EP0739285A1 - Device for highly accurately locating a rail-borne vehicle - Google Patents

Device for highly accurately locating a rail-borne vehicle

Info

Publication number
EP0739285A1
EP0739285A1 EP95905540A EP95905540A EP0739285A1 EP 0739285 A1 EP0739285 A1 EP 0739285A1 EP 95905540 A EP95905540 A EP 95905540A EP 95905540 A EP95905540 A EP 95905540A EP 0739285 A1 EP0739285 A1 EP 0739285A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
location
placemark
time
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
EP95905540A
Other languages
German (de)
French (fr)
Other versions
EP0739285B1 (en
Inventor
Hans-Jürgen VOSS
Katrin Tuschhoff
Hans-Arnim Lange
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
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 filed Critical Siemens AG
Publication of EP0739285A1 publication Critical patent/EP0739285A1/en
Application granted granted Critical
Publication of EP0739285B1 publication Critical patent/EP0739285B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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
    • B61L25/021—Measuring and recording of train speed
    • 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
    • B61L25/026—Relative localisation, e.g. using odometer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • the trains determine their respective travel location within a section of track regularly by counting the number of wheel revolutions of a preferably non-driven vehicle wheel that has occurred since penetrating into the section.
  • the wheel or wheels used for determining the driving location have one or more anomalies distributed over the circumference, which are detected by a wheel pulse generator as it moves past a pick-up head.
  • the wheel impulse generator feeds the detected wheel impulses to a travel counter, which converts them into a corresponding travel information according to the wheel diameter and the pitch of the steering vehicle wheel.
  • the location of a train requires the train to brake in time to predetermined target speeds at predetermined target points.
  • the wheel pulses are preferably picked up on a non-driven vehicle wheel, slippage and sliding regularly lead to more or less large deviations between the actual driving location of a vehicle and the driving location determined by the vehicle itself.
  • the vehicle-side displacement measurement result is synchronized with an indication of the actual driving location at least when an exact location information is important while the vehicle is advancing at predetermined driving locations. This happens e.g. For example, in the case of lines and vehicles equipped with line control, when passing line conductor crossings, which divide the lines into predetermined line sections (ETR 20 (1971) 7/8, pages 326-336). In the case of routes and vehicles not equipped with such devices, the adaptation of a vehicle-side location result to an absolute location z. B.
  • the object of the invention is to provide a device according to the preamble of claim 1, the location results of which are largely independent of the vehicle's internal delay times between the recognition of a placemark and the provision of a location information and the random transmission conditions between the vehicles and the placemarks .
  • the invention solves this problem by the characterizing features of claim 1.
  • the vehicle controller * * - for the destination braking can be given an extremely exact location that is independent is the processing time of a vehicle device required for the driver identification.
  • the locating result can be further improved if, in addition to the advancing speed, any acceleration of the vehicle is used for the correction of the locating result.
  • the vehicle should itself determine the actual time period required for the transmission and processing of location codes and thus enable an optimal location correction.
  • the placemarks should be designed as passive track coupling coils detectable by the vehicle, punctiform train control devices or passive answering devices. This has the advantage that no additional power supply is required for location on a route. If a braking process extends over a longer distance or if vehicles are to be braked to different target points, then it can be advantageous according to the teaching of claim 5 to arrange a plurality of placemarks along the route at a distance.
  • line conductors can also be provided, the lines of which are crossed at predetermined intervals.
  • the drawing shows the two functional groups ATP (automatic train protection) and ATO (automatic train operation) of a vehicle device; the ATP is used to secure driving, the ATO is used to automatically control the vehicle.
  • the lower part of the illustration shows a preferably non-driven vehicle wheel R of a vehicle to be controlled and a wheel pulse generator RG which detects the movement of the vehicle wheel.
  • the wheel pulse generator supplies the wheel signals it detects to a path counter W, which adds up the wheel signals and supplies the ATO with corresponding route information for locating the vehicle on the route. From the change in this route information, the ATO determines the instantaneous driving speed V, which it needs together with the route information for the vehicle control.
  • placemarks z. B. in the form of track coupling coils GKS or other point-acting transmission devices to identify the respective driving location.
  • the vehicle is equipped with a coupling coil FKS on the vehicle, which couples to the stationary track coupling coil GKS as it passes by and temporarily changes its current consumption I significantly.
  • the z. B. occurring current level drop is converted on the vehicle into a corresponding square-wave signal of a voltage U, interrupts INT being formed from the edges of this signal to determine the influencing time tB of the vehicle device by the track coupling coil.
  • the ATO can then ruptually determine the point in time at which the track coupling coil and the vehicle-side coupling coil faced each other exactly. This time determination is independent of the respective influencing conditions, which determine the duration of the influencing and essentially depend on the spatial distance between the vehicle-side and the track-side influencing devices.
  • a corresponding synchronizing signal SYN causes a time measurement in the ATO for determining the delay time tx between the passage of the place marker and the provision of the location information LOCATION by the ATO. This delay time is essentially determined by the transmission time of the data required for vehicle control to the ATO and the phasing in of this data and the processing of this data in the ATO.
  • the ATO From the current speed Vx of the vehicle and the measured delay time tx, the ATO now determines a distance sx which the vehicle has advanced from the highly accurate recognition of the placemark to the provision of the location result LOCAL.
  • the location information s provided by the distance measuring device W must be corrected in order to arrive at an absolute location result ORT *, which permits highly precise target braking in the range of a few centimeters.
  • Either the current speed values of the vehicle are included in the determination of the distance correction value sx, or the speed when passing the placemark is used, the respective values of this speed possibly having to be modified in accordance with the current acceleration of the vehicle.
  • a plurality of placemarks arranged at a distance can also be provided for repeated synchronization of the relative positioning results determined on the vehicle side with the absolute position information of the placemarks.
  • the device according to the invention is particularly suitable for high-precision target braking of vehicles in the station area, in particular where the passenger flows occur e.g. B. can be channeled through barriers or doors to certain points of the station and there is a need for the vehicles to be positioned with their doors to the centimeter in these entry and exit areas.
  • the invention can also be used with advantage where the respective travel location of a vehicle in a route section is determined not by a path counter for wheel signals but by any other faulty path measuring device or where it is only a question of high-precision location when driving past a placemark.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Warehouses Or Storage Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Navigation (AREA)

