Railway signalling system

Abstract

Railway signalling system comprising a first trackside (100) having a first controller (110) for controlling a first type of trains (10) of a first train control system in a first line (120), the first type of trains (10) having a first core processing unit (11) of the first train control system for exchanging information with the first controller (110), and a second trackside (200) having a second controller (210) for controlling a second type of trains (20) of a second train control system on a second line (220), the second type of trains (20) having a second core processing unit (21) of the second train control system for exchanging information with the second controller (210), the first train control system and the second train control system are different train control systems, and wherein the first controller (110) is further configured for controlling the second type of trains (20) of the second train control system in the first line (120).

Description

TECHNICAL FIELD

[0001] The present invention relates to railway signalling systems for controlling trains of different train control systems safely.PRIOR ART

[0002] The number of people that needs to travel between the suburbs of the cities and the city centre is increasing, being the railway transport an increasingly popular option for this kind of mobility.

[0003] Inside the city centre, where traffic density is higher, urban lines widely use Communications Based Train Control (CBTC) systems to control train safely. On the contrary, on the suburbs, outside from the city centre, although sometimes the traffic can be relatively dense, suburban lines need to be more open in order to allow a great variety of trains, of different kind, with different lengths and independent providers, so the standard European Train Control System (ETCS) is widely used to control train safely on the suburban lines.

[0004] However, both types of train control systems, CBTC and ETCS, are incompatible, what results in uncomfortable commutes for the passenger as well as duplicated equipment.

[0005] A usual approach to overcome this incompatibility problem is using transfer stations that allows passenger to change from suburban lines to urban lines. Another approach allows trains to directly pass from a suburban line to an urban line without the need of passengers to get off the train. For said purpose, trains with duplicated onboard equipment are used. Said trains have a first train onboard equipment implementing a ETCS system and a second onboard equipment implementing a CBTC system, so in said approach, when the train is reaching the transition zone between the suburban line and the urban line, the driver has to switch between the first onboard equipment to the second onboard equipment, so the train can exit the suburban line governed by the ETCS system and enter the urban line govern by the CBTC system.DISCLOSURE OF THE INVENTION

[0006] The object of the invention is to provide a railway signalling system, as defined in the claims.

[0007] The invention refers to a railway signalling system comprising: a first trackside having a first trackside equipment with a first controller configured for controlling a first type of trains of a first train control system in a first line safely, the first type of trains having a first train onboard equipment with a first core processing unit of the first train control system for exchanging information with the first controller for circulating in the first line safely, a second trackside having a second trackside equipment with a second controller configured for controlling a second type of trains of a second train control system on a second line safely, the first train control system and the second train control system are different train control systems, the second type of trains having a second train onboard equipment with a second core processing unit of the second train control system for exchanging information with the second controller for circulating in the second line safely, and wherein the first controller of the first trackside equipment is further configured for controlling the second type of trains of the second train control system in the first line safely.

[0008] The proposed railway signalling system provides interoperability between both systems allowing the second type of trains coming from the second line to be controlled by the first trackside equipment within the first line safely. In this way, the second type of train is managed within the first line as if it were a first type of train of said first line. The first train control system may be preferably a CBTC system (Communications-Based Train Control) and the second train control system may be preferably the ETCS system (European Train Control System). As a consequence, it is not necessary to use transfer stations to allow passengers to change between lines, nor it is necessary to use trains having a duplicated train onboard equipment for circulating within both lines safely.

[0009] These and other advantages and features of the invention will become apparent in view of the figures and the detailed description of the invention.DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 shows an example of a railway signalling system according to the invention. Figures 2a and 2b show train onboard equipment according to the invention. Figure 3 shows a scheme of communications established in the railway signalling system. Figure 4 shows another scheme of communications established in the railway signalling system. DETAILED DISCLOSURE OF THE INVENTION

[0011] Figure 1 shows a railway signalling system comprising a first trackside 100 with a first line 120 for a first type of trains 10 of a first train control system and a second trackside 200 with a second line 220 for a second type of trains 20 of a second train control system. The first train control system and the second train control system are different train control systems.

[0012] The first train control system has a first communication protocol that regulates the communication between the first trackside 100 and the first type of trains 10 and the second train control system has a second communication protocol that regulates the communication between the second trackside 200 and the second type of trains 20, being said communication protocols incompatible.

[0013] The first trackside 100 have a first trackside equipment with a first controller 110 configured for controlling the first type of trains 10 of the first train control system in the first line 120 safely, and the first type of trains 10 have a first train onboard equipment with a first core processing unit 11 of the first train control system for exchanging information with the first controller 110 for circulating in the first line 10 safely.

[0014] The second trackside 200 have a second trackside equipment with a second controller 210 configured for controlling the second type of trains 20 of the second train control system on the second line 220 safely, and the second type of trains 20 have a second train onboard equipment with a second core processing unit 21 of the second train control system for exchanging information with the second controller 210 for circulating in the second line 220 safely.

[0015] According to the invention the first controller 110 of the first trackside equipment is further configured for controlling the second type of trains 20 of the second train control system in the first line 120 safely. Therefore, the first controller 110 of the first trackside 100 may communicate with the first core processing unit 11 of the first type of trains 10 and with the second core processing unit 21 of the second type of trains 20. This allows a safely control of both type of trains 10 and 20 having different train control systems within the same line 120.

