EP3782869B1 - Train control system and method for controlling a train within a train control system - Google Patents
Train control system and method for controlling a train within a train control system Download PDFInfo
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- EP3782869B1 EP3782869B1 EP19193069.2A EP19193069A EP3782869B1 EP 3782869 B1 EP3782869 B1 EP 3782869B1 EP 19193069 A EP19193069 A EP 19193069A EP 3782869 B1 EP3782869 B1 EP 3782869B1
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- 238000012502 risk assessment Methods 0.000 claims description 65
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0062—On-board target speed calculation or supervision
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or train operation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
Definitions
- the invention relates to a method for controlling a train within a train protection system and a train protection system for carrying out the method.
- Track protection and train sequence control for a railway system is currently carried out by technical systems, in particular by signal boxes, electronic train control systems such as ETCS (European Train Control System) and operational rules [2].
- ETCS European Train Control System
- [2] discloses the use of a Bayesian network for probabilistic safety analysis (PSA) of railway lines.
- PSA probabilistic safety analysis
- Bayesian network also called: Bayesian network, decision network, Bayes(ian) model or probabilistic directed acyclic graph model
- Bayesian network is a probabilistic graph model (statistical model) that represents a set of variables and their conditional dependencies via a directed acyclic graphs (DAG).
- DAG directed acyclic graphs
- Bayesian networks are also used in IT to carry out risk assessments as part of security management [3][4][5][6].
- [3][4] describes a real-time safety assessment to perform a dynamic assessment of occupational health and safety conditions on the construction site using a hidden Markov model.
- the safety risk of the workers is linked to the local locations.
- safety integrity level SIL4 safety integrity level
- the measured procedure uses a statically created accident model to understand and describe railway accidents.
- the accident modeling preferably takes place outside of the operation of the train protection system.
- the following accident classes can be defined, for example: “Derailment”, “Collision with other trains”, “Collision with people/objects”, “Accidents at level crossings”.
- Accident influencing factors are factors (elements) that can contribute to the events contained in the accident classes, i.e. influence the accident risk, e.g. B. environment, driver, driver decision, train, infrastructure, speed, monitoring).
- the description of the infrastructure and the train must be determined reliably (SIL4).
- a predefined route is not released, but an individual route reservation is created, i. H. the route reservation is determined specifically for a selected train at a specific location at a specific time.
- a route reservation includes a route section selected/determined individually for a specific train on the route to be traveled by the train, but is not pre-configured, i.e. it does not relate to a predetermined route section.
- the route reservation can be requested directly from the train, from the dispatcher or from an operational entity.
- the dispatcher/operational facility first determines the extent of the route reservation for the selected train and the route profile.
- the route profile includes a route description for the extension of the route reservation, in particular a gradient profile (altitude meter of the reservation area as a function of the distance), a speed profile (maximum speed permitted within the reservation area as a function of the distance, axle load permitted, curve superelevation, etc.).
- the maximum permitted speed in the reservation area depends in particular on the maximum route speed (permitted maximum speed), the maximum train speed (depending e.g. on the axle load, freight train, passenger train, braking capacity, ...), curve radius and superelevation in the curves, temporary speed restrictions.
- the expansion of the route reservation is influenced, for example, by whether/where there are other trains, workers, construction sites, etc. on the route to be traveled.
- the request is sent to the risk assessment facility, which carries out a risk assessment for the requested (individually determined) route reservation in real time.
- the risk assessment is preferably carried out for all accident classes previously determined within the scope of the method.
- the real-time risk assessment involves determining a risk factor for the movement of the selected train within the route reservation. The risk (risk factor) is therefore determined and evaluated individually for each train in real time.
- the risk assessment facility uses the real-time risk assessment to assess whether the commands necessary for route reservation (changeover of switches, permission to run trains, ...) are permissible.
- the risk assessment device can, in the event of fault reports from field elements or position/speed reports from the train, assess whether the current situation leads to a hazard and, if necessary, take safety measures.
- the method according to the invention adapts dynamically to the traffic situation and the operator's commands, calculates all individual risks and guarantees the highest safety integrity (SIL4) with the highest throughput within a monitored control area before issuing commands to field elements and driving authorizations to trains.
- SIL4 highest safety integrity
- the method according to the invention describes a generic solution that does not require any specific configuration and significantly simplifies the approval procedure. It requires no operative rules and no planning of routes or driving licenses.
- a current position of the train is preferably determined in order to determine the route reservation.
- the position is preferably determined by means of satellites (GNSS).
- the integrity of the train is preferably determined to determine the route reservation.
- the real-time risk assessment is exclusively based on physical and/or geometric parameters of the accident influencing factors and error probabilities of the accident influencing factors is carried out. This is advantageous since the physical and geometric parameters can be determined easily or are known anyway.
- the error probability of an accident influencing factor influences the error probability of the other accident influencing factors.
- a probabilistic graph model (graphic model) is used for the real-time risk assessment, which describes the previously created accident model, a graph with nodes and edges being constructed/instantiated, with conditional probabilities being stored for each node.
- Probabilistic Graphical Models are graphs with nodes and edges, where the nodes represent probability variables. The absence of edges between nodes of the graph indicates their independence.
- a graph is instantiated/generated that represents the topology of the railway system. The instantiated graph thus describes the train and the geometric infrastructure of the railway system.
- the graph is preferably a directed and/or acyclic graph, for example a graph according to a Bayesian network (directed and acyclic) or according to a Markov model.
- the graph model used according to the invention is a statistical model that represents a set of variables (accident influencing factors/nodes) and their dependencies via a directed, in particular acyclic graph (DAG).
- the dependencies of the nodes are modeled using conditional probabilities.
- the graph generically describes the previously created accident model.
- the graph can be viewed as a dynamic network set up to calculate accident probability rates to be calculated (probability network).
- the generic graph is generated dynamically, ie depending on the current situation, the route reservation and the geometric description of the route and the train.
- BN Bayesian Network
- Bayesian Networks are ideal for capturing an event that occurred and predicting the probability that one of several possible known causes was the determining factor.
- the probability distribution of all accident influencing factors involved is represented compactly using known conditional probabilities.
- the conditional probabilities for each node are stored in a probability table.
- the structure of this graph and its probability tables are determined by the accident model.
- the probability tables include physical and/or geometric parameters of the respective accident influencing factor and their error probabilities.
- the physical and/or geometric parameters of the train (axle load, braking capacity, ...) can be determined from the train mechanics, for example
- STAMP Systems-Theoretic Accident Model and Processes
- STPA Systems Theoretic Process Analysis
- the nodes are preferably accident class nodes and element nodes, with an element node representing an accident influence factor and with an accident class node representing one of the accident classes.
- a conditional probability distribution (probability table) of the random variables (accident influence factor) represented by the node is stored for each node.
- the probability distribution assigns random variables to the parent nodes.
- the route reservation can include a number of route reservation subareas, with a (preferably directed, in particular acyclic) subgraph being constructed/instantiated for each route reservation subarea, which represents a subnetwork.
- the route reservation sections are preferably defined (limited) by changes on the route. This means that if a route parameter changes (e.g. due to a new gradient profile, branching of the route by a switch, change of the slope of the route%), the previous route reservation section ends and the next route reservation section begins. This is particularly advantageous since changing the route parameters can affect the accident risk (risk factor).
- a partial risk factor is therefore calculated for each route reservation sub-area.
- the accident risk of the various route reservation sections can depend on different accident influencing factors.
- the subnets of the different route reservation sections can thus include different types and numbers of nodes.
- the route reservation is only released if the accident risk (sub-risk factor) is less than the acceptable risk factor in each route reservation section.
- the risk factor for the entire route reservation is calculated as the sum of the partial risk factors.
- Position reports of the train are preferably determined at time intervals and transmitted to the risk assessment device. After of each position report, data obtained from the position reports for route reservation sections are entered in the graph.
- a position report preferably includes position data, train information (e.g. train integrity, train length) and speed information.
- train information e.g. train integrity, train length
- speed information e.g. speed information
- the subnets are interconnected, forming a dynamic network so that a change in one subnet can lead to changes in the other subnets.
- the risk assessment device is set up to use a graph model to calculate a risk factor for a specific route reservation at SIL4 level, to compare this risk factor with a previously defined acceptable risk factor and, if necessary, to release the route reservation if the calculated risk factor is less than the acceptable risk factor.
- the transmission device is preferably arranged in the train.
- the risk assessment device preferably has interfaces to field elements of the train protection system.
- the field elements can be controlled and monitored via these interfaces in order to create the prerequisites for releasing the route reservation (e.g. by changing points, switching signals, etc.).
- an operative device for determining the individual route reservation for the train, with the route reservation including a route reservation area and a route profile, with the operative device having an interface to the risk assessment device.
- the operational device is preferably a device with an interface to a train management system.
- the train management system is set up to provide a timetable, to control and monitor train traffic according to the timetable, to optimize the current timetable, to identify and solve conflicts in the event of problems in the current train traffic.
- the operational facility creates the route reservations with current train and route parameters (train length, braking capacity, route properties, track condition) at SILO level.
- the risk assessment facility does not take any decision as to where the train should go and at what speed profile the train is allowed to move, so it has no influence on the design of the route reservation.
- the operational facility is preferably also responsible for requesting the route reservation from the risk assessment facility.
- a request for a route reservation can also be made by the train itself, for example.
- the device for transmitting train information can be, for example, an on-board unit (OBU) of the train or a trackside device.
- OBU on-board unit
- the on-board unit preferably includes a position determination device.
- figure 1 shows the essential components of the train protection system according to the invention.
- the core of the control system according to the invention is a risk assessment device MAXd.