Abstract

To stop track-guided vehicles, especially railway trains, highly accurately at a given point, the vehicles are notified of the passing of fixed track devices, usually wirelessly. A finite length of time is taken for the transmitted location-specific signals to be assessed on the vehicles and the data supplied are therefore inaccurate to varying degrees. In addition, the position data are not transmitted strictly point by point but are delayed by a certain time (tB) which may vary from case to case. According to the invention, the time of passing a track device taken into account for location is set at half the value (tB/2) of each influence time.

Description

Beschreibungdescription
Einrichtung zur punktförmigen hochgenauen Ortung eines spur¬ geführten FahrzeugsDevice for the punctiform high-precision location of a track-guided vehicle
Die Erfindung bezieht sich auf eine Einrichtung nach dem Oberbegriff des Anspruches l.The invention relates to a device according to the preamble of claim 1.
Im schienengebundenen Bahnbetrieb bestimmen die Züge ihren jeweiligen Fahrort innerhalb eines Gleisabschnittes regelmä¬ ßig durch Zählen der seit Eindringen in den Abschnitt ausge¬ führten Radumdrehungen eines vorzugsweise nicht angetriebenen Fahrzeugrades. Hierzu weisen das oder die für die Fahrortbe¬ stimmung verwendeten Räder eine oder mehrere über den Umfang verteilt angeordnete Anomalien auf, die von einem Radimpuls- geber beim Vorbeibewegen an einem Aufnahmekopf detektiert werden. Der Radimpulsgeber führt die detektierten Radimpulse einem Wegzähler zu, der sie entsprechend dem Raddurchmesser und der Teilung des steuernden Fahrzeugrades in eine entspre- chende Wegangabe umsetzt. Die Angaben über den jeweiligenIn rail-bound railway operation, the trains determine their respective travel location within a section of track regularly by counting the number of wheel revolutions of a preferably non-driven vehicle wheel that has occurred since penetrating into the section. For this purpose, the wheel or wheels used for determining the driving location have one or more anomalies distributed over the circumference, which are detected by a wheel pulse generator as it moves past a pick-up head. The wheel impulse generator feeds the detected wheel impulses to a travel counter, which converts them into a corresponding travel information according to the wheel diameter and the pitch of the steering vehicle wheel. The information about the respective
Fahrort eines Zuges benötigt dieser zum rechtzeitigen Abbrem¬ sen auf vorgegebene Zielgeschwindigkeiten an vorgegebenen Zielpunkten.The location of a train requires the train to brake in time to predetermined target speeds at predetermined target points.
Obgleich die Radimpulse vorzugsweise an einem nicht angetrie¬ benen Fahrzeugrad abgegriffen werden, kommt es durch Schlupf und Gleiten regelmäßig zu mehr oder weniger großen Abweichun¬ gen zwischen tatsächlichem Fahrort eines Fahrzeugs und dem vom Fahrzeug selbst ermittelten Fahrort. Aus diesem Grunde wird das fahrzeugseitige Wegmeßergebnis mindestens dann, wenn es auf eine exakte Ortungsangabe ankommt, während des Vorrük- kens des Fahrzeugs an vorgegebenen Fahrorten mit einer Angabe über den tatsächlichen Fahrort synchronisiert. Dies geschieht z. B. bei mit Linienzugbeeinflussung ausgerüsteten Strecken und Fahrzeugen jeweils beim Passieren von Linienleiterkreu- zungen, welche die Strecken in vorgegebene Streckenabschnitte unterteilen (ETR 20 (1971)7/8, Seiten 326-336). Bei nicht mit derartigen Einrichtungen ausgerüsteten Strecken und Fahrzeugen gelingt die Anpassung eines fahrzeugseitigen Ortungsergebnisses an eine absolute Ortsangabe z. B. dadurch, daß an vorbestimmten Punkten der Strecke vorzugsweise passive Gleiskoppelspulen, punktförmige Zugbeeinflussungseinrichtun¬ gen oder Antwortgeräte, wie sie für die Güterwagennummernmel¬ dung entwickelt wurden, angebracht und vom vorüberlaufenden Fahrzeug erkannt werden (DE-OS 22 23 413) . Es ist auch bereits bekannt, zur Fahrortbestimmung von Schienenfahrzeugen zusätzlich zu den Linienleiterkreuzungen noch Streckenmarken anzuordnen, die eine absolute Ortsangabe an die vorüberlau¬ fenden Fahrzeuge übermitteln (DE-AS 