EP1075996A1 - Vehicles locating method on railway tracks and railway vehicle therefor - Google Patents

Abstract

The method involves the use of a computer in which the track network is stored topologically and a path length measurement sensor and a turn angle measurement unit mounted on the vehicle. One-dimensional position determination is performed from a known starting point by path length measurement along the track path stored in the computer. Tracks (Gleis 1 - Gleis 4) are selected at points (1) using the turn angle measurement unit. An Independent claim is also included for a railway vehicle.

Description

The invention relates to a method for determining the actual position and location of a Railway vehicle in a track network according to the preamble of claim 1, as well a railway vehicle according to the preamble of claim 7.

To this extent, the method and the railway vehicle are known from DE 195 32 104 C1. The rail vehicle carries an object detection unit, one Path length measuring sensor and a rotation angle measuring unit with. By correlating the The respective position of the vehicle is determined using measurement data.

This process and the necessary facilities are not only complex, but also inaccurate, because rotation angle measuring units in a reasonable technical Design have an unavoidable drift that is uncontrollable and that entire measurement result falsified. Therefore it cannot be reliably determined at which position the vehicle is on the track.

It is also known from DE 195 32 104 C1 and US Pat. No. 5,129,605 To provide satellite positioning system (GPS receiver) on the vehicle.

Apart from the fact that the GP system is still a certain one today The application of the satellite positioning system also has the inaccuracy Disadvantage that a geodetic position of the vehicle is determined that not corresponds to a position on the track. It is also inevitable that the GPS in places due to lack of contact, i.e.: radio visibility with all necessary Satellite does not work and therefore does not control rail operations suitable is.

The object of the invention is an ongoing with little technical effort Determining the position of a railway vehicle on the track path too enable the reliable and safe and for manual or automatic Control of rail operations is usable.

The solution results from claim 1.

• zum einen nicht erforderlich ist, da für die Steuerung und Sicherheit des Zugverkehrs ausschließlich die relative Position des Fahrzeugs auf dem Gleisweg maßgebend ist,
• zum anderen aber mit erheblichen Unsicherheiten belastet ist, die mit den Sicherheitsanforderungen des Eisenbahnverkehrs nicht in Einklang zu bringen sind.

The main focus of this invention is that a one-dimensional position determination takes place in the traversed, rectified track route. The position on the earth's surface is obtained exclusively from the known track course. The invention is based on the knowledge that a geodetically objective two- or three-dimensional position determination

• on the one hand, this is not necessary, since only the relative position of the vehicle on the track is decisive for the control and safety of train traffic
• on the other hand, it is fraught with considerable uncertainties that cannot be reconciled with the safety requirements of rail traffic.

The invention provides a method for determining the actual position of a Railway vehicle in a track network using a computer (position calculator) won, that also for the automatic or semi-automatic management the vehicles of a track network are suitable.

A particular problem is the calibration or calibration of the displacement sensor, its accuracy not only in terms of equipment but also due to the inevitable The wheels slip due to their drive and cornering is. There are therefore additional procedures for calibration and / or calibration of the Position measuring device provided.

• GPS,
• maschinenlesbare Markierungen (TAG's) im Schienenweg (vgl. hierzu DE 198 25 257.9),
• Erfassung, insbesondere Bilderkennung bekannter Objekte oder
• sonstige Erfassung von Punkten, deren Lage bekannt ist.

The displacement encoder can be calibrated by

• GPS,
• machine-readable markings (TAGs) in the rail path (see DE 198 25 257.9 ),
• Acquisition, in particular image recognition of known objects or
• other acquisition of points whose location is known.

These calibration procedures can be used to determine the zero position (the starting point) as well as later positions, especially around the Correct the effects of slip on the path length measurement.

If the path length measurement is possible without slippage, it can be calibrated omitted.

An image recognition system is proposed for slip-free path length measurement, where the camera has certain objects within its aperture angle tracked. For this, the camera is normal, i.e.: perpendicular to the rail path, i.e.: the sleepers and the track bed directed. One takes advantage of the fact that one Railway vehicle the distance of the vehicle and the attached to it Camera from the sleepers and the railroad track while driving in the is essentially constant. From the sequential at given time intervals Position of an object recorded on the rail track, e.g. B. a threshold. the distance traveled can be relative to the camera of the vehicle can be determined.

