CN104768830A - Operation of railway locomotives - Google Patents

Abstract

It is proposed to establish on the basis of at least one temporary balise group a section of track that is made the responsibility of a person on site, for example a construction manager. If a rail vehicle travels over the balise group without a valid entry acknowledgement, automatic braking takes place. The entry acknowledgement is given in consultation with the person responsible, and so the rail vehicle can only enter the section of track with the approval of that person. It is of advantage here that the temporary balise groups together with the responsible person on site provide a section of track that can be flexibly used, for example by construction vehicles or other rail vehicles.

Description

Operation of railway locomotives

The invention relates to a method for operating a railway locomotive, an ETCS line system and a correspondingly arranged railway locomotive.

The European Train Control System (ETCS for short) is an integral part of the unified European railway transport management system, and the developed unified European railway transport management system is called ERTMS for short. The second technical component of this digital network technology is the network mobile communication system GSM-R. ETCS should replace the stand-alone train safety systems used in various countries.

ETCS has multiple functions. It monitors the maximum speed of the area, the maximum speed of the train, the specific running route of the train, the driving direction, the adaptability of the train to the route and the observance of special operating rules.

This information is processed by the ETCS module:

- in terms of lines, Eurobalises laid in the rails or Euroloops under ETCS level 1 and ETCS levels 2 and 3, ETCS line centers (RBC Radio Blocking Centers) connected to signals,

- On the vehicle side, the ETCS On-board Unit (OBU) that analyzes the received data, displays it to the locomotive driver and enables the train to automatically stop before the danger point in case of danger.

The ETCS vehicle device (also called ETCS device) basically consists of an ETCS computer (also called "EVC", European Safety Computer), a driver's station display (DMI, Driver's Vehicle Equipment Interface), a line measurement device, a GSM-R-transmission device (including European radio), transponder reader and brake access.

In addition to ETCS-levels, ETCS-schemas are also defined. This mode describes the state the EVC is in. An overview can be found eg at http://de.wikipedia.org/wiki/ETCS or http://www.era.europa.eu/Document-Register/Pages/UNISIGSUBSET-026.aspx.

Within the scope of ETCS, several variants for train control are offered. ETCS level 1 describes transponder-train control, while ETCS levels 2 and 3 represent wireless train control. Here, the ETCS-level is downward compatible.

In level 1, a bridge signal is provided which supplements or even replaces the existing line-side signal. Country-specific line signaling and train detection systems can remain here. The signal form and the route data are transmitted co-located via the transponder set as a travel authorization (MA travel authorization) to the vehicle. The vehicle computer calculates and continuously monitors the maximum permissible speed and braking curve based on these data. Due to the point data transmission, it is not possible to retransmit the travel authorization to longer route sections. Therefore, a stuffer-transponder is usually used in order to transmit the upgraded signal form before the next main signal is realized.

In order to be able to determine the speed and the direction of travel, for example transponders are laid in groups, such as described in EP 1232926 B1; in principle, in the ETCS language, a single transponder is also called a transponder group.

In the case of ETCS level 2, wireless train control is provided, in which the travel authorization is continuously transmitted to the vehicle via radio together with speed presets and line data. The transponder is preferably used here as a passive positioning transponder. These positioning transponders are used, for example, as reference points for correcting displacement measurement errors.

The group of transponders of the waiting vehicle, that is to say expecting a connection, is notified, wherein this notification takes place by means of transponders in ETCS level 1 and wirelessly in ETCS level 2.

It is also known to use so-called projectile transponders. In this case, at least two transponders are additionally temporarily installed in a transponder group for driving direction detection, or four transponders are additionally temporarily installed in a transponder group or two transponder groups for ETCS safety purposes. middle.

The problem is protecting the construction site. The line sections associated with the construction site are therefore mainly blocked by operating procedures by corresponding locking on site in the signal tower in conjunction with a mechanical line locking device.

The technical problem to be solved by the present invention is to provide an effective and flexible method and device for securing a line section.

This technical problem is solved according to the features of the independent claims. Preferred embodiments are to be found in particular from the subclaims.