20 42 090) .Although the wheel pulses are preferably picked up on a non-driven vehicle wheel, slippage and sliding regularly lead to more or less large deviations between the actual driving location of a vehicle and the driving location determined by the vehicle itself. For this reason, the vehicle-side displacement measurement result is synchronized with an indication of the actual driving location at least when an exact location information is important while the vehicle is advancing at predetermined driving locations. This happens e.g. For example, in the case of lines and vehicles equipped with line control, when passing line conductor crossings, which divide the lines into predetermined line sections (ETR 20 (1971) 7/8, pages 326-336). In the case of routes and vehicles not equipped with such devices, the adaptation of a vehicle-side location result to an absolute location z. B. by the fact that at predetermined points along the route preferably passive track coupling coils, punctiform train control devices or answering devices, such as those developed for the freight car number notification, are attached and recognized by the passing vehicle (DE-OS 22 23 413). It is also already known to arrange route markings in addition to the line conductor crossings for determining the location of rail vehicles, which transmit an absolute location information to the vehicles passing by (DE-AS 20 42 090).
Alle diese Einrichtungen dienen dazu, unvermeidbare Fehlmes¬ sungen der Wegmeßeinrichtungen infolge von Schlupf und Glei¬ ten zu korrigieren. Dort wo es auf eine hochgenaue Ortung zum Zwecke einer punktgenauen Zielbremsung im Dezimeter- oder Zentimeterbereich ankommt, genügen diese bekannten Maßnahmen für die Korrektur von Ortungsergebnissen noch nicht. Allein dadurch, daß vom Erkennen der für die Ortungskorrektur ver¬ wendeten Ortsmarken bis zum Bereitstellen eines entsprechen¬ den Ortungsergebnisses durch das Fahrzeug eine gewisse Zeit vergeht, ist das dann bereitgestellte Ortungsergebnis nicht mehr aktuell, sondern bereits veraltet. Hinzu kommt, daß die Ortsmarken nicht streng punktförmig erkannt werden, sondern daß es einen Ansprechbereich gibt, der von Fall zu Fall verschieden sein und in der Größenordnung von ± 20 cm variie¬ ren kann. Hierdurch wird das Ortungsergebnis wieder ungenau.All these devices serve to correct unavoidable incorrect measurements of the displacement measuring devices as a result of slippage and sliding. Where high-precision location is important for the purpose of precise target braking in the decimeter or centimeter range, these known measures are not yet sufficient for the correction of location results. The fact that a certain time elapses from the recognition of the location marks used for the location correction to the provision of a corresponding location result by the vehicle means that the location result then provided is no longer up-to-date, but is already out of date. In addition, the placemarks are not recognized in a strictly punctiform manner, but there is a response range which differs from case to case and can vary in the order of magnitude of ± 20 cm. As a result, the location result is again inaccurate.
Aufgabe der Erfindung ist es, eine Einrichtung nach dem Oberbegriff des Anspruches 1 anzugeben, deren Ortungsergeb¬ nisse weitgehend unabhängig sind von den fahrzeuginternen Verzugszeiten zwischen dem Erkennen einer Ortsmarke und dem Bereitstellen einer Ortungsangabe und dem zufällig vorhande¬ nen Übertragungsverhältnissen zwischen den Fahrzeugen und den Ortsmarken. Die Erfindung löst diese Aufgabe durch die kennzeichnenden Merkmale des Anspruches 1. Durch die hochgenaue Ortung der Ortsmarken und die Korrektur der Ortungsangaben nach Maßgabe des während der Verzugszeit zurückgelegten Fahrweges kann der Fahrzeugsteuerun**- für die Zielbremsung ein außerordentlich exakter Fahrort vorgegeben werden , der unabhängig ist von der für die Fahrorterkennung erforderlichen Verarbeitungszeit eines Fahrzeuggerätes.The object of the invention is to provide a device according to the preamble of claim 1, the location results of which are largely independent of the vehicle's internal delay times between the recognition of a placemark and the provision of a location information and the random transmission conditions between the vehicles and the placemarks . The invention solves this problem by the characterizing features of claim 1. By the highly precise location of the placemarks and the correction of the location information according to the distance traveled during the delay, the vehicle controller * * - for the destination braking can be given an extremely exact location that is independent is the processing time of a vehicle device required for the driver identification.
