel times due to time spent on verbal communication. Modernization would be very expensive and, due to low track access charge revenue, is generally not financially viable.

[0004] While new and upgraded lines are equipped with modern signaling and safety technology (such as high-performance electronic interlocking systems and a modern train control system like ETCS), branch lines continue to be equipped with outdated technology and obsolete operating procedures. The ETCS specifications define fundamental system components and interfaces (e.g., between vehicle and track). The functional implementation and the safety logic are the responsibility of the operator. The ETCS specification thus functions as a modular technical system without its own safety logic for safeguarding vehicle movements.

[0005] Previous developments in modern signaling logic have always focused on routes with high demands on availability and performance (speed, train frequency). The high proportion of human intervention with limited technical support in operations on branch lines also carries an increased potential for errors. For example, track occupancy is documented manually on paper, and authorization for movement is transmitted by telephone.

[0006] The present invention is therefore based on the objective of proposing a method and a device with which the aforementioned disadvantages are avoided, and in particular, safe operation is made possible on secondary lines even with the simplest possible technical equipment.

[0007] This problem is solved according to the invention by a method according to the independent claim and a control center according to the dependent claim. Advantageous embodiments and further developments are described in the dependent claims.

[0008] In a method for automated train control on a railway line with several operating points, where at least the operating points are covered by train radio, a radio connection between a track control center and a locomotive or several locomotives can be established, the respective position and movement of the locomotive can be monitored, and at least one track occupancy based on the respective position and movement permissions issued by the track control center can be stored.In this process, before entering a section of track up to a designated operating point, the locomotive sends a request for permission to proceed to the track control center via radio link. The track control center checks whether the requested section of track up to the operating point is clear. If the requested section is clear, it is marked as occupied for the requesting locomotive and a permission to proceed, including at least one piece of information about the section, is transmitted to the requesting locomotive via radio link. If the section of track is not clear, no permission to proceed is transmitted via radio link. Switches along the route continuously transmit their position to the track control center.

[0009] This system utilizes equipment adapted to the specific requirements of each railway line, in particular a safety logic based on ETCS Level 3 (according to ETCS Baseline 3) that automates the train controller. As before, the locomotive or a train consisting of a locomotive is driven by a train driver; automated driving is typically not part of the system. The points along the route, i.e., on the respective track sections, are monitored by the control center to provide centralized control, but are generally not set by it.The established radio link enables communication between the track control center and the locomotive, at least at operational points, provided train radio coverage exists along the route. The track control center monitors the locomotive accordingly (as long as the radio link is active) and records track occupancy and, where applicable, the positions of the points. The position of the points can be monitored via a wired connection, or alternatively or additionally via the radio link.

[0010] The railway line is typically a secondary line. Furthermore, the leading vehicles operating on the line(s) where this procedure is applied, in particular driving trailers and traction units, are preferably equipped with standard ETCS equipment. The vehicles may be equipped with an automatic train integrity monitoring system (TIMS) or train integrity can be verified by the driver via an onboard user interface (DMI). At the operating points, which are understood to include, in particular, a station, a junction, a crossover, and / or a block signal, an electrical power supply and suitable radio coverage for railway communication (Global System for Mobile Communications - Rail, GSM-R, or Future Railway Mobile Communication System, FRMCS) are typically available.Standard ETCS equipment includes, in particular, a vehicle-side European Vital Computer (EVC) with a configuration at least compliant with Baseline 3 (e.g., Baseline 3 Release 2: https: / / www.era.europa.eu / era-folder / archived-set-specifications-3-etcs-b3-r2-gsm-r-b1), an interface to the radio system (GSM-R and / or FRMCS), an interface to the balise (balise reading antenna), a Driver Machine Interface (DMI) or Modular Driver's Cab Display (MFD) (interface to the driver), a Train Interface Unit (TIU), an On-board Recording Device (ORD), and an odometry unit. Trackside equipment includes, in particular, one or more balises, a Long Range Control Box (LRBC), and at least in certain sections, a radio link, and is considered standard ETCS equipment.

[0011] The described procedure and corresponding system require only simplified track equipment. The lines are generally single-track, and route junctions are implemented using spring-loaded (Rf) points, electrically operated points (EOW), or electrically spring-loaded points (ErFW). A signal box is generally not required. Radio coverage extends to the respective operating point (which can alternatively be referred to as a train sequence point) and an approach radius, typically no more than 1000 m around the operating point, preferably no more than 800 m, and particularly preferably no more than 600 m, which corresponds approximately to the braking distance of a train. Outside this area, radio coverage for route protection is generally not required.