In order to solve this technical problem, a method for operating a railway locomotive is provided,

- wherein a line section is or can be determined on the basis of at least one transponder group,

- an entry response occurs or is present when entering the track section, otherwise a forced braking of the railway vehicle is initiated by means of the at least one transponder set.

The route section is determined (and temporarily) by at least one transponder group which is arranged in particular at (or near) the border of the route section of the respective transponder group. Thus, the railway locomotive is supplied with predefined information by the respective transponder groups by taking into account the direction of travel of the railway locomotive (the railway locomotive is moving into or out of the track section). Different responses can be made to these messages depending on the state of the railway locomotive. If the railway locomotive is not, for example, in ETCS level 0 when entering the track section, mandatory braking can be triggered. Entry into this route section can be signaled, for example, by a transponder set. Alternatively, a set of balises can be preset such that ETCS level 0 must (already) be set and if not set ETCS level 0 the railway locomotive is braked.

Therefore, it is only possible to enter the route section when there is an approach response or (already) there is an approach response. This entry response can be carried out, for example, by the locomotive driver after coordinating with the person in charge of the route section (or the construction supervisor if the route section is a construction site).

It should be noted here that each transponder group has at least one transponder. The transponder is in this case a point-shaped data transmission device in the track, which similarly causes a transmitter to transmit data to the railway locomotive when it is passed by the railway locomotive. The railway locomotive receives these data on one (or more) transponders. The transponder can be permanently programmed and continuously provide the same data or it can switch between different data to be provided. It is also possible for the transponder to be designed to be programmable and thus provide variable information.

It should also be noted that forced braking can include any desired braking process up to a standstill or up to a preset speed or until a preset behavior is performed (eg, braking is interrupted if this is not permitted). Forced braking can also include braking operations with delays of varying intensity.

It should also be noted that railway locomotives can be operated, for example, according to ETSC class 1, 2 or 3.

The safety of line sections, such as construction sites, in railway network sections secured by ETCS has the following advantages in particular:

-Ensuring protection at the construction site boundaries before railway locomotives drive into the construction site without permission. Thus, the construction site itself as well as the construction personnel in the tracks are protected.

- Furthermore, protection at the construction site boundary is provided before unauthorized driving out of the construction site. This protects the rail traffic on the adjacent construction site.

- It is especially possible to allow construction vehicles to drive in/out of the construction site boundary in a targeted manner.

- It is also possible to permit individual railway locomotives to pass the construction site, in particular with a transport contract or on a train schedule according to a travel plan.

It should be noted here that a railway locomotive may include any vehicle that is movable on a track.

In one configuration, the speed to be maintained is provided by at least one transponder group.

Information about the preset maximum speed (ie the speed to be maintained) can be provided by groups of transponders (each with different values) at the entry and/or exit of the line section. In particular different speeds can be provided. The speed to be maintained is displayed, for example, by the locomotive driver on a console display and is monitored (if necessary also automatically) by the locomotive driver.

A further refinement is to display the request for a drive-in response, in particular on a bridge display of the railway vehicle.

The extended design in particular carries out the drive-in response in coordination with the person responsible for the route section.

An extended design is also the entry-response confirmation railway locomotive conversion to ETCS level 0.

In the case of ETCS level 0, the ETCS installations of the railway locomotives, in particular of the locomotive passing lines, are used without train safety measures during operation. The equipment on the vehicle side only monitors the top speed of the train. The locomotive driver travels according to the signal of the line.

Furthermore, as an extension, an entry response is not required as long as the changeover to ETCS class 0 was made before entering the route section or when entering the route section.

Within the scope of the additional extension, the line section is marked as occupied by the center.

In the occupied track section, at most visible travel of the railway locomotive is permitted by a center, for example a signal tower and/or an ETCS track center. Responsibility for whether a railway locomotive can actually be driven in the occupied track section rests with the person in charge of the site, for example the construction manager responsible for the construction site.

A further refinement consists in performing an exit acknowledgment when exiting the track section, otherwise a forced braking of the railway locomotive is carried out by means of at least one balise group.

One refinement is to display the request for an exit response, in particular on a bridge display of the railway vehicle.

