Method and device for automatically influencing track-bound vehicles

Abstract

In a normal operating mode, track-bound vehicles report their respective position to a track-side device and the track-side device determines a respective movement authority taking into account the reported positions for the track-bound vehicles and transmits the movement authorities to the respective track-bound vehicle. If a track-bound vehicles is faulty and cannot ensure its integrity, and it is consequently not able to report a valid or reliable position, a switch-over into a fault mode takes place without interrupting the travel operation of the track-bound vehicles. In the fault mode the faulty track-bound vehicle determines a position of one of its vehicle ends and reports the position together with information that it cannot ensure its integrity, to the track-side device. Movement authorities are then determined by the track-side device, taking into account the reported position of the one vehicle end and track vacancy information of a track-side track vacancy system.

Claims

1. A method of automatically controlling track-bound vehicles, wherein, in a normal operating mode: the track-bound vehicles report their respective positions to a track-side device; and the trackside device determines a respective movement authority for the track-bound vehicles, taking into account the positions reported by the track-bound vehicles, and the movement authority is transmitted to the respective track-bound vehicle; the method comprising: in the event that one of the track-bound vehicles is a faulty track-bound vehicle whose integrity cannot be guaranteed, switching over to a fault mode without interrupting a travel operation of the track-bound vehicles; and in the fault mode: causing the faulty track-bound vehicle to determine a position of one vehicle end thereof and to report the position of the one vehicle end to the track-side device together with an item of information indicating that an integrity of the position of the one vehicle end cannot be guaranteed; and determining the movement authorities for the track-bound vehicles with the track-side device and, with respect to the faulty track-bound vehicle, taking into account the reported position of the one vehicle end and, in respect of the other vehicle end, an item of vacancy reporting information of a track-side vacancy reporting system.

2. The method according to claim 1, wherein, in relation to a travel direction of the faulty track-bound vehicle, the one vehicle end whose position has been reported is a forward vehicle end, the movement authority for the faulty track-bound vehicle is determined taking account of the reported position of the forward vehicle end.

3. The method according to claim 1, wherein, in relation to a travel direction of the faulty track-bound vehicle, the one vehicle end whose position has been reported is a forward vehicle end, the respective movement authority for at least one track-bound vehicle following the faulty track-bound vehicle at a rearward vehicle end is determined taking account of the vacancy reporting information of the track-side vacancy reporting system.

4. The method according to claim 1, wherein, in relation to a travel direction of the faulty track-bound vehicle, the one vehicle end whose position has been reported is a rearward vehicle end, the respective movement authority for at least one track-bound vehicle following the faulty track-bound vehicle at the rearward vehicle end is determined taking account of the reported position of the rearward vehicle end.

5. The method according to claim 1, which comprises, in respect of the other vehicle end of the faulty track-bound vehicle, taking into account an item of vacancy reporting information of a track-side vacancy reporting system in the form of an axle counting system.

6. The method according to claim 1, which comprises, in respect of the other vehicle end of the faulty track-bound vehicle, taking into account an item of vacancy reporting information of a track-side vacancy reporting system based on track circuits.

7. A device for automatically controlling track-bound vehicles, the device comprising: vehicle-side devices disposed on the track-bound vehicles and a track-side device configured to operate in a normal operating mode and in a fault mode; in the normal operating mode: said vehicle-side devices report a position of the respective track-bound vehicle to said track-side device; said track-side device determines a respective movement authority, taking account of the reported positions of the track-bound vehicles and transmits the movement authority to said vehicle-side device of the respective track-bound vehicle; said track-side device being configured, in the event that one of the track-bound vehicles is a faulty track-bound vehicle to the effect that the track-bound vehicle cannot guarantee an integrity thereof, without interrupting a travel operation of the track-bound vehicles, said track-side device switches over into the fault mode; and in the fault mode: said vehicle-side device of the faulty track-bound vehicle being configured to determine a position of one vehicle end thereof and to report the position to said track-side device together with an item of information indicating that the faulty track-bound vehicle cannot guarantee an integrity of the position of the one vehicle end; and said track-side device being configured to determine the movement authorities for the track-bound vehicles and, with regard to the faulty track-bound vehicle, to take into account, in respect of the one vehicle end, the reported position and, in respect of the other vehicle end, an item of vacancy reporting information of a track-side vacancy reporting system.