- the risk assessment device MAXd includes elements for route protection and train safety.
- the risk assessment system can include elements for protecting gangs and securing level crossings.
- the risk assessment device MAXd receives train information I Z relating to a train for which a route reservation RES is to be released (selected train) from a transmission device OBS via an interface.
- the train information I Z can include, for example, train position, speed, train length, mass, . . .
- the train position is determined using a train detection device VD .
- the train detection device VD and the transmission device OBS can (but do not have to) be arranged in the train.
- the transmission device OBS can be, for example, a control device on the vehicle act.
- the risk assessment device MAXd receives information I FE from field elements FE relating to the current states of the field elements FE via a further interface.
- the risk assessment device MAXd is set up to forward commands K to the field elements in order to create the prerequisites for releasing a route reservation (RES).
- the risk assessment device MAXd can be set up to transmit driving licenses MA to trains.
- the MA driving license can also be communicated to the train via trackside signals (not shown).
- the transmission device OBS is arranged within the train, so that the transmission device OBS can also receive the driver's license MA.
- the route reservation RES is created outside the SIL 4 area of the train protection system according to the invention.
- This can be done by an operative device OP , as in figure 2 shown.
- a computer with business logic for motion control, in particular with decision support software (decision support system), can serve as the "operative device". Instead, however, a dispatcher can also take over part of the tasks of the operational unit.
- the operational facility OP is responsible for operational optimization (optimization of train journeys). This operational optimization takes place at the SILO level with current parameters (train length, braking capacity, route properties, track condition).
- the operating facility OP knows the national requirements and the operating rules.
- the system status is determined by the risk assessment device MAXd SYS (ie field element states, position, speed of trains stc.) transmitted to the operative facility OP.
- the operative device OP can generate a route reservation RES individually for a special train, ie define the extension of the route reservation RES individually, determine a route profile including a speed profile MP and bring the points into the correct position for the route reservation RES.
- the operative device OP thus creates a route reservation RES individually for a selected train.
- a query A of the route reservation (request for the release of a previously created route reservation RES) is sent to the risk assessment device MAXd, also via the operational device OP.
- the operative device communicates with a train management unit TMS, which is responsible for planning the train journeys.
- the system status SYS is transmitted to the train management unit TMS, since this is required so that the train management unit TMS can possibly intervene dispositively; e.g. B. to divert following trains in case of disruption of a train on the route.
- the main task of the risk assessment device MAXd is to calculate a risk assessment for a requested route reservation RES based on a previously set up accident model AccM and on the basis of the train information I Z and the field element information I FE . Based on the risk assessment, the risk assessment device MAXd decides whether the requested route reservation RES is released and the train in question receives the corresponding driving license MA. The real-time risk assessment takes place at SIL4 level.
- figure 3 shows the sequence of the method according to the invention: If the risk assessment device MAXd receives a request A for a route reservation RES for a specific train, the risk assessment device calculates MAXd uses the accident model AccM and the available train information I Z and field element information I FE in real time a risk factor RF for the requested route reservation RES, or several partial risk factors for route reservation sections of the route reservation RES. If the risk factor RF is below a previously defined acceptable limit value Lim, the risk assessment device MAXd transmits commands K to the field elements FE for setting the field element settings necessary for the route reservation RES. As soon as the necessary field element settings have been made (ie the route reservation RES is “passable”), the risk assessment device issues the driving license MA. If the determined risk factor RF is above the acceptable limit value Lim, no commands K and no driving license MA are issued. Instead, information regarding the rejection of request A can be transmitted to the operational unit OP, so that it can create an alternative route reservation.
- the risk assessment device MAXd uses the accident model
- Accident classes e.g. derailments, collisions with other trains, collisions with people/objects, accidents at level crossings
- AccM accident model
- the accident model is represented by a directed graph G of a graph model, for example by a Bayesian network.
- figure 4 shows a corresponding graph for the accident class "derailment" D.
- the accident class D represents a node (accident class node - shown oval) of the graph G.
- the graph G also includes element nodes (shown round), each element node representing an accident influencing factor (here: Driver VD, driver decisions VDDE, on-board system (monitoring) S, speed V, infrastructure INF, train RS, environmental influences E ).
- the accident influencing factors considered in the present case have the following associated geometric/physical parameters/error rates, which are taken into account when creating the probability tables:
- Accident Impact Factor Network Node
- Geometric/physical parameters/ error rate ETCS mode Probability for different security modes (route observation by driver (staff responsibility SR), driving on sight (OS), full supervision (FS) driver Error rate of the corresponding driver driver decision Probabilities for braking, accelerating, no action Train Error rate of the train, speed, axle load, curve radius, superelevation in curves Environment Probability of landslides, avalanches, falling rocks speed Braking performance of the train, Acceleration ability of the train infrastructure Error rate of track, type of train, speed of train Monitoring (OBU) probability of surveillance mode (SR, OS, FS); depends on the availability rates of the onboard system
- the edges of the graph G indicate which accident influencing factors influence other accident influencing factors.
- a probability table is stored for each node, with the probability table not containing "trained data” but route data, train data and error rates of elements and their conditional probabilities (depending on other accident class nodes).
- the graph forms a "probability network" which depends on the topology of the railway system (i.e. on the geometric description the infrastructure and the train).
- a change in the train or line properties eg maximum allowed speed also changes the probability table.
- the calculation of the probabilities stored in the probability table is deterministic.
- figure 5 shows a speed profile MP of a train with a train length LT within a 260 m long route reservation RES.
- the route reservation RES is divided into route reservation sections, with a subnetwork in the form of a partial graph for each route reservation section, analogous to figure 4 , is created.
- a multiplicity of partial graphs/subnets are thus created for a route reservation RES, which together form a graph for the route reservation RES to be assessed.
- a subnet is in figure 5 shown as an example with nodes filled in black.
- the individual subnets are in figure 5 drawn on the respective route sections (distance d) within the route reservation RES.
- the route reservation sub-areas are defined by changes on the route (e.g. change of switch position, change of maximum permitted speed). Due to these changes on the route, the probabilities of the accident influencing factors change and thus the influence of the individual accident influencing factors on the accident probability of the accident class to which the accident influencing factors are linked. In areas where the train is to be braked, the subnets are therefore lined up closer together.
- the subnets are interconnected (Dynamic Bayesian Network), so that a change in one subnet can also lead to changes in the other subnets.
- An accident influencing factor of a reservation partition influences i.e. the corresponding accident influencing factor of a subsequent reservation sub-area.
- the probability table for a specific accident influencing factor therefore differs for different reserved sub-areas, so that the probability tables for the different reserved sub-areas and thus also the risk factors must be calculated separately.
- the subnets can differ in the number and type of nodes and/or in the probability tables stored for the nodes.
- the subdivision into partial reservation areas is preferably carried out in such a way that the length of a partial reservation area is at most as long as the length LT of the train for which the route reservation RES applies.
- the probability of the nodes can be updated/recalculated, for example as soon as there is a current report of the train's position.
- a position report includes z. B. position data, train data, speed information, information regarding train integrity.
- the data of the new position report is entered in the graph and the data is newly entered for all reservation sub-areas (relative to the current train position ahead). This means that, for example, at a speed node that previously only had a probability of a certain speed, the specific reported speed is entered. Of course, this influences the probabilities of the following nodes. These probabilities are calculated using the probability tables.
- a node can either represent a probability (e.g. for a specific speed) or have entered a specific value (e.g. a specific speed).
- the invention enables a holistic view of all relevant elements of the SIL4 safety logic to evaluate the risk for each train individually and in real time, in particular whether the current situation does not lead to a hazard and whether safety measures must be taken.
- a Bayesian network is used as a mathematical approach, which is generated dynamically depending on the current situation.
- the geometric description of the infrastructure and the train is used for the structure of this network and its probability tables.
- the train dynamics are calculated using known physical laws.
- the safety concept according to the invention adapts dynamically to the traffic situation and the commands of the operators, calculates all individual risks and guarantees the highest safety integrity (SIL4) while at the same time the highest throughput for all relevant elements within the control area before issuing commands to field elements and authorizations to move trains.
- the approach according to the invention is a generic solution that does not require any specific configuration and significantly simplifies the approval process.
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Description
Die Erfindung betrifft ein Verfahren zur Steuerung eines Zugs innerhalb eines Zugsicherungssystems und ein Zugsicherungssystem zur Durchführung des Verfahrens.The invention relates to a method for controlling a train within a train protection system and a train protection system for carrying out the method.
Zur Vermeidung von Unfällen im Eisenbahnbetrieb ist es bekannt, automatische Zugsicherungssysteme (Fahrwegsicherung und Zugfolgesicherung) einzusetzen [1][7][8].To avoid accidents in railway operations, it is known to use automatic train protection systems (route protection and train safety) [1][7][8].
Fahrwegsicherung und Zugfolgesicherung für ein Eisenbahnsystem erfolgt derzeit durch technische Anlagen, insbesondere durch Stellwerke, elektronische Zugsicherungssysteme, wie bspw. ETCS (European Train Control System) und operative Regeln [2].Track protection and train sequence control for a railway system is currently carried out by technical systems, in particular by signal boxes, electronic train control systems such as ETCS (European Train Control System) and operational rules [2].
Für die Auslegung eines Eisenbahnsystems gemäß dem Stand der Technik wird vorab einmalig eine statische Gefahrenanalyse und eine Risikobewertung für die Planung von Infrastruktur und operativen Betrieb durchgeführt.For the design of a railway system according to the state of the art, a static hazard analysis and a risk assessment for the planning of infrastructure and operational operations are carried out once in advance.