A further embodiment consists in that the drive-out response is carried out in coordination with the dispatcher.

Another refinement is that the exit response is carried out by actuating the override button.

Embodiments relating to methods apply correspondingly to the further claim types.

The aforementioned technical problems are also solved by an ETCS-line device which

- having at least one transponder group from which a line section is determined or determinable,

- wherein, when entering the track section, if there is no entry-response, a forced braking of the railway locomotive is initiated by means of at least one transponder set.

In one refinement, each transponder group is arranged on or near the boundary of the line section.

Thus, the line section can be determined by means of the transponder. Within a track section, the person in charge of the track section, for example a construction manager, is in charge of the railway locomotives. Outside of line segments, the responsibility lies with the center or the dispatcher at the center.

A further refinement consists in that at least one transponder group is designed to be concealable.

For example, at least one transponder group can be covered with at least one panel. Thus, a railway locomotive can, for example, travel through a track section. The covering of at least one transponder group is the responsibility of the person responsible for the line section.

The aforementioned technical problem is also solved by means of a railway locomotive with a processing unit designed in such a way that

- as long as there is no entry-response, the forced braking of the railway locomotive can be triggered by means of a transponder set when entering the track section,

- wherein the transponder group is part of at least one transponder group from which the line section is determined.

The solution envisaged here also includes a computer program product directly loadable into the memory of a digital computer, comprising program code portions adapted to carry out the steps of the method described.

In addition, the above-mentioned technical problems are also solved by a computer-readable storage medium, such as any memory, which includes instructions executable by a computer (such as in the form of program code), and the instructions are suitable for computer implementation of the described method steps .

The above characteristics, characteristics and advantages of the present invention, as well as the manner and method for realizing the present invention can be understood more clearly in association with the following schematic description of the embodiments further elucidated in conjunction with the accompanying drawings. Here, for the sake of clarity, identical or identically acting elements are assigned the same reference symbols.

In the attached picture:

Figure 1 shows a schematic overview of a railway line section with a line section (for example a construction site) under the responsibility of a construction supervisor who controls whether a railway locomotive enters the line section;

Figure 2 shows a schematic flow diagram illustrating a solution for controlling the entry of a railway locomotive into a line section;

FIG. 3 shows a flow diagram similar to FIG. 2 in relation to a railway locomotive moving out of a line section.

In particular, it is recommended that a line section, such as a construction site, be technically protected by means of at least one ERTMS/ETCS transponder set, which is temporarily laid by a person in charge, such as the construction manager, after taking over responsibility for the line section On the boundaries of route segments, such as construction site boundaries.

The following embodiments relate to, for example, a construction section (as an example of a line section) and a construction supervisor (as an example of a person in charge of the line section). Correspondingly, other responsible persons or line sections are possible.

FIG. 1 shows a schematic layout diagram (viewed from above) of a railway line section 101 with a line section 102 (for example a construction site) under the responsibility of a construction supervisor. The construction supervisor installs temporary transponder groups 103 to 105 on the border of the line section 102 . FIG. 1 also shows a railway locomotive 106, which is traveling in a direction 107 towards the line section 102 and the transponder group 103.

Transponder groups 103 to 105 contain an ETCS command for (immediate) changeover to ETCS level 0 in the direction of travel into route section 102 . The (temporarily installed) transponder group 103 to 105 can only be entered by a railway locomotive 106 monitored by ETCS along the entry route section 102 if the locomotive driver executes the entry-response after coordinating with the construction supervisor. direction passing. Otherwise, mandatory braking takes place after evaluating the information provided by the transponder group. If the locomotive driver (when entering the line section 102) changes to ETCS level 0 before passing the transponder groups 103 to 105, then preferably no mandatory braking of the railway locomotive 106 is performed.

Optionally, the transponder groups 103 to 105 can also implement speed limits, for example monitored under ETCS level 0.