8. The device according to claim 7, wherein, in the event that the one vehicle end which, in relation to a travel direction of the faulty track-bound vehicle, is a forward vehicle end, said track-side device determines the movement authority for the faulty track-bound vehicle, taking into account the reported position of the forward vehicle end.

9. The device according to claim 7, wherein, in the event that the one vehicle end which, in relation to a travel direction of the faulty track-bound vehicle, is a forward vehicle end, said track-side device determines the respective movement authority for at least one track-bound vehicle following the faulty track-bound vehicle at a rearward vehicle end, taking into account the vacancy reporting information of the track-side vacancy reporting system.

10. The device according to claim 7, wherein, in the event that the one vehicle end which, in relation to a travel direction of the faulty track-bound vehicle, is a rearward vehicle end, said track-side device determines the respective movement authority for at least one track-bound vehicle following the faulty track-bound vehicle at the rearward vehicle end, taking into account the reported position of the rearward vehicle end.

11. The device according to claim 7, wherein in respect of the other vehicle end of the faulty track-bound vehicle, said track-side device is configured to take into account an item of vacancy reporting information of a track-side vacancy reporting system comprising an axle counting system.

12. The device according to claim 7, wherein in respect of the other vehicle end of the faulty track-bound vehicle, said track-side device is configured to take into account an item of vacancy reporting information of a track-side vacancy reporting system based on track circuits.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

(1) The invention will now be described in greater detail making reference to exemplary embodiments. In the drawings:

(2) FIG. 1 is a schematic sketch of a device for automatically controlling track-bound vehicles in a situation in which the track-bound vehicles are operated in a normal operating mode, and

(3) FIG. 2 is a further schematic sketch of a device for automatically controlling track-bound vehicles in a situation in which due thereto that one of the track-bound vehicles can no longer guarantee its integrity, switching over has taken place from the normal operating mode into a fault mode.

(4) In the figures, identical reference signs are used for the same components in each case.

DESCRIPTION OF THE INVENTION

(5) FIG. 1 shows, in a schematic sketch, a device for automatically controlling track-bound vehicles in a situation in which the track-bound vehicles are operated in a normal operating mode. In concrete terms, it is assumed that the track-bound vehicles 10, 20 are rail vehicles which each have a vehicle-side device 11 or 21. The vehicle-side devices 11, 21 can be, for example, vehicle units of an automatic train control system.

(6) According to the representation in FIG. 1, the track-bound vehicles 10, 20 move in a travel direction 25, that is, from right to left. Herein, indicated at the guideway 30 in the form of a track is a track-side device 40 which can comprise, for example, at least one track unit of the automatic train control system. In addition, the track-side device 40 can also comprise at least one central track-side control device which is connected by communication means to the at least one track unit. Since relevant track-side components of automatic train control systems are per se sufficiently well known, for the sake of clarity, they are shown in FIG. 1 exclusively in the form of the track-side device 40.

(7) Apart from the track-side device 40, also indicated on the track-side are axle counters 50 and 51. Herein, the axle counters 50, 51 are a component of a track-side vacancy reporting system in the form of an axle counting system which is provided for the event that an automatic train control operation in moving block operation is not possible due to a fault. This means that the axle counters 50, 51 or a corresponding item of vacancy reporting information provided thereby are not used in the normal operating mode of the automatic train control system. Rather, in the normal operating mode, the respective position of the track-bound vehicles 10, 20 is reported by them to the track-side device 40. Herein, in FIG. 1, by way of example, the position reported by the track-bound vehicle 10 is indicated in the form of a position band or position range 60. This position band covers the region between the two vehicle ends of the track-bound vehicle 10 and preferably also takes account of additional aspects such as, for example, buffer overhangs or safety margins due to the accuracy of the positional resolution. In a corresponding manner, the track-bound vehicle 20 also reports its position cyclically to the track-side device 40.

