EP2849985A1 - Détermination de la position de véhicules ferroviaires - Google Patents

Détermination de la position de véhicules ferroviaires

Info

Publication number
EP2849985A1
EP2849985A1 EP13729672.9A EP13729672A EP2849985A1 EP 2849985 A1 EP2849985 A1 EP 2849985A1 EP 13729672 A EP13729672 A EP 13729672A EP 2849985 A1 EP2849985 A1 EP 2849985A1
Authority
EP
European Patent Office
Prior art keywords
time
rail vehicle
busy signal
sbz
track
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13729672.9A
Other languages
German (de)
English (en)
Other versions
EP2849985B1 (fr
Inventor
Jens Braband
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP2849985A1 publication Critical patent/EP2849985A1/fr
Application granted granted Critical
Publication of EP2849985B1 publication Critical patent/EP2849985B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/18—Railway track circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • 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]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • 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

Definitions

  • the invention relates to a method for generating a location, which indicates the position of a rail vehicle on a railway track system.
  • balises for example so-called Euro-balises or ETCS balises, which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes.
  • ETCS balises which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes.
  • the use of such balises is not always desirable for cost reasons.
  • the invention has for its object to provide a location of rail vehicles on a railway track easily and inexpensively.
  • the invention provides that with a track ⁇ jemelde issued a busy signal is generated, which assigns the occupancy of the track section by the rail vehicle ⁇ as soon as the rail vehicle occupies the monitored by the Gleisokomelde- device track section, the busy signal with a time stamp to form a time ⁇ NEN claim related busy signal is provided, indicating the time of Bele ⁇ supply of the track section, the time-related busy Signal is transmitted to a control device monitoring the track-free reporting device, the time-related busy signal from the guide to the rail vehicle wei ⁇ ter meeting and on the rail vehicle based on the time-related busy signal, the current position of the rail ⁇ nenindis is determined and the location is formed.
  • a significant advantage of the method according to the invention is that it is possible to dispense with the use of balises for the transmission of locating signals.
  • the actual task is to monitor the occupancy state of a Gleisab ⁇ section of railway track system.
  • the main-track free reporting device is so inventively double ge ⁇ uses, namely to determine the occupancy status of the track section and also for generating signals to the rail vehicle with which the rail vehicle can determine its current position themselves.
  • the Gleisokomelde- device is thus verwen ⁇ det as a kind of virtual balise, which sends a signal to the rail vehicle via a guide, whereby a rail vehicle side Or ⁇ tion is made possible.
  • a particularly simple and therefore advantageous can be rail-vehicle-determine the current position and form the local ⁇ indication when a computing device of the rail vehicle on the basis of a stored route map and on the basis of time-related busy signal, the position of the rail vehicle at the time related by the busy Signal angege ⁇ benen time determined.
  • the computing device based on the speed of the rail vehicle in the time interval between that of the time-related Busy signal indicated time and the time of Be ⁇ determination of the current position determines the distance traveled by the rail vehicle in this time interval and the current position of the rail vehicle by adding the distance to the position to that of the time-related busy signal calculated time.
  • a correction is made taking into account the distance that the
  • the track-free signaling device attracts a light emitted from a global len navigation satellite system time information for determining the time of occupancy of the Gleisab ⁇ -section and forms the time stamp with the time information.
  • the rail vehicle comprises a positioning device based on a global navigation satellite system
  • a second location is formed with the satellite-based positioning device, and the second location is is compared with the current position of the rail vehicle determined on the basis of the time-related busy signal.
  • two locations are thus formed, which are compared with each other in order to avoid a fault location.
  • an error signal is generated when the monitoring deviate ⁇ between the time-related basis of the busy signal determined current position of the rail vehicle and the second location information reaches or exceeds a predetermined threshold.
  • the guide transmits the time-related busy signal together with a train identifier identifying the retracted train in the track section.
  • the transmission of a train ID allows rail vehicles receiving the time-related busy signal to check whether this signal is actually to be evaluated or not. Represents the rail vehicle as part of the evaluation of the train ID determines that the busy signal ge for its own rail car ⁇ is not covered, it can avoid the further evaluation of the busy signal.
  • the invention also relates to a track free ⁇ signaling device, which is suitable ⁇ conceive a busy signal to it that indicates the availability of a processing monitored by the Gleisokomeldeeinrich- track section by a railway vehicle when the railway vehicle the track section be ⁇ sets.
  • the main-track-free signaling device comprises a time determining means, which is suitable to provide the busy signal with a time stamp un ⁇ ter form a time-related busy signal indicative of the time of occupancy of the track section.
  • the invention also relates to a railroad track system with a guide of a track-free signaling device in communication with the guide device.
