EP0958987B1 - Method for operating railway vehicles as well as train control centre therefor - Google Patents

Abstract

The trains (SFZ1, SFZ2) are fitted with devices for determining their positions and have different identifiers. The method involves feeding train position information to the center (ZSZ); the center determining which trains are immediately behind each other; the center passing the identifier of at least one of two immediately following trains to the other; the train setting up a direct wireless communications link to the other; the leading train passes its position to the other train; the following train regulating its speed to maintain the relevant braking distance between it and the leading train. Independent claims are also included for an arrangement for a train control center for implementing the method and a train assembly.

Description

The invention relates to a method for operating rail vehicles according to the preamble of claim 1 and a train control center according to the preamble of claim 3.

introduction

Since the transport of bulk goods is becoming more and more important in rail freight transport, rail operators are looking for ways in which the transport of smaller quantities of goods could be carried out more economically. In particular, it is important to be competitive with the "lorry / road" transport system. In contrast to the latter, the train system "freight train / rail" still has long trains, consisting of many individual wagons. Such a train moves, compared with a long column of trucks, although energy and thus more cost-effective due to the relatively low air and rolling friction resistance.

The formation of long train sets requires, however, that individual wagons are brought from the sender's location by means of a locomotive to the nearest marshalling yard and there mechanically coupled after lengthy and thus expensive shunting operations with other wagons. In a place near the receiver Shunting yard, the wagons must be decoupled again and brought by a locomotive to the addressee. In between, u. U. still further Zugumbildungen are that cause zusötzliche costs. The traffic system "lorries / lorries" is not burdened with these disadvantages.

One way to avoid train formation is to introduce self-propelled transport subsidies. Such transport units are z. As described in "Automatically Into the Future", ZEV + DET Glasers Annalen, Die Eisenbahntechnik, Feb. 1992, Vol. 2, pages 33 - 36. These transport units have their own drive units and means for automatic driverless operation, so that they can drive completely independently from the sender to the receiver. At least for short and medium distances, this concept promises to save a considerable amount of time and money.

An essay by H. Uobel entitled "Throughput of Routes and Stations" in Signal and Wire, Issue 4, 1998, pages 5 to 10, it can be seen how the capacity of a route changes when you look at her instead of relative a few long trains can run a Viebahl short transport units. It turns out that with such a change in the train control mode, the capacity of the line drastically reduced, even if the train backup would be carried out on the principle of the moving block. With such a low line capacity, such a transport system would hardly be competitive with the "lorry / road" transport system.

From DE 19509 696 a method is known in which trains communicate with each other and also pass on their information to route facilities. The trains could drive each other in Bremswegobstand.

From US-A-5 574 469 a train protection system is known in which the traction vehicles determine their location with the aid of a GPS receiver. This is communicated along with a vehicle identification, the current speed and the direction of travel, all other traction units via radio

In this way, each traction unit in the wider environment is able to determine its distance to all other traction vehicles. An alarm signal is generated as soon as the distance to another traction unit reaches a predetermined level, e.g. B. 7 miles below. The alarm signal is intended to cause the driver to contact the driver of the relevant locomotive by radio. If a contact is not established, a braking process is automatically initiated. For traffic with self-propelled transport units of this known system is not applicable, since it requires the participation of a driver and also allows only a very rough distance. In addition, a significant transmission bandwidth is needed so that all traction vehicles can constantly transmit each other the information just listed.

task

It is therefore an object of the invention to provide a method for operating on a track consecutively moving rail vehicles, in which the disadvantages mentioned do not occur. The method should in particular be suitable for allowing a large number of individual (short) rail vehicles to travel on a route such that nevertheless a high line capacity is achieved.

Summary of the invention

The invention solves this problem with the features specified in claim 1. It is envisaged that the individual rail vehicles drive to the respective preceding rail vehicle in the relative braking distance. By definition, the relative braking distance is dimensioned in such a way that a rail vehicle comes to a halt just behind a preceding rail vehicle, or possibly with a predefinable safety distance, if that persists as a result of forced braking. Compared to the absolute braking distance is no longer tolerated at the relative braking distance, that a rail vehicle abruptly, for example, due to collision on a slipped railway embankment, comes to a stop. For passenger traffic, driving in the relative braking distance is therefore only reasonable if an abrupt stop of a rail vehicle with virtually 100% safety can be excluded. For freight transport with small cargo units, however, a low residual risk is entirely acceptable.