The peculiarity of the invention also lies in the fact that an ongoing or even temporarily recording the turns (angle of rotation) that the railway vehicle on driving while cornering is not required. It does not depend on the accuracy of the angle measurement, even if one Angle of rotation measuring device is used. Rather, only the rotation rate is evaluated, This essentially means the quality of the change of direction, i.e. change of direction to the right (e.g. positive), change of direction to the left (e.g. negative) or no change of direction (zero), whereby to avoid Error messages preferably also exceed certain predefined threshold values of the change of direction are signaled and as Decision criterion for driving on a certain track that is connected to a switch, is scored. Above all, these threshold values can be predetermined by the stored route.

The railway vehicle according to this invention is accordingly characterized by the Equipped with a special rotation angle measuring device and computer Determination of the track used by which only a qualitative and only with regard to the exceeding of limit and threshold values quantitative evaluation of the measurement signal of the rotation angle measuring device is carried out.

In the following the invention with reference to the examples shown in the drawing described.

Fig. 1A bis Fig: 1C Gleisbilder aus einem Gleisnetz

Fig.2: ein Eisenbahnfahrzeug mit Meß- und Steuereinrichtungen auf einem Gleisnetz.

Show it:

1A to 1C: Track diagrams from a track network

Fig.2: a railway vehicle with measuring and control devices on a track network.

The following described exemplary embodiments of the invention show what is to be understood under the one-dimensional orientation.

At the beginning of a certain journey of the railway vehicle, e.g. before starting the trip between two stations, the management (dispatcher) driving route set. The drivable routes of the rail network including the route to be traveled are stored in a computer. there it can be the central computer 30 (Fig.4). The central computer can with the vehicle computer installed in the railway vehicle (position computer 5) Communicate via radio 6 and exchange data. Preferably for the Storage of the routes, however, the position calculator 5 related; thereby avoided that interference and errors in radio transmission in the Determine the position of the vehicle and pose a security risk.

The selected route to be traveled can be straight (Fig. 1A) or curved (Fig.1B) or contain corresponding pieces; it can also contain switches (Fig.1C and Fig.2).

In any case, the starting point of the route is first determined. This The starting point can already be known.

For example, act as a signaling system, its geographical location or relative position to the track is known exactly. In this case, the driver give the management the known starting point by radio or to confirm. The driver or the management will then do this Enter the starting point in the corresponding computer (5 or 30) and send it to the each other computer (5,30) transmitted.

von Hand" oder durch ein am Fahrzeug angebrachtes Lesegerät lesbar sein. Dem entsprechend erfolgt die Weitergabe an den Zentralrechner und die Betriebsleitung. Sofern der Ausgangspunkt nicht geographisch bekannt ist, kann der Ausgangspunkt durch ein Satellitennavigationssystem (Global Positioning System, GPS) bestimmt werden. Das GPS ist ein Ortungsverfahren, welches mit mehreren, insbesondere mit mehreren geostationären Satelliten unidirektional kommuniziert und dadurch den geographischen Aufenthaltsort des Fahrzeugs mit hoher Genauigkeit bestimmt. Dies gilt insbesondere für das differentielle GPS (DGPS). Der Aufenthaltsort wird sodann in dem Positionsrechner erfaßt und gespeichert und zur Bestimmung der Ausgangsposition oder aber zur Kalibrierung mit der Weglangenmessung verwandt. Wenn der Aufenthaltsort in dem Positionsrechner erfaßt und gespeichert wird, kann der Aufenthaltsort gleichwohl per Funk -automatisch, oder durch den Fahrzeugführer oder durch Abruf- an den Zentralrechner weitergegeben und dort weiter ausgewertet werden.The starting point can also be determined by special fixed markings attached to the track or the rail track. These marks can

be readable by hand "or by a reader attached to the vehicle. The data is then forwarded to the central computer and the plant management. If the starting point is not known geographically, the starting point can be determined by a satellite navigation system (Global Positioning System, GPS) GPS is a location procedure which communicates unidirectionally with several, in particular with several geostationary satellites and thereby determines the geographic location of the vehicle with high accuracy.This applies in particular to differential GPS (DGPS) .The location is then recorded and stored in the position computer and If the location is recorded and stored in the position computer, the location can nevertheless be transmitted by radio — automatically, or by the vehicle driver or by call-up to the central record passed on and further evaluated there.

