ES3061109T3 - Method for operating a railway safety system - Google Patents

Abstract

The invention relates to a method for operating a trackside device (50) to control a railway safety system (40), wherein the trackside device (50) detects at least one railway vehicle-related measurement result (M1, M2) with at least one sensor (60, 70) when a railway vehicle approaches the railway safety system (40) and determines a switching time (Tu) for the railway safety system (40) based on the measurement result (M1, M2). According to the invention, the trackside device (50) checks, based on at least one measurement result (M1, M2) and one or more identification data sets (IDS1, IDS2), whether the approaching rail vehicle can be assigned to the identification data set (IDS1, IDS2) and whether it is a controlled train described by the identification data set (IDS1, IDS2) to which it should be assigned. In the case of a recognized controlled train, the trackside device (50) reads at least one auxiliary parameter value from a memory (52) in which at least one auxiliary parameter value for the recognized controlled train is stored and determines the switching time (Tu) using this at least one read auxiliary parameter value.

Description

[0001] DESCRIPTION

[0002] Procedure for the control of a railway safety system

[0003] The invention relates to a track device and a procedure for controlling a railway safety system.

[0004] European publication EP 2718168 B1 describes a procedure for operating a track device for controlling a railway safety system, wherein, when a railway vehicle approaches the railway safety system, the track device records at least one measurement result relating to the railway vehicle by means of at least one sensor and, from the measurement result, determines a switching moment for the railway safety system.

[0005] Document DE 102009019302 A1 relates to a procedure and a device for controlling railway safety systems, in particular train control systems and level crossing systems. To generate control input variables, an RFID (radio frequency identification) signal containing vehicle data is emitted from the vehicle, which is read and evaluated by a device located on the track to determine the vehicle type.

[0006] Document DE 10227046 C1 describes a procedure for speed control on hazardous sections of track. This procedure includes a central control system for the section of track, such that when a vehicle approaches a hazard zone, the vehicle's brakes are applied to bring it to a stop before it reaches the hazard zone. The vehicle's speed is limited to the safe speed for the hazard zone. The vehicle's braking point for a given speed is compared to the optimum braking point for that speed.

[0007] The invention is based on the task of further improving a procedure of the type indicated at the beginning with respect to determining an optimal switching moment for the railway safety system. This task is accomplished, according to the invention, by means of a procedure with the characteristics according to claim 1. The advantageous configurations of the procedure according to the invention are indicated in the dependent claims.

[0008] According to the invention, the track device is provided to check, based on at least one measurement result and one or more identification data records, whether the approaching rail vehicle can be assigned to the identification data record or to one of them and whether it is a regular train described by the assignable identification data record, and, in the event of detecting a regular train, the track device reads at least one auxiliary parameter value from a memory in which at least one auxiliary parameter value for the detected regular train is stored and determines the switching time using at least this read auxiliary parameter value.

[0009] A key advantage of the method according to the invention is that the switching time for the railway safety system can be determined individually for each regular train, i.e., based on the detected regular trains. If an approaching rail vehicle is determined to be a regular train according to a set of identification data, the switching time can be optimally determined by referencing the information relating to that regular train. If an approaching rail vehicle is not recognized as a regular train, the control of the railway safety system can be carried out as is customary today and as described, for example, in the previously mentioned publication. In other words, the innovative idea is to optimize the determination of the switching time for those rail vehicles whose arrival time at the railway safety system is particularly easy to estimate or predict due to their regular train behavior.

[0010] To check whether the approaching rail vehicle should be assigned to the identification data record or one of them and whether it is a regular train described by the identification data record to be assigned, the trackside device uses at least one of the following measurement results, preferably at least two of the following measurement results: the time distance between rail vehicles, the time frequency between rail vehicles, the absolute time, the speed of the rail vehicle, the acceleration of the rail vehicle, the total number of axles of the rail vehicle, the distances between axles of the rail vehicle, the train length of the rail vehicle, the axle load of the rail vehicle, the axle loads of the powered and/or non-powered cars in the case of a multi-element rail vehicle, the number of powered cars or motor vehicles of the rail vehicle, the number of motor vehicles of the rail vehicle, the number of motor vehicles of the rail vehicle connected to the catenary and/or the traction power of the rail vehicle.