[0012] The operating point or track section can have a signal panel, with signals typically existing exclusively as panels. Trapezoidal panels, stop panels, and / or ETCS stop panels are primarily used at the operating point(s), as well as slow-speed signals across the entire infrastructure, i.e., the operating points and the at least one track section between them. Thus, an operating point can have a trapezoidal panel, a stop panel, and / or an ETCS stop panel. This allows for the simplest possible system design with minimal maintenance.

[0013] It may be stipulated that, if the operating point at the end of the traversed track section has a trapezoidal board, the track control center will automatically extend the travel authorization for a subsequent track section, provided the necessary conditions for travel are met. These conditions include, in particular, a monitored switch position and a clear track until the end of the following travel authorization.

[0014] Alternatively or additionally, it may be provided that, if the operating point at the end of the traveled track section has a stop sign or an ETCS stop sign, the track control center cancels the occupancy marking of the cleared track section and does not automatically extend the travel authorization for a subsequent track section, but the traction vehicle transmits a new request for a travel authorization to the track control center up to the next operating point in the direction of travel.

[0015] Preferably, the at least one piece of information transmitted by the track control center includes at least radio coverage, in particular the absence of radio coverage, a maximum gradient or slope, or a speed profile on the requested track section (the transmitted information can also include any combination of radio coverage, in particular the absence of radio coverage, the average gradient, the maximum gradient, or the speed profile on the requested track section). This avoids an unnecessary, and unlikely to succeed, attempt to establish a radio connection, and a corresponding request can only be made when, according to the transmitted information, a radio connection is again possible.

[0016] Furthermore, it may be possible to use signals transmitted to the trackside control center from non-switchable balises installed at the respective operating location for position determination. Typically, only non-switchable balises or balise groups are used for location tracking. These are usually installed at the ETCS stop signs and, if necessary, used to reset the vehicle's location error.

[0017] A trackside control center for automated train control on a railway line with multiple operating points is set up to establish a radio link with a locomotive, monitor the locomotive's position and movement, and store at least one track occupancy based on the locomotive's position and movement permissions issued by the trackside control center. In its simplified form, the trackside control center represents the central element for carrying out the aforementioned procedure. It can communicate via radio link with all leading vehicles within its area of ​​responsibility and manage their position and movements. Similarly, track occupancy can be stored centrally based on position reports from the vehicles and the movement permissions issued. Furthermore, it can be configured to read the end positions of the points and thus perform tasks related to route protection and train control.

[0018] The described track control center is typically set up to carry out the described procedure, i.e., the described procedure can be carried out using the described track control center.

[0019] A system for carrying out the described procedure typically includes a control center with the described properties as well as several operating locations.

[0020] A computer program product comprises a computer program that includes software means for carrying out a procedure with the aforementioned properties when the computer program is executed in an automation system such as a computer or the aforementioned control center.

[0021] Exemplary embodiments of the invention are shown in the drawings and are described below with reference to the Figures 1 to 3 explained.

[0022] They show: Fig. 1 a schematic view of a journey route between two stations; Fig. 2 a sequence diagram of a one-way journey between the two stations in Fig. 1 and Fig. 3 a sequence diagram of the return journey. Figure 1 shows a schematic view of a journey between two

[0023] Train stations, Startbach and Endstadt, including radio coverage along the route, which is not continuous. In Figure 2A schematic sequence diagram of a journey between Startbach and Endstadt is shown, both of which, together with the intervening Kreuzstadt station, represent operating points. A train 1 starts at an operating point, in this example Startbach station, which is equipped with conventional ETCS and controlled by a conventional Radio Block Centre (RBC). The train driver (Tf) presses an ETCS start button in the driver's cab of the locomotive or multiple unit, thereby sending a movement authority request (MA-R) for the track section A between Startbach and Kreuzdorf to a trackside control center (LRBC) via a radio link existing at Startbach station, using the conventional RBC and an RBC-RBC coupling. The trackside control center (LRBC) can, in principle, be positioned anywhere.at a distance from the track, in the vicinity of the track, but also directly on the track, provided a radio connection is possible, and carry out the described procedure via a computer program running on the track control center LRBC, which is designed as a computer.