[0016] Preferably, the first train control system is a Communications Based Train Control (CBTC) system, and the second train control system is the European Train Control System (ETCS).

[0017] More preferably, the first line 120 is a railway urban line, for example a metro line, and the second line 220 is a railway suburban line, for example, a suburban, regional or intercity line. Thus, for example, trains 20 travelling between cities or on the suburbs of a city may directly enter into an urban line of a city, being said trains 20 managed within the urban line as the trains 10 of said urban line. For example, ETCS trains 20 of a suburban line may be managed within the urban line as the CBTC trains 10 of said urban line.

[0018] CBTC communication protocol regulates the communication between the CBTC trackside 100 and CBTC trains 10 using CBTC messages according to the CBTC regulation and ETCS communication protocol regulates the communication between ETCS trackside 200 and ETCS trains 20 using ETCS messages according to the ETCS standard.

[0019] For example, according to the invention, the first controller 110 of the first trackside equipment is configured to send messages to the first type of trains 10 according to the Communications Based Train Control (CBTC) system and to send messages to the second type of trains 20 according to the European Train Control System (ETCS). Thus, the first controller 110 of the first trackside equipment control the CBTC trains 10 using the CBTC communication protocol and the ETCS trains 20 using the ETCS communication protocol.

[0020] The first train onboard equipment of the first type of trains 10, for example a CBTC train onboard equipment of a CBTC train 10, may comprise an onboard equipment according to the ETCS standard but having the first core processing unit 11 of the CBTC system.

[0021] The second train onboard equipment of the second type of trains 20, for example a ETCS train onboard equipment of a ETCS train 20, may comprise an onboard equipment according to the ETCS standard having a second core processing unit 21 of the ETCS system. Thus, both trains 10 and 20 have same onboard equipment but differing in the core processing unit, one using a communication protocol according to the Communications Based Train Control (CBTC) system and the other using a communication protocol according to the European Train Communication System (ETCS).

[0022] The controllers 110 and 210 and the processors units 11 and 21 may include a microprocessor, a microcontroller, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or any digital or analogue circuit configured for executing program instructions and / or processing data. Said controllers and processors units may be a single device or a plurality of devices interconnected to perform different functions.

[0023] Figure 2a shows a train onboard equipment of a train 10, for example a CBTC train 10, and Figure 2b show a train onboard equipment of a train 20, for example, a ETCS train 20. As explained above, the trains 10 and 20 have onboard equipment that performs similar functions according to the onboard equipment of a train described in the ETCS standard, however, the CBTC train 10 may comprise further equipment for perform functions not described in the ETCS standard.

[0024] The train 10 onboard equipment comprises a core processing unit 11 connected to a DMI 12, a radio 13, a BTM 14, a radar 15, a train interface 16 and a JRU 17. The core processing unit 11 is a controller in charge of performing the supervision of vital safety related functions of the train and exchange information with the controller of the trackside equipment. The core processing unit 11 may perform ATO functions not described in the ETCS standard. DMI 12 is a driver machine interface that allows the driver to enter data and to visualize output data, for example the permitted speed. The radio 13 is a communication unit providing voice and data communication and exchange information via a wireless communication system. The BTM 14 is the balise transmission module having a wireless transceiver that allows data communication with balises 201 mounted on the trackside, for example Eurobalises 201. The radar 15 allows to obtain position of the train and may also obtain speed of the train which may also been obtained with odometric sensors arranged on the train. The train interface 16 is the Train Interface Unit TI for submitting commands or receiving information between the core processing unit 11 and other internal equipment of the train. The JRU 17 is the Juridical Recording Unit that provides 'black box' functions, for example stores the most important data and variables from train journeys, allowing later analysis.

[0025] The train 20 onboard equipment comprises a core processing unit 21 connected to a DMI 12, a radio 23, a BTM 24, a radar 25, a train interface 26 and a JRU 27. The core processing unit 21 is a controller in charge of performing the supervision of vital safety related functions of the train and exchange information with the controller of the trackside equipment. DMI 22 is a driver machine interface that allows the driver to enter data and to visualize output data, for example the permitted speed. The radio 23 is a communication unit providing voice and data communication and exchange information via a wireless communication system. The BTM 24 is the balise transmission module having a wireless transceiver that allows data communication with balises 201 mounted on the trackside, for example Eurobalises 201. The radar 25 allows to obtain position of the train and may also obtain speed of the train which may also been obtained with odometric sensors arranged on the train. The train interface 26 is the Train Interface Unit TI for submitting commands or receiving information between the core processing unit 21 and other internal equipment of the train. The JRU 27 is the Juridical Recording Unit that provides 'black box' functions, for example stores the most important data and variables from train journeys, allowing later analysis.