[0011] Furthermore, it is considered advantageous that, in a trackside device memory for two or more regular trains, at least one identification data record is stored, in particular an identification data record created by the user, specified externally, or previously modified by the user, as well as, for each regular train, at least one individual auxiliary parameter of the regular train to determine the switching time, and that the trackside device checks, based on at least one measurement result, in each approach case, whether the approaching rail vehicle is one of the regular trains and, if so, reads from the memory at least one auxiliary parameter value corresponding to the detected regular train.

[0012] Preferably, on each of the regular trains, the value or at least one of the values of the auxiliary parameters specific to the regular train is a quantitative magnitude that must be taken into account quantitatively when calculating the switching time (e.g., a fixed anticipation time, a fixed stopping time at one or more stopping points before the railway safety system, standard acceleration for the regular train, maximum permitted speed, etc.).

[0013] Alternatively or additionally, it may be advantageously provided that the value or at least one of the values of the auxiliary parameters specific to the regular train is an identifier that defines the calculation formula when calculating the switching moment (e.g., identifier “1”: calculation of the switching moment without taking into account the acceleration of the train currently measured by the sensor; identifier “2”: calculation of the switching moment taking into account the acceleration currently measured by the sensor, etc.).

[0014] Moreover, as at least one of the auxiliary parameter values, a time interval can also be advantageously stored.

[0015] The railway safety system is preferably a level crossing.

[0016] The invention further relates to a track device for controlling a railway safety system, wherein the track device has a control device which, when a railway vehicle approaches the railway safety system, evaluates at least one measurement result related to the railway vehicle and, based on the measurement result, determines a switching moment for the railway safety system.

[0017] According to the invention, the track device is provided to be designed so that, based on at least one measurement result and one or more identification data records, it checks whether the approaching rail vehicle can be assigned to the identification data record or to one of them and whether it is a regular train described by the identification data record to be assigned, and the track device is designed so that, in the event of detecting a regular train, it reads at least one auxiliary parameter value from a memory in which at least one auxiliary parameter value for the detected regular train is stored and determines the switching time using at least this read auxiliary parameter value.

[0018] As regards the advantages of the line device according to the invention, reference is made to the above explanations in relation to the procedure according to the invention.

[0019] The invention is then explained in more detail by way of exemplary embodiments, in which, by way of example,

[0020] Figure 1 shows an example of an embodiment of a track device according to the invention for controlling a railway safety system,

[0021] Figure 2 shows an example of the implementation of an operating program for a track device computer according to Figure 1, wherein the operating program functions on the basis of externally specified identification data records,

[0022] Figure 3 shows an example of the implementation of an operational program for the track device according to Figure 1, which operates on the basis of identification data records created by itself, and

[0023] Figure 4 shows an example of an operational program for the railway installation as shown in Figure 1, which operates based on automatically modified identification data records. The same reference symbols are always used in the Figures for identical or comparable components to facilitate understanding.

[0024] Figure 1 shows a railway system 10 that intersects a road 30 at an intersection 20 and is equipped with a railway safety system 40 in the form of a level crossing.

[0025] The railway safety system 40, as well as one or more sensors arranged in the railway system 10, are connected to a track device 50. In the embodiment according to Figure 1, the track device 50 is connected to two sensors 60 and 70, of which sensor 60 transmits a measurement result M1, and sensor 70 transmits a measurement result M2 to the track device 50.

[0026] The two sensors 60 and 70 detect a railway vehicle traveling in the direction of travel P — i.e., from left to right in Figure 1 — towards the railway safety system 40, for example, by detecting the axles of the passing railway vehicle, and transmit the corresponding measurement result M1 or M2 to the track device 50.

[0027] The two sensors 60 and 70 can transmit passage events as such to the track device 50, or measurement results derived from them or other measurement results, in particular, for example, one or two of the following measurement results: the time distance between railway vehicles, the time interval between railway vehicles, the absolute time, the speed of the railway vehicle, the acceleration of the railway vehicle, the total number of axles of the railway vehicle, the distances between axles of the railway vehicle, the train length of the railway vehicle, the axle load of the railway vehicle, the number of motor vehicles of the railway vehicle, the number of motor vehicles of the railway vehicle adjacent to the catenary and/or the traction power of the railway vehicle.