(8) On the side of the track-bound vehicle 10, the train position indicated by the position range 60 can be determined, for example, in known manner by means of a vehicle-side odometry system, for example, using a wheel impulse generator in combination with track-side balises. Alternatively, it is herein also conceivable, for example, that the positions of the vehicle ends of the track-bound vehicle 10 are determined with satellite support, that is, by means of a GNSS (global navigation satellite system) receiver. Furthermore, a determination of the position of the vehicle ends of the track-bound vehicle 10 can also take place, for example, through the location of a vehicle-side receiver in a radio network. This can take place, for example, in that on the vehicle side, the reports received from track-side access points of the radio network are evaluated and the position of the track-bound vehicle relative to the access points is determined. Herein as the radio network, for example, a WLAN (wireless local area network), for example according to the standard IEEE 802.11, or a mobile radio network, for example according to one of the standards GSM (global system for mobile communications), GPRS (general packed radio service), UMTS (universal mobile telecommunications system) or LTE (long term evolution) can be used.

(9) In the context of the exemplary embodiment described, it is to be assumed that the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20 comprise suitable means for determining the position of the respective track-bound vehicle 10, 20. Depending upon the respective embodiment, it is herein possible that at the respective other vehicle end, a suitable vehicle-side device or at least means for determining the position of the relevant vehicle end are provided. Alternatively thereto, it can also suffice that on the part of the respective vehicle-side device 11, 21, the position of the one, in the present case, front vehicle end is determined and the integrity of the track-bound vehicles 10 or 20 is guaranteed by a corresponding vehicle-side monitoring. This can take place, for example, by means of a corresponding communication connection between the vehicle ends of the track-bound vehicles 10, 20.

(10) At this point, it should be noted that, as distinct from the simplified schematic representation of FIG. 1, the track-bound vehicles 10, 20 typically each consist of a plurality of mutually joined, or linked or coupled units. Thus a monitoring of the integrity of the track-bound vehicles 10, 20 is usually significant particularly in such cases in which they consist of a plurality of units, for example, in the form of railcars.

(11) In normal operating mode, a respective movement authority 70, 71 is determined by the track-side device 40, taking account of the positions for the track-bound vehicles 10, 20 reported by the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20 and said movement authority is transmitted to the respective track-bound vehicle 10, 20. Herein, the respective movement authorities 70, 71 in FIG. 1 are indicated by curves which indicate in particular the point to which the respective movement authority 70, 71 of the respective track-bound vehicle 10, 20 extends. It is herein apparent with respect of the track-bound vehicle 20 following the track-bound vehicle 10, that the movement authority 71 is delimited by the position indicated by means of the region 60 of the vehicle end of the track-bound vehicle 10 that is rearward in the travel direction 25. This means that travel in moving spacing, that is, a moving block operation takes place, advantageously permitting a best possible utilization with regard to network capacity and network throughput. In a similar manner, the movement authority 70 of the track-bound vehicle 10 extends as far as a point which is delimited by the position of a track-bound vehicle (not shown in FIG. 1) traveling ahead of the track-bound vehicle 10 at a smaller spacing.

(12) The scenario shown in FIG. 1, therefore, is the normal operating mode of a CBTC train control system. For the corresponding operating mode, it is an essential precondition that the track-bound vehicles 10, 20 report to the track-side device 40 the positions of their vehicle ends or a position indication in conjunction with an explicit or implicit item of information to the effect that the respective track-bound vehicle 10, 20 can guarantee its integrity. Should this no longer be possible, for example, for the track-bound vehicle 10, then this would normally lead thereto that in relation to both the track-bound vehicles 10 and 20, an automatic braking is initiated and in a fallback mode, switching over takes place to complete use of the axle counting system with the axle counters 50, 51 for the purpose of controlling and safeguarding the rail-bound vehicles 10 and 20.

(13) FIG. 2 shows a further schematic sketch of a device for automatically controlling track-bound vehicles in a situation in which due thereto that one of the track-bound vehicles can no longer guarantee its integrity, switching over has taken place from the normal operating mode into a fault mode.

(14) In the situation shown in FIG. 2, the track-bound vehicle 10 is faulty to the effect that it cannot or can no longer guarantee its integrity. This is indicated by an interruption symbol 80 which can represent either an actual physical separation of the track-bound vehicle 10 or of units thereof, as well as for a component failure or a communication fault which lead thereto that although the track-bound vehicle 10 is still intact, it can no longer make a reliable or valid statement regarding its integrity. Thus, in addition to the vehicle-side device 11 arranged at the front vehicle end, the track-bound vehicle 10 can have a further corresponding vehicle-side device arranged at the rear vehicle end, which can serve, inter alia, for determining the position of the relevant vehicle end and/or for communication with the vehicle-side device 11 for the purpose of confirming the integrity of the track-bound vehicle 10. In the event of a failure of the further vehicle-side device or in the event of a fault in the communication between the vehicle-side device 11 and the further vehicle-side device, the situation arises that it is not possible for the track-bound vehicle 10 to effect, in relation to both its vehicle ends, a reliable, safety-relevant statement with regard to its position.