Vorteilhafte Aus- und Weiterbildungen der erfindungsgemäßen Einrichtung sind in den Unteransprüchen angegeben.Advantageous training and further developments of the device according to the invention are specified in the subclaims.
Das Ortungsergebnis läßt sich noch weiter verbessern, wenn gemäß Anspruch 2 neben der Vorrückgeschwindigkeit auch eine etwaige Beschleunigung des Fahrzeugs für die Korrektur des Ortungsergebnisses herangezogen wird.The locating result can be further improved if, in addition to the advancing speed, any acceleration of the vehicle is used for the correction of the locating result.
Neben der Berücksi-atigung einer für die Bildung von Ortungs- ergebnissen erfahrungsgemäß benötigten Zeitspanne soll nach der Lehre des Anspruches 3 das Fahrzeug die für die Übertra¬ gung und Verarbeitung von Ortungskennzeichen erforderliche tatsächliche Zeitspanne selbst feststellen und damit eine optimale Ortungskorrektur ermöglichen. Die Ortsmarken sollen gemäß Anspruch 4 als vom Fahrzeug detektierbare passive Gleiskoppelspulen, punktförmige Zugbe¬ einflussungseinrichtungen oder passive Antwortgeräte ausge¬ bildet sein. Dies hat den Vorteil, daß für die Ortung auf einer Strecke keine zusätzliche Stromversorgung erforderlich ist. Erstreckt sich ein Bremsvorgang auf eine längere Wegstrecke oder sollen Fahrzeuge auf unterschiedliche Zielpunkte ge¬ bremst werden, so kann es nach der Lehre des Anspruches 5 von Vorteil sein, entlang der Strecke mehrere Ortsmarken im Abstand anzuordnen. Anstelle passiver Elemente können für die Übermittlung von Ortsmarken in an sich bekannter Weise nach der Lehre des Anspruches 6 auch Linienleiter vorgesehen sein, deren Leitun¬ gen in vorgegebenen Abständen gekreuzt sind.In addition to taking into account a time period required for the formation of location results based on experience, according to the teaching of claim 3, the vehicle should itself determine the actual time period required for the transmission and processing of location codes and thus enable an optimal location correction. According to claim 4, the placemarks should be designed as passive track coupling coils detectable by the vehicle, punctiform train control devices or passive answering devices. This has the advantage that no additional power supply is required for location on a route. If a braking process extends over a longer distance or if vehicles are to be braked to different target points, then it can be advantageous according to the teaching of claim 5 to arrange a plurality of placemarks along the route at a distance. Instead of passive elements can for the transmission of placemarks in a known manner according to the teaching of Claim 6, line conductors can also be provided, the lines of which are crossed at predetermined intervals.
Die Erfindung ist nachstehend anhand eines in der Zeichnung schematisch und ausschnittsweise dargestellten Ausführungs- beispieles näher erläutert.The invention is explained in more detail below with reference to an exemplary embodiment shown schematically and in sections in the drawing.