The determined geographic starting position does not necessarily agree the stored location of the Schierienweg. Therefore in each of the described cases the exact geographical measuring point MP1 on the stored rail path projected perpendicular to this (normal) and on this In this way, the starting point P1 is obtained, which is to be stored in the computers 5, 30.

From this starting point, the position of the vehicle in the Calculators 5.30 updated by the path length meter 8, which on the vehicle is installed and its output signal to the position computer 5 continuously or at certain intervals, which is transmitted on the track distance traveled and measured in the computers 5.30 as the current position P2, P3 etc. of the vehicle is stored on the track network.

• zum einen zur Ausschaltung der Ungenauigkeit durch Schlupf des messenden Rades -zB. durch den Antrieb oder durch den Verzug in Kufven- in angemessenen zeitlichen oder streckenmäßigen Abstanden eine Rekalibrierung (Nacheichung) des Wegsensors 8 erfolgt,
• die Fahrtrichtung (vorwärts, rückwärts) durch Signalumkehr erfaßt wird und
• zum anderen die erforderlichen Entscheidungen an Weichen getroffen und erfaßt und als befahrene Strecke in die Rechner eingegeben bzw. gegenüber der von der Fahrleitung vorgegebenen Strecke bestätigt werden.

It makes no difference whether the rail path is straight or curved and / or inclined positively or negatively. Since the rail path is saved, the one-dimensional path measurement and recording means that the position of the vehicle on the stored rail path can always be precisely and with absolute certainty, provided that

• on the one hand to switch off the inaccuracy by slipping the measuring wheel - eg. a recalibration (re-calibration) of the displacement sensor 8 takes place by the drive or by the delay in Kufven at appropriate time or distance intervals,
• the direction of travel (forward, backward) is detected by signal reversal and
• on the other hand, the necessary decisions are made at points and recorded and entered into the computer as the route traveled or confirmed against the route specified by the overhead line.

For example, shown in Fig. 1B that by updating the Path length measurement first position P5 'as the current position of the vehicle is determined. However, there is a position measurement by means of the GPS 12 on the Vehicle. The determined exact geographical measuring point MP2 is on the stored rail path projected perpendicular to this (normal) and on this In this way, position P5 is obtained, which is to be stored in the computers 5,30.

At the same time, the distance measuring device or the computers are re-calibrated and opened the determined position P5 is set (recalibrated).

1C and 2, the railway vehicle and the Decision procedures in switch areas described.

As said, the railway vehicle (4) is equipped with a rotation rate meter (9), which in front of a switch (1), in particular to a predetermined output signal Zero "can be set and at least the quality preferably also records the exceeding of a predetermined quantity (threshold value) of the change in direction in the switch. The quality of the change in direction and gfls, and also the quantity of the change in direction is measured. The measured values are measured using the position computer (computer (5) of the vehicle or central computer (30)) with the specified quality of the change in direction or with the specified minimum quantity (threshold value) of the change in direction of the track sections that can be driven on in the switch.

Their correspondence determines which track is used and whether the track that is used is the right one. If the switch in a track curve If this is the case, proceed accordingly: the known and saved one The change in direction of the curve becomes when entering the switch system Specification of the threshold value of the change of direction is also taken into account.

Basically, as already stated, the direction of travel is, but not that absolute orientation of the vehicle is recorded, since an exclusively one-dimensional Distance measurement takes place. However, if the vehicle is in decision area E1, E2 etc. enters a switch, it is detected by the proximity switch 7. The Proximity switch sends its signal to the computer (position computer 5 or Central computer 30) in which the track route is stored, e.g. Central computer 30. In this case, the signal is transmitted to the Transfer vehicle and by means of the vehicle computer 5, the rotation rate sensor 9 activated. The rotation rate sensor 9 is reset to zero.

Alternatively, the rotation rate sensor 9 can also be activated and reset by the respective position or route computer (5 or 30) if the computer determines that the start of the decision area E1 (point P _E ) is overrun. For this purpose, a point P _{E is} stored in the computer, which is correlated and predefined with the decision area. This is expedient or necessary if no proximity switches are installed and the decision-making process must therefore be initiated independently of an external signal coming from outside. Rotation rate sensor now detects in the decision area E1, the length of which, for example. and it is preferably defined in terms of route whether a change of direction takes place after the start of decision area E1 or the proximity switch, what type (quality) the change of direction is, and preferably whether the change of direction exceeds a predetermined threshold value. The topologically ordered route data are stored in the position or route computer (5 or 30), in particular also the curvature profile, ie the type and size of the curvature profile. A certain minimum value of the curvature can be specified as a threshold value. In this way it is avoided that ambiguous measurement signals from the rotation rate sensor are misinterpreted as a change in direction of the vehicle.