[0024] The LRBC (Railway Control Center) checks whether track section A up to the next ETCS stop marker (or, in other embodiments, a corresponding stop marker indicating the end of the track section) is unoccupied (End of Authority, EOA). If this check is successful, the corresponding track section(s) are marked as occupied for the requesting train or locomotive. The track control center then sends a movement authority (MA) via the existing radio link to the next ETCS stop marker, i.e., to the EOA, along with information about the track characteristics, in particular the lack of radio coverage on track section A, to Train 1 via the RBC (Railway Control Center). The movement authority is granted in ETCS Level 3 with the operating mode "Full Supervision (FS)," and the train can depart. Train 1 thus initiates an RBC handover between the RBC (Railway Control Center) and the LRBC.If the test fails, no travel authorization is granted via the existing radio connection, and a further request from Train 1 is awaited, after which the test is carried out again.

[0025] If the next ETCS stop sign is located at a trapezoidal sign, the train approaches the next operating point. Based on the previously transmitted information about the length of the radio dead zone and the vehicle's self-localization, the now restored radio coverage is detected, and a connection to the LRBC (Railway Control Center) is established. From the trapezoidal sign, which usually marks the boundary of the operating point, the LRBC automatically extends the movement authorization to the next ETCS stop sign, provided the necessary conditions are met.

[0026] If the next ETCS stop sign is located at a stop sign (H-sign), the movement permit is not automatically extended; a new movement permit request is required. Once train 1 has arrived at an H-sign, it sends a position and train completeness message to the LRBC, and the occupancy indicator for the preceding sections is removed.

[0027] As soon as train 1 passes point a2 on the track, a position report (PR, also known as position notification or position information) is transmitted to the track control center LRBC. The track control center queries the position of switch W1 and, depending on the switch position, occupies section B and either C or D.

[0028] Points traversed from the butt end are not secured; spring-loaded points are operated as planned, and electrically operated points set automatically. Points traversed from the apex are secured via the LRBC trackside control unit, which continuously receives the point positions. A movement permit over a point-loaded point is only granted if the point reports an end position (analogous to the current spring-loaded point monitoring signal). Furthermore, the end position signal is used to determine the track on which train 1 will enter.

[0029] The trackside control center then transmits permission to train 1 for section B and, depending on the switch position, for points W1, C, or D. Train 1 then proceeds to C2 or D2, transmitting a position message (PR) and a TIC (Train Integrity Confirmed) signal. The trackside control center (LRBC) then releases sections A and B. Once the train is ready to depart at Kreuzdorf station, i.e., at points C2 or D2 (meaning the train is fully equipped, including ETCS, and passenger exchange is complete), the driver presses the start button again. A permission request (MA-R) for sections E and F is sent to the trackside control center (LRBC), and the control center assigns sections E and F to train 1, provided they are clear. The trackside control center (LRBC) then transmits the permission to depart for sections E and F to train 1.As soon as train 1 passes point f2, a position message is transmitted to the trackside control center LRBC, which then queries the position of switch W3. In the illustrated embodiment, W3 is an electrically operated switch, but in other embodiments it can also be a mechanically operated switch. The switch position is transmitted to the trackside control center LRBC, and sections G and H or J (depending on the switch position) are assigned to train 1 if they are clear.

[0030] The LRBC control center transmits the movement permit to train 1 via the existing radio connection; this train travels to H2 or J2 (depending on the position of switch W3), i.e., to Endstadt, and the LRBC control center sets sections C, D, E, F and G back to free or unoccupied.

[0031] This provides a train safety concept adapted to the needs of branch lines using ETCS. Unlike previous ETCS concepts, it does not require continuous radio coverage or track occupancy detection systems. Fixed signals are only present in static form.

[0032] The trackside control center takes over the tasks of route protection and train control, replacing the train dispatcher in normal operation. The operating program is very similar to that of the train dispatcher, which simplifies implementation.

[0033] In Figure 3 is in a Figure 2 The corresponding view shows a diagram of a journey from Endstadt to Startbach; it therefore shows the reverse route. Figure 2The route is traversed. Recurring features are marked with identical reference symbols in all figures. Train 2 is ready to depart in Endstadt, and by pressing the start button, the driver requests permission to travel on sections G and F from the LRBC track control center. If these track sections are clear, the LRBC track control center assigns them to Train 2 and transmits the permission to Train 2. The position of switch W3 is irrelevant, as it is either encountered during a dead-end approach or is set automatically. As soon as Train 2 has started moving and passes point f1, a position message is transmitted to the LRBC track control center, which then queries the position of switch W2. Depending on the switch position, section E and C or D is assigned to Train 2, and the LRBC track control center grants permission to travel. Train 2 travels to D1 or C1 (depending on the switch position), transmits the position message via radio, and...Position information PR and the TIC signal. The track control center LRBC reopens sections E, F, G and H or J.