[2] offenbart die Verwendung eines Bayes'schen Netzwerks für die probabilistische Sicherheitsanalyse (PSA) von Eisenbahnlinien.[2] discloses the use of a Bayesian network for probabilistic safety analysis (PSA) of railway lines.
Ein Bayes'sches Netzwerk (auch genannt: Bayes'sches Netzwerk, Entscheidungsnetzwerk, Bayes(ian)-Modell oder probabilistisch gerichtetes azyklisches Graphenmodell) ist ein probabilistisches Graphenmodell (statistisches Modell), das einen Satz von Variablen und ihre bedingten Abhängigkeiten über einen gerichteten azyklischen Graphen (DAG) darstellt.A Bayesian network (also called: Bayesian network, decision network, Bayes(ian) model or probabilistic directed acyclic graph model) is a probabilistic graph model (statistical model) that represents a set of variables and their conditional dependencies via a directed acyclic graphs (DAG).
Damit ein Eisenbahnsystem, bei dem eine Risikoanalyse bei der Infrastrukturplanung durchgeführt wird, sicher betrieben werden kann, wird es so ausgelegt, dass auch der langsamste und längste Zug sicher geleitet werden kann. Dies führt jedoch dazu, dass das System für die meisten Züge zu defensiv ausgelegt ist (zu lange Gleisabschnitte, zu große Bremsabstände ...), so dass in der Regel keine optimale Streckenauslastung erreicht wird. Darüber hinaus werden statische Fahrstraßen und statische Fahrerlaubnisse erstellt. Aufgrund verschiedener Zugtypen und verschiedener Fahrstraßen erfordert dies einen hohen Projektierungs- und Verifikationsa ufwand .In order for a railway system, in which a risk analysis is carried out during infrastructure planning, to be able to operate safely, it is designed in such a way that even the slowest and longest train can be guided safely. However, this means that the system is designed too defensively for most trains (track sections too long, braking distances too large...), so that optimum line utilization is usually not achieved. In addition, static routes and static driving permits are created. Due to different train types and different routes, this requires a high level of project planning and verification.
Bayes'sches Netzwerke werden auch im IT-Bereich eingesetzt, um Risikobewertungen im Rahmen von Security-Management durchzuführen [3][4][5][6].Bayesian networks are also used in IT to carry out risk assessments as part of security management [3][4][5][6].
[3][4] beschreibt eine Echtzeit-Sicherheitsbewertung zur Durchführung einer dynamischen Bewertung von Arbeitsschutzzuständen auf der Baustelle mithilfe eines Hidden Markov-Modells. Dabei wird das Sicherheitsrisiko der Arbeiter mit den Standorten vor Ort verknüpft.[3][4] describes a real-time safety assessment to perform a dynamic assessment of occupational health and safety conditions on the construction site using a hidden Markov model. The safety risk of the workers is linked to the local locations.
Es ist Aufgabe der Erfindung, ein Verfahren zur Sicherung eines Zugs innerhalb eines Zugsicherungssystems und ein Zugsicherungssystem vorzuschlagen, mit deren Hilfe die Planung, Konfiguration/Projektierung, Zulassung vereinfacht werden kann und die Streckenauslastung mit einem hohen Sicherheitslevel (safety integrity level SIL4) optimiert werden kann.It is the object of the invention to propose a method for securing a train within a train protection system and a train protection system that can be used to simplify planning, configuration/project planning and approval and to optimize route utilization with a high safety level (safety integrity level SIL4). .
Diese Aufgabe wird erfindungsgemäß gelöst durch ein Verfahren gemäß Anspruch 1 und einem Zugsicherungssystem gemäß Anspruch 11.This object is achieved according to the invention by a method according to claim 1 and a train control system according to claim 11.
Das erfindungsgemäße Verfahren umfasst folgende Verfahrensschritte:
- Erstellung eines Unfallmodells, wobei Unfallklassen und Unfalleinflussfaktoren bestimmt werden;
- Ermittlung einer für den Zug individuellen Streckenreservierung, indem ein Streckenreservierungsbereich und ein Streckenprofil ermittelt wird;
- Versenden einer Anfrage zur Freigabe der ermittelten Streckenreservierung an eine Risikobewertungseinrichtung;
- Durchführen einer Echtzeitrisikobewertung für die Streckenreservierung mittels der Risikobewertungseinrichtung für zumindest einen Teil der ermittelten Unfallklassen, wobei ein Risikofaktor für die Streckenreservierung ermittelt wird, und als Ergebnis ermittelt wird, ob der Risikofaktor akzeptabel ist;
- Freigabe oder Ablehnung der Streckenreservierung in Abhängigkeit vom Ergebnis der Risikobewertung.
- Creation of an accident model, whereby accident classes and accident influencing factors are determined;
- determining a route reservation individual to the train by determining a route reservation area and a route profile;
- Sending a request to release the determined route reservation to a risk assessment device;
- Carrying out a real-time risk assessment for the route reservation using the risk assessment device for at least part of the accident classes determined, with a risk factor for the route reservation is determined, and as a result it is determined whether the risk factor is acceptable;
- Approval or rejection of the route reservation depending on the result of the risk assessment.
Das gemessene Verfahren verwendet ein statisch erstelltes Unfallmodell, um Eisenbahnunfälle zu verstehen und zu beschreiben. Die Unfallmodellierung erfolgt vorzugsweise außerhalb des Betriebs des Zugsicherungssystems. Als Unfallklassen können beispielsweise definiert werden: "Entgleisung", "Kollision mit anderen Zügen", "Kollision mit Personen/Objekten", "Unfälle auf Eisenbahnkreuzungen". Unter Unfalleinflussfaktoren versteht man Faktoren (Elemente), die zu den in den Unfallklassen enthaltenen Ereignissen beitragen können, also das Unfallrisiko beeinflussen, z. B. Umwelt, Fahrer, Fahrerentscheidung, Zug, Infrastruktur, Geschwindigkeit, Überwachung). Die Beschreibung u.a. der Infrastruktur und des Zugs muss dazu sicher (SIL4) ermittelt werden.The measured procedure uses a statically created accident model to understand and describe railway accidents. The accident modeling preferably takes place outside of the operation of the train protection system. The following accident classes can be defined, for example: "Derailment", "Collision with other trains", "Collision with people/objects", "Accidents at level crossings". Accident influencing factors are factors (elements) that can contribute to the events contained in the accident classes, i.e. influence the accident risk, e.g. B. environment, driver, driver decision, train, infrastructure, speed, monitoring). The description of the infrastructure and the train, among other things, must be determined reliably (SIL4).
Gemäß der Erfindung wird nicht eine vordefinierte Fahrstraße freigegeben, sondern es wird eine individuelle Streckenreservierung erstellt, d. h. die Streckenreservierung wird speziell für einen ausgewählten Zug an einem bestimmten Ort zu einem bestimmten Zeitpunkt ermittelt. Eine Streckenreservierung umfasst einen individuell für einen bestimmten Zug angewählten/ermittelten Streckenabschnitt der vom Zug zu befahrenden Strecke, ist jedoch nicht vorprojektiert, betrifft also keinen vorgegebenen Streckenabschnitt.According to the invention, a predefined route is not released, but an individual route reservation is created, i. H. the route reservation is determined specifically for a selected train at a specific location at a specific time. A route reservation includes a route section selected/determined individually for a specific train on the route to be traveled by the train, but is not pre-configured, i.e. it does not relate to a predetermined route section.
Die Streckenreservierung kann vom Zug direkt, vom Fahrdienstleiter oder von einer operativen Einrichtung angefragt werden. Dazu ermittelt der Fahrdienstleiter/die operative Einrichtung zunächst die Ausdehnung die Streckenreservierung für den ausgewählten Zug und das Streckenprofil. Das Streckenprofil umfasst eine Streckenbeschreibung für die Ausdehnung der Streckenreservierung, insbesondere ein Gradientenprofil (Höhenmeter des Reservierungsbereichs in Abhängigkeit von der Distanz), ein Geschwindigkeitsprofil (innerhalb des Reservierungsbereichs erlaubte maximale Geschwindigkeit abhängig von der Distanz erlaubte Achslast, Kurvenüberhöhung usw.). Die im Reservierungsbereich maximal erlaubte Geschwindigkeit ist insbesondere abhängig von der maximalen Streckengeschwindigkeit (erlaubte Höchstgeschwindigkeit), der maximalen Zuggeschwindigkeit (abhängig z. B. von der Achslast, Güterzug, Personenzug, Bremsvermögen, ...), Kurvenradius und Überhöhung in den Kurven, temporäre Langsamfahrstellen. Die Ausdehnung der Streckenreservierung wird bspw. davon beeinflusst, ob/wo sich weitere Züge, Arbeiter, Baustellen usw. auf der zu befahrenden Strecke befinden.The route reservation can be requested directly from the train, from the dispatcher or from an operational entity. To do this, the dispatcher/operational facility first determines the extent of the route reservation for the selected train and the route profile. The route profile includes a route description for the extension of the route reservation, in particular a gradient profile (altitude meter of the reservation area as a function of the distance), a speed profile (maximum speed permitted within the reservation area as a function of the distance, axle load permitted, curve superelevation, etc.). The maximum permitted speed in the reservation area depends in particular on the maximum route speed (permitted maximum speed), the maximum train speed (depending e.g. on the axle load, freight train, passenger train, braking capacity, ...), curve radius and superelevation in the curves, temporary speed restrictions. The expansion of the route reservation is influenced, for example, by whether/where there are other trains, workers, construction sites, etc. on the route to be traveled.