[0026] According to an example, the first core processing unit 11 of the first type of trains 10 is further configured for exchanging information with the second controller 210 of the second trackside for circulating in the second line 220 safely. Said train is depicted in the figures with the reference 10'. Specifically, the first train onboard equipment has a first core processing unit 11 of the first train control system for exchanging information with the first controller 110 and also of the second train control system for exchanging information with the second controller 210. This further allows a train 10 of the first line 120 to move from the first line 120 to the second line 220, without the need to change between software versions of the equipment, such that the passage between lines is done in movement. According to this, the first train onboard equipment of the first type of trains 10 comprises an onboard equipment according to ETCS standard but having a first core processing unit 11 using a communication protocol according to the Communications Based Train Control (CBTC) and a communication protocol according to the European Train Communication System (ETCS).

[0027] The first trackside equipment of the first trackside 100, for example, a CBTC trackside equipment of a CBTC trackside 100, comprises an automatic train supervision system (ATS System) and a plurality of zone controllers ZC, each zone controller ZC controls a section of the first line 120 safely, see example of Figure 4. Each zone controller ZC may comprise a controller 110 that uses the CBTC communication protocol for controlling the CBTC trains 10 and the ETCS communication protocol for controlling the ETCS trains 20.

[0028] The first trackside equipment of the first trackside 100 may further comprises a radio communication system for communicating with the first and second train onboard equipment of the trains 10 and 20. The radio communication system of the first trackside equipment may exchange information with the radio 13 of the first train onboard equipment and the radio 23 of the second onboard equipment using a same wireless radio technology. For example, the wireless radio technology may be 5G, 4G, LTE, or other suitable wireless radio technology.

[0029] The second trackside equipment of the second trackside 200, for example, a ETCS trackside equipment of a ETCS trackside 200, comprises a radio block center RBC and a group of balises 201 for communicating with the second train onboard equipment of the second type of trains 20. The radio block center RBC may comprise the second controller 210 and a radio communication system connected with the second controller 210 for establishing a communication with the onboard equipment of the trains 20. The balises 201 are eurobalises defined in ETCS containing information that is read by the onboard equipment of the trains 20 and their main function is determine the location of the train 20 in the line 220 but may be used to provide any other type of information to the trains.

[0030] The first type of trains 10 are configured to send a first message to the first trackside equipment of the first trackside 100 when entering in the first line 120 and the second type of trains 20 are configured to send a second message to the first trackside equipment of the first trackside 100 when entering in the first line 120. The first message being different from the second message, such that first controller 110 recognises the train entering the first line 120 based on said different messages, such that the first controller 110 controls the first type of trains 10 within first line 120 safely using the first train control system, and the first controller 110 controls the second type of trains 20 within first line 120 safely using the second train control system.

[0031] Preferably, the first message contains a reference identifying the train 10 and the second message not containing said reference. For example, said reference may be included in a list containing references identifying all the trains 10 of the first type of trains 10. However, said recognition may be established in other ways. For example, second type of trains 20 are ETCS trains which are used to send messages to a RBC, for example giving the position and speed of the train, while the first type of trains 10 are CBTC trains used to send messages containing more information that the messages sent by the ETCS trains, this is because CBTC may comprise same functionally as ETCS and other more functionalities.

[0032] As shown in Figure 3, the first line 120 has an entry 121 connected with the second line 220 for entry of the second type of trains 20 in the first line 120. The second train onboard equipment of the second type of trains 20 continuously sends the position of the train 20 to the second controller 210, such that the second controller 210 is used to transfer the train control right of the train 20 from the second controller 210 to the first controller 110 when the train 20 is reaching the entry 121 of the first line 120. For example, the radio 23 of the train onboard equipment of the ETCS train 20 is used to send the position of the ETCS train 20 to the radio block center RBC of the second trackside equipment.

[0033] In order to transfer the train control right, the second controller 210 send a handover message to transfer the train control right of the train 20 and the first controller 110 receives the handover message to take control of said train 20. For example, when an ETCS train 20 is entering the first line 120, the RBC of the ETCS trackside 200 sends a handover message to the zone controller ZC of the CBTC trackside.

[0034] Also shown in Figure 3, the second trackside equipment of the second trackside 200 has a balise 201 close to the entry 121 of the first line 120, said balise 201 has information for connecting with the first controller 110, such that the second train onboard equipment of the second type of trains 20 reads the information of the balise 201 to connect to the first controller 110. The balise 201 may be read with the balise transmission module of the second train onboard equipment.

[0035] As shown in Figure 3, the first line 120 has also an exit 122 connected with the second line 220 for exit of the second type of trains 20 out of the first line 120. The transfer control right at the exit is done like at the entry. Thus, the second train onboard equipment of the second type of trains 20 continuously sends the position of the train 20 to the first controller 110, such that the first controller 110 is used to transfer the train control right of the train 20 from the first controller 110 to the second controller 210 when the train 20 is reaching the exit 122 of the first line 120. For example, the radio 23 of the ETCS train 20 is used to send the position of the ETCS train 20 to the radio communication system of the first trackside equipment. Further, the second line 220 has another balise 201 close to the exit 122 of the first line 120, said balise 201 has information for connecting with the second controller 210, such that the second train onboard equipment of the second type of trains 20 reads the information of the balise 201 to connect to the second controller 210. The exit of a train 10 being further configured for exchanging information with the second controller 210 of the second line 220 may be done in the same way.

