Method for transmitting and verifying train steering data

Abstract

The present invention therefore aims to provide a method for transmitting a data telegram to an onboard unit of a rail vehicle that can be designed to be considerably simpler and less expensive, and also avoids conflicts with amateur radio operators. Furthermore, this transmission must also function when the rail vehicle is stationary or moving at a crawl. This objective is achieved according to the invention by a method for transmitting and verifying train control data sent to an onboard unit of a rail vehicle located within a predefinable area (A, B, C), comprising the following method steps: a) Provision of the train control data by a train control system (eStw, Rstw), such as...Interlocking system, control system, b) transmitting the train control data to the onboard unit and a return channel receiver (R) installed in the specified area (A, B, C), whereby all onboard units located in the specified area and the return channel receiver (R) receive the same train control data; c) transmitting the train control data received by the return channel receiver (R) to a test instance; d) comparing the transmitted train control data with the train control data transmitted to the test instance; and e) in the event of a data match, carrying out train operation according to the transmitted train control data.

Description

[0001] The present invention relates to a method for transmitting and verifying train control data sent to an onboard unit of a rail vehicle located within a predefinable area.

[0002] As part of the modernization of rail transport in Europe, systems are increasingly being used in which a train driver no longer, or only partially, controls a train journey using visual signaling of driving instructions. Instead, systems are increasingly being used in which train control data is transmitted to a vehicle computer (onboard unit or OBU for short). Some of the driving criteria are displayed to the train driver on a screen of the onboard unit, and a certain portion is also checked by the onboard unit itself, such as adherence to a braking curve or a stopping point.

[0003] In train control and protection systems operating according to the "European Train Control System ETCS" standard, so-called ETCS telegrams—that is, information on movement authority (MA), the range of this MA (End of Authority EoA), predefined braking curves, etc.—are transmitted wirelessly via ETCS balises to the onboard computer (control unit) of the rail vehicle (also referred to above as the Onboard Unit OBU). A 27 MHz telepowering signal is emitted from the front of the train, inducing an amount of energy in the balise sufficient to trigger the transmission and actually send the ETCS telegrams.

[0004] However, in order to transmit an ETCS telegram to a train standing before a trackside point, e.g., a signal in ETCS Level 1, data transmission via a leakage cable to the OBU is provided, which is listed in the standardized ETCS under the name "EUROLOOP". For this purpose, the ETCS telegram to be transmitted is tapped at an electronic control unit (line-side electronic unit LEU) for the trackside point, i.e., also for the balises assigned to this trackside point, and converted by a loop modem into the corresponding signal to be transmitted via the leakage cable.

[0005] Unfortunately, over time it has become apparent that the use of the loop modem and the leaky cable entails expensive installation and maintenance. Furthermore, there is a conflict with the amateur radio community, which enjoys primary protection for the 13 MHz frequency range, on which the leaky cable also transmits.

[0006] The present invention therefore aims to provide a method for transmitting a data telegram to an onboard unit of a rail vehicle that can be designed to be considerably simpler and less expensive, and which also avoids conflicts with amateur radio operators. Furthermore, this transmission must also function when the rail vehicle is stationary or moving at a crawl.

[0007] This problem is solved according to the invention by a method for transmitting and verifying train control data sent to an onboard unit of a rail vehicle located within a predefinable area, which comprises the following method steps: a) Provision of train control data by a train control instance, such as a signal box or control system; b) Transmission of the train control data to the onboard unit and a return channel receiver installed in the specified area, whereby all onboard units located in the specified area and the return channel receiver receive the same train control data; c) Transmission of the train control data received by the return channel receiver to a verification instance; d) Comparison of the transmitted train control data with the train control data transmitted to the verification instance; and e) In the event of a data match, execution of train operation according to the transmitted train control data.

[0008] In this way, a communication technology solution is found that is relatively easy to implement and makes the transmission of train control data, for example via the leaky cable described above or other trackside transponders, obsolete. At the same time, this method meets the high safety requirements typically applicable in the railway sector, because any gaps or other errors in the transmission of train control data would be revealed during the comparison.

[0009] In a suitable embodiment of the present invention, the transmission of the train control data can be carried out via a mobile communication interface, such as LTE, 3G, 4G, 5G.

[0010] To represent real-world rail systems with their sequence of stations, several contiguous areas can be defined, each with its own area-dependent set of train control data. Consequently, a definable area can cover a station area with a number of station tracks or an area controlled by a signal box.

[0011] Furthermore, in an advantageous embodiment of the present invention, it can be provided that a transition of an onboard unit to a specific area is reported to or detected by the train control system. This can be achieved, for example, by reporting the train position using trackside equipment, such as block monitoring with axle counters and / or track circuits, or alternatively by geofencing or transponder technology (RFID, BLE beacon, etc.).

[0012] In a further advantageous embodiment of the present invention, the train control system can manage the onboard units located within an area.

[0013] Further advantageous embodiments of the present invention can be found in the remaining dependent claims.