If the rotation rate sensor records the type of change in direction, e.g. Lirik curve = negative, and the maximum value of the curvature passed through and these values apply to one of the track sections (G1 or G3) that can be traveled in decision area E1, then the selection of this track section (G1) in the position calculator 5 and / or stored in the central computer 30 and the path length measurement still taking place is continued on this track. In the decision area E1 shown, the decision between tracks 1 and 3 is pending. If the rotation rate sensor does not indicate a change in direction, this is the sign that the switch on track 1 is being traveled on. If the rotation rate sensor indicates a negative change in direction (to the left), and if this change in direction exceeds a certain size, then this is the sign that the switch is being traveled on track 3. The same procedure is now repeated in the decision area E2 or E3 as soon as the proximity sensor arranged there or the position or route computer indicate the entry into this area (point P _E ).

According to FIG. 2, the railway vehicle is in a track location according to FIG. 1C a marshalling yard. 2 is the diagram of the associated switch control shown.

The track system contains several turnouts 1-3. Each of the switches is through one electric drive 11 actuated and electrically controllable. By pressing the Turnouts 1 to 4 can be used.

In the example shown it is assumed that the vehicle 4 is on track 1 the switch 1 is approaching and track 3 is to drive.

The vehicle has a vehicle computer 5, which is equipped with a displacement sensor 8 and a rotation rate sensor 9 is connected. The displacement sensor can be, for example. around a Act counter that measures the revolutions of a wheel, the revolutions of the wheel over its known diameter converted into a path length become. The rotation rate sensor has an inertial system, which is due to its inertia Changes in direction of the vehicle does not or only takes part to a limited extent and therefore as a reference for determining a change of direction and exceeding one Threshold can serve. A drift of the inertial system is harmless because only the quality, but not the quantity of the change of direction for that Method according to the invention is needed.

The computer 5 is also equipped with a global positioning system 12 of the vehicle connected and can via a radio 6 (transmitter and receiver) with the stationary radio 10 (transmitter and receiver) and the central computer 30 communicate.

If the vehicle runs over the wheel counter (proximity switch, wheel switch) 7, gives the wheel counter through its two inductive coils or resonant circuits Driving a wheel over two pulses. The central computer 30 detects these two Impulses and their sequence (signal of the 1st coil before the signal of the second coil or vice versa) and thus wirelessly triggers the effective switching of the Rotation rate sensor 9 off when the vehicle approaches the switch 1 and thus in enters the decision area E1. At the same time, the signal from the Wheel counter in the position computer 5 this decision area E1 assigned data (passable tracks, type and magnitude of curvature) called.

The control can have already been controlled by the management.

For this purpose, the central computer 30 with the screen 32, keyboard 31 and the driver is available Mouse 33 available. It appears on the screen 32 in booth 35 of the Dispatchers the entire track system. Depending on the goal of the As the train approaches, the dispatcher can move the route with his mouse Click the target buttons to control the corresponding switches switch.

The adjustment can also be carried out by the driver, for example. via the driveway control panel 17 be done, which is set up on the switch and a circuit of Point machine 11 allowed by hand. In any case, in the example Switch control11 of the switch 1 can be controlled so that the vehicle in the Track 3 arrives.

The course setting is made visually visible to the vehicle driver e.g. by a turnout position indicator 14 with the known position symbols (cf. DE-A 44 23 316) or through the visible surface on the route board 17 and the one on it Illumination of the route.

The vehicle has an image recognition system for slip-free path length measurement 3 with, in which the camera 2 is directed at a distance onto the rail track. The Camera captures individual striking objects, e.g. Thresholds that are within the Move the opening angle past the camera. At certain times T1 and T2 the relative position of the object is detected within the opening angle of the camera 3 and from the determined distance (S (T1-T2) and from the distance of the camera from calculates the distance traveled on the rail route using the computer.