Transponder groups 103 to 105 preferably contain ETCS commands in the direction of exiting route section 102 for (immediate) changeover to the ETCS level (level 1 or 2) for normal operation. Answer only if the locomotive driver activates the described ETCS passing function on the railway locomotive after coordinating with the dispatcher responsible for the line section (he is responsible for the line at the construction site) and/or the ETCS-line device is granted travel permission The train groups 103 to 105 can only be passed in the direction of departure by trains under level 0 monitored by the ETCS-. Otherwise, mandatory braking takes place after evaluating the information provided by the transponder groups 103 to 105 . This prevents the railway locomotive from entering the normal track from the construction site without performing the previous exit-response. The significance of this is that, due to the responsibility for the railway locomotive, if it travels on the normal line (outside the line section 102), it must be handed over from the construction manager to the dispatcher or the ETCS-line device and this control The transfer of responsibility for all participants is known and should be clearly defined.

The speed limit on the route section can be canceled if required after leaving the route section.

By covering the temporary ETCS transponder group, the construction supervisor can, for example, allow trains to travel individually through their area of responsibility after the construction site has been cleared, if required and in coordination with the dispatcher.

The technical security measures suggested here can be operationally supported by:

(a) To technically support its transfer of responsibility, the person in charge of the construction site triggers the track occupation of the site for reporting the section in which the construction site is located.

(b) For the operational safety of the construction site prior to the introduction of the temporary transponder group and to mark the construction site boundary for the locomotive drivers, erect temporary stop signs for both directions of travel on the construction site boundary. These signal plates can be removed after covering the temporary transponder set during authorized train travel.

(c) In order to authorize entry into the construction site by the construction supervisor by means of voice communication, a telephone number, for example for voice communication with the construction supervisor, is entered on the stop sign in the direction of entry. The locomotive driver of a railway locomotive, for example a construction vehicle, may change to ETCS class 0 and drive into the construction site, preferably only after authorization by the competent construction supervisor.

The solutions proposed here include the train stop function at ETCS level changeover without prior authorization, for securing the construction site boundaries by using temporary transponder groups (“unlinked transponder groups”), and The temporary transponder group is laid on site under its own responsibility in order to secure the construction site. This solution can also be used on track sections (railway network sections) equipped for ETCS level 1 or 2.

In addition, the transfer of responsibility of the construction manager for the construction site can be carried out via the track assignment of the reporting section in which the construction site is located, which transfer of responsibility is technically stored in the signaling system. Therefore, regular train travel for which the dispatcher is responsible is excluded for the reporting segment. However, instead of being completely prevented from running, the individual trains can be driven through the construction site authorized by the construction supervisor.

It is also possible to use temporary transponder groups covering the construction site boundary to allow individual trains to run through the construction site prepared and authorized by the construction supervisor.

Figure 2 shows a schematic flowchart of the steps of the solution for controlling the entry of a railway locomotive into a line section.

In step 201, the responsibility for the line section is handed over to the responsible site personnel. The center or dispatcher marks the line segment as occupied. Therefore, following coordination between the responsible on-site personnel and the dispatcher, a maximum of visible travel is permitted in this route section. All further adjustments to the line section are made by the person in charge of the site.

In step 202 , a panel is provided on the track section on site, which indicates that further travel is only permitted after previous coordination with the responsible person; additionally, transponder groups are temporarily installed on the boundary of the track section.

In step 203 it is checked whether the railway locomotive is driving into the track section without asking the person in charge for permission in advance. Such a check can be initiated, for example, by a railway locomotive in the wrong ETCS class and/or passing the transponder bank without a response. Then, in step 204, mandatory braking of the railway locomotive is performed. Proceeding on the road is only possible after contacting the person in charge.

But if, for example, the locomotive driver has contacted the person in charge, obtained permission to enter the section of the line and executed a reply, he can pass the transponder group without performing mandatory braking (cf. step 205). For example, the response can be that the locomotive driver, after contacting the responsible person, adjusts to ETCS level 0, which is not recognized as a violation when driving past the transponder group and thus does not lead to mandatory braking.

The mechanism proposed here is therefore a guarantee that this potentially impermissible entry automatically triggers the mandatory braking of the railway locomotive without prior explicit consent to entry into the track section.