[0028] Trackside device 50 is equipped with a computer 51 and a memory 52. An operating program BP is stored in memory 52, which, when executed by the computer 51, enables trackside device 50 and induces it to control the railway safety system 40 and, for this purpose, to determine a switching time to the railway safety system 40. The switching time can be transmitted as such to the railway safety system 40, which then generates the corresponding closing command to close the railway safety system 40 based on the received switching time; alternatively, the switching time can be transmitted indirectly in the form of a control signal ST, which transmits the corresponding closing command to the railway safety system 40 at the switching time.

[0029] In addition, memory 52 stores identification data records that the BP operating program uses for the operation of the railway safety system 40. In the embodiment according to Figure 1, memory 52 stores two identification data records, identified by the references IDS1 and IDS2. Each of the two identification data records IDS1 and IDS2 defines a regular train that must be recognized by the trackside device and handled in the specified manner in relation to the switching time.

[0030] In addition, in memory 52, auxiliary parameter values are stored which, for each detected regular train, directly indicate the switching time of the railway safety system 40 or at least allow the switching time to be determined based on them.

[0031] In the embodiment according to Figure 1, it is assumed, for illustrative purposes, that memory 52 stores two sets of auxiliary parameters, HW1 and HW2, each containing one or more auxiliary parameters and assigned to one of the identification data registers. In the embodiment according to Figure 1, the auxiliary parameter set HW1 is assigned to the identification data set IDS1; this means that the auxiliary parameter set HW1 contains auxiliary parameter values for railway vehicles that are registered in the identification data set IDS1. Consequently, the auxiliary parameter set HW2 contains auxiliary parameter values for those railway vehicles that fall within the definition of the identification data set IDS2.

[0032] In other words, memory 52 stores sets of identification data and auxiliary parameters for two regular trains.

[0033] The track device 50 according to Figure 1 is preferably used in the following manner:

[0034] If a rail vehicle passes sensors 60 and 70 while traveling in direction P, the corresponding measurement results M1 and M2 are transmitted to trackside device 50. The operating program BP evaluates the measurement results M1 and M2 and checks, based on the identification data records IDS1 and IDS2, whether the approaching rail vehicle can be assigned to one of the two identification data records IDS1 or IDS2. If so, the operating program BP concludes that the approaching rail vehicle is a regular train, which should be handled according to the auxiliary parameter set HW1 or HW2 corresponding to the identification data set.

[0035] The following example assumes that the approaching rail vehicle is a regular train, described or recorded by the identification data set IDS1. Consequently, the operating program BP will read from memory 52 the auxiliary parameter set HW1 corresponding to the recognized regular train or the identification data set IDS1 and will determine the switching time of the rail safety system 40 based on the auxiliary parameter values in the auxiliary parameter set HW1.

[0036] The auxiliary parameter sets HW1 and HW2 specific to each regular train may include one or more quantitative magnitudes that must be taken into account quantitatively when calculating the switching time, for example, a fixed anticipation time, a fixed waiting time at one or more stopping points before the railway safety system, a standard acceleration for the regular train, a maximum permitted speed, etc.

[0037] Alternatively or additionally, in the auxiliary parameter sets HW1 and HW2, one or more identifiers defining the calculation formula for calculating the switching moment can be stored as individual auxiliary parameter values for each regular train. For example, an identifier “1” might indicate that the switching moment calculation should be performed without considering the train's acceleration currently measured by the sensor; an identifier “2” might indicate that the switching moment calculation should be performed taking into account the acceleration currently measured by the sensor. Similarly, other identifiers can be defined to handle the corresponding regular train.

[0038] Figure 2 shows a first example of realizing an operational program BP that can be stored in memory 52 of the device 50 of track according to Figure 1 and that is suitable for the operation of the computer 51.

[0039] The BP operating program includes a reading module 100 to record the measurement results M1 and M2 according to Figure 1.

[0040] If the reading module 100 has measurement results, in a subsequent check step 110, it is checked whether there are identification data records in memory 52.

[0041] If so, proceed to a comparison step 120, in which the measurement results M1 and M2 are compared with the identification data records IDS1 and IDS2.

[0042] If, in comparison step 120, it is determined that the measurement results M1 and M2 do not match either of the two identification registers IDS1 or IDS2, a standard control step 130 is carried out, which controls the railway safety system 40 with a standard switching time Tu(STD)) and, for example, transmits a corresponding control signal ST(Tu(STD)), which sets the standard switching time Tu(STD)), to the railway safety system 40 according to Figure 1. The standard switching time Tu(STD)) can be calculated, for example, by adding the switching time determined by sensors 60 and 70 with a predetermined standard delay value.