Die Zeichnung zeigt die beiden Funktionsgruppen ATP (automatic train protection) und ATO (automatic train opera- tion) eines Fahrzeuggerätes; die ATP dient der Sicherung des Fahrbetriebs, die ATO der automatischen Steuerung des Fahr¬ zeugs. Im unteren Teil der Darstellung sind ein vorzugsweise nicht angetriebenes Fahrzeugrad R eines zu steuernden Fahr¬ zeugs und ein die Bewegung des Fahrzeugrades detektierender Radimpulsgeber RG dargestellt. Der Radimpulsgeber liefert die von ihm detektierten Radsignale an einen Wegzähler W, der die Radsignale aufsummiert und der ATO entsprechende Wegstrecken¬ angaben s zur Eigenortung des Fahrzeugs auf der Strecke zuführt. Aus der Änderung dieser Streckenangaben ermittelt sich die ATO die augenblickliche Fahrgeschwindigkeit V, die sie zusammen mit den Wegstreckenangaben für die Fahrzeug¬ steuerung benötigt. Zur Synchronisation der von der Wegme߬ einrichtung W aus den Radimpulsen bestimmten Fahrortangaben mit dem tatsächlichen Fahrort sind an vorgegebenen Strecken- punkten, die dem Fahrzeug bekannt sind oder bekannt gegeben werden, Ortsmarken z. B. in Form von Gleiskoppelspulen GKS oder andere punktförmig wirkende Übertragungseinrichtungen zur Kennzeichnung des jeweiligen Fahrortes angeordnet. Das Fahrzeug ist mit einer fahrzeugseitigen Koppelspule FKS ausgerüstet, die beim Vorüberlaufen an der ortsfesten Gleis- koppelspule GKS mit dieser koppelt und dabei vorübergehend seine Stromaufnahme I markant verändert. Der dabei z. B. auftretende Strompegeleinbruch wird auf dem Fahrzeug in ein entsprechendes Rechtecksignal einer Spannung U umgesetzt, wobei von den Flanken dieses Signal Interrupts INT gebildet werden zur Bestimmung der Beeinflussungszeit tB des Fahrzeug¬ gerätes durch die Gleiskoppelspule. Nach dem zweiten Inter- rupt kann die ATO im Nachhinein durch Mittelwertbildung den Zeitpunkt bestimmen, an dem sich die Gleiskoppelspule und die fahrzeugseitige Koppelspule genau gegenüber standen. Diese Zeitbestimmung ist unabhängig von den jeweiligen Beeinflus- sungsverhältnissen, welche die zeitliche Dauer der Beeinflus¬ sung bestimmen und im wesentlichen vom räumlichen Abstand der fahrzeugseitigen und der streckenseitigen Beeinflussungsein¬ richtungen abhängig sind. Ein entsprechendes Synchronisiersi¬ gnal SYN veranlaßt in der ATO eine Zeitmessung für die Be- Stimmung der Verzugszeit tx zwischen dem Passieren der Orts- marke und der Bereitstellung der OrtungsInformation ORT durch die ATO. Diese Verzugszeit ist im wesentlichen durch die Übertragungszeit der für die Fahrzeugsteuerung benötigten Daten an die ATO sowie dem Einphasen dieser Daten und das Verarbeiten dieser Daten in der ATO bestimmt. Die ATO be¬ stimmt nun aus der aktuellen Geschwindigkeit Vx des Fahrzeugs und der gemessenen Verzugszeit tx eine Wegstrecke sx, die das Fahrzeug vom hochgenauen Erkennen der Ortsmarke bis zum Bereitstellen des Ortungsergebnisses ORT vorgerückt ist. Um diese Wegstrecke sx ist die von der Wegmeßeinrichtung W zur Verfügung gestellte Ortsangabe s zu korrigieren, um zu einem absoluten Ortungsergebnis ORT* zu gelangen, das eine hochge¬ naue Zielbremsung im Bereich von einigen Zentimetern zuläßt.The drawing shows the two functional groups ATP (automatic train protection) and ATO (automatic train operation) of a vehicle device; the ATP is used to secure driving, the ATO is used to automatically control the vehicle. The lower part of the illustration shows a preferably non-driven vehicle wheel R of a vehicle to be controlled and a wheel pulse generator RG which detects the movement of the vehicle wheel. The wheel pulse generator supplies the wheel signals it detects to a path counter W, which adds up the wheel signals and supplies the ATO with corresponding route information for locating the vehicle on the route. From the change in this route information, the ATO determines the instantaneous driving speed V, which it needs together with the route information for the vehicle control. In order to synchronize the travel location information determined by the path measuring device W from the wheel pulses with the actual travel location, placemarks z. B. in the form of track coupling coils GKS or other point-acting transmission devices to identify the respective driving location. The vehicle is equipped with a coupling coil FKS on the vehicle, which couples to the stationary track coupling coil GKS as it passes by and temporarily changes its current consumption I significantly. The z. B. occurring current level drop is converted on the vehicle into a corresponding square-wave signal of a voltage U, interrupts INT being formed from the edges of this signal to determine the influencing time tB of the vehicle device by the track coupling coil. After the second inter The ATO can then ruptually determine