Die Anfrage erfolgt an die Risikobewertungseinrichtung, welche in Echtzeit eine Risikobewertung für die angefragte (individuell ermittelte) Streckenreservierung durchführt. Vorzugsweise wird die Risikobewertung für alle zuvor im Rahmen des Verfahrens ermittelten Unfallklassen durchgeführt. Die Echtzeitrisikobewertung umfasst die Ermittlung eines Risikofaktors für die Bewegung des ausgewählten Zugs innerhalb der Streckenreservierung. Das Risiko (Risikofaktor) wird also für jeden Zug individuell und in Echtzeit ermittelt und bewertet.The request is sent to the risk assessment facility, which carries out a risk assessment for the requested (individually determined) route reservation in real time. The risk assessment is preferably carried out for all accident classes previously determined within the scope of the method. The real-time risk assessment involves determining a risk factor for the movement of the selected train within the route reservation. The risk (risk factor) is therefore determined and evaluated individually for each train in real time.
Die Risikobewertungseinrichtung verwendet die Echtzeit-Risikobewertung, um zu beurteilen, ob die für Streckenreservierung notwendigen Kommandos (Umstellen von Weichen, Fahrerlaubnis für Züge, ...) zulässig sind. Dazu wird die Unfallwahrscheinlichkeit (Risikofaktor) für die vordefinierten Unfallklassen ermittelt. Wenn der Risikofaktor unter einem zuvor festgelegten Grenzwert bleibt (Risikofaktor = akzeptabel), werden die für die Streckenreservierung notwendigen Kommandos (z. B. Stellung von Weichen, Signalen usw.) ausgeführt und die Streckenreservierung wird freigegeben. Die Freigabe der Streckenreservierung erfolgt also, wenn die für die Streckenreservierung benötigten Feldelemente gestellt sind (z. B. korrekte Weichenstellung, Signalstellung, Anweisung der Bahnübergangsöffnung). Die Freigabe der Streckenreservierung bewirkt eine Ausgabe einer Fahrberechtigung (movement authority) an einen Zug.The risk assessment facility uses the real-time risk assessment to assess whether the commands necessary for route reservation (changeover of switches, permission to run trains, ...) are permissible. For this purpose, the accident probability (risk factor) is determined for the predefined accident classes. If the risk factor remains below a predetermined limit value (risk factor = acceptable), the commands necessary for the route reservation (e.g. position of points, signals, etc.) are executed and the route reservation is released. The route reservation is therefore released when the field elements required for the route reservation are set (e.g. correct switch position, signal position, instruction to open the level crossing). The release of the route reservation causes a movement authority to be issued to a train.
Mit der erfindungsgemäßen Risikobewertung kann die Risikobewertungseinrichtung bei Störungsmeldungen von Feldelementen oder Positions-/Geschwindigkeitsmeldungen des Zuges beurteilen, ob die aktuelle Situation zu einer Gefährdung führt und, wenn nötig, Sicherheitsmaßnahmen unternehmen.With the risk assessment according to the invention, the risk assessment device can, in the event of fault reports from field elements or position/speed reports from the train, assess whether the current situation leads to a hazard and, if necessary, take safety measures.
Das erfindungsgemäße Verfahren passt sich dynamisch der Verkehrssituation und den Befehlen des Betreibers an, berechnet alle individuellen Risiken und garantiert höchste Sicherheitsintegrität (SIL4) bei gleichzeitig höchstem Durchsatz innerhalb eines überwachten Kontrollbereichs, bevor es Befehle an Feldelemente und Fahrberechtigungen an Züge erteilt.The method according to the invention adapts dynamically to the traffic situation and the operator's commands, calculates all individual risks and guarantees the highest safety integrity (SIL4) with the highest throughput within a monitored control area before issuing commands to field elements and driving authorizations to trains.
Das erfindungsgemäße Verfahren beschreibt eine generische Lösung, die keine spezifische Projektierung benötigt und das Zulassungsverfahren wesentlich vereinfacht. Es benötigt keine operativen Regeln und keine Projektierung von Fahrstraßen oder Fahrerlaubnissen.The method according to the invention describes a generic solution that does not require any specific configuration and significantly simplifies the approval procedure. It requires no operative rules and no planning of routes or driving licenses.
Vorzugsweise wird zur Ermittlung der Streckenreservierung eine aktuelle Position des Zugs bestimmt. Die Positionsbestimmung erfolgt vorzugsweise mittels Satelliten (GNSS).A current position of the train is preferably determined in order to determine the route reservation. The position is preferably determined by means of satellites (GNSS).
Um zu vermeiden, dass ein Zugteil auf der Strecke liegen bleibt und eine Gefahr für andere Züge darstellt, wird zur Ermittlung der Streckenreservierung vorzugsweise die Integrität des Zugs bestimmt.In order to avoid a part of the train getting stuck on the route and posing a danger to other trains, the integrity of the train is preferably determined to determine the route reservation.
Besonders vorteilhaft ist es, wenn die Echtzeitrisikobewertung ausschließlich auf Grundlage von physikalischen und/oder geometrischen Parametern der Unfalleinflussfaktoren und von Fehlerwahrscheinlichkeiten der Unfalleinflussfaktoren durchgeführt wird. Dies ist vorteilhaft, da die physikalischen und geometrischen Parameter einfach ermittelt werden können oder sowieso bekannt sind.It is particularly advantageous if the real-time risk assessment is exclusively based on physical and/or geometric parameters of the accident influencing factors and error probabilities of the accident influencing factors is carried out. This is advantageous since the physical and geometric parameters can be determined easily or are known anyway.
Die Fehlerwahrscheinlichkeit eines Unfalleinflussfaktors beeinflusst die Fehlerwahrscheinlichkeit der anderen Unfalleinflussfaktoren.The error probability of an accident influencing factor influences the error probability of the other accident influencing factors.
Bei einer besonderen Variante des erfindungsgemäßen Verfahrens wird für die Echtzeitrisikobewertung ein probabilistisches Graphenmodell (graphisches Modell) verwendet, welches das zuvor erstellt Unfallmodell beschreibt, wobei ein Graph mit Knoten und Kanten aufgebaut/instanziiert wird, wobei für jeden Knoten bedingte Wahrscheinlichkeiten hinterlegt sind. Probabilistische Graphische Modelle (PGM) sind Graphen mit Knoten und Kanten, wobei die Knoten Wahrscheinlichkeitsvariablen repräsentieren. Die Abwesenheit von Kanten zwischen Knoten des Graphen zeigt deren Unabhängigkeit an. Erfindungsgemäß wird ein Graph instanziiert/generiert, der die Topologie des Eisenbahnsystems repräsentiert. Der instanziierte Graph beschreibt also den Zug und die geometrische Infrastruktur des Eisenbahnsystems.In a special variant of the method according to the invention, a probabilistic graph model (graphic model) is used for the real-time risk assessment, which describes the previously created accident model, a graph with nodes and edges being constructed/instantiated, with conditional probabilities being stored for each node. Probabilistic Graphical Models (PGM) are graphs with nodes and edges, where the nodes represent probability variables. The absence of edges between nodes of the graph indicates their independence. According to the invention, a graph is instantiated/generated that represents the topology of the railway system. The instantiated graph thus describes the train and the geometric infrastructure of the railway system.
Vorzugsweise handelt es sich bei dem Graphen um einen gerichteten und/oder azyklischen Graphen, z.B. ein Graph gemäß Bayes'schen Netzwerk (gerichtet und azyklisch) oder gemäß einem Markov Modell.The graph is preferably a directed and/or acyclic graph, for example a graph according to a Bayesian network (directed and acyclic) or according to a Markov model.
Das erfindungsgemäß verwendete Graphenmodell ist ein statistisches Modell, das einen Satz von Variablen (Unfalleinflussfaktoren/Knoten) und ihre Abhängigkeiten über einen gerichteten, insbesondere azyklischen Graphen (DAG) darstellt. Die Abhängigkeiten der Knoten werden über bedingte Wahrscheinlichkeiten modelliert Der Graph beschreibt generisch das zuvor erstellte Unfallmodell. Der Graph kann als ein dynamisches Netzwerk betrachtet werden, das dazu eingerichtet ist, Unfallwahrscheinlichkeitsraten zu berechnen (Wahrscheinlichkeitsnetzwerk). Der generische Graph wird dynamisch, d.h. abhängig von der aktuellen Situation, der Streckenreservierung und der geometrischen Beschreibung der Strecke und des Zuges erzeugt. Idealerweise wird als Graph ein Bayes'sches Netzwerk (BN) verwendet, da Bayes'sche Netzwerke ideal sind, um ein aufgetretenes Ereignis zu erfassen und die Wahrscheinlichkeit vorherzusagen, das eine von mehreren möglichen bekannten Ursachen der entscheidende Faktor war. Dabei wird die Wahrscheinlichkeitsverteilung aller beteiligten Unfalleinflussfaktoren unter Ausnutzung bekannter bedingter Wahrscheinlichkeiten kompakt repräsentiert. Die bedingten Wahrscheinlichkeiten für jeden Knoten sind in einer Wahrscheinlichkeitstabelle hinterlegt. Die Struktur dieses Graphen und dessen Wahrscheinlichkeitstabellen werden durch das Unfallmodell bestimmt. Die Wahrscheinlichkeitstabellen umfassen physikalisch und/oder geometrische Parameter des jeweiligen Unfalleinflussfaktors sowie deren Fehlerwahrscheinlichkeiten. Die physikalischen und/oder geometrischen Parameter des Zuges (Achslast, Bremsvermögen, ...) können beispielsweise aus der Zugmechanik ermittelt werdenThe graph model used according to the invention is a statistical model that represents a set of variables (accident influencing factors/nodes) and their dependencies via a directed, in particular acyclic graph (DAG). The dependencies of the nodes are modeled using conditional probabilities. The graph generically describes the previously created accident model. The graph can be viewed as a dynamic network set up to calculate accident probability rates to be calculated (probability network). The generic graph is generated dynamically, ie depending on the current situation, the route reservation and the geometric description of the route and the train. Ideally, a Bayesian Network (BN) is used as the graph, since Bayesian Networks are ideal for capturing an event that occurred and predicting the probability that one of several possible known causes was the determining factor. The probability distribution of all accident influencing factors involved is represented compactly using known conditional probabilities. The conditional probabilities for each node are stored in a probability table. The structure of this graph and its probability tables are determined by the accident model. The probability tables include physical and/or geometric parameters of the respective accident influencing factor and their error probabilities. The physical and/or geometric parameters of the train (axle load, braking capacity, ...) can be determined from the train mechanics, for example
Zur Erstellung des Unfallmodells wird vorzugsweise ein systemtheoretischer Ansatz STAMP (Systems-Theoretic Accident Model and Processes) mit einer systemtheoretische Prozessanalyse STPA (Systems Theoretic Process Analysis) verwendet. Das Unfallmodell stellt die kausalen Abhängigkeiten zwischen Unfalleinflussfaktoren und Unfallklassen dar und dient als Basis für die Struktur des Graphen. Statt STAMP/STPA können auch andere Methoden verwendet werden.A systems-theoretical approach STAMP (Systems-Theoretic Accident Model and Processes) with a systems-theoretical process analysis STPA (Systems Theoretic Process Analysis) is preferably used to create the accident model. The accident model represents the causal dependencies between accident influencing factors and accident classes and serves as the basis for the structure of the graph. Other methods can also be used instead of STAMP/STPA.