[0036] As shown in Figure 4, the CBTC trackside 100 comprise a plurality of zone controllers ZC, thus the transfer control right between the zone controllers ZC may be done using internal handover messages that are sent between adjacent zone controllers ZC, for example, in same way as the one described above for transferring the train control between a radio block center RBC and a zone controller ZC.

[0037] Preferably, both CBTC trains 10 and ETCS trains 20 are controlled with identical basic functionalities using the ETCS standard, although CBTC trains 10 may have additional functionalities that are not in the ETCS standard. Said basic functionalities using the ETCS standard for controlling both trains are described below.

[0038] The train onboard equipment of the trains 10 and 20 continuously sends the position and speed of the train 10 or 20 and the first controller 110 continuously send a movement authority MA to each of the trains 10 and 20 to maintain a safety distance between the trains 10, 20. Said movement authority may have same operating principles as the ones described in the ETCS standard. The first controller 110 may have information in real time of the position of the front and rear of each train 10 and 20 within the line 120, thus, the first controller 110 may provide a movement authority MA in real time to all the trains to maintain the safety distance. Said movement authority MA may be provided to the driver via the DMI 12, so the driver may establish a speed to maintain said safety distance. However, CBTC trains 10 may be automatically operated without a driver within the cabin, thus the safety distance may be maintained automatically by the train onboard equipment.

[0039] The first trackside equipment sends a message to the first type of trains 10 and the second type of trains 20 when entering the first line 120, said message contains a journey profile JP with information of the mission to be done by the train 10 or 20 within the first line 120. Preferably, the ATS System of the first trackside equipment continuously send messages containing the journey profile JP to all the trains within the first line 120, thus both ETCS trains 20 and CBTC trains 10 are integrated into and governed by the ATS system.

[0040] The journey profile JP contains information according to the ETCS standard. For example, the journey profile may contain information of the stopping points for that train, the arrival time at each stopping point, or the minimum dwell time, which is the time that a train is stopped at a stopping point until it restarts.

[0041] For example, the journey profile JP may have information of the stopping points where the train 10 and 20 has to stop along the line, the arrival time at each stopping point and / or the minimum dwell time. The journey profile JP may have other information as described in the ETCS standard. For example, the journey profile JP sent to a CBTC train 10 may contain further information not specified in the ETCS standard.

[0042] The train may receive the list of stopping points that the train will make according to the assigned mission and the arrival time at each of the stopping points. In addition, the minimum dwell time to be applied can be sent. The dwell time at each stopping point, may be defined as the time that a train is stopped at a stopping point until it restarts and this can be different to the minimum one according to the regulation reactions calculated by the train.

Examples

Embodiment Construction

[0011]Figure 1 shows a railway signalling system comprising a first trackside 100 with a first line 120 for a first type of trains 10 of a first train control system and a second trackside 200 with a second line 220 for a second type of trains 20 of a second train control system. The first train control system and the second train control system are different train control systems.

[0012]The first train control system has a first communication protocol that regulates the communication between the first trackside 100 and the first type of trains 10 and the second train control system has a second communication protocol that regulates the communication between the second trackside 200 and the second type of trains 20, being said communication protocols incompatible.

[0013]The first trackside 100 have a first trackside equipment with a first controller 110 configured for controlling the first type of trains 10 of the first train control system in the first line 120 safely, and the first ...

TECHNICAL FIELD

[0001] The present invention relates to railway signalling systems for controlling trains of different train control systems safely.PRIOR ART

[0002] The number of people that needs to travel between the suburbs of the cities and the city centre is increasing, being the railway transport an increasingly popular option for this kind of mobility.

[0003] Inside the city centre, where traffic density is higher, urban lines widely use Communications Based Train Control (CBTC) systems to control train safely. On the contrary, on the suburbs, outside from the city centre, although sometimes the traffic can be relatively dense, suburban lines need to be more open in order to allow a great variety of trains, of different kind, with different lengths and independent providers, so the standard European Train Control System (ETCS) is widely used to control train safely on the suburban lines.

[0004] However, both types of train control systems, CBTC and ETCS, are incompatible, what results in uncomfortable commutes for the passenger as well as duplicated equipment.

[0005] A usual approach to overcome this incompatibility problem is using transfer stations that allows passenger to change from suburban lines to urban lines. Another approach allows trains to directly pass from a suburban line to an urban line without the need of passengers to get off the train. For said purpose, trains with duplicated onboard equipment are used. Said trains have a first train onboard equipment implementing a ETCS system and a second onboard equipment implementing a CBTC system, so in said approach, when the train is reaching the transition zone between the suburban line and the urban line, the driver has to switch between the first onboard equipment to the second onboard equipment, so the train can exit the suburban line governed by the ETCS system and enter the urban line govern by the CBTC system.DISCLOSURE OF THE INVENTION

[0006] The object of the invention is to provide a railway signalling system, as defined in the claims.

[0007] The invention refers to a railway signalling system comprising: a first trackside having a first trackside equipment with a first controller configured for controlling a first type of trains of a first train control system in a first line safely, the first type of trains having a first train onboard equipment with a first core processing unit of the first train control system for exchanging information with the first controller for circulating in the first line safely, a second trackside having a second trackside equipment with a second controller configured for controlling a second type of trains of a second train control system on a second line safely, the first train control system and the second train control system are different train control systems, the second type of trains having a second train onboard equipment with a second core processing unit of the second train control system for exchanging information with the second controller for circulating in the second line safely, and wherein the first controller of the first trackside equipment is further configured for controlling the second type of trains of the second train control system in the first line safely.