the point in time at which the track coupling coil and the vehicle-side coupling coil faced each other exactly. This time determination is independent of the respective influencing conditions, which determine the duration of the influencing and essentially depend on the spatial distance between the vehicle-side and the track-side influencing devices. A corresponding synchronizing signal SYN causes a time measurement in the ATO for determining the delay time tx between the passage of the place marker and the provision of the location information LOCATION by the ATO. This delay time is essentially determined by the transmission time of the data required for vehicle control to the ATO and the phasing in of this data and the processing of this data in the ATO. From the current speed Vx of the vehicle and the measured delay time tx, the ATO now determines a distance sx which the vehicle has advanced from the highly accurate recognition of the placemark to the provision of the location result LOCAL. By this distance sx, the location information s provided by the distance measuring device W must be corrected in order to arrive at an absolute location result ORT *, which permits highly precise target braking in the range of a few centimeters.
In die Bestimmung des Wegstrecken-Korrekturwertes sx fließen entweder die jeweils aktuellen Geschwindigkeitswerte des Fahrzeugs ein oder aber es wird die Geschwindigkeit beim Passieren der Ortsmarke verwendet, wobei die jeweiligen Werte dieser Geschwindigkeit nach Maßgabe der aktuellen Beschleuni- gung des Fahrzeugs gegebenenfalls zu modifizieren sind.Either the current speed values of the vehicle are included in the determination of the distance correction value sx, or the speed when passing the placemark is used, the respective values of this speed possibly having to be modified in accordance with the current acceleration of the vehicle.
Anstelle einer einzigen können auch mehrere im Abstand ange¬ ordnete Ortsmarken zur mehrmaligen Synchronisierung der fahrzeugseitig ermittelten relativen Ortungsergebnisse mit den absoluten Positionsangaben der Ortsmarken vorgesehen sein. Als Ortsmarken können neben Gleiskoppelspulen auch punktförmige Zugbeeinflussungseinrichtungen oder Antwortge- rate verwendet sein, wie sie für die Zugnummernmeldung und die Güterwagennummernmeldung entwickelt wurden.Instead of a single one, a plurality of placemarks arranged at a distance can also be provided for repeated synchronization of the relative positioning results determined on the vehicle side with the absolute position information of the placemarks. In addition to track coupling coils, punctiform train control devices or response rate used as they were developed for the train number report and the freight car number report.
Die erfindungsgemäße Einrichtung eignet sich insbesondere für eine hochgenaue Zielbremsung von Fahrzeugen im Bahnhofsbe¬ reich und zwar insbesondere dort, wo die Fahrgastströme z. B. durch Absperrgitter oder Türen auf bestimmte Stellen des Bahnhofs kanalisiert werden und die Notwendigkeit besteht, daß die Fahrzeuge mit ihren Türen zentimetergenau in diesen Ein- und Aussteigebereichen zu positionieren sind.The device according to the invention is particularly suitable for high-precision target braking of vehicles in the station area, in particular where the passenger flows occur e.g. B. can be channeled through barriers or doors to certain points of the station and there is a need for the vehicles to be positioned with their doors to the centimeter in these entry and exit areas.
Die Erfindung ist mit Vorteil auch dort anwendbar, wo der jeweilige Fahrort eines Fahrzeugs in einem Streckenabschnitt nicht über einen Wegzähler für Radsignale sondern über belie- bige andere fehlerbehaftete Wegmeßeinrichtung bestimmt wird oder wo es ausschießlich auf eine hochgenaue Ortung beim Vorbeifahren an einer Ortsmarke ankommt. The invention can also be used with advantage where the respective travel location of a vehicle in a route section is determined not by a path counter for wheel signals but by any other faulty path measuring device or where it is only a question of high-precision location when driving past a placemark.