Bei den Knoten handelt es sich vorzugsweise um Unfallklasseknoten und Elementknoten, wobei ein Elementknoten einen Unfalleinflussfaktor und wobei ein Unfallklassenknoten eine der Unfallklassen repräsentiert.The nodes are preferably accident class nodes and element nodes, with an element node representing an accident influence factor and with an accident class node representing one of the accident classes.
Für jeden Knoten ist eine bedingte Wahrscheinlichkeitsverteilung (Wahrscheinlichkeitstabelle) der durch den Knoten repräsentierten Zufallsvariablen (Unfalleinflussfaktor) hinterlegt. Die Wahrscheinlichkeitsverteilung ordnet Zufallsvariablen den Elternknoten zu.A conditional probability distribution (probability table) of the random variables (accident influence factor) represented by the node is stored for each node. The probability distribution assigns random variables to the parent nodes.
Die Streckenreservierung kann mehrere Streckenreservierungsteilbereiche umfassen, wobei für jeden Streckenreservierungsteilbereich ein (vorzugsweise gerichteter, insbesondere azyklischer) Teilgraph aufgebaut/instanziiert wird, der ein Subnetz darstellt.The route reservation can include a number of route reservation subareas, with a (preferably directed, in particular acyclic) subgraph being constructed/instantiated for each route reservation subarea, which represents a subnetwork.
Die Streckenreservierungsteilbereiche sind vorzugsweise definiert (begrenzt) durch Änderungen auf der Strecke. D. h., dass wenn sich ein Streckenparameter ändert (z. B. aufgrund eines neuen Gradientenprofils, Aufzweigung der Strecke durch eine Weiche, Änderung der Steigung der Strecke ...), endet der vorherige und beginnt der nächste Streckenreservierungsteilbereich. Dies ist insbesondere vorteilhaft, da eine Änderung der Streckenparameter das Unfallrisiko (Risikofaktor) beeinflussen kann. Es wird also für jeden Streckenreservierungsteilbereich ein Teil-Risikofaktor berechnet. Dabei kann das Unfallrisiko der verschiedenen Streckenreservierungsteilbereiche von unterschiedlichen Unfalleinflussfaktoren abhängen. Die Subnetze der verschiedenen Streckenreservierungsteilbereiche können also unterschiedliche Arten und Anzahl von Knoten umfassen. Die Streckenreservierung wird nur dann freigegeben, wenn in jedem Streckenreservierungsteilbereich das Unfallrisiko (Teil-Risikofaktor) kleiner als der akzeptable Risikofaktor ist. Der Risikofaktor für die gesamte Streckenreservierung berechnet sich als Summe der Teil-Risikofaktoren.The route reservation sections are preferably defined (limited) by changes on the route. This means that if a route parameter changes (e.g. due to a new gradient profile, branching of the route by a switch, change of the slope of the route...), the previous route reservation section ends and the next route reservation section begins. This is particularly advantageous since changing the route parameters can affect the accident risk (risk factor). A partial risk factor is therefore calculated for each route reservation sub-area. The accident risk of the various route reservation sections can depend on different accident influencing factors. The subnets of the different route reservation sections can thus include different types and numbers of nodes. The route reservation is only released if the accident risk (sub-risk factor) is less than the acceptable risk factor in each route reservation section. The risk factor for the entire route reservation is calculated as the sum of the partial risk factors.
Vorzugsweise werden in zeitlichen Abständen Positionsmeldungen des Zugs bestimmt und an die Risikobewertungseinrichtung übermittelt. Nach jeder Positionsmeldung werden für Streckenreservierungsteilbereiche aus den Positionsmeldungen erhaltene Daten in den Graphen eingetragen.Position reports of the train are preferably determined at time intervals and transmitted to the risk assessment device. After of each position report, data obtained from the position reports for route reservation sections are entered in the graph.
Eine Positionsmeldung umfasst vorzugsweise Positionsdaten, Zuginformationen (z. B. Zugintegrität, Zuglänge) und Geschwindigkeitsinformation. Sobald eine Positionsmeldung des Zuges (OBU) aktualisiert wird, werden die aktuellen Daten der Positionsmeldung in den Graphen eingetragen und es wird zumindest für die vorausliegenden (bezogen auf die aktuelle Position des Zugs) Streckenreservierungsteilbereich der Graph neu berechnet.A position report preferably includes position data, train information (e.g. train integrity, train length) and speed information. As soon as a position report of the train (OBU) is updated, the current data of the position report are entered in the graph and the graph is recalculated at least for the upcoming (based on the current position of the train) route reservation section.
Die Subnetze sind untereinander verbunden, bilden also ein dynamisches Netzwerk, so dass eine Änderung in einem Subnetz zu Änderungen in den andere Subnetzen führen kann.The subnets are interconnected, forming a dynamic network so that a change in one subnet can lead to changes in the other subnets.
Die Erfindung betrifft auch ein Zugsicherungssystem zur Durchführung des zuvor beschriebenen Verfahrens. Das erfindungsgemäße Zugsicherungssystem umfasst
- eine Risikobewertungseinrichtung zur Erstellung einer Echtzeitrisikobewertung für eine zuvor bestimmte Streckenreservierung für einen Zug anhand eines Unfallmodells und zur Übermittlung von Kommandos an Feldelemente; und
- eine Übermittlungseinrichtung zur Übermittlung von Zuginformationen betreffend den Zug, wobei die Übermittlungseinrichtung eine Schnittstelle zu der Risikobewertungseinrichtung aufweist.
- a risk assessment facility for generating a real-time risk assessment for a predetermined route reservation for a train based on an accident model and for transmitting commands to field elements; and
- a transmission device for transmitting train information relating to the train, the transmission device having an interface to the risk assessment device.
Die erfindungsgemäße Risikobewertungseinrichtung ist dazu eingerichtet, mithilfe eines Graphenmodells einen Risikofaktor für eine bestimmte Streckenreservierung auf SIL4-Ebene zu berechnen, diesen Risikofaktor mit einem zuvor festgelegten akzeptablen Risikofaktor zu vergleichen und ggf. die Streckenreservierung freizugeben, falls der berechnete Risikofaktor kleiner ist als der akzeptable Risikofaktor.The risk assessment device according to the invention is set up to use a graph model to calculate a risk factor for a specific route reservation at SIL4 level, to compare this risk factor with a previously defined acceptable risk factor and, if necessary, to release the route reservation if the calculated risk factor is less than the acceptable risk factor.
Die Übermittlungseinrichtung ist vorzugsweise im Zug angeordnet.The transmission device is preferably arranged in the train.
Vorzugsweise weist die Risikobewertungseinrichtung Schnittstellen zu Feldelementen des Zugsicherungssystems auf. Über diese Schnittstellen können die Feldelemente angesteuert und überwacht werden, um die Voraussetzungen zur Freigabe der Streckenreservierung zu schaffen (z.B. durch Umstellung von Weichen, Schalten von Signalen usw.).The risk assessment device preferably has interfaces to field elements of the train protection system. The field elements can be controlled and monitored via these interfaces in order to create the prerequisites for releasing the route reservation (e.g. by changing points, switching signals, etc.).
Bei einer speziellen Ausführungsform des erfindungsgemäßen Zugsicherungssystems ist eine operative Einrichtung (OB) vorhanden zur Ermittlung der für den Zug individuellen Streckenreservierung, wobei die Streckenreservierung einen Streckenreservierungsbereich und, ein Streckenprofil umfasst, wobei die operative Einrichtung eine Schnittstelle zur Risikobewertungseinrichtung aufweist.In a special embodiment of the train protection system according to the invention, there is an operative device (OB) for determining the individual route reservation for the train, with the route reservation including a route reservation area and a route profile, with the operative device having an interface to the risk assessment device.
