HK1226034A1 - Method and arrangement for operating radio-influenced rail-bound vehicles - Google Patents

Description

Method and device for operating a rail vehicle affected by radio

Technical Field

The invention relates to a method for operating a rail vehicle that can be influenced by radio by means of line-side and vehicle-side transmitting/receiving devices, and to a device associated with such a vehicle.

Background

Modern train control systems for light rail trains and subways are based on CBTC (communication based train automation control) systems, wherein for data communication a radio based transmission system is used, typically a WLAN according to IEEE 802.11. In order to realize a relatively compact train on the line, the operation of the vehicle is preferably carried out according to a moving block method. In this case, the block section protection is not based on a predetermined track section length, but on a block section and/or a protective route that moves in front of and/or behind the vehicle. In order to calculate such occlusion intervals, it is necessary to continuously locate the vehicle, i.e. to determine the exact position, speed and direction of travel of the vehicles following one after the other. Such calculation of the block section is performed in a centralized manner or in a non-centralized manner in a component on the line side of the device affecting the train. The data relating to the current position, speed and other data are transmitted by the train-side train-influencing component as a Position Report (PR) to the line-side train-influencing component. The line-side train-influencing component calculates from the Position Report (PR) the distance of the respective vehicle from the next safe reachable intermediate destination and transmits the Movement Authorization (MA) to the vehicle-side train-influencing component. The MA predetermines a driving route of the vehicle up to an intermediate destination, wherein it is ensured that no further vehicles are present between the vehicle and the intermediate destination. The MA is activated in a short time interval in order to set the distance between the two vehicles to a safe minimum. This method places high demands on the data communication between the vehicle-side part of the train-influencing device and the line-side part of the line-side train-influencing device, in particular with regard to bandwidth, latency and availability.

A known communication method is represented diagrammatically in fig. 1 and 2. Here, a complex radio-based transmission system is used for data communication, which transmission system is composed of a line-side transmission/reception device 1 and a vehicle-side transmission/reception device 2 as well as a central control and data output unit 3. The line-side transmission/reception devices 1 must be distributed along the usually multi-track line 4 with a spacing of several hundred meters between the stops 5 (fig. 2), so that each vehicle 6 is in radio connection with at least one line-side transmission/reception device 1, whereby a continuous communication between the vehicle-side train-influencing components 7 and the line-side train-influencing components 8 can be achieved. Usually, a transmitting/receiving device 2 is provided on both ends of the vehicle 6, which is connected to the train-side train-influencing component 7 via a router 9. The central control and data output unit 5 controls the data flow from the vehicle-side transmitting/receiving device 2 via the line-side transmitting/receiving device 1 to the central or non-central train-influencing components 8 and the data transfer from the radio-based transmission system 10 to the line-side signaling network 11, which signaling network 11 distributes the data to the train-influencing components 8 on the line side. In this way, all data to be transmitted from the stationary line-side train-influencing component 8 to the vehicle 6 and from the vehicle 6 to the line-side train-influencing component 8 are conducted via the central control and data transfer unit 3. A disadvantage of this known data transmission method is that, in particular, a large number of directly adjacent line-side transmitting/receiving devices 1 is necessary in order to ensure that the radio connection between the vehicle 6 and the road device is not interrupted.

Disclosure of Invention

The technical problem underlying the present invention is therefore to provide a method and a device of the type which enable a reduction of the line-side transmission/reception devices.

According to the invention, the object is achieved in that, for establishing a radio connection between a vehicle-side transmitting/receiving device, which temporarily does not have a radio connection with a line-side transmitting/receiving device, and a vehicle-side transmitting/receiving device of a further vehicle, which is present within a radio range, so that a closed data transmission chain is formed between the vehicle-side transmission/reception device and the line-side transmission/reception device, wherein the train-influencing components of the train side transmit Identification (ID) data of preceding and following vehicles in addition to Movement Authorization (MA) data to the vehicles of the data transmission chain, and wherein the vehicle side train affecting component transmits current Position Report (PR) data to the line side train affecting component and additionally to the vehicle side train affecting component of the subsequent vehicle.

To this end, a device according to claim 5 is provided, wherein vehicle-side transmitting/receiving devices are arranged on both ends of the vehicle and are connected to a radio connection logic for a closed data transmission chain which is constructed as required between a plurality of vehicle transmitting/receiving devices and a line-side transmitting/receiving device.