Claims

Patentansprüche claims
1. Einrichtung zur punktförmigen hochgenauen Eigenortung eines spurgeführten Fahrzeugs auf seinem Laufweg unter Ver- wendung mindestens einer streckenseitigen, von dem vorüber¬ laufenden Fahrzeug detektierbaren Ortsmarke, insbesondere für die Anwendung im Bahnbetrieb zur punktgenauen Zielbremsung im Bahnhofsbereich, d a d u r c h g e k e n n z e i c h n e t , daß das Fahrzeug die jeweils übermittelte relative oder absolute Ortsangabe der Ortsmarke (GKS) fahrrichtungsabhängig modifiziert mindestens nach Maßgabe seiner Vorrückgeschwin¬ digkeit (V) und einer für das Fahrzeug geltenden Vorzugszeit (tx) vom Passieren der Ortsmarke bis zur Bereitstellung des Ortungsergebnisses (ORT) an eine Fahrzeugsteuerung, wobei das Fahrzeug die Ortsmarke durch Änderung der Stromaufnahme einer fahrzeugseitigen Koppelspule (FKS) oder durch den Empfang von Antwortsignalen erkennt, daß es mit Hilfe einer Signalaufbe¬ reitung diese Stromänderung bzw. die Änderung des Empfangspe- gels seines Lese- oder Empfangsgerätes in ein rechteckförmi- ges Signal umwandelt, daß es an den Flanken dieses Signals Interrupts für eine Zeitmessung generiert und daß es das Passieren der Ortsmarke auf den halben Wert der gemessenen Beeinflussungszeit (tB) setzt.1. Device for the punctiform high-precision self-location of a track-guided vehicle on its path using at least one track-side placemark that can be detected by the vehicle running past, in particular for use in train operation for precise target braking in the station area, characterized in that the vehicle transmits the respectively transmitted Relative or absolute location information of the placemark (GKS) modified depending on the direction of travel at least in accordance with its advancement speed (V) and a preferred time (tx) applicable to the vehicle from passing the placemark to providing the location result (LOCATION) to a vehicle control system, the vehicle the placemark by changing the current consumption of a vehicle-side coupling coil (FKS) or by receiving response signals recognizes that this current change or the change in the reception level of its L is detected with the aid of signal processing converts this device into a rectangular signal, that it generates interrupts for a time measurement on the edges of this signal and that it sets the passing of the placemark to half the value of the measured influence time (tB).
2. Einrichtung nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , daß das Fahrzeug für die Korrektur eines Ortungsergebnisses (ORT) neben der Vorrückgeschwindigkeit (Vx) des Fahrzeugs auch eine etwaige Beschleunigung des Fahrzeugs berücksich¬ tigt.2. Device according to claim 1, so that the vehicle also takes into account any acceleration of the vehicle in addition to the advancing speed (Vx) of the vehicle for the correction of a locating result (LOCATION).
3. Einrichtung nach Anspruch 1 oder 2 , d a d u r c h g e k e n n z e i c h n e t , daß das Fahrzeug selbst die Zeitspanne (tx) vom Passieren der Ortsmarke bis zur Bereitstellung des Ortungsergebnisses (ORT) mißt und daß es diese Zeitspanne der Korrektur des Ortungser¬ gebnisses zugrundelegt.3. Device according to claim 1 or 2, characterized in that the vehicle itself the time span (tx) from passing the placemark to providing the location result (LOCATION) measures and that it is based on this time period for the correction of the location result.
4. Einrichtung nach einem der Ansprüche 1 bis 3 , d a d u r c h g e k e n n z e i c h n e t , daß die Ortsmarke als vom Fahrzeug detektierbare passive Gleiskoppelspule (GKS) , passive punktförmige Zugbeeinflus¬ sungseinrichtung oder als passives Antwortgerät ausgebildet ist.4. Device according to one of claims 1 to 3, so that the placemark is designed as a passive track coupling coil (GKS) detectable by the vehicle, passive punctiform train influencing device or as a passive response device.
5. Einrichtung nach Anspruch 4 , d a d u r c h g e k e n n z e i c h n e t , daß mehrere, in unterschiedlichem Abstand vor einem Zielpunkt angeordnete Ortsmarken vorgesehen sind.5. Device according to claim 4, d a d u r c h g e k e n n z e i c h n e t that a plurality of placemarks arranged at different distances from a target point are provided.
6. Einrichtung nach einem der Ansprüche 1 bis 3, d a d u r c h g e k e n n z e i c h n e t , daß die Ortsmarke als vom Fahrzeug detektierbare Linienlei- terkreuzung ausgeführt ist. 6. Device according to one of claims 1 to 3, d a d u r c h g e k e n n z e i c h n e t that the placemark is designed as a line conductor intersection detectable by the vehicle.
EP95905540A 1994-01-14 1995-01-03 Device for highly accurately locating a rail-borne vehicle Expired - Lifetime EP0739285B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE9400805U 1994-01-14
DE9400805U DE9400805U1 (en) 1994-01-14 1994-01-14 Device for pinpoint high-precision location of a track-guided vehicle
PCT/DE1995/000040 WO1995019284A1 (en) 1994-01-14 1995-01-03 Device for highly accurately locating a rail-borne vehicle