In order to enable the driving in relative braking distance, the rail vehicles must be very accurate and continuously informed about the location of the respective preceding rail vehicle (or even better: the location of the rail vehicle end). If the preceding rail vehicle brakes, the following rail vehicle must as a rule immediately initiate a braking maneuver in order to avoid a collision. In principle, if all rail vehicles had the same stopping power and the reaction time was zero, the rail vehicles could even drive "buffer to buffer", effectively reestablishing the long train. While such an assumption is unrealistic, it does make it clear that the time within which a rail vehicle responds to a braking maneuver of a preceding rail vehicle has a significant impact on the line capacity. With long reaction times, the vehicles have to keep a large distance, resulting in losses in the line capacity.

In order to keep the reaction time as short as possible, the invention provides that directly successive rail vehicles communicate wirelessly and directly with each other and exchange the required (location) data. Direct means in this context that the communication takes place without the involvement of a stationary device.

For successive rail vehicles to establish such a wireless direct communication link, each rail vehicle has a unique, d. H. only this rail vehicle associated vehicle identifier. In this way, the individual rail vehicles can target each other and without the risk of confusion.

Furthermore, according to the invention, it is ensured that in the case of two successive rail vehicles, either the preceding or the following rail vehicle knows the vehicle identification of the other. For this purpose, the locations of all rail vehicles on the route are transmitted to a train control center. The locations of the rail vehicle need the train control center to be known only so well that a sequence of rail vehicles on the track can be determined. With knowledge of the order of the rail vehicles, the train control center then informs each rail vehicle, for example, of the vehicle identification of the preceding rail vehicle. The rail vehicles then build, as just described, independently wireless direct communication links to the respective preceding rail vehicles.

An advantageous embodiment of the invention is the under claim 2 removable. A train control center according to the invention is the subject of claim 3.

Description of the embodiments

Fig. 1:

Eine Strecke S mit zwei darauf fahrenden Schienenfahrzeugen SFZ1 und SFZ2 in nicht maßstäblicher Darstellung;

Fig. 2:

Flußdiagramm zur Erläuterung des erfindungsgemäßen Verfahrens nach Anspruch 1;

Fig. 3:

Schematische Darstellung einer erfindungsgemäßen Zugsteuerzentrale;

Fig. 4:

Schematische Darstellung eines nich beanspruchten Fahrzeuggeräts.

The invention will be explained in detail below with reference to the embodiments and the drawings. Show it:

Fig. 1:

A section S with two rail vehicles SFZ1 and SFZ2 running on it, not to scale;

Fig. 2:

Flowchart for explaining the method according to claim 1;

3:

Schematic representation of a train control center according to the invention;

4:

Schematic representation of a non-claimed vehicle unit.

method

Fig. 1 shows a non-scale representation of a route S, drive on the two rail vehicles SFZ1 and SFZ2 in the direction indicated by the arrows FR direction. The route S may be a single track or a double track track. The rail vehicles SFZ1 and SFZ2 are shown in this example as self-propelled transport units. They each have their own drive unit and devices that allow automatic driverless operation. Rail vehicles are understood in this context but also trains that consist of several freight or passenger cars.

Vehicle identifiers are uniquely assigned to rail vehicles SFZ1 and SFZ2. This means that all rail vehicles that can run on the route S have different vehicle identifications. The rail vehicles also have - not shown in Fig - means - with which they can determine their location on the track. With these means can These are, for example, wheel revolution sensors, Doppler radar devices and / or GPS receivers. In place here is the linear location, ie z. B. "3238 distance distance from a reference point" understood.

The method according to the invention will now be explained in more detail with reference to FIG. 2. In a first step 21, a train control center ZSZ receives information about where the rail vehicles are on the route. As already mentioned above, this information must only enable the train control center to determine the order of the rail vehicles on the route S. There are thus no high demands on the accuracy of the location information.

In the exemplary embodiment illustrated in FIG. 1, the rail vehicles SFZ1 and SFZ2 transmit their respective location via radio channels FK1 and FK2 to the train control center ZSZ. Likewise possible is, for example, communication via line conductors laid in the track or with the aid of beacons arranged along the track.

In a step 22, the train control center ZSZ determines which rail vehicles each drive directly behind one another. This is equivalent to the determination of the sequence of running on the route S rail vehicles. Subsequently, in a step 23, the train control center ZSZ notifies the vehicle identification of the respective other rail vehicle to at least one of two rail vehicles traveling in immediate succession. In the exemplary embodiment illustrated in FIG. 1, it is the rail vehicle SFZ1 to which the vehicle identification of the respective other rail vehicle, in this case the rail vehicle SFZ2, is communicated. This message is indicated by the additional solid arrow. Likewise, it is of course possible that the preceding vehicle STZ2 gets notified of the vehicle identification of the following rail vehicle STZ1 from the train control center ZSZ. For reasons of reliability, it may even be useful for both rail vehicles to receive the vehicle identification of the respective other rail vehicle from the train control center.