[0008] The proposed railway signalling system provides interoperability between both systems allowing the second type of trains coming from the second line to be controlled by the first trackside equipment within the first line safely. In this way, the second type of train is managed within the first line as if it were a first type of train of said first line. The first train control system may be preferably a CBTC system (Communications-Based Train Control) and the second train control system may be preferably the ETCS system (European Train Control System). As a consequence, it is not necessary to use transfer stations to allow passengers to change between lines, nor it is necessary to use trains having a duplicated train onboard equipment for circulating within both lines safely.

[0009] These and other advantages and features of the invention will become apparent in view of the figures and the detailed description of the invention.DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 shows an example of a railway signalling system according to the invention. Figures 2a and 2b show train onboard equipment according to the invention. Figure 3 shows a scheme of communications established in the railway signalling system. Figure 4 shows another scheme of communications established in the railway signalling system. DETAILED DISCLOSURE OF THE INVENTION

[0011] Figure 1 shows a railway signalling system comprising a first trackside 100 with a first line 120 for a first type of trains 10 of a first train control system and a second trackside 200 with a second line 220 for a second type of trains 20 of a second train control system. The first train control system and the second train control system are different train control systems.

[0012] The first train control system has a first communication protocol that regulates the communication between the first trackside 100 and the first type of trains 10 and the second train control system has a second communication protocol that regulates the communication between the second trackside 200 and the second type of trains 20, being said communication protocols incompatible.

[0013] The first trackside 100 have a first trackside equipment with a first controller 110 configured for controlling the first type of trains 10 of the first train control system in the first line 120 safely, and the first type of trains 10 have a first train onboard equipment with a first core processing unit 11 of the first train control system for exchanging information with the first controller 110 for circulating in the first line 10 safely.

[0014] The second trackside 200 have a second trackside equipment with a second controller 210 configured for controlling the second type of trains 20 of the second train control system on the second line 220 safely, and the second type of trains 20 have a second train onboard equipment with a second core processing unit 21 of the second train control system for exchanging information with the second controller 210 for circulating in the second line 220 safely.

[0015] According to the invention the first controller 110 of the first trackside equipment is further configured for controlling the second type of trains 20 of the second train control system in the first line 120 safely. Therefore, the first controller 110 of the first trackside 100 may communicate with the first core processing unit 11 of the first type of trains 10 and with the second core processing unit 21 of the second type of trains 20. This allows a safely control of both type of trains 10 and 20 having different train control systems within the same line 120.

[0016] Preferably, the first train control system is a Communications Based Train Control (CBTC) system, and the second train control system is the European Train Control System (ETCS).

[0017] More preferably, the first line 120 is a railway urban line, for example a metro line, and the second line 220 is a railway suburban line, for example, a suburban, regional or intercity line. Thus, for example, trains 20 travelling between cities or on the suburbs of a city may directly enter into an urban line of a city, being said trains 20 managed within the urban line as the trains 10 of said urban line. For example, ETCS trains 20 of a suburban line may be managed within the urban line as the CBTC trains 10 of said urban line.

[0018] CBTC communication protocol regulates the communication between the CBTC trackside 100 and CBTC trains 10 using CBTC messages according to the CBTC regulation and ETCS communication protocol regulates the communication between ETCS trackside 200 and ETCS trains 20 using ETCS messages according to the ETCS standard.

[0019] For example, according to the invention, the first controller 110 of the first trackside equipment is configured to send messages to the first type of trains 10 according to the Communications Based Train Control (CBTC) system and to send messages to the second type of trains 20 according to the European Train Control System (ETCS). Thus, the first controller 110 of the first trackside equipment control the CBTC trains 10 using the CBTC communication protocol and the ETCS trains 20 using the ETCS communication protocol.

[0020] The first train onboard equipment of the first type of trains 10, for example a CBTC train onboard equipment of a CBTC train 10, may comprise an onboard equipment according to the ETCS standard but having the first core processing unit 11 of the CBTC system.

[0021] The second train onboard equipment of the second type of trains 20, for example a ETCS train onboard equipment of a ETCS train 20, may comprise an onboard equipment according to the ETCS standard having a second core processing unit 21 of the ETCS system. Thus, both trains 10 and 20 have same onboard equipment but differing in the core processing unit, one using a communication protocol according to the Communications Based Train Control (CBTC) system and the other using a communication protocol according to the European Train Communication System (ETCS).

[0022] The controllers 110 and 210 and the processors units 11 and 21 may include a microprocessor, a microcontroller, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or any digital or analogue circuit configured for executing program instructions and / or processing data. Said controllers and processors units may be a single device or a plurality of devices interconnected to perform different functions.

[0023] Figure 2a shows a train onboard equipment of a train 10, for example a CBTC train 10, and Figure 2b show a train onboard equipment of a train 20, for example, a ETCS train 20. As explained above, the trains 10 and 20 have onboard equipment that performs similar functions according to the onboard equipment of a train described in the ETCS standard, however, the CBTC train 10 may comprise further equipment for perform functions not described in the ETCS standard.