Die operative Einrichtung ist vorzugsweise eine Einrichtung mit Schnittstelle zu einem Train Management System. Das Train Management System ist dazu eingerichtet, einen Fahrplan zur Verfügung zu stellen, den Zugverkehr entsprechend dem Fahrplan zu steuern und zu überwachen, den aktuellen Fahrplan zu optimieren, bei Problemen im aktuellen Zugverkehr Konflikte zu erkennen und zu lösen.The operational device is preferably a device with an interface to a train management system. The train management system is set up to provide a timetable, to control and monitor train traffic according to the timetable, to optimize the current timetable, to identify and solve conflicts in the event of problems in the current train traffic.
Die operative Einrichtung erstellt die Streckenreservierungen mit aktuellen Zug- und Streckenparametern (Zuglänge, Bremsvermögen, Streckeneigenschaften, Gleiszustand) auf SILO-Ebene.The operational facility creates the route reservations with current train and route parameters (train length, braking capacity, route properties, track condition) at SILO level.
Die Risikobewertungseinrichtung übernimmt keine Entscheidung, wo der Zug hinfahren soll, und mit welchem Geschwindigkeitsprofil sich der Zug bewegen darf, hat also keinen Einfluss auf die Ausgestaltung der Streckenreservierung.The risk assessment facility does not take any decision as to where the train should go and at what speed profile the train is allowed to move, so it has no influence on the design of the route reservation.
Vorzugsweise ist die operative Einrichtung auch dafür zuständig, die Streckenreservierung bei der Risikobewertungseinrichtung anzufragen. Alternativ hierzu kann eine Anfrage für eine Streckenreservierung beispielsweise auch vom Zug selbst erfolgen.The operational facility is preferably also responsible for requesting the route reservation from the risk assessment facility. Alternatively, a request for a route reservation can also be made by the train itself, for example.
Bei der Einrichtung zur Übermittlung von Zuginformationen kann es sich beispielsweise um eine On-Board-Unit (OBU) des Zuges oder eine streckenseitige Einrichtung handeln.The device for transmitting train information can be, for example, an on-board unit (OBU) of the train or a trackside device.
Vorzugsweise umfasst die On-Board-Unit (OBU) eine Positionsbestimmungseinrichtung.The on-board unit (OBU) preferably includes a position determination device.
Mit dem erfindungsgemäßen Verfahren bzw. dem erfindungsgemäßen Zugsicherungssystem kann die Betriebsoptimierung (Optimierung der Zugfahrten, Konfliktlösung) auf SILO-Ebene mit aktuellen Parametern erfolgen, wohingegen die Risikoanalyse flexibel in Echtzeit auf SIL4-Ebene erfolgt.With the method according to the invention and the train protection system according to the invention, operational optimization (optimization of train journeys, conflict resolution) can take place at the SILO level with current parameters, whereas the risk analysis takes place flexibly in real time at the SIL4 level.
Weitere Vorteile der Erfindung ergeben sich aus der Beschreibung und der Zeichnung. Ebenso können die vorstehend genannten und die noch weiter ausgeführten Merkmale erfindungsgemäß jeweils einzeln für sich oder zu mehreren in beliebigen Kombinationen Verwendung finden. Die gezeigten und beschriebenen Ausführungsformen sind nicht als abschließende Aufzählung zu verstehen, sondern haben vielmehr beispielhaften Charakter für die Schilderung der Erfindung.Further advantages of the invention result from the description and the drawing. Likewise, the features mentioned above and those detailed below can be used according to the invention individually or collectively in any combination. The embodiments shown and described are not to be understood as an exhaustive list, but rather have an exemplary character for the description of the invention.
- Fig. 11
- zeigt eine schematische Darstellung des SIL4-Bereichs einer bevorzugten Ausführungsform eines erfindungsgemäßen Sicherungssystems.shows a schematic representation of the SIL4 range of a preferred embodiment of a security system according to the invention.
- Fig. 22
- zeigt eine schematische Darstellung einer bevorzugten Ausführungsform eines erfindungsgemäßen Sicherungssystems mit SILOBereich.shows a schematic representation of a preferred embodiment of a security system according to the invention with a SILO area.
- Fig. 33
- zeigt den Ablauf der verschiedenen Verfahrensschritte des erfindungsgemäßen Verfahrens.shows the course of the various process steps of the process according to the invention.
- Fig. 44
- zeigt einen Graphen eines probabilistischen Graphenmodells basierend auf einem Unfallmodell mit einem Unfallklasseknoten und einer Vielzahl von Elementknoten.shows a graph of a probabilistic graph model based on an accident model with an accident class node and a large number of element nodes.
- Fig. 5figure 5
- zeigt ein Geschwindigkeitsprofil einer Streckenreservierung sowie Subnetze des für die Risikobewertung erstellten Graphen für die Streckenreservierung.shows a speed profile of a route reservation and subnets of the risk assessment graph for the route reservation.
Die Risikobewertungseinrichtung MAXd umfasst Elemente zur Fahrwegsicherung und Zugfolgesicherung. Darüber hinaus kann die Risikobewertungseinrichtung Elemente zum Rottenschutz und zur Sicherung von Eisenbahnkreuzungen umfassen.The risk assessment device MAXd includes elements for route protection and train safety. In addition, the risk assessment system can include elements for protecting gangs and securing level crossings.
Die Risikobewertungseinrichtung MAXd erhält von einer Übermittlungseinrichtung OBS über eine Schnittstelle Zuginformationen IZ betreffend einen Zug, für den eine Streckenreservierung RES freigegeben werden soll (ausgewählter Zug). Die Zuginformationen IZ können beispielsweise Zugposition, Geschwindigkeit, Zuglänge, Masse, ... umfassen. Die Zugposition wird mittels einer Zugdetektionseinrichtung VD ermittelt. Die Zugdetektionseinrichtung VD und die Übermittlungseinrichtung OBS können (müssen aber nicht) im Zug angeordnet sein. Bei der Übermittlungseinrichtung OBS kann es sich beispielsweise um eine fahrzeugseitige Steuereinrichtung handeln. Es ist jedoch auch möglich, dass die Zugformationen IZ von einer (Zug)externen Übermittlungseinrichtung an die Risikobewertungseinrichtung MAXd übermittelt werden und/oder dass die Zugdetektionseinrichtung VD streckenseitig angeordnet ist.The risk assessment device MAXd receives train information I Z relating to a train for which a route reservation RES is to be released (selected train) from a transmission device OBS via an interface. The train information I Z can include, for example, train position, speed, train length, mass, . . . The train position is determined using a train detection device VD . The train detection device VD and the transmission device OBS can (but do not have to) be arranged in the train. The transmission device OBS can be, for example, a control device on the vehicle act. However, it is also possible for the train formations I Z to be transmitted from a (train) external transmission device to the risk assessment device MAXd and/or for the train detection device VD to be arranged on the track side.
Die Risikobewertungseinrichtung MAXd erhält über eine weitere Schnittstelle Informationen IFE von Feldelementen FE betreffend die momentanen Zustände der Feldelemente FE.The risk assessment device MAXd receives information I FE from field elements FE relating to the current states of the field elements FE via a further interface.
Die Risikobewertungseinrichtung MAXd ist dazu eingerichtet, Kommandos K an die Feldelemente weiterzugeben, um die Voraussetzungen für eine Freigabe einer Streckenreservierung (RES) zu schaffen. Darüber hinaus kann die Risikobewertungseinrichtung MAXd dazu eingerichtet sein, Fahrerlaubnisse MA an Züge zu übermitteln. Alternativ kann die Fahrerlaubnis MA auch über streckenseitige Signale dem Zug mitgeteilt werden (nicht dargestellt). In
Erfindungsgemäß wird die Streckenreservierung RES außerhalb des SIL 4 Bereichs des erfindungsgemäßen Zugsicherungssystems erstellt. Dies kann durch eine operative Einrichtung OP erfolgen, wie in
Die operative Einrichtung OP kennt die nationalen Anforderungen und die Betriebsregeln. Von der Risikobewertungseinrichtung MAXd wird der Systemzustand SYS (d.h. Feldelementzustände, Position, Geschwindigkeit von Zügen stc.) an die operative Einrichtung OP übertragen. Auf dieser Basis kann die operative Einrichtung OP individuell für einen speziellen Zug eine Streckenreservierung RES generieren, d. h. die Ausdehnung der Streckenreservierung RES individuell festlegen, ein Streckenprofil umfassend ein Geschwindigkeitsprofil MP ermitteln und die Weichen in die richtige Lage für die Streckenreservierung RES bringen.The operating facility OP knows the national requirements and the operating rules. The system status is determined by the risk assessment device MAXd SYS (ie field element states, position, speed of trains stc.) transmitted to the operative facility OP. On this basis, the operative device OP can generate a route reservation RES individually for a special train, ie define the extension of the route reservation RES individually, determine a route profile including a speed profile MP and bring the points into the correct position for the route reservation RES.
Die operative Einrichtung OP erstellt also individuell für einen ausgewählten Zug eine Streckenreservierung RES. In der in
Die operative Eirichtung kommuniziert mit einer Zugmanagementeinheit TMS, die für die Planung der Zugfahrten zuständig ist. Insbesondere wird der Systemzustand SYS an die die Zugmanagementeinheit TMS übertragen, da dieser benötigt wird, damit die Zugmanagementeinheit TMS eventuell dispositiv eingreifen kann; z. B. zum Umleiten von nachfolgenden Zügen bei Störung eines Zuges auf der Strecke.The operative device communicates with a train management unit TMS, which is responsible for planning the train journeys. In particular, the system status SYS is transmitted to the train management unit TMS, since this is required so that the train management unit TMS can possibly intervene dispositively; e.g. B. to divert following trains in case of disruption of a train on the route.