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Publication Number Publication Date
EP0739285A1 true EP0739285A1 (en) 1996-10-30
EP0739285B1 EP0739285B1 (en) 1998-03-25

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EP95905540A Expired - Lifetime EP0739285B1 (en) 1994-01-14 1995-01-03 Device for highly accurately locating a rail-borne vehicle

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Country Link
EP (1) EP0739285B1 (en)
AT (1) ATE164356T1 (en)
DE (2) DE9400805U1 (en)
DK (1) DK0739285T3 (en)
WO (1) WO1995019284A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9400805U1 (en) * 1994-01-14 1994-06-16 Siemens AG, 80333 München Device for pinpoint high-precision location of a track-guided vehicle
CN102616258B (en) * 2012-04-28 2014-07-16 南京恩瑞特实业有限公司 Synchronous control method for heavy-duty locomotive signal based on ATP/ATO (Automatic Train Protection/Automatic Train Operation) equipment
CN102774389A (en) * 2012-07-27 2012-11-14 南京恩瑞特实业有限公司 Synchronous control system and method for heavy-duty locomotive

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Publication number Priority date Publication date Assignee Title
FR2309916A1 (en) * 1975-04-29 1976-11-26 Mte METHOD AND DEVICE FOR DRIVING A VEHICLE
DE2813660C2 (en) * 1978-03-30 1987-05-07 Standard Elektrik Lorenz Ag, 7000 Stuttgart Device for initiating control processes on a track-bound vehicle
DE9400805U1 (en) * 1994-01-14 1994-06-16 Siemens AG, 80333 München Device for pinpoint high-precision location of a track-guided vehicle

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* Cited by examiner, † Cited by third party
Title
See references of WO9519284A1 *

Also Published As

Publication number Publication date
DE9400805U1 (en) 1994-06-16
WO1995019284A1 (en) 1995-07-20
DE59501709D1 (en) 1998-04-30
EP0739285B1 (en) 1998-03-25
DK0739285T3 (en) 1999-01-11
ATE164356T1 (en) 1998-04-15

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