Since the vehicle-side transmitting/receiving devices also communicate with one another according to the invention, data transmission can be configured indirectly to some extent in both directions. For this purpose, the MA calculated by the train-influencing components on the route side does not only (as hitherto) contain the driving route adjusted to the next intermediate destination, but also the ID of the additional preceding and following vehicles, provided of course that this vehicle gives this ID. Furthermore, the train-side train-influencing component transmits PR (position report) not only to the line-side train-influencing component but also to the following vehicle. The vehicle-side train-influencing component determines the distance from the vehicle traveling ahead, depending on the PR of the vehicle traveling ahead, so that the braking distance can be maintained in any case. If there is no preceding vehicle between the vehicle and the intermediate destination, the last valid MA can be released until the intermediate destination. However, without the PR of the preceding vehicle being available, the vehicle can follow the preceding vehicle at a certain speed, which enables a safe parking within a certain distance of radio action of the route. For very slow or stopped situations where a preceding vehicle is traveling, the following vehicles can move forward closer together until the two vehicles can communicate directly.

The vehicle-side transmission/reception device functions as a mobile relay station to some extent, thereby expanding the network of line-side transmission/reception devices. Therefore, the number of line-side transmission/reception devices can be reduced. Extensive infrastructure for line-side transmitting/receiving devices, especially designed as access points, such as power supplies, network connections, cable conduits, pedestals, can also be dispensed with.

Furthermore, it is advantageous if fewer MAs have to be set up and transported, since these MAs are not limited by the length of the free track section up to the preceding vehicle. Since PR can be conducted further to the following vehicle, the load on the line-side network is reduced and PR arrives faster at the following vehicle. The vehicle-side train influencing component autonomously calculates the length of the free track section up to the preceding vehicle from the PR of the preceding vehicle.

By reducing the number of components involved in the data communication, the availability and thus the reaction speed are improved for the entire system while at the same time shortening the data transmission path.

According to claim 2, it is provided that, in a multitrack circuit, the vehicle-side transmitting/receiving devices of the vehicles traveling on adjacent tracks are included in the data transmission chain. Here, not only vehicles traveling in the same direction but also vehicles traveling in the opposite direction can be used to form the data transmission chain. Even a short interruption of the data transmission chain can be tolerated by the dynamic behavior of the vehicle without significantly interrupting the data flow. Vehicles traveling in the opposite direction are particularly advantageous here. The closer the train queues are adjacent, the higher the work efficiency of data transmission. Redundant or multiply redundant data transmission chains or data transmission chain segments can also be constructed.

In addition or as an alternative to vehicles on adjacent rails, the method according to claim 3 further comprises a line-side transmitting/receiving device arranged between the rails. A stationary transmitting/receiving device is advantageous in particular in double-pipe tunnel lines. A radio connection between vehicles separated by tunnel walls can thus be established or maintained. For example, the line side transmitter/receiver devices can be installed on safety exits that are typically placed at regular intervals within the tunnel. This particular line side transmitter/receiver device can operate automatically or be networked with other line side transmitter/receiver devices.

The radio connection logic for the on-demand closed data transmission chain according to claim 6 is provided in a router arranged between the vehicle transmission/reception devices, wherein the router is connected to the vehicle-side train-influencing components. The transmission/reception devices arranged at both ends of the vehicle transmit/receive data received by the vehicle-end or line-side transmission/reception device via the router to the vehicle-side train-influencing components and/or to the vehicle-side transmission/reception devices arranged at the other train ends.

According to claim 4, data is temporarily intermediately stored in the router and/or in other links of the data transmission chain before continuing to conduct or process, wherein the data is preferably deleted after a valid time interval. This validity can be either generic or data type dependent and related to the time elapsed since data was generated or to the path taken in the data transmission chain. The radio connection logic with the algorithm for further conducting and storing data can alternatively also be integrated directly in the vehicle-side transmitting/receiving device instead of in the router.

According to claim 7, a transmitting/receiving device is provided, which is additionally on the infrastructure side, for the coordinated control of the line-side and/or vehicle-side devices. For example, in an automated subway system, local processes must be coordinated. This relates, for example, to the simultaneous opening and closing of the vehicle and platform doors. For this purpose, infrastructure-side transmitting/receiving devices are used, which either operate automatically or are networked with other line-side transmitting/receiving devices.