[0014] Preferred embodiments of the present invention are explained in more detail with reference to the accompanying drawing. The figure schematically depicts a structure for a method of transmitting train control data to an onboard unit of a rail vehicle, replacing the transmission of this train control data via leakage cables. This structure assumes that the line conductor / leakage cable is no longer required and that the otherwise provided line conductor train control information is made available to the vehicle via a radio channel. Furthermore, a return channel for each interlocking area is used to check the train control / train protection data for integrity, completeness, and delay.

[0015] To carry out the procedure, the train control data of an interlocking system (physical interlocking or distributed decentralized interlocking architecture, here referred to as eStw / Rstw) is generated and transmitted via a control unit ZSL provided for the existing control cable to a data gateway GW coupled to the electronic control unit. From there, it is transmitted via a data connection of any design that is sufficient with regard to interference resistance and encryption (e.g., encrypted priority IP connection and / or GSM-R, 4G / 5G mobile connection) to a first server S1 and preferably a second server S2, which is configured redundantly. From the currently active server of the two servers, the train control data is transmitted to a data gateway located on the vehicle, whereby the train control data is provided to the vehicle-side data gateway via a mobile connection (i.e.,(that the entire transmission path does not necessarily have to be designed as a mobile communication link). On the rail vehicle itself, the train control data is then transmitted from the vehicle-side data gateway to the onboard unit. There, the train control data is evaluated and processed accordingly in the onboard unit, preferably to display information relevant to the journey (for example, as already mentioned above) on a display of the onboard unit.

[0016] The train control data is thus read in via a CL1-T hardware module (here the data gateway GW) and transparently forwarded via a secure radio channel to the first server S1 or the redundant second server S2. Each CL1-T gateway has data connection detection (SIM card and / or VPM channel) and is operated at the control unit ZSL. Preferably, the CL1-T gateway can also query and transmit the diagnostic status of the control unit ZSL, which is a clear additional benefit compared to the leaky cable solution. In tunnel applications, the CL1 transmission can also be extended by several hundred meters up to 6 km, as is typical, so that the CL1-T gateway can be located within the reception range of the radio cell (e.g., 4G / 5G). The option of operating the CL1-T gateway with a powerline adapter is therefore also possible.

[0017] Servers S1 and S2 are required to ensure availability, as the failure of even a single server would prevent the train control data from being transmitted to the trains. Server S1 / S2 forwards the train control data to the onboard units, including the train gateways, in near real-time. Typical latency times of less than 500 ms are thus achieved. Since the train control data includes unique track point assignments, the safety objectives for the railway approval of the system can be met relatively easily.

[0018] As shown in the diagram, several station areas A, B, and C are connected to one another. Each station area has a defined zone (A, B, or C). Within each zone, all rail vehicles and their onboard units located within that zone are supplied with the same train control data. Zone transitions (only where specified by the system) can be achieved using geofencing or transponder technology (RFID, BLE beacon, etc.). The train control information / train routing data is therefore no longer transmitted via the gateway (GW) with firewall into the old line conductors, but rather via LTE or 5G through the backend system (server 1 / 2) to the rail vehicles and to a return channel (R) of the transmitting source. The return channel data is then presented to a train control computer for comparison with the originally transmitted train routing data.This allows the entire chain for the transmission of train control data to be checked in real time and, in the event of a fault, appropriate measures to be taken to ensure safe rail traffic.

[0019] This method thus provides an infill solution with reduced maintenance costs. Primarily, the existing vehicle computer (onboard unit) is now used to receive train control data via wireless communication, e.g., mobile network.

[0020] The use of a return channel in combination with vehicle geofencing creates the conditions for continued safe train operation without the need for leakage cables / line conductors. Optionally, any existing train stop magnets can even be dispensed with entirely.

[0021] Furthermore, migration to the new method is simple and possible from any point along the route, because at every point along the route previously equipped with a Euroloop leakage cable, the space freed up by the removal of the Euroloop modem, including the power supply for the leakage cable, is available.

Claims

1. A method for transmitting and verifying train control data sent to an onboard unit of a railway vehicle located within a definable area (A, B, C), comprising the following steps: a) providing the train control data by a train control system (eStw, Rstw), such as an interlocking system or control system; b) transmitting the train control data to the onboard unit and a return channel receiver (R) installed in the definable area (A, B, C), whereby all onboard units located in the definable area and the return channel receiver (R) receive the same train control data; c) transmitting the train control data received by the return channel receiver (R) to a verification system; d) comparing the transmitted train control data with the train control data transmitted to the verification system; and e) in the event of a data match, conducting train operations in accordance with the transmitted train control data.

2. Method according to claim 1, characterized by the fact thatThe transmission of train control data is carried out via a mobile communication interface, such as LTE, 3G, 4G, 5G.

3. Method according to claim 1 or 2, characterized by the fact that Several adjoining areas are provided, with each of these areas being assigned its own area-dependent set of train guidance data.

4. Method according to any one of the preceding claims 1 to 3, characterized by the fact that a predefinable area covers a station area with a number of station tracks or an area controlled by a signal box.

5. Method according to any of the preceding claims, characterized by the fact that a range transition of an onboard unit is reported to or recorded by the train control authority.

6. Method according to any of the preceding claims, characterized by the fact that The train control system manages the onboard units located within a given area.

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