  • the Leit ⁇ device is configured such that it forwards the Zeitbezoge ⁇ Busy signal after receipt of the track-free alarm device to the rail vehicle.
  • the invention also relates to a rail vehicle with a locating device.
  • the locating device has a receiving device for receiving a time stamped busy signal and a computing device which is programmed to use a stored route map and based on the time-related busy signal to the position of the rail vehicle the time specified by the time-related busy signal ermit ⁇ determined.
  • FIG 2 shows a first embodiment of a Leitein ⁇ direction, as can be used in the railway track system ge ⁇ Mäss Figure 1
  • 3 shows a second embodiment of a dung OF INVENTION ⁇ proper guide for the railway track system according to Figure 1
  • Figure 4 can analyze a first embodiment of a rail vehicle ⁇ , the time-related busy signals of the track-free signaling device of the railway track system according to Figure 1, and
  • Figure 5 can evaluate a second embodiment of a dung OF INVENTION ⁇ according rail vehicle, the time-related busy signals of a track-free signaling device.
  • the same reference numbers are always used in the figures for identical or comparable components.
  • FIG. 1 shows a railway track system 10 whose track section 15 is monitored by a track-free signaling device 20.
  • the track-free reporting device 20 comprises two or more sensors 21 and 22 which generate sensor signals S1 and S2, on the basis of which the track-free reporting device 20 can determine the slip state of the track section 15.
  • the sensors can be formed by axle counters or by crossing points of track circuits.
  • the Sen ⁇ sensors of the track-free signaling device 20 are formed by crossing points of one or more track circuits, it is considered advantageous if the one or more track circuits extend over the entire track section 15 and ei ⁇ ne plurality of crossing points is present.
  • the track-free signaling device 20 is connected to a guide device 30, which is equipped with a radio device.
  • the railway track system 10 can be operated, for example, as follows: Driving a rail vehicle 40 in the track section 15 of the egg ⁇ senbahngleisstrom 10 along the direction of the arrow P a, this is detected by the sensor 21 of the train detection means 20 and signaled by means of the sensor signal Sl.
  • the track ⁇ fingermelde worn 20 will recognize the slip state of the track section 15 based on the sensor signal Sl and generate a corre ⁇ sponding busy signal.
  • This busy signal is provided to the track vacancy signaling device 20 with a time stamp, forming a time-related busy signal SBZ.
  • Timestamp indicates the time at which the track section 15 has been occupied by the rail vehicle 40.
  • the time-related busy signal SBZ reaches the guide device 30 which transmits it to the rail vehicle 40 as a radio signal SBZF by means of a radio device.
  • the radio signal SBZF may also contain a train identifier which designates the train which would have to have entered the track section 15 in accordance with a predetermined timetable. The transmission of such a train identifier is advantageous, but not mandatory.
  • the rail vehicle 40 After receiving the radio signal SBZF and the time-related busy signal SBZ contained therein, the rail vehicle 40 determines its position on the basis of a stored route map and on the basis of the time-related busy signal SBZ. Such a position determination is readily possible if the stored route map has the track section 15 of the railway track system 10.
  • the rail vehicle 40 may also consider its own speed and based on the speed in the time interval between the time specified by the time-related busy signal SBZ time and the current time of determining the current position Determine the distance traveled by the rail vehicle 40 in the ⁇ sem time interval.
  • the current position of the Rail vehicle 40 may then be calculated by adding the distance to the position indicated by the time-related busy signal SBZ.
  • it enables the formed by the Gleisokomeldeein ⁇ direction 20 time-related busy signal SBZ which is durge of the guide device 30 to the rail vehicle 40 ⁇ passes to determine the rail vehicle 40, its current position and to form a corresponding geographic location.
  • FIG. 2 shows an exemplary embodiment of a track free ⁇ signaling device 20, such as may be employed in the railway track system 10 according to FIG. 1
  • the train detection device 20 according to figure 2 has a Belegungserkennungsein- direction 100 which communicates with the sensors 21 and 22 according to FIG 1 in compound and its sensor signals Sl and S2 evaluates ⁇ .
  • the occupancy recognition device 100 may be a conventional device with which the occupancy state of a track section can be detected.
  • the occupancy detection device 100 may, for example, the
  • the occupancy detection device 100 can thus resort to conventional methods for occupancy detection.
  • the occupancy detection device 100 generates on the output side a busy signal SB, which is transmitted to a control device 110 of the track-free-reporting device 20.
  • the control device 110 is connected to a time determination device 120, which transmits a time information SZ to the control device 110.
  • the control device 110 moves into a position to provide the busy signal SB with a time stamp indicating the time of occupancy of the track section 15 when a rail vehicle 40 in the Gleisab cut ⁇ 15 and this is ,
  • the busy signal SB provided with the time stamp or the time information SZ is output as the time-related busy signal SBZ at the output A20 of the track-free signaling device 20 (see FIG.
  • the time determination device 120 is a satellite-based time determination device that evaluates navigation signals of a global navigation satellite system 200 shown only schematically in FIG. 2 and forms the respective time or time information SZ using the time base of the global navigation satellite system 200 ,
  • the Na ⁇ vigationssignale are exemplary marked with the reference numbers Be ⁇ GPS in FIG. 2
  • the time-related busy signal SBZ is subsequently formed by the control device 110, as has already been explained above.
