HK1226034B - Method and arrangement for operating radio-influenced rail-bound vehicles - Google Patents

Description

Method and device for operating a rail vehicle subject to radio frequency influences

Technical Field

The invention relates to a method for operating a rail vehicle which can be influenced by radio waves by means of a transmitter/receiver device on the track side and on the vehicle side, and to a device associated with such a vehicle.

Background Art

Modern train control systems for light rail and subway trains are based on CBTC (Communication-Based Train Automation) systems, which use radio-based transmission systems for data communication, typically WLAN according to IEEE 802.11. To achieve tighter train formations on a line, vehicles are preferably operated according to the moving block method. Block guarantees are not based on predetermined track lengths, but rather on blocks and/or protection lines moving ahead and/or behind the vehicle. Calculating these blocks requires continuous vehicle positioning—that is, determining the exact position, speed, and direction of travel of subsequent vehicles. This block calculation is performed centrally or decentralized within the trackside components of the train-influencing system. The vehicle-side components influencing the train transmit data on the current position, speed, and other data as position reports (PR) to the trackside components influencing the train. The trackside components influencing the train calculate the distance between each vehicle and the next safely accessible intermediate destination from the position reports (PR) and transmit the movement authorization (MA) to the vehicle-side components influencing the train. This MA predetermines the vehicle's route to the intermediate destination, ensuring that no other vehicles are present between the vehicle and the intermediate destination. The MA is activated at short intervals to adjust the distance between the two vehicles to a safe minimum. This method places high demands on data communication between the vehicle-side components of the train-influencing system and the track-side components that influence the train, particularly in terms of bandwidth, latency, and availability.

Figures 1 and 2 illustrate a known communication method. A complex, radio-based transmission system is used for data communication. The system consists of a line-side transceiver 1 and a vehicle-side transceiver 2, as well as a central control and data output unit 3. The line-side transceivers 1 must be distributed along a typically multi-track line 4, spaced several hundred meters apart between stops 5 (Figure 2). Each vehicle 6 is therefore radio-connected to at least one line-side transceiver 1, enabling continuous communication between vehicle-side components 7 and line-side components 8. Transceivers 2 are typically located at both ends of the vehicle 6 and connected to the vehicle-side components 7 via a router 9. The central control and data output unit 5 controls the flow of data from the vehicle-side transceivers 2 via the line-side transceivers 1 to the central or decentralized line-side components 8, as well as the data transfer from the radio-based transmission system 10 to the line-side signaling network 11, which distributes the data to the line-side components 8. In this way, all data to be transmitted from stationary trackside components 8 influencing the train to vehicle 6 and from vehicle 6 to trackside components 8 influencing the train are conducted via the central control and data transfer unit 3. A disadvantage of this known data transmission method is that a large number of trackside transmitting/receiving devices 1 in close proximity are required to ensure that the radio connection between vehicle 6 and the road device is not interrupted.

Summary of the Invention

Therefore, the technical problem to be solved by the present invention is to provide a method and a device of the type that can reduce the number of line-side transmitting/receiving devices.

According to the present invention, the technical problem is solved in such a way that a radio connection is established between a vehicle-side transmitting/receiving device that temporarily has no radio connection with a line-side transmitting/receiving device and a vehicle-side transmitting/receiving device of another vehicle that is within radio range, so that a closed data transmission chain is formed between the vehicle-side transmitting/receiving device and the line-side transmitting/receiving device, wherein the line-side component affecting the train transmits identification (ID) data of the preceding and following vehicles to the vehicles in the data transmission chain in addition to movement authorization (MA) data, and wherein the vehicle-side component affecting the train transmits current position report (PR) data to the line-side component affecting the train and additionally to the vehicle-side component affecting the train of the following vehicle.

For this purpose, a device according to one embodiment of the invention is provided, wherein vehicle-side transmitting/receiving devices are arranged at both ends of the vehicle and are connected to a radio link logic for the purpose of establishing a closed data transmission chain between a plurality of vehicle transmitting/receiving devices and a line-side transmitting/receiving device as required.