[0024] The train 10 onboard equipment comprises a core processing unit 11 connected to a DMI 12, a radio 13, a BTM 14, a radar 15, a train interface 16 and a JRU 17. The core processing unit 11 is a controller in charge of performing the supervision of vital safety related functions of the train and exchange information with the controller of the trackside equipment. The core processing unit 11 may perform ATO functions not described in the ETCS standard. DMI 12 is a driver machine interface that allows the driver to enter data and to visualize output data, for example the permitted speed. The radio 13 is a communication unit providing voice and data communication and exchange information via a wireless communication system. The BTM 14 is the balise transmission module having a wireless transceiver that allows data communication with balises 201 mounted on the trackside, for example Eurobalises 201. The radar 15 allows to obtain position of the train and may also obtain speed of the train which may also been obtained with odometric sensors arranged on the train. The train interface 16 is the Train Interface Unit TI for submitting commands or receiving information between the core processing unit 11 and other internal equipment of the train. The JRU 17 is the Juridical Recording Unit that provides 'black box' functions, for example stores the most important data and variables from train journeys, allowing later analysis.

[0025] The train 20 onboard equipment comprises a core processing unit 21 connected to a DMI 12, a radio 23, a BTM 24, a radar 25, a train interface 26 and a JRU 27. The core processing unit 21 is a controller in charge of performing the supervision of vital safety related functions of the train and exchange information with the controller of the trackside equipment. DMI 22 is a driver machine interface that allows the driver to enter data and to visualize output data, for example the permitted speed. The radio 23 is a communication unit providing voice and data communication and exchange information via a wireless communication system. The BTM 24 is the balise transmission module having a wireless transceiver that allows data communication with balises 201 mounted on the trackside, for example Eurobalises 201. The radar 25 allows to obtain position of the train and may also obtain speed of the train which may also been obtained with odometric sensors arranged on the train. The train interface 26 is the Train Interface Unit TI for submitting commands or receiving information between the core processing unit 21 and other internal equipment of the train. The JRU 27 is the Juridical Recording Unit that provides 'black box' functions, for example stores the most important data and variables from train journeys, allowing later analysis.

[0026] According to an example, the first core processing unit 11 of the first type of trains 10 is further configured for exchanging information with the second controller 210 of the second trackside for circulating in the second line 220 safely. Said train is depicted in the figures with the reference 10'. Specifically, the first train onboard equipment has a first core processing unit 11 of the first train control system for exchanging information with the first controller 110 and also of the second train control system for exchanging information with the second controller 210. This further allows a train 10 of the first line 120 to move from the first line 120 to the second line 220, without the need to change between software versions of the equipment, such that the passage between lines is done in movement. According to this, the first train onboard equipment of the first type of trains 10 comprises an onboard equipment according to ETCS standard but having a first core processing unit 11 using a communication protocol according to the Communications Based Train Control (CBTC) and a communication protocol according to the European Train Communication System (ETCS).

[0027] The first trackside equipment of the first trackside 100, for example, a CBTC trackside equipment of a CBTC trackside 100, comprises an automatic train supervision system (ATS System) and a plurality of zone controllers ZC, each zone controller ZC controls a section of the first line 120 safely, see example of Figure 4. Each zone controller ZC may comprise a controller 110 that uses the CBTC communication protocol for controlling the CBTC trains 10 and the ETCS communication protocol for controlling the ETCS trains 20.

[0028] The first trackside equipment of the first trackside 100 may further comprises a radio communication system for communicating with the first and second train onboard equipment of the trains 10 and 20. The radio communication system of the first trackside equipment may exchange information with the radio 13 of the first train onboard equipment and the radio 23 of the second onboard equipment using a same wireless radio technology. For example, the wireless radio technology may be 5G, 4G, LTE, or other suitable wireless radio technology.

[0029] The second trackside equipment of the second trackside 200, for example, a ETCS trackside equipment of a ETCS trackside 200, comprises a radio block center RBC and a group of balises 201 for communicating with the second train onboard equipment of the second type of trains 20. The radio block center RBC may comprise the second controller 210 and a radio communication system connected with the second controller 210 for establishing a communication with the onboard equipment of the trains 20. The balises 201 are eurobalises defined in ETCS containing information that is read by the onboard equipment of the trains 20 and their main function is determine the location of the train 20 in the line 220 but may be used to provide any other type of information to the trains.

[0030] The first type of trains 10 are configured to send a first message to the first trackside equipment of the first trackside 100 when entering in the first line 120 and the second type of trains 20 are configured to send a second message to the first trackside equipment of the first trackside 100 when entering in the first line 120. The first message being different from the second message, such that first controller 110 recognises the train entering the first line 120 based on said different messages, such that the first controller 110 controls the first type of trains 10 within first line 120 safely using the first train control system, and the first controller 110 controls the second type of trains 20 within first line 120 safely using the second train control system.

[0031] Preferably, the first message contains a reference identifying the train 10 and the second message not containing said reference. For example, said reference may be included in a list containing references identifying all the trains 10 of the first type of trains 10. However, said recognition may be established in other ways. For example, second type of trains 20 are ETCS trains which are used to send messages to a RBC, for example giving the position and speed of the train, while the first type of trains 10 are CBTC trains used to send messages containing more information that the messages sent by the ETCS trains, this is because CBTC may comprise same functionally as ETCS and other more functionalities.