Hauptaufgabe der Risikobewertungseinrichtung MAXd ist es, eine Risikobewertung für eine angefragte Streckenreservierung RES auf Basis eines zuvor aufgestellten Unfallmodells AccM sowie auf Basis der Zuginformationen IZ und der Feldelementinformationen IFE zu berechnen. Anhand der Risikobewertung entscheidet die Risikobewertungseinrichtung MAXd, ob die angefragte Streckenreservierung RES freigegeben wird und der betreffende Zug die entsprechende Fahrerlaubnis MA erhält. Die Echtzeitrisikobewertung findet auf SIL4-Ebene statt.The main task of the risk assessment device MAXd is to calculate a risk assessment for a requested route reservation RES based on a previously set up accident model AccM and on the basis of the train information I Z and the field element information I FE . Based on the risk assessment, the risk assessment device MAXd decides whether the requested route reservation RES is released and the train in question receives the corresponding driving license MA. The real-time risk assessment takes place at SIL4 level.
Zur Erstellung des Unfallmodell AccM, welches für die erfindungsgemäße Echtzeitrisikobewertung verwendetet wird, werden auf Basis von Zug- und Streckeneigenschaften Unfallklassen (beispielsweise Entgleisung, Kollisionen mit anderen Zügen, Kollision mit Personen/Objekten, Unfälle auf Eisenbahnkreuzungen) definiert.Accident classes (e.g. derailments, collisions with other trains, collisions with people/objects, accidents at level crossings) are defined on the basis of train and route properties to create the accident model AccM, which is used for the real-time risk assessment according to the invention.
Das Unfallmodell wird durch einen gerichteten Graphen G eines Graphenmodells dargestellt, bspw. durch ein Bayes'sches Netzwerk.
Die im vorliegenden Fall berücksichtigten Unfalleinflussfaktoren weisen folgende zugehörigen geometrischen/physikalischen Parameter/Fehlerraten auf, die bei der Erstellung der Wahrscheinlichkeitstabellen berücksichtigt werden:
Die Kanten des Graphen G (durch Pfeile dargestellt) zeigen an, welche Unfalleinflussfaktoren andere Unfalleinflussfaktoren beeinflussen. Pro Knoten ist eine Wahrscheinlichkeitstabelle hinterlegt, wobei die Wahrscheinlichkeitstabelle keine "trainierten Daten", sondern Streckendaten, Zugdaten sowie Fehlerraten von Elementen und deren bedingte Wahrscheinlichkeiten (in Abhängigkeit von anderen Unfallklasseknoten) umfasst.The edges of the graph G (represented by arrows) indicate which accident influencing factors influence other accident influencing factors. A probability table is stored for each node, with the probability table not containing "trained data" but route data, train data and error rates of elements and their conditional probabilities (depending on other accident class nodes).
Der Graph bildet ein "Wahrscheinlichkeitsnetzwerk", welches von der Topologie des Eisenbahnsystems abhängt (also von der geometrischen Beschreibung der Infrastruktur und des Zuges). Eine Veränderung der Zug- oder Streckeneigenschaften (z.B. maximal erlaubte Geschwindigkeit) ändert auch die Wahrscheinlichkeitstabelle. Die Berechnung der in der Wahrscheinlichkeitstabelle hinterlegten Wahrscheinlichkeiten ist deterministisch.The graph forms a "probability network" which depends on the topology of the railway system (i.e. on the geometric description the infrastructure and the train). A change in the train or line properties (eg maximum allowed speed) also changes the probability table. The calculation of the probabilities stored in the probability table is deterministic.
Für verschiedene Reservierungsteilbereiche unterscheidet sich daher die Wahrscheinlichkeitstabelle für einen bestimmten Unfalleinflussfaktor, so dass die Wahrscheinlichkeitstabellen für die verschiedenen Reservierungsteilbereiche und somit auch die Risikofaktoren separat berechnet werden müssen. Die Subnetze können sich durch die Anzahl und Art der Knoten und/oder durch die zu den Knoten hinterlegten Wahrscheinlichkeitstabellen unterscheiden. Die Unterteilung in Reservierungsteilbereiche erfolgt vorzugsweise so, dass die Länge eines Reservierungsteilbereichs höchstens so lang ist wie die Länge LT des Zuges, für den die Streckenreservierung RES gilt.The probability table for a specific accident influencing factor therefore differs for different reserved sub-areas, so that the probability tables for the different reserved sub-areas and thus also the risk factors must be calculated separately. The subnets can differ in the number and type of nodes and/or in the probability tables stored for the nodes. The subdivision into partial reservation areas is preferably carried out in such a way that the length of a partial reservation area is at most as long as the length LT of the train for which the route reservation RES applies.
Die Wahrscheinlichkeit der Knoten können aktualisiert/neu berechnet werden, beispielsweise sobald eine aktuelle Positionsmeldung des Zuges vorliegt. Eine Positionsmeldung umfasst z. B. Positionsdaten, Zugdaten, Geschwindigkeitsinformation, Information betreffend Zugintegrität. Dazu werden die Daten der neuen Positionsmeldung in den Graphen eingetragen und es wird für alle (bezüglich der aktuellen Zugposition vorausliegenden) Reservierungsteilbereiche die Daten neu eingetragen. D.h. dass z.B. bei einem Geschwindigkeitsknoten, der vorher nur eine Wahrscheinlichkeit für eine gewisse Geschwindigkeit hatte, die konkrete gemeldete Geschwindigkeit eingetragen wird. Die beeinflusst dann natürlich die Wahrscheinlichkeiten der nachfolgenden Knoten. Diese Wahrscheinlichkeiten werden mit Hilfe der Wahrscheinlichkeitstabellen berechnet. Ein Knoten kann also entweder eine Wahrscheinlichkeit (z.B. für eine bestimmte Geschwindigkeit) darstellen oder einen konkreten Wert (z.B. eine bestimmte Geschwindigkeit) eingetragen haben.The probability of the nodes can be updated/recalculated, for example as soon as there is a current report of the train's position. A position report includes z. B. position data, train data, speed information, information regarding train integrity. For this purpose, the data of the new position report is entered in the graph and the data is newly entered for all reservation sub-areas (relative to the current train position ahead). This means that, for example, at a speed node that previously only had a probability of a certain speed, the specific reported speed is entered. Of course, this influences the probabilities of the following nodes. These probabilities are calculated using the probability tables. A node can either represent a probability (e.g. for a specific speed) or have entered a specific value (e.g. a specific speed).
Bevor der Zug aufgrund des herannahenden Endes der Streckenreservierung RES zu bremsen beginnt, besteht die Möglichkeit, dass eine neue/erweiterte Streckenreservierung angefragt wird, um ein Abbremsen des Zuges zu vermeiden. Eine solche Anfrage kann beispielsweise von einem zugseitigen Gerät (On Board Unit) gestellt werden.Before the train starts to brake due to the approaching end of the route reservation RES, there is a possibility that a new/extended route reservation is requested to avoid slowing down the train. Such a request can be made, for example, by a device on the train (on-board unit).
Durch die individuelle Generierung von Streckenreservierungen und der Durchführung von Echtzeitrisikoanalysen ist es möglich, den Durchsatz der Strecke erheblich zu erhöhen: Befinden sich beispielsweise auf der von Zug A zu befahrenen Strecke noch ein weiterer Zug B innerhalb eines Bereichs, der nach dem Stand der Technik zu einer bestimmten Fahrstraße gehört, dürfte Zug A in diesem Bereich nicht einfahren, solange sich Zug B innerhalb der Fahrstraße befindet. Gemäß der Erfindung hingegen kann für Zug A trotzdem eine individuelle Streckenreservierung festgelegt werden. Die Länge der Streckenreservierung wird dann so festgelegt, dass sie vor Erreichen des Zuges B endet. Im Geschwindigkeitsprofil der Streckenreservierung für Zug A muss Zug A entsprechend abgebremst werden. Gemäß der Erfindung reicht der erfindungsgemäße Reservierungsbereich dann zwar nicht so weit wie die Fahrstraße gemäß dem Stand der Technik. Der Zug A kann aber innerhalb der Streckenreservierung zumindest langsam fahren. Spätestens vor Erreichen der in der Streckenreservierung hinterlegten Bremskurve wird eine neue Streckenreservierung von der operativen Einheit angefragt (da inzwischen vermutlich der Grund für die geplante Bremsung nicht mehr existiert - z. B. Zug B ist weitergefahren).Through the individual generation of route reservations and the implementation of real-time risk analyses, it is possible to increase the throughput of the route considerably: For example, if there is another train B on the route to be traveled by train A within an area that, according to the state of the art, belongs to a certain route, train A should not enter this area as long as train B is inside the route. According to the invention, on the other hand, an individual route reservation can nevertheless be established for train A. The length of the route reservation is then set to end before train B is reached. In the speed profile of the route reservation for train A, train A must be braked accordingly. According to the invention, the reservation area according to the invention does not extend as far as the route according to the prior art. However, train A can at least travel slowly within the route reservation. At the latest before reaching the braking curve stored in the route reservation, a new route reservation is requested by the operative unit (since the reason for the planned braking probably no longer exists - e.g. train B has moved on).