  • FIG. 3 shows a second exemplary embodiment of a track-free signaling device 20, as can be used in the railroad track system 10 according to FIG.
  • a synchronized radio clock 130 is synchronized by a radio out ⁇ radiated time signal ZS.
  • ZS a radio out ⁇ radiated time signal
  • the Zeitsig ⁇ nal ZS can, for example, be the time signal emitted by the stationed in Frankfurt longwave transmitter DZF77.
  • the long-wave transmitter is identified by the reference numeral 300 in FIG.
  • the time information (time) SZ formed by the synchronized radio clock 130 is evaluated by the controller 110 to provide the busy signal SB of Belegungserkennungsein- direction 100 with a time stamp and the time ⁇ related busy signal SBZ at the output A20 of the track free reporting ⁇ device 20 to produce.
  • 4 shows an exemplary embodiment of a rail ⁇ vehicle 40, which is adapted to evaluate a time-related busy signal SBZ a track signaling device and to determine its own current position based on which.
  • the rail vehicle 40 comprises a computing device 410 which is connected to a receiving device 420 and a memory 430.
  • a route map SP is stored, the data D on the railway track system 10 according to Figure 1 and on the monitored from the track ⁇ glasse worn 20 track section 15 according to Figure 1 includes.
  • the receiving device 420 is able to receive the radio signal SBZF transmitted by radio from the guide device 30 according to FIG. 1 and to extract the time-related occupancy signal SBZ contained therein.
  • the extracted time-related busy signal SBZ is übertra ⁇ gen to the computing device 410th
  • the computing device 410 is programmed by means of a software module SM1 such that it determines the current position of the rail vehicle 40 on the basis of the time-related busy signal SBZ and the data D of the route map SP. Thereby, the computing device 410, the time interval Zvi ⁇ rule the time specified in the time stamp and the current time has passed into account by determining based on the speed of the rail vehicle 40 in this time ⁇ interval the distance which traveled by the rail vehicle 40 in the meantime Has. Subsequently, the
  • Calculator 410 calculate the current position of the rail vehicle 40 by adding this distance to the position resulting from the time-related busy signal SBZ and the route map SP compute.
  • the computing device 410 After determining the current position of the rail vehicle 40, the computing device 410 generates an output side Location OA, which indicates the current position of the rail vehicle ⁇ 40.
  • FIG. 5 shows a second embodiment for a railway vehicle 40, which may be operated on the railway track system 10 ge ⁇ Telss Figure 1 and the radio signal SBZF the guide device 30 according to Figure 1 in order to determine the current position is able to evaluate.
  • the rail vehicle 40 according to FIG. 5 additionally comprises, in addition to the computing device 410, the receiving device 420 and the memory 430 which have already been explained in connection with FIG.
  • a satellite-supported locating device 440 which can receive navigation signals GPS from a global navigation satellite system 200 ,
  • the satellite positioning device 440 forms, with the Na ⁇ vigationssignalen a second GPS Location OA2, which come to the computing device 410th
  • the computing device 410 is programmed in the embodiment ge ⁇ Gurss figure 5 with two software modules SM1 and SM2.
  • the first software module SM1 serves to evaluate the time-related busy signal SBZ of the receiving device 420 as well as the data D of the route map SP and to form a first local reference OA1.
  • the second software module SM2 serves to compare the first location information OA1 of the first software module SM1 with the second location information OA2 of the satellite-based location device 440. If the two location details OA1 and OA2 substantially coincide, the arithmetic unit 410 with the two locations OA1 and OA2, for example by means of averaging, will form an averaged location information OA which is output at the output A410 of the arithmetic unit 410.
  • the computing device 410 will generate at its output A410 an error signal F with which the arithmetic unit means 410 indicates that a unambiguous Ortsbestim ⁇ determination is not possible, since the second location specified by the satellite-based location device 440 OA2 deviates too much from the first location with the time-based occupancy signal SBZ formed first location information OA1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de génération d'une indication de localisation (OA) qui indique une position d'un véhicule ferroviaire (40) sur une voie de chemin de fer (10). Selon l'invention, il est prévu qu'avec un dispositif d'annonce de voies libres (20) un signal occupé (SB) soit généré et indique l'occupation de la portion de voie (15) par le véhicule ferroviaire (40) dès que le véhicule ferroviaire (40) occupe la portion de voie (15) surveillée par le dispositif d'annonce de voies libres (20), le signal occupé (SB) est horodaté en formant un signal occupé par rapport au temps (SBZ) qui indique le moment d'occupation de la portion de voie (15), le signal occupé par rapport au temps (SBZ) est transmis à un système de commande (30) surveillant le dispositif d'annonce de voies libres (20), le signal occupé par rapport au temps (SBZ) est redirigé vers le véhicule ferroviaire (40) par le système de commande (30) et, sur le véhicule ferroviaire (40), la position actuelle du véhicule ferroviaire (40) est déterminée au moyen du signal occupé par rapport au temps (SBZ) et l'indication de localisation (OA) est formée.
EP13729672.9A 2012-06-29 2013-06-11 Détermination de la position de véhicules ferroviaires Not-in-force EP2849985B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012211333.9A DE102012211333A1 (de) 2012-06-29 2012-06-29 Positionsbestimmung von Schienenfahrzeugen
PCT/EP2013/062010 WO2014001080A1 (fr) 2012-06-29 2013-06-11 Détermination de la position de véhicules ferroviaires