Because the vehicle-side transmitting/receiving devices also communicate with each other according to the present invention, data transmission can be implemented indirectly in both directions to a certain extent. To this end, the MA calculated by the track-side components influencing the train not only includes the adjusted route to the next intermediate destination (as previously), but also includes the IDs of the preceding and following vehicles, provided that the vehicles provide such IDs. Furthermore, the vehicle-side components influencing the train send a PR (position report) not only to the track-side components influencing the train but also to the following vehicles. Based on the PR of the preceding vehicle, the vehicle-side components influencing the train determine the distance to the preceding vehicle, thereby ensuring that the braking distance is maintained in all situations. If there is no preceding vehicle between the vehicle and the intermediate destination, the last valid MA is canceled until the intermediate destination. However, if the PR of the preceding vehicle is not available, the vehicle can follow the preceding vehicle at a speed that allows for a safe stop within the radio range specified for the track. If the preceding vehicle is traveling very slowly or is stopped, the following vehicle can move closer until the two vehicles can communicate directly.

The vehicle-side transceiver acts as a mobile relay station, thus expanding the network of line-side transceivers. This reduces the number of line-side transceivers. Furthermore, extensive infrastructure for line-side transceivers, typically designed as access points, such as power supplies, network connections, cable ducts, and pedestals, can be eliminated.

Another advantage is that fewer MAs need to be set up and transmitted, as they are not limited by the length of the free track section up to the preceding vehicle. Since the PR can be passed on to the following vehicle, the burden on the line-side network is reduced, and the PR reaches the following vehicle more quickly. Vehicle-side components that influence the train autonomously calculate the length of the free track section up to the preceding vehicle based on the PR of the preceding vehicle.

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

According to one embodiment of the present invention, in a multi-track line, the data transmission chain includes vehicle-side transmitting/receiving devices of vehicles traveling on adjacent tracks. In this case, both vehicles traveling in the same direction and vehicles traveling in opposite directions can be used to form the data transmission chain. The dynamic behavior of the vehicles makes it possible to tolerate even brief interruptions in the data transmission chain without significantly impeding the data flow. Vehicles traveling in opposite directions are particularly advantageous in this regard. The closer the train formation, the higher the efficiency of data transmission. Redundant or multiply redundant data transmission chains or data transmission chain segments can also be constructed.

Additionally or alternatively to vehicles on adjacent tracks, one embodiment of the present invention also includes a trackside transmitter/receiver device positioned between the tracks. Fixed transmitter/receivers are particularly advantageous in twin-tube tunnel lines. This allows for establishing or maintaining a radio connection between vehicles separated by the tunnel wall. For example, trackside transmitter/receivers can be installed at emergency exits, which are typically spaced at regular intervals within a tunnel. These specialized trackside transmitter/receivers can operate autonomously or be networked with other trackside transmitter/receivers.

According to one embodiment of the present invention, the radio connection logic for the on-demand closed data transmission chain is located in a router positioned between the vehicle's transceivers, wherein the router is connected to the vehicle-side components affecting the train. The transceivers positioned at both ends of the vehicle forward data received by the vehicle-side or line-side transceivers via the router to the vehicle-side components affecting the train and/or to the vehicle-side transceivers positioned at the other train end.

According to one embodiment of the present invention, data is temporarily stored in a router and/or other links in the data transmission chain before being forwarded or processed, with the data preferably being deleted after a validity period. This validity period can be either general or data-type-dependent, and can be related to the time elapsed since the data was generated or the path taken in the data transmission chain. Alternatively, the radio link logic with the algorithms for forwarding and storing data can also be integrated directly into the vehicle-side transceiver, instead of into the router.

According to one embodiment of the present invention, an additional infrastructure-side transceiver is provided for coordinated control of line-side and/or vehicle-side devices. For example, in automated subway systems, local processes must be coordinated. This involves, for example, the synchronized opening and closing of train doors and platform doors. For this purpose, an infrastructure-side transceiver is used, either operating autonomously or networked with other line-side transceivers.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be further explained below in conjunction with the third figure, which illustrates the prior art and the previously described figures 1 and 2. Elements of the same type in figures 1 to 3 are given the same reference numerals.

DETAILED DESCRIPTION

FIG3 shows a plurality of possibilities for constructing a data transmission chain. Below, a data transmission chain is shown as an example selection:

Case 1: On a double-track line 4 for different directions of travel (indicated by arrows), only vehicles 6.3, 6.4 and 6.5 are present: a data transmission chain is formed from vehicle 6.4 via vehicles 6.3 and 6.5 to the line-side transceiver 1.2.

- Second case: Only vehicles 6.4 and 6.6 are present on line 4: A data transmission chain is formed from vehicle 6.4 via line-side transceiver 1.3, line-side network 10 and line-side transceiver 1.1 to vehicle 6.6.