Die Erfindung ermöglicht eine ganzheitliche Sicht auf alle relevanten Elemente der SIL4-Sicherheitslogik, das Risiko für jeden Zug individuell und in Echtzeit zu bewerten, insbesondere ob die aktuelle Situation zu keiner Gefährdung führt und ob Sicherheitsmaßnahmen ergriffen werden müssen. Als mathematischer Ansatz wird dazu ein Bayes'sches Netz verwendet, das dynamisch abhängig von der aktuellen Situation erzeugt wird. Für die Struktur dieses Netzes und dessen Wahrscheinlichkeitstabellen wird die geometrische Beschreibung der Infrastruktur und des Zuges verwendet. Die Zugdynamik wird mit Hilfe bekannter physikalischer Gesetze berechnet. Das erfindungsgemäße Sicherheitskonzept passt sich dynamisch der Verkehrssituation und den Befehlen der Betreiber an, berechnet alle individuellen Risiken und garantiert höchste Sicherheitsintegrität (SIL4) bei gleichzeitig höchstem Durchsatz für alle relevanten Elemente innerhalb des Kontrollbereichs, bevor es Befehle an Feldelemente und Bewegungsbefugnisse an Züge erteilt. Bei dem erfindungsgemäßen Ansatz handelt es sich um eine generische Lösung die keine spezifische Projektierung benötigt und das Zulassungsverfahren wesentlich vereinfacht.The invention enables a holistic view of all relevant elements of the SIL4 safety logic to evaluate the risk for each train individually and in real time, in particular whether the current situation does not lead to a hazard and whether safety measures must be taken. A Bayesian network is used as a mathematical approach, which is generated dynamically depending on the current situation. The geometric description of the infrastructure and the train is used for the structure of this network and its probability tables. The train dynamics are calculated using known physical laws. The safety concept according to the invention adapts dynamically to the traffic situation and the commands of the operators, calculates all individual risks and guarantees the highest safety integrity (SIL4) while at the same time the highest throughput for all relevant elements within the control area before issuing commands to field elements and authorizations to move trains. The approach according to the invention is a generic solution that does not require any specific configuration and significantly simplifies the approval process.
- AA
- Anfrage zur Freigabe einer StreckenreservierungRequest to release a route reservation
- AccMAccM
- Unfallmodellaccident model
- DD
- Unfallklasse "Entgleisung"Accident class "Derailment"
- FEFE
- Feldelementenfield elements
- GG
- gerichteter Graphdirected graph
- IFEIFE
- Informationeninformation
- IZIZ
- Zuginformationentrain information
- KK
- Kommandos an FeldelementeCommands to field elements
- Limlimit
- Grenzwert für RisikobewertungThreshold for risk assessment
- LTLT
- Zuglängetrain length
- MAMA
- Fahrerlaubnisdriving licence
- MPMP
- Geschwindigkeitsprofilspeed profile
- MAXdMAXd
- Risikobewertungseinrichtungrisk assessment facility
- OBSOBS
- Übermittlungseinrichtungtransmission facility
- OPOP
- operative Einrichtungoperational facility
- RESRES
- Streckenreservierungroute reservation
- RFRF
- Risikofaktorrisk factor
- SYSSYS
- Systemzustandsystem health
- TMSTMS
- Zugmanagementeinheittrain management unit
- VDvd
- Zugdetektionseinrichtungtrain detection device
- DD
- Unfalleinflussfaktor: Zuverlässigkeit des FahrersAccident influencing factor: Driver reliability
- VDDEVDDE
- Unfalleinflussfaktor: FahrerentscheidungenAccident influencing factor: driver decisions
- EE
- Unfalleinflussfaktor: Gefahren in der Umgebung (z.B. Erdrutsch, Lawine, Überschwemmung)Accident influencing factor: Hazards in the area (e.g. landslide, avalanche, flood)
- INFINF
- Unfalleinflussfaktor: Schäden der Infrastruktur (z.B. Gleisbruch)Accident influencing factor: damage to infrastructure (e.g. broken track)
- RSRS
- Unfalleinflussfaktor: Schäden des ZugesAccident influencing factor: damage to the train
- SS
- Unfalleinflussfaktor: Modus des fahrzeugseitigen SystemsAccident Impact Factor: On-board system mode
- VV
- Unfalleinflussfaktor: erwartete oder aktuelle Geschwindigkeit des ZugesAccident Impact Factor: Expected or actual speed of the train
-
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Claims (15)
- Method for controlling a train within a train control system, comprising the following method steps:• creating an accident model (AccM), accident classes and accident influencing factors being determined;• ascertaining an track reservation (RES) individual for the train by ascertaining a track reservation area and a track profile;• sending, to a risk assessment device (MAXd), a request (A) to release the ascertained track reservation (RES);• carrying out a real-time risk assessment for the track reservation (RES) by means of the risk assessment device (MAXd) for at least some of the ascertained different accident classes, a risk factor (RF) for the track reservation (RES) being ascertained, and as a result it being ascertained whether the risk factor (RF) is acceptable; and• approving or rejecting the track reservation (RES) depending on the result of the risk assessment.
- Method according to claim 1, characterized in that a current position of the train is determined in order to ascertain the track reservation (RES).
- Method according to either claim 1 or claim 2, characterized in that the integrity of the train is determined in order to ascertain the track reservation (RES).
- Method according to any of the preceding claims, characterized in that the real-time risk assessment is carried out exclusively on the basis of physical and/or geometric parameters and error probabilities of the accident influencing factors.
- Method according to any of the preceding claims, characterized in that a probabilistic graph model is used for the real-time risk assessment, which model describes the previously created accident model (AccM), a graph (G) with nodes and edges being built/instantiated, conditional probabilities being stored for each node.
- Method according to claim 5, characterized in that the nodes include accident class nodes and element nodes, an element node representing one of the physical and/or geometric parameters of one of the accident influencing factors and an accident class node representing one of the accident classes.
- Method according to either claim 5 or claim 6, characterized in that the graph (G) is a directed and/or acyclic graph (G).
- Method according to any of claims 5 to 7, characterized in that the nodes comprise accident class nodes and element nodes, an element node representing one of the accident influencing factors and an accident class node representing one of the accident classes.
- Method according to any of claims 5 to 8, characterized in that the track reservation (RES) comprises a plurality of track reservation subareas, a subgraph being built/instantiated for each track reservation subarea, which subgraph represents a subnetwork.
- Method according to any of claims 5 to 9, characterized in that position reports of the train are determined and transmitted to the risk assessment device (MAXd) in time intervals, and in that after each position report for track reservation subareas, data obtained from the position reports are entered into the graph (G).
- Train control system for carrying out the method according to any of the preceding claims, comprising:• a risk assessment device (MAXd) for creating a real-time risk assessment for a previously determined track reservation (RES) for a train using an accident model (AccM) and for transmitting commands (K) to field elements (FE); and• a transmission device (OBS) for transmitting train information (Iz) relating to the train, wherein the transmission device (OBS) has an interface to the risk assessment device (MAXd).
- Train control system according to claim 11, characterized in that the risk assessment device (MAXd) has interfaces to field elements (FE).
- Train control system according to either claim 11 or claim 12, characterized in that an operational device (OP) is provided for ascertaining the track reservation (RES) individual for the train, the track reservation (RES) comprising a track reservation area and a track profile, the operational device (OP) having an interface to the risk assessment device (MAXd).
- Train control system according to any of claims 11 to 13,
characterized in that the transmission device is an on-board unit of the train or a track-side device. - Train control system according to claim 14, characterized in that the on-board unit comprises a position-determining device.
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EP19193069.2A EP3782869B1 (en) | 2019-08-22 | 2019-08-22 | Train control system and method for controlling a train within a train control system |
DK19193069.2T DK3782869T3 (en) | 2019-08-22 | 2019-08-22 | PROCEDURE FOR CONTROLLING A TRAIN WITHIN A TRAIN SECURITY SYSTEM AND TRAIN SECURITY SYSTEM |
ES19193069T ES2958734T3 (en) | 2019-08-22 | 2019-08-22 | Train control system and procedure for controlling a train within a train control system |
PCT/EP2020/072897 WO2021032638A1 (en) | 2019-08-22 | 2020-08-14 | Method for controlling a train within a train control system, and train control system |
KR1020227008740A KR20220044842A (en) | 2019-08-22 | 2020-08-14 | A method of controlling a train within a train control system, and a train control system |
CA3147820A CA3147820A1 (en) | 2019-08-22 | 2020-08-14 | Method for controlling a train within a train control system, and train control system |
AU2020332749A AU2020332749A1 (en) | 2019-08-22 | 2020-08-14 | Method for controlling a train within a train control system, and train control system |
IL289872A IL289872A (en) | 2019-08-22 | 2022-01-16 | Method for controlling a train within a train control system, and train control system |
SA522431542A SA522431542B1 (en) | 2019-08-22 | 2022-02-01 | Method for train controlling and train control system |
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2019
- 2019-08-22 ES ES19193069T patent/ES2958734T3/en active Active
- 2019-08-22 DK DK19193069.2T patent/DK3782869T3/en active
- 2019-08-22 EP EP19193069.2A patent/EP3782869B1/en active Active
-
2020
- 2020-08-14 KR KR1020227008740A patent/KR20220044842A/en unknown
- 2020-08-14 WO PCT/EP2020/072897 patent/WO2021032638A1/en active Application Filing
- 2020-08-14 AU AU2020332749A patent/AU2020332749A1/en active Pending
- 2020-08-14 CA CA3147820A patent/CA3147820A1/en active Pending
-
2022
- 2022-01-16 IL IL289872A patent/IL289872A/en unknown
- 2022-02-01 SA SA522431542A patent/SA522431542B1/en unknown
Also Published As
Publication number | Publication date |
---|---|
KR20220044842A (en) | 2022-04-11 |
IL289872A (en) | 2022-03-01 |
ES2958734T3 (en) | 2024-02-14 |
SA522431542B1 (en) | 2023-10-18 |
WO2021032638A1 (en) | 2021-02-25 |
EP3782869A1 (en) | 2021-02-24 |
CA3147820A1 (en) | 2021-02-25 |
DK3782869T3 (en) | 2023-10-02 |
AU2020332749A1 (en) | 2022-03-10 |
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