The notified vehicle identification is now used in a step 24 to establish a wireless direct communication link between the consecutive rail vehicles. For the exemplary embodiment illustrated in FIG. 1, this means that the rail vehicle SFZ1 now deliberately builds a radio channel DDKV using the obtained vehicle identification of the rail vehicle SFZ2. For rail vehicles whose vehicle identification is not known, no radio channel should be able to be established. By communicating vehicle identifications, information about adjacent rail vehicles is therefore transmitted to the rail vehicles.

After setting up the wireless direct communication link DDKV now shares in a step 25, the respective preceding rail vehicle - in Fig. 1, the rail vehicle SFZ2 - the following rail vehicle at least its location. Since the rail vehicles themselves have a certain length, there is a choice as to which point of the rail vehicle you refer to the location message. Preferably, the location of the - seen in the direction of travel - rail vehicle end is communicated, because this sets the following rail vehicle SFZ1 directly in the position to determine the distance to the vehicle ahead. By temporal derivation of the communicated location, the following rail vehicle SFZ1 closes on the speed of the preceding rail vehicle SFZ2. In addition, if an assumption regarding the braking capacity of the preceding rail vehicle is made - preferably the maximum for rail vehicles possible (forced) braking power - so the rail vehicle has all the required sizes to determine the relative braking distance RBWA. Details of this are the publication cited by H.

To remove evil. In a step 26 then controls the rail vehicle SFZ1 its speed so that the relative braking distance RBWA is maintained.

According to the invention, the preceding rail vehicle SFZ2 also has the speed and braking properties of the following rail vehicle SFZ1 in addition to its location. This information makes it easier for the following rail vehicle SFZ1 to calculate the relative braking distance or allow a more accurate determination of the relative braking distance. As a result, the line capacity can be further optimized. If, as mentioned above, the location of the end of the rail vehicle is not communicated, then it is expedient to also communicate the vehicle length so that the following rail vehicle SFZ1 can correctly determine its distance from the end of the preceding rail vehicle.

The preceding rail vehicle SFZ2 may even follow a rail vehicle not shown in FIG. 1, to which it adheres to the relative braking distance. Between the rail vehicle SFZ2 and this preceding rail vehicle also takes place the just explained communication, etc.

According to the invention, the train control center only notifies the vehicle identification of the respective other rail vehicle to at least one of every two rail vehicles traveling immediately behind each other if the distance between the two rail vehicles is at least equal the distance falls below a predetermined or depending on the speed of the rail vehicles measure. This ensures that the communication between rail vehicles and train control center on the one hand and rail vehicles on the other hand remains limited to a minimum. If the rail vehicles travel at very great distances one after the other, then driving in the relative braking distance is unnecessary.

In an advantageous embodiment of the invention, the rail vehicles approach each pre-definable route points while maintaining the absolute braking distance. There is then a change from driving relative to driving in absolute braking distance instead. These waypoints are characterized in that they can not be used for a short time. The most important example of this are switches. In particular, pointed turnouts are not passable for rolling stock during the transfer. During this time, the turnout is blocked as if suddenly a railcar was standing on it. Since, as already mentioned, when driving in the relative braking distance distance no sudden occurrence of blockages can be accepted, the rail vehicle must approach a sharp-traveled switch in the absolute braking distance. Other route points in this sense may not be pointy to travel points without Auffahrmöglichkeit or construction sites where the route is temporarily blocked.

train control

3 shows a schematic representation of an exemplary embodiment of a train control center ZSZ according to the invention. The train control center has an input interface ESS via which location information regarding the rail vehicles located in the catchment area of the train control center can be supplied. The supply of the location information can, for example via Line conductor, via radio directly from the rail vehicles or even from a satellite. Depending on the type of feed, a receiving device EEZSZ may be required, which processes the supplied signals. The optionally processed location information is fed to a logic unit LE, in which it is determined which rail vehicles each drive directly behind each other. The logic unit is, for example, a suitably programmed electronic circuit. It may require the type of location information supplied that the logic unit in this case accesses a route Atlas SA, are stored in the characteristic route data.

The logic unit also creates one or more data packets that are addressed to each of two consecutive rail vehicles. The data packets contain the vehicle identification of the respective other rail vehicle. Finally, a transmitting device SE is provided, with the help of which the data generated by the logic unit LE data packets can be sent to the corresponding rail vehicles. The transmitting device SE is connected to an output interface ASS, which will generally be constructed analogously to the input interface. For example, the two interfaces ESS and ASS can be radio interfaces.