[0043] If, on the other hand, in comparison step 120 it is determined that one of the two identification records, for example, the identification record IDS1, can be assigned to measurement results M1 and M2, and it can therefore be concluded that the approaching rail vehicle is a regular train according to the identification data record IDS1, then proceed to reading step 140.

[0044] In read step 140, computer 51 reads from memory 52 the auxiliary parameter set HW1, which is assigned to the identification data set IDS1.

[0045] Next, in a subordinate and individual control step 150 for each regular train, the individual switching moment for each regular train is determined for the railway safety system 40 based on the values of the individual auxiliary parameters for each regular train stored in the auxiliary parameter set HW1. As a result, the switching moment Tu(HW1)) or a corresponding control signal ST(Tu(HW1)) is generated and transmitted to the railway safety system 40. The individual switching moment of the regular train Tu(HW1)) can be calculated, for example, by adding the passing moment determined by sensors 60 and 70 to an individual delay value for the regular train. Figure 3 shows a second example of implementing an operating program BP that enables control of the railway safety system 40 by means of the trackside device 50 as shown in Figure 1.

[0046] The operating program BP according to Figure 3 corresponds, with respect to program module 100, check step 110, comparison step 120, standard control step 130, reading step 140 and rule individual control step 150, to the operating program BP according to Figure 2, and in this respect, refer to the above explanations in relation to Figure 2.

[0047] In addition to the parts of the operating program mentioned in Figure 2, the BP operating program in Figure 3 features an additional data record creation module 160, which collaborates with the verification step 110 and the reading module 100.

[0048] The BP program module according to Figure 3 works as follows:

[0049] If, in check step 110, it is determined that there is no identification record stored in memory 52 and therefore a comparison with existing identification records cannot be made, the control of railway safety system 40 is carried out in accordance with standard check step 130, as explained in relation to Figure 2.

[0050] In addition, the data record creation module 160 is activated, which autonomously generates identification records, for example, the IDS1 and IDS2 identification records according to Figure 1, based on the M1 and M2 measurement results from the 100 reading module available on the input side.

[0051] Module 160, Data Record Creation, creates the identification data records IDS1 and IDS2 from the measurement results M1 and M2, preferably by checking whether, in past approach events, the measurement results are identical or, according to a predetermined similarity threshold, at least sufficiently similar in a subset of the rail vehicles. If so, identification data is created for the identification data record based on the measurement results deemed similar. In the case of a detected subset, identification data is generated for the identification data set based on the measurement results deemed similar, and the identification data set is formed using the generated identification data. It can be concluded that there is sufficient similarity in a subset of measurement results, for example, when the measurement results of this subset do not deviate from the mean value of the corresponding subset beyond a predetermined degree.

[0052] It is advantageous for the data record creation module 160 to use at least one of the previously mentioned measurement result types M1 and M2.

[0053] Figure 4 shows a third example of the implementation of an operational program BP that can be executed by the computer 51 of the trackside device 50, as shown in Figure 1, to control the railway safety system 40. The program module BP, as shown in Figure 4, comprises all the program steps or program modules already explained in relation to Figures 2 and 3; in this respect, please refer to the explanations above.

[0054] In addition to the program modules already explained, in the BP operating program according to Figure 4, a modification module 170 is provided which collaborates with the comparison step 120 and the reading module 100 and is designed to modify an identification data record identified within the framework of the comparison step 120, for example, the identification data record IDS1, based on the measurement results M1 and M2 currently recorded by the reading module 100.

[0055] If such a modification of the identification record IDS1 occurs, a modified modification record IDS1’ is generated and stored in memory 52, replacing the previous identification record IDS1 stored there. In other words, the modified identification record IDS1’ replaces the previous identification record IDS1, as shown in Figure 1. As part of the modification of the identification record IDS1, a more defined identification record can be created, for example, especially if the results of measurements taken during past approach events show that railway vehicles registered by the identification data record and recognized as corresponding regular trains would also be registered by the more restricted identification data record.