FIG. 3 shows a flow chart similar to FIG. 2 relating to a railway locomotive moving out of a line segment. The prerequisites for steps 201 and 202 described in FIG. 2 are the same, that the route section is under the supervision of the site supervisor and that the temporary transponder group is also arranged on the boundary of the route section in the direction of departure. Obtain permission from the center and/or dispatcher before driving off the route section. The person in charge of the line section is optionally notified that the railway locomotive has left the line section.

In step 301 , when driving past the transponder group in the direction of leaving the route section, it is checked whether a driving-off response has taken place. If there is no exit response, then in step 302 the mandatory braking of the railway locomotive is performed, otherwise in step 303 the mandatory braking of the railway locomotive is not performed, and the railway locomotive can continue to travel outside the line section.

For example, the check can be implemented in such a way that the locomotive driver has to actuate a bypass button in order to exit the route section. The locomotive driver can only operate the bypass-button after prior consultation and based on the permission of the dispatcher or center. If the railway locomotive passes the transponder group in the direction of leaving the track section without pressing the overpass button, then mandatory braking takes place (thereby continuing to travel is accordingly possible). The actuation of the over-button thus corresponds, for example, to a drive-out response, the presence of which can be checked when driving past the transponder group.

Although the invention has been shown and described in detail by means of at least one example, the invention is not limited to the disclosed example and other variations can be derived therefrom by a skilled person without departing from the scope of protection of the invention.

List of reference signs

101 Railway Section Road

102 Line sections (such as construction sites) under the control of responsible personnel (such as construction leaders)

103-105 transponder group

106 Railway locomotives

107 Direction of travel

201-205 Method steps for driving a railway locomotive into a line section, such as a construction site

301-303 Method steps for driving a railway locomotive off a line section, such as a construction site

Claims (15)

1. for running a method for railway locomotive (106),

-wherein, determine maybe to determine track section (102) according at least one responser group (103-105),

-wherein, occur when sailing described track section (102) into or exist sailing into-replying, otherwise cause the forced brake (203-205) of described railway locomotive by least one responser group (103-105) described.

2., by method according to claim 1, wherein, provide speed to be held by least one responser group (103-105) described.

3., by the method that one of aforementioned claim is described, wherein, especially show the described requirement of sailing into-replying on the operator platform telltale of described railway locomotive.

4. by the method that one of aforementioned claim is described, wherein, coordinating to sail into-reply described in rear execution with the personnel being responsible for described track section (102).

5. sail into-reply by the method that one of aforementioned claim is described, wherein, and confirm that described railway locomotive is transformed to ETCS 0 grade.

6. by method according to claim 5, wherein, as long as be transformed to ETCS 0 grade or be transformed to ETCS 0 grade when sailing described track section (102) into before sailing described track section (102) into, then sailed into-replied described in not needing.

7. by the method one of aforementioned claim described, wherein, described track section (102) by center mark for take (201).

8. by the method that one of aforementioned claim is described, wherein, carry out rolling away from-replying when rolling described track section (102) away from, otherwise perform the forced brake to described railway locomotive (106) by least one responser group (103-105) described.

9., by method according to claim 8, wherein, especially show the described requirement of rolling away from-replying on the operator platform telltale of described railway locomotive.

10. roll away from-reply by method described in claim 8 or 9, wherein, with the coordination of dispatcher under perform.

11. by the method one of claim 8 to 10 described, wherein, described in roll away from-reply by operation cross-button performs.

12. an ETCS-line facility,

-there is at least one responser group (103-105), determine maybe to determine track section (102) according at least one responser group (103-105) described,

-wherein, when sailing described track section into (102), if do not sail into-reply, then cause the forced brake of railway locomotive by least one responser group (103-105) described.

13. by ETCS-line facility according to claim 12, wherein, on the border that each responser group (103-105) is arranged in described track section (102) or near the border of described track section (102).

14. by ETCS-line facility described in claim 12 or 13, and wherein, at least one responser group (103-105) described is designed to hide.

15. 1 kinds of railway locomotives with processing unit, described processing unit so designs, and makes

-as long as no sailing into-replying, just can cause the forced brake of described railway locomotive by responser group (103-105) when sailing track section (102) into,

-wherein, described responser group (103-105) is a part at least one responser group (103-105), determines described track section (102) according to this at least one responser group (103-105).