Board unit

An unclaimed vehicle device FZG is shown schematically in FIG. 4. The vehicle device receives the vehicle identification of a preceding or following rail vehicle from a train control center via a vehicle device receiving device (EDF). The communication between the vehicle unit FZG and the train control center takes place, as indicated in FIG. 4, via radio or, for example, via line conductors routed in the track.

Thereupon, an arithmetic unit RE causes a transceiver SEEFG, which likewise belongs to the vehicle device, to establish a direct wireless communication link to that rail vehicle whose vehicle identification has been notified. If the rail vehicle in which the vehicle device FZG is arranged follows another rail vehicle, then it receives from the latter via the established communication connection its location data and, if appropriate, further data such as braking characteristics, vehicle length, etc.

If the rail vehicle, in which the vehicle device FZG is arranged, leads ahead of another rail vehicle, it sends it its own local and optionally further data via the established communication connection. If the rail vehicle travels in a convoy, then both the own location data are sent to a following rail vehicle via the transceiver and location data of a preceding rail vehicle are received.

The computing unit RE determines the relative braking distance to the preceding vehicle using the received data in a manner known per se. This relative braking distance is transmitted control means RM, which ensure by acting on the drive unit and the brakes of the rail vehicle that the transmitted braking distance is always maintained.

In the embodiment sketched in FIG. 4, the vehicle-device receiving device (EEFG) is shown separated from the transceiver SEEFG for the sake of clarity. It is understood that such a separation is not necessarily required.

In another advantageous embodiment of an unclaimed vehicle device, the transceiver SEEFG is provided with two antennas connected, one of which is arranged at each end of the vehicle. The communication with the preceding rail vehicle takes place via the front antenna in the direction of travel, the communication via the following rail vehicle via the rear in the direction of travel aerial. In this way, reliable communication with adjacent rail vehicles can be maintained even with longer rail vehicles and low transmission power.

These two antennas can also be used to verify the integrity of the rail vehicle. For example, one of the antennas receives the signal radiated from the other antenna. If the received field strength falls below a predeterminable extent while the transmission field strength is assumed to be constant, it is assumed that a separation of the rail vehicle has occurred. Alternatively, it can be provided that a location determination takes place independently at both antenna locations. The determined location information is exchanged via the antennas and compared with each other. If the distance between the determined antenna locations increases, a train separation is assumed.

Claims (3)

1. Method for operating rail vehicles (SFZ1, SFZ2) travelling in succession on a line section (S), which rail vehicles are each equipped with means for determining their own location, have means for communication between the vehicles and between vehicles and a train control centre, and have different vehicle identifications, wherein

   a) information concerning the location of the rail vehicles on the line section is supplied (21) to a train control centre (ZSZ),

   b) the train control centre determines (22) which rail vehicles are travelling in direct succession in each case,

   c) the at least one rail vehicle establishes (24) a wireless direct communication connection to the respectively other rail vehicle,

   d) via said communication connection, the preceding rail vehicle (SFZ2) communicates (25) at least its location to the following rail vehicle (SFZ1),

   characterized by the steps:

   e) the preceding rail vehicle communicates its speed, its braking characteristics and its vehicle length, and the following rail vehicle so regulates its speed on the basis of the location of the preceding rail vehicle that it maintains (26) the relative braking distance (RBWA) from the preceding rail vehicle,

   f) the rail control centre communicates to at least one of respectively two rail vehicles (SFZ1, SFZ2) travelling in direct succession the vehicle identification of the respectively other rail vehicle if the distance between the two rail vehicles on the line section (S) becomes less than a predefinable measure or less than a measure that is dependent on the speed of the rail vehicles.
2. Method according to any one of the preceding claims, in which the following rail vehicle (SFZ1) approaches individual, predefinable line section places whilst maintaining the absolute braking distance.
3. Train control centre (ZSZ in Fig. 3) for a traffic system carried by rail, in which at least two rail vehicles, having different vehicle identifications, travel on a line section, the train control centre having an input interface (ESS) for supplying location information concerning the locations of the at least two rail vehicles, characterized in that

   a) the train control centre comprises a logic unit (LE)

   i) for determining which rail vehicles are travelling in direct succession in each case, and

   11) for generating at least one data packet which is addressed to respectively one of two rail vehicles travelling in direct succession, and which
   contains the vehicle identification of the respectively other rail vehicle, if the distance between the two rail vehicles on the line section (S) becomes less than a predefinable measure or less than a measure that is dependent on the speed of the rail vehicles,

   b) the train control centre comprises a transmitting means (SE) for transmitting the at least one data packet.

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