Drawings

The invention will be further elucidated with reference to the third drawing, which is in accordance with the prior art shown in the drawing and previously described with reference to fig. 1 and 2. Elements of the same type in fig. 1 to 3 are denoted by the same reference numerals.

Detailed Description

Fig. 3 shows the various possibilities that exist for constructing a data transmission chain. In the following, data transmission chains are shown as an exemplary choice:

-a first case: on the two-track route 4 for different driving directions (indicated by arrows), only vehicles 6.3, 6.4 and 6.5 are present: the data transmission chain is formed by the vehicle 6.4 via the vehicles 6.3 and 6.5 to the line-side transmission/reception device 1.2.

-a second case: only vehicles 6.4 and 6.6 are present on line 4: a data transmission chain is formed by the vehicle 6.4 via the line-side transmitting/receiving device 1.3, the line-side network 10 and the line-side transmitting/receiving device 1.1 up to the vehicle 6.6.

-a third case: only vehicles 6.5 and 6.6 are present on line 4: a data transmission chain is formed from the vehicle 6.5 via the line-side transmission/reception devices 1.2 and 1.1 to the vehicle 6.6.

-a fourth case: only vehicles 6.3, 6.4 and 6.5 are present on line 4, radio connection 12 between vehicle 6.4 and line-side transmission/reception device 1.3 being disturbed: the data transmission chain is formed from vehicle 6.4 to vehicle 6.3 (as soon as vehicle 6.3 has reached the position of 6.2) via the line-side transmission/reception devices 1.2 and 1.1 up to vehicle 6.6.

With such a data transmission chain, into which a plurality of vehicles 6.1 to 6.6 can be integrated, a multiplicity of line-side transmission/reception devices 1 between the platforms 5 at a corresponding vehicle density is no longer necessary, as is shown by a comparison of fig. 2 and 3.

Claims (7)

1. A method for operating a rail vehicle (6, 6.1 to 6.6) which can be influenced by radio by means of a line-side transmitting/receiving device (1, 1.1, 1.2, 1.3) and a vehicle-side transmitting/receiving device (2),

characterized in that a radio connection is temporarily established between a vehicle-side transmitting/receiving device (2), which has no radio connection with the line-side transmitting/receiving device (1.1, 1.2, 1.3), and a vehicle-side transmitting/receiving device of at least one further vehicle (6.1 to 6.6) which is present within a radio range, such that a closed data transmission chain is formed between the vehicle-side transmitting/receiving device (2) and the line-side transmitting/receiving device (1.1, 1.2, 1.3), wherein the line-side train-influencing component (8) transmits Identification (ID) data of preceding and following vehicles (6.1 to 6.6) to the vehicles (6.1 to 6.6) of the data transmission chain in addition to the Movement Authorization (MA) data, and wherein the vehicle-side train-influencing component (7) transmits the current Position Reporting (PR) data to the line-side train-influencing component (8), And additionally to train-influencing components (7) of the following vehicles (6.1 to 6.6) on the vehicle side.

2. The method of claim 1,

in a multi-track line (4), vehicle-side transmitting/receiving devices (2) on vehicles (6.1 to 6.6) running on adjacent tracks are included in the data transmission chain.

3. The method according to any of the preceding claims,

a line side transmit/receive device disposed between the tracks is included in the data transmission chain.

4. The method according to any of the preceding claims,

in the chain links of the data transmission chain, data is temporarily intermediately stored before continuing to conduct and/or deleted after data failure.

5. An apparatus for operating the method according to any one of the preceding claims,

the vehicle-side transmitting/receiving devices (2) are arranged on both ends of the vehicles (6.1 to 6.6) and are connected to a radio connection logic for building a closed data transmission chain between the transmitting/receiving devices (2) of a plurality of vehicles (6.1 to 6.6) and the line-side transmitting/receiving devices (1.1, 1.2, 1.3) as required.

6. The apparatus of claim 5,

radio connection logic arranged in a router (9) arranged between the transmitting/receiving devices (2) of the vehicles (6.1 to 6.6), said router being connected to the train-influencing components (7) on the vehicle side.

7. The apparatus of claim 5 or 6,

infrastructure-side transmit/receive devices are provided for coordinated control of line-side and/or vehicle-side devices.