Reference numerals :

1

Switch

2nd

Camera 2

3rd

Image recognition system 3

5

Computer, vehicle computer, position computer 5

6

Radio, transmitter, receiver 6

7

Wheel counter, proximity switch 7

8th

Displacement sensor, displacement length measuring device 8

9

Angle of rotation measuring unit Rotation rate meter Rotation rate sensor Direction indicator 9

10th

Radio, transmitter, receiver 10

11

Switch 11

12th

GPS satellite navigation device 12

13

14

Switch position detector 14

15

16

17th

Track board, track board 17

30th

Central computer, route computer, FW computer 30

31

Keyboard 31

32

Screen 32

33

Mouse 33

Claims (10)

Method for determining the actual position of a railway vehicle in a track network with the aid of a computer in which the track network is stored in topological order, as well as a path length measurement sensor (8) and a rotation angle measurement unit (9) which are attached to the vehicle; Mark: From a known starting point, which is located on the track path, a one-dimensional position determination is carried out by measuring the length of the path along the track path stored in the computer; in turnouts it is determined by means of the angle of rotation measuring unit which of the stored track strands (G1 ... Gx) which open into the turnout is set by specifying the direction of the track as the exit direction before entering the turnout (1) and the quality of the vehicle by the angle of rotation measurement unit change in direction suffered when passing through the switch and compared with the qualities of the change in direction of the known track sections of the switch; the path length measurement of the vehicle is continued on that track and updated in the computer, the quality of the change in direction corresponds to the quality of the change in direction suffered by the vehicle when the switch is passed The method of claim 1
Mark: The rotation angle measuring unit (rotation rate meter 9) also signals that certain predetermined threshold values of the change in direction have been exceeded, in order to avoid false messages, and is evaluated as a decision criterion for driving on a certain track section (G3) which adjoins a switch (1), preferably the threshold values the change of direction are predetermined by the stored route. The method of claim 1 or 2
Mark: the starting point is a geographical, ie: daily known point (P1) stored in a computer (5, 30), which defines a point of the track network. The method of claim 1, 2 or 3
Mark: A satellite location system (12) installed on the vehicle (4) determines the current geographical position of the vehicle before the start of the journey, the determined position (MP0) is shifted normally to the known, topologically ordered track geometry and the determined point as the starting position (P1) of the railway vehicle recorded and saved. Method according to one of the preceding claims,
Mark: A satellite positioning system installed on the vehicle determines the current geographic position of the vehicle at certain points on the route traveled, in particular at certain time intervals, moves the determined position (MP2) normally to the known, topologically ordered track geometry and the determined point as the current one Position of the railway vehicle is detected and the distance measured by the path length measuring sensor (8) is corrected and stored and the path length measuring sensor is accordingly calibrated and / or calibrated. Method according to one of claims 1 to 5
Mark: At predefined known geographical positions, the actual position of the railway vehicle determined by the path length measurement sensor is corrected by the predefined known geographical position and the path length measurement sensor is calibrated and / or calibrated accordingly. Railway vehicle with a path length measurement sensor (8) for obtaining the traveled path length on the track, which is connected to a computer for determining and processing the path length data for determining the respective position,
Mark: the railway vehicle (4) is equipped with a rotation rate meter (9), which in front of a switch (1) to a predetermined output signal, in particular

Is zero "and which at least detects the quality, preferably also the exceeding of a predetermined quantity (threshold value) of the change in direction in the switch,
whereby via a position computer (computer (5) of the vehicle or central computer (30)) the measured quality of the change of direction with the specified quality of the change of direction and gfls. also the measured quantity of the change of direction with the predetermined minimum quantity of the change of direction compared to the tracks that can be driven in the switch and the correspondence of which the track is used is determined. Railway vehicle according to claim 7
Mark: the railway vehicle carries the computer (5) for processing the output signals generated by the displacement sensor and for determining the respective starting and actual positions. Railway vehicle according to claim 8
Mark: the railway vehicle carries a radio (10) through which its computer is connected to a central computer. Railway vehicle according to one of claims 7-9
Mark: For slip-free path length measurement, the vehicle carries an image recognition system (3), the camera (2) of which is directed towards the rail path at a distance, in which objects which move past the camera within the opening angle are detected, and in which the computer is used the distance traveled is calculated from the relative travel distance of the object during a predetermined period and from the distance of the camera from the rail route.

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