Publications (2)

Publication Number Publication Date
EP2849985A1 true EP2849985A1 (fr) 2015-03-25
EP2849985B1 EP2849985B1 (fr) 2017-08-02

Family

ID=48652036

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13729672.9A Not-in-force EP2849985B1 (fr) 2012-06-29 2013-06-11 Détermination de la position de véhicules ferroviaires

Country Status (6)

Country Link
EP (1) EP2849985B1 (fr)
DE (1) DE102012211333A1 (fr)
DK (1) DK2849985T3 (fr)
ES (1) ES2645623T3 (fr)
RU (1) RU2638052C2 (fr)
WO (1) WO2014001080A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109649450B (zh) * 2018-12-26 2021-03-12 交控科技股份有限公司 一种重载移动闭塞下自动站间闭塞控制方法及系统
EP4420952A1 (fr) * 2023-02-24 2024-08-28 Siemens Mobility GmbH Procédé et dispositif de localisation de localisation côté véhicule d'un véhicule ferroviaire au moyen d'un signal radio transmis par un compteur d'essieux
EP4620773A1 (fr) * 2024-03-18 2025-09-24 Siemens Mobility GmbH Procédé, appareil et dispositif pour faire fonctionner un véhicule ferroviaire et une installation ferroviaire

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US5129605A (en) * 1990-09-17 1992-07-14 Rockwell International Corporation Rail vehicle positioning system
DE19957258C2 (de) * 1999-11-19 2001-09-20 Siemens Ag Verfahren zur Gleisfreimeldung mittels Achszählung
DE10131585A1 (de) * 2000-07-25 2002-06-06 Db Cargo Ag Verfahren zur Identifikation von Fahrzeugen
GB0328202D0 (en) * 2003-12-05 2004-01-07 Westinghouse Brake & Signal Railway vehicle detection
US7395140B2 (en) * 2004-02-27 2008-07-01 Union Switch & Signal, Inc. Geographic information system and method for monitoring dynamic train positions
JP4227078B2 (ja) * 2004-06-16 2009-02-18 株式会社日立製作所 列車位置検知システム
RU2326016C2 (ru) * 2006-07-31 2008-06-10 Открытое акционерное общество "Научно-исследовательский институт точной механики" Система управления движением электроподвижного состава
DE102006061811A1 (de) * 2006-12-21 2008-06-26 Deutsches Zentrum für Luft- und Raumfahrt e.V. Verfahren zum Orten eines Fahrzeugs
US20080231506A1 (en) * 2007-03-19 2008-09-25 Craig Alan Stull System, method and computer readable media for identifying the track assignment of a locomotive

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See references of WO2014001080A1 *

Also Published As

Publication number Publication date
EP2849985B1 (fr) 2017-08-02
DK2849985T3 (en) 2017-10-30
DE102012211333A1 (de) 2014-01-02
WO2014001080A1 (fr) 2014-01-03
RU2638052C2 (ru) 2017-12-11
ES2645623T3 (es) 2017-12-07
RU2014147689A (ru) 2016-08-20

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