[0032] As shown in Figure 3, the first line 120 has an entry 121 connected with the second line 220 for entry of the second type of trains 20 in the first line 120. The second train onboard equipment of the second type of trains 20 continuously sends the position of the train 20 to the second controller 210, such that the second controller 210 is used to transfer the train control right of the train 20 from the second controller 210 to the first controller 110 when the train 20 is reaching the entry 121 of the first line 120. For example, the radio 23 of the train onboard equipment of the ETCS train 20 is used to send the position of the ETCS train 20 to the radio block center RBC of the second trackside equipment.

[0033] In order to transfer the train control right, the second controller 210 send a handover message to transfer the train control right of the train 20 and the first controller 110 receives the handover message to take control of said train 20. For example, when an ETCS train 20 is entering the first line 120, the RBC of the ETCS trackside 200 sends a handover message to the zone controller ZC of the CBTC trackside.

[0034] Also shown in Figure 3, the second trackside equipment of the second trackside 200 has a balise 201 close to the entry 121 of the first line 120, said balise 201 has information for connecting with the first controller 110, such that the second train onboard equipment of the second type of trains 20 reads the information of the balise 201 to connect to the first controller 110. The balise 201 may be read with the balise transmission module of the second train onboard equipment.

[0035] As shown in Figure 3, the first line 120 has also an exit 122 connected with the second line 220 for exit of the second type of trains 20 out of the first line 120. The transfer control right at the exit is done like at the entry. Thus, the second train onboard equipment of the second type of trains 20 continuously sends the position of the train 20 to the first controller 110, such that the first controller 110 is used to transfer the train control right of the train 20 from the first controller 110 to the second controller 210 when the train 20 is reaching the exit 122 of the first line 120. For example, the radio 23 of the ETCS train 20 is used to send the position of the ETCS train 20 to the radio communication system of the first trackside equipment. Further, the second line 220 has another balise 201 close to the exit 122 of the first line 120, said balise 201 has information for connecting with the second controller 210, such that the second train onboard equipment of the second type of trains 20 reads the information of the balise 201 to connect to the second controller 210. The exit of a train 10 being further configured for exchanging information with the second controller 210 of the second line 220 may be done in the same way.

[0036] As shown in Figure 4, the CBTC trackside 100 comprise a plurality of zone controllers ZC, thus the transfer control right between the zone controllers ZC may be done using internal handover messages that are sent between adjacent zone controllers ZC, for example, in same way as the one described above for transferring the train control between a radio block center RBC and a zone controller ZC.

[0037] Preferably, both CBTC trains 10 and ETCS trains 20 are controlled with identical basic functionalities using the ETCS standard, although CBTC trains 10 may have additional functionalities that are not in the ETCS standard. Said basic functionalities using the ETCS standard for controlling both trains are described below.

[0038] The train onboard equipment of the trains 10 and 20 continuously sends the position and speed of the train 10 or 20 and the first controller 110 continuously send a movement authority MA to each of the trains 10 and 20 to maintain a safety distance between the trains 10, 20. Said movement authority may have same operating principles as the ones described in the ETCS standard. The first controller 110 may have information in real time of the position of the front and rear of each train 10 and 20 within the line 120, thus, the first controller 110 may provide a movement authority MA in real time to all the trains to maintain the safety distance. Said movement authority MA may be provided to the driver via the DMI 12, so the driver may establish a speed to maintain said safety distance. However, CBTC trains 10 may be automatically operated without a driver within the cabin, thus the safety distance may be maintained automatically by the train onboard equipment.

[0039] The first trackside equipment sends a message to the first type of trains 10 and the second type of trains 20 when entering the first line 120, said message contains a journey profile JP with information of the mission to be done by the train 10 or 20 within the first line 120. Preferably, the ATS System of the first trackside equipment continuously send messages containing the journey profile JP to all the trains within the first line 120, thus both ETCS trains 20 and CBTC trains 10 are integrated into and governed by the ATS system.

[0040] The journey profile JP contains information according to the ETCS standard. For example, the journey profile may contain information of the stopping points for that train, the arrival time at each stopping point, or the minimum dwell time, which is the time that a train is stopped at a stopping point until it restarts.

[0041] For example, the journey profile JP may have information of the stopping points where the train 10 and 20 has to stop along the line, the arrival time at each stopping point and / or the minimum dwell time. The journey profile JP may have other information as described in the ETCS standard. For example, the journey profile JP sent to a CBTC train 10 may contain further information not specified in the ETCS standard.

[0042] The train may receive the list of stopping points that the train will make according to the assigned mission and the arrival time at each of the stopping points. In addition, the minimum dwell time to be applied can be sent. The dwell time at each stopping point, may be defined as the time that a train is stopped at a stopping point until it restarts and this can be different to the minimum one according to the regulation reactions calculated by the train.

Examples

Embodiment Construction

[0011]Figure 1 shows a railway signalling system comprising a first trackside 100 with a first line 120 for a first type of trains 10 of a first train control system and a second trackside 200 with a second line 220 for a second type of trains 20 of a second train control system. The first train control system and the second train control system are different train control systems.

