EP1118522B1 - Distance security method for trains - Google Patents

Abstract

The method involves trains receiving information by radio from a control centre managing the stretch of track and/or from preceding trains regarding the fee stretch of track ahead. Trains transmit their desired axle count (SA Z1) and identity (J Z1) to radio axle counters (A1,A2) along the track that count the actual number of axles, store or compare this with the desired number and form an identifier (K Z1) if the numbers coincide. A following train (Z2) requests information regarding the preceding train (Z1) at the latest on reaching the braking point for the sensors. If the preceding train has completely passed, the counter transmits the desired and actual axle numbers or identifier to the following train, which concludes that the track is fee to the next sensor or busy.

Description

The invention relates to a method according to the preamble of claim 1. Such a method is known from Signal + Wire (88) 10/96, pages 11-19.

The published patent application DE 198 32 602 A1 discloses a matching method by means of radio axis counters.

For the control of rail traffic on weak and moderately traveled routes is increasingly dispensed with interlocking for central control and monitoring of operations. Instead, the logic required for this purpose is distributed to the vehicles and / or certain route elements, preferably switches and railroad crossings. A central control center can assign trains to certain routes and the trains themselves determine whether, when and how far they want to drive on these routes. For this they take on the radio path directly or indirectly contact with each other and / or with ahead track facilities in order to determine the passable by them free route can. A subsequent move may advance as far as it has been completely cleared by the preceding train on its assigned course. For this purpose, it is necessary that the respective preceding train knows about its location, length of train and train cohesion in order to inform the next train, to where it can advance at most, without driving up to it, or to enable a subsequent train to determine from his position message even the waypoint up to which he can safely advance. In any case, it is the case that the following train for distance protection must make more or less frequent contact with the train in front in order to get an idea of the free and occupied status of the route ahead. This is initiated Contact eg by driving on specified route points marked in the route atlas of the following train. These waypoints are chosen so that the following train can still reliably come to a stop in front of this danger point in the event that a preceding route point possibly representing a danger point can not be negotiated. Such a potential danger point may be, for example, a railway station, a switch or a railroad crossing.

The prerequisite for determining the free route lying ahead is that a radio connection to the preceding train is made in good time and that the train in front knows about its location and train integrity. If such a radio link is not established in time or knows the train in front z. If, for example, he is not reliably informed about his cohesion, the following train must stop in front of a danger point to be assumed, namely the last waypoint that the preceding train has completely passed. This is the last waypoint at which the preceding train had supplied the following train with the corresponding position and completeness information.

Such a danger point is assumed even if no or no timely radio connection to the train in front comes about. This can be z. B. in case of defective radio transmitter - / - receiving facilities of one or the other train be