(15) In the context of the exemplary embodiment described, it is herein assumed that due to the respective fault of the track-bound vehicle 10 without interrupting travel operation of the track-bound vehicles 10 and 20, switching over takes place from the normal operating mode of the train control system into a fault mode. This means that the switch-over from the normal operating mode into the fault mode takes place dynamically wherein in this relation, preferably no automatic braking of the track-bound vehicles 10, 20 is required.

(16) In the fault mode, the faulty track-bound vehicle 10 further determines a position of one of its vehicle ends, that is in this case, the front vehicle end at which the vehicle-side device 11 is arranged. The determined position of the one vehicle end is reported to the track-side device 40 by the track-bound vehicle 10 or its vehicle-side device 11 together with an item of information to the effect that it cannot guarantee its integrity.

(17) The movement authorities 61 and 72 for the track-bound vehicles 10, 20 are now determined by the track-side device 40 such that in respect of the faulty track-bound vehicle 10, in relation to the one front vehicle end, the reported position is taken into account and, in relation to the other, rear, vehicle end, an item of vacancy reporting information of the track-side vacancy reporting system is taken into account. This is indicated in FIG. 2 by a position band 61 which indicates the position of the track-bound vehicle 10 reported during fault mode or used by the track-side device 40. It is herein apparent that no change takes place in relation to the one, front, vehicle end of the track-bound vehicle 10 as compared with FIG. 1. This means that the faulty track-bound vehicle 10 can continue to travel in moving block operation.

(18) In respect of the other, that is rear, vehicle end, for the control of the track-bound vehicles 10, 20, however, an item of vacancy reporting information from a track-side vacancy reporting system in the form of the axle counting system with the axle counters 50 and 51 is taken into account. On the basis of the available vacancy reporting information, it is herein possible for the track-side device 40 to delimit the rear vehicle end of the track-bound vehicle 10 by means of the position of the axle counter 50. The additional position range which the track-bound vehicle 10 or parts thereof can therefore occupy is indicated in FIG. 2 by a dashed part of the position band 61.

(19) Since when traveling with a fixed spacing, typically at least one free block is required between the track-bound vehicles 10 and 20, this leads in the situation shown in FIG. 2 thereto that the movement authority 71 granted in normal operating mode to the track-bound vehicle 20 which follows the faulty track-bound vehicle 10 is revoked and is replaced with a new movement authority 72. Herein, this new movement authority 72 is delimited by the position of the axle counter 51.

(20) It should be noted that, as distinct from the representation of FIGS. 1 and 2, it is also possible that the one vehicle end is the rear vehicle end in relation to the travel direction 25 of the faulty track-bound vehicle 10. In this case, advantageously, the respective movement authority for at least one track-bound vehicle 20 following the faulty track-bound vehicle 10 at the one, rear, vehicle end, can be determined taking account of the reported position of the one, rear, vehicle end. This means that in this case in respect of the following track-bound vehicle 20, a moving block operation can be maintained.

(21) The method described above and the associated device are characterized in particular in that through the skillful combination of the available information, the efficiency of the system for automatically controlling the track-bound vehicles 10, 20 in the form of the respective train control system is improved in the event of train integrity faults. This applies particularly in relation to the robustness and availability of CBTC systems since a moving block operation is maintained whenever possible and switching over only takes place in the absolutely necessary extent of a use of the vacancy reporting information of the track-side vacancy reporting system. As a result, this therefore leads thereto that, in the event that one of the track-bound vehicles 10, 20 can no longer guarantee its integrity and therefore switching over to a fault mode takes place, the travel operation can be largely maintained. This has the result that even a faulty track-bound vehicle can advantageously firstly still complete the operating day before correction of the fault takes place. By this means, therefore operating disruptions due to train integrity faults can be minimized and in the event of their occurrence, resolved as rapidly as possible. Advantageously, herein in the respective system, components and mechanisms that are often already present can be dynamically combined such that an increase in the robustness and thus of the efficiency of the overall system results.