[0034] Once train 2 is ready to depart from Kreuzdorf, the MA-R movement permit is requested again via the start button. The track control center then grants the MA: A+B movement permit for sections A and B, after the track control center has assigned these sections to train 2. As soon as train 2 passes point a1, a position message is transmitted to the LRBC track control center, and the RBC handover begins. After the entry permit is received from the RBC Startbach, train 2 has entered the station, and the TIC signal has been transmitted to the LRBC track control center, sections A, B, C, and D are released by the LRBC track control center.

[0035] The described procedure / system is interoperable, offers increased safety (for example, in monitoring slow zones and by substituting human actions for technology), requires less infrastructure-related personnel, has simpler interfaces to more complex operating modes, and is future-proof through the use of ETCS. Compared to conventional signaling equipment with interlocking and ETCS, simplified radio equipment is required, no interlocking is necessary, and simplified project planning is possible. The system and procedure are particularly applicable to networks with low traffic volume. Lines currently operating under train control systems and lines with train reporting systems under low load are especially suitable. Furthermore, the LRBC trackside control center can monitor multiple train control lines.One possibility is an "LRBC as a Service" model, which railway infrastructure companies can use from a service provider. Due to certain tasks (e.g., emergency control center), a person may still be needed to monitor operations; however, thanks to the automated functions of the LRBC trackside control center, this person is significantly less burdened and can monitor several lines simultaneously. List of abbreviations:

[0036] RBC Radio Block Centre LRBCL Reduced Radio Block Centre Rf Fallback Switch EOW Electrically Operated Switch MA-R Movement Authority Request MA Movement Authority TIC Train Integrity Confirmed EoA End of Authority PR Position Report EVC European Vital Computer (ETCS Vehicle Unit)

Claims

1. A method for automated train control on a railway line with multiple operating points, in which at least the operating points are covered by train radio, in which a radio connection can be established between a trackside control center (LRBC) and a traction unit, the respective position and movement of the traction unit can be monitored, and at least one track occupancy can be stored based on the respective position and movement permissions issued by the trackside control center, wherein the traction unit sends a request for a movement permission to the specified operating point to the trackside control center (LRBC) via the radio connection before entering a track section up to a specified operating point, the trackside control center (LRBC) checks whether the requested track section up to the operating point is clear, andIn the case of a clear track section, the requested track section is marked as occupied for the requesting locomotive and a movement permit, including at least one piece of information about the track section, is transmitted to the requesting locomotive via radio link, and the movement permit is granted; in the case of a blocked track section, no movement permit is transmitted via radio link, whereby points located along the route continuously transmit their position to the track control center (LRBC).

2. Method according to claim 1, characterized by the fact that The operating point has a trapezoidal sign, a stop sign and / or an ETCS stop sign.

3. Method according to claim 2, characterized by the fact that, if the operating point at the end of the traveled section of track has a trapezoidal sign, the track control center will automatically extend the travel permit for a subsequent section of track, provided the conditions for travel are met.

4. Method according to claim 2 or claim 3, characterized by the fact that , if the operating point at the end of the traveled track section has a stop sign or an ETCS stop sign, the track control center cancels the occupancy marking of the cleared track section and does not automatically extend the travel authorization for a subsequent track section, but the traction unit transmits a new request for a travel authorization to the next operating point to the track control center (LRBC).

5. Method according to any one of the preceding claims, characterized by the fact thatwhich includes at least one piece of information transmitted by the track control center, at least a radio coverage, in particular a lack of radio coverage, an average gradient, a maximum gradient, or a speed profile.

6. Method according to any one of the preceding claims, characterized by the fact that Signals transmitted from non-switchable balises laid at the respective operating location to the track control center are used for position determination.

7. Trackside Control Center (LRBC) for automated train control on a railway line with multiple operating points, which is equipped to establish a radio connection with a traction unit, to monitor the respective position and movement of the traction unit, and to store at least one track occupancy based on the respective position and movement permissions issued by the trackside control center.

8. System comprising a control center according to claim 7 and several operating locations for carrying out a method according to one of claims 1 to 6.

9. Computer program product comprising a computer program comprising software means for carrying out a method according to any one of claims 1 to 6 when the computer program is carried out in an automation system.

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