Case 3: Only vehicles 6.5 and 6.6 are present on line 4: A data transmission chain is formed from vehicle 6.5 via line-side transceiver devices 1.2 and 1.1 to vehicle 6.6.

- Fourth case: Only vehicles 6.3, 6.4 and 6.5 are present on line 4, wherein the radio connection 12 between vehicle 6.4 and line-side transceiver 1.3 is disrupted: a 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 line-side transceivers 1.2 and 1.1 to vehicle 6.6.

Due to this data transmission chain, in which a plurality of vehicles 6 . 1 to 6 . 6 can be integrated, a plurality of track-side transmitting/receiving devices 1 between the platforms 5 are no longer necessary at a corresponding vehicle density, as can be seen from a comparison of FIGS. 2 and 3 .

Claims (7)

1. A method for performing communication-based train control and for operating rail vehicles (6, 6.1 to 6.6) that are subject to radio interference via track-side transmitters/receivers (1, 1.1, 1.2, 1.3) and vehicle-side transmitters/receivers (2), Among them, the vehicle-side transmitter/receiver (2), which does not have a radio connection with the line-side transmitter/receiver (1.1, 1.2, 1.3) temporarily, establishes a radio connection with the vehicle-side transmitter/receiver of at least one other vehicle (6.1 to 6.6) within the radio range, such that a closed data transmission chain is formed between the vehicle-side transmitter/receiver (2) and the line-side transmitter/receiver (1.1, 1.2, 1.3), wherein the line-side train-influencing component (8) transmits, in addition to the movement authorization (MA) data, the identification (ID) data of the preceding and following vehicles (6.1 to 6.6) to the vehicles (6.1 to 6.6) in the data transmission chain, and wherein the vehicle-side train-influencing component (7) transmits the current position report (PR) data to the line-side train-influencing component (8) and additionally to the vehicle-side train-influencing component (7) of the following vehicles (6.1 to 6.6). 2. The method according to claim 1, characterized in that, In a multi-track line (4), the data transmission chain includes vehicle-side transmitters/receivers (2) on vehicles (6.1 to 6.6) traveling on adjacent tracks. 3. The method according to claim 1 or 2, characterized in that, The data transmission chain includes line-side transmitting/receiving devices placed between the tracks. 4. The method according to claim 1 or 2, characterized in that, In the links of the data transmission chain, data is temporarily stored in the middle before continuing transmission and/or deleted after data failure. 5. An apparatus for performing communication-based train control and for operating rail vehicles (6, 6.1 to 6.6) capable of being radio-affected by a track-side transmitter/receiver (1, 1.1, 1.2, 1.3) and a vehicle-side transmitter/receiver (2), comprising a vehicle-side transmitter/receiver (2), a track-side transmitter/receiver (1, 1.1, 1.2, 1.3), a track-side component for affecting the train (8), and a vehicle-side component for affecting the train (7), wherein the vehicle-side transmitter/receiver (2) temporarily does not have a radio connection with the track-side transmitter/receiver (1.1, 1.2, 1.3) and is configured to have a radio-affected connection with at least one other vehicle (6.1 to 6.6) within radio range. The vehicle-side transmitter/receiver establishes a radio connection, thereby forming a closed data transmission chain between the vehicle-side transmitter/receiver (2) and the line-side transmitter/receiver (1.1, 1.2, 1.3), wherein the line-side train-influencing component (8) is configured to transmit, in addition to movement authorization (MA) data, the identification (ID) data of the preceding and following vehicles (6.1 to 6.6) to the vehicles (6.1 to 6.6) in the data transmission chain, and wherein the vehicle-side train-influencing component (7) is configured to transmit current position report (PR) data to the line-side train-influencing component (8), and additionally to the vehicle-side train-influencing component (7) of the following vehicles (6.1 to 6.6), wherein, The vehicle-side transmitter/receiver (2) is mounted on both ends of the vehicle (6.1 to 6.6) and connected to the radio connection logic to construct a closed data transmission chain on demand between the transmitter/receiver (2) of multiple vehicles (6.1 to 6.6) and the line-side transmitter/receiver (1.1, 1.2, 1.3). 6. The apparatus according to claim 5, characterized in that, The radio connection logic is set in a router (9) located between the transmitter/receiver (2) of the vehicle (6.1 to 6.6), and the router is connected to the vehicle-side component (7) that affects the train. 7. The apparatus according to claim 5 or 6, characterized in that, Install infrastructure-side transmitters/receivers to coordinate the control of line-side and/or vehicle-side devices.