[0012]The first train control system has a first communication protocol that regulates the communication between the first trackside 100 and the first type of trains 10 and the second train control system has a second communication protocol that regulates the communication between the second trackside 200 and the second type of trains 20, being said communication protocols incompatible.

[0013]The first trackside 100 have a first trackside equipment with a first controller 110 configured for controlling the first type of trains 10 of the first train control system in the first line 120 safely, and the first ...

Claims

1. Railway signalling system comprising: - a first trackside (100) having a first trackside equipment with a first controller (110) configured for controlling a first type of trains (10) of a first train control system in a first line (120) safely, - the first type of trains (10) having a first train onboard equipment with a first core processing unit (11) of the first train control system for exchanging information with the first controller (110) for circulating in the first line (10) safely, - a second trackside (200) having a second trackside equipment with a second controller (210) configured for controlling a second type of trains (20) of a second train control system on a second line (220) safely, the first train control system and the second train control system are different train control systems, - the second type of trains (20) having a second train onboard equipment with a second core processing unit (21) of the second train control system for exchanging information with the second controller (210) for circulating in the second line (220) safely, characterized in that the first controller (110) of the first trackside equipment is further configured for controlling the second type of trains (20) of the second train control system in the first line (120) safely.

2. Railway signalling system according to claim 1, wherein the first train control system is a Communications Based Train Control (CBTC) system, and the second train control system is the European Train Control System (ETCS).

3. Railway signalling system according to claim 2, wherein the first controller (110) of the first trackside equipment is configured to send messages to the first type of trains (10) according to the Communications Based Train Control (CBTC) system and to send messages to the second type of trains (20) according to the European Train Control System (ETCS).

4. Railway signalling system according to any of the preceding claims, wherein the first type of trains (10) are configured to send a first message to the first trackside equipment of the first trackside (100) when entering in the first line (120) and the second type of trains (20) are configured to send a second message to the first trackside equipment of the first trackside (100) when entering in the first line (120), the first message being different from the second message, such that first controller (110) recognises the train entering the first line (120) based on said different messages, such that the first controller (110) controls the first type of trains (10) within first line (120) safely using the first train control system and the first controller (110) controls the second type of trains (20) within first line (120) safely using the second train control system.

5. Railway signalling system according to the preceding claim, wherein the first message contains a reference identifying the train (10) and the second message not containing said reference.

6. Railway signalling system according to any of the preceding claims, wherein the first line (120) has an entry (121) connected with the second line (220) for entry of the second type of trains (20) in the first line (120), and the second train onboard equipment of the second type of trains (20) continuously sends the position of the train (20) to the second controller (210), such that the second controller (210) is used to transfer the train control right of the train (20) from the second controller (210) to the first controller (110) when the train (20) is reaching the entry (121) of the first line (120).

7. Railway signalling system according to the preceding claim, wherein the second trackside equipment of the second trackside (200) has a balise (201) close to the entry (121) of the first line (120), said balise (201) has information for connecting with the first controller (110), such that the second train onboard equipment of the second type of trains (20) reads the information of the balise (201) to connect to the first controller (110).

8. Railway signalling system according to any of the preceding claims, wherein the train onboard equipment of the trains (10,20) continuously sends the position and speed of the train (10,20) and the first controller (110) continuously send a movement authority (MA) to each of the trains (10,20) to maintain a safety distance between the trains (10,20).

9. Railway signalling system according to any of the preceding claims, wherein the first trackside equipment comprises an automatic train supervision system (ATS) and a plurality of zone controllers (ZC), each zone controller (ZC) controls a section of the first line (120), wherein the trains (10,20) continuously sends the position and speed to the zone controller (ZC) and zone controller (ZC) continuously sends a movement authority to each of the trains (10,20) to maintain a safety distance between the trains (10,20).

10. Railway signalling system according to the preceding claim, wherein the automatic train supervision system (ATS) sends messages to the first type of trains (10) and the second type of trains (20) when entering the first line (120), said messages contains a journey profile (JP) with information of the mission to be done by the train (10,20) within the first line (120).

11. Railway signalling system according to the preceding claim, wherein the journey profile JP have information of the stopping points where and when the train (10,20) has to stop along the line, and / or the dwell time at each stopping point.

12. Railway signalling system according to any of the preceding claims, wherein the first core processing unit (11) of the first type of trains (10) is further configured for exchanging information with the second controller (210) for circulating in the second line (220) safely.

13. Railway signalling system according to any of the preceding claims, wherein the first trackside equipment of the first trackside (100) comprises a radio communication system for communicating with a radio (13) of the first train onboard equipment and a radio (23) of the second train onboard equipment, and wherein said a radio communication system uses a same wireless radio technology for communicating with both radios (13, 23).

14. Railway signalling system according to the preceding claim, wherein the first core processing unit (11) is configured to send messages to the first controller (110) according to the Communications Based Train Control (CBTC) system and to send messages to the second controller (210) according to the European Train Control System (ETCS).

15. Railway signalling system according to any of the preceding claims, wherein the first line (120) is a railway urban line, and the second line (220) is a railway suburban line.

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