[0056] Modifying the IDS1 identification dataset is also advantageous when past measurement results from approach events show that rail vehicles registered by the default identification dataset and recognized as the same regular train may be assigned to different subgroups of regular trains. In such a case, subsets of data can be created within the IDS1 identification dataset, or the existing IDS1 identification dataset can be replaced by two new identification datasets, indicated in Figure 4 with the references IDS1’ and IDS”.

Claims (6)

1. CLAIMS 1. A method for operating a track device (50) for controlling a railway safety system (40), wherein the track device (50), when a railway vehicle approaches the railway safety system (40), records by means of at least one sensor (60, 70) at least one measurement result (M1, M2) related to the railway vehicle and determines, from the measurement result (M1, M2), a switching moment (Tu) for the railway safety system (40), characterized by - the trackside device (50) checks, based on at least one measurement result (M1, M2) and one or more identification data records (IDS1, IDS2), whether the approaching rail vehicle can be assigned to the identification data set (IDS1, IDS2) or to one of them and whether it can be concluded that the approaching rail vehicle is a regular train described by the assignable identification data set (IDS1, IDS2), and - the trackside device (50), in the event of detecting a regular train, reads at least one auxiliary parameter value from a memory (52), in which at least one auxiliary parameter value for the detected regular train is stored, and determines the switching time (Tu) using at least this read auxiliary parameter value and - In the event that an approaching rail vehicle is not recognized as a regular train, the trackside device determines the switching time (Tu) using the recorded measurement result (M1, M2). 2. Method according to claim 1, characterized in that the trackside device (50), to check whether the approaching railway vehicle should be assigned to the identification data record (IDS1, IDS2) or to one of them and is a regular train described by the identification data record to be assigned (IDS1, IDS2), uses at least one of the following measurement results (M1, M2), preferably at least two of the following measurement results (M1, M2): - distance in time between railway vehicles, - time interval between railway vehicles, - absolute time, - speed of the railway vehicle, - acceleration of the railway vehicle, - total number of axles of the railway vehicle, - distance between axles of the railway vehicle, - length of the railway vehicle train, - axle load of the railway vehicle - axle loads of motorized and/or non-motorized vehicles in the case of a multi-element railway vehicle, - number of motorized wagons or motor vehicles of the railway vehicle, - number of rail vehicle motors connected to the catenary, - traction power of the railway vehicle. 3. Procedure according to one of the preceding claims, characterized by - stored in a memory (52) of the track device (50) for two or more regular trains, at least one identification data record (IDS1, IDS2), in particular an identification data record created by itself, specified externally or previously modified by itself, as well as, for each regular train, at least one individual auxiliary parameter value of the regular train to determine the switching time (Tu), and - The track device (50) checks, based on at least one measurement result (M1, M2) at each approach event, whether the approaching rail vehicle is one of the regular trains and, if so, reads from memory (52) at least one corresponding auxiliary parameter value for the detected regular train. 4. Procedure according to one of the preceding claims, characterized in that, for each of the regular trains, - one or at least one of the values of the individual auxiliary parameters of the regular train is a quantitative magnitude that must be taken into account quantitatively when calculating the switching time (Tu), and/or - The or at least one of the values of the individual auxiliary parameters of the regular train is an identifier that defines the calculation formula when calculating the switching time (Tu). 5. Procedure according to one of the preceding claims, characterized in that, as an auxiliary parameter value or at least one of the auxiliary parameter values, a time interval is stored. 6. Track device (50) for controlling a railway safety system (40), wherein the track device (50) has a control device that, when a railway vehicle approaches the railway safety system (40), evaluates at least one measurement result related to the railway vehicle (M1, M2) and determines, from the measurement result (M1, M2), a switching moment (Tu) for the railway safety system (40), characterized by - the track device (50) is designed such that, based on at least one measurement result (M1, M2) and one or more identification data records (IDS1, IDS2), it checks whether the approaching rail vehicle corresponds to the identification data record (IDS1, IDS2), and it can be concluded that the approaching rail vehicle is a regular train described by the assignable identification data record (IDS1, IDS2), and - the track device (50) is designed such that, in the event of the detection of a regular train, it reads at least one auxiliary parameter value from a memory (52) in which at least one auxiliary parameter value for the detected regular train is stored and determines the switching time (Tu) using at least this read auxiliary parameter value, and - In the event that an approaching rail vehicle is not recognized as a regular train, the trackside device determines the switching time (Tu) using the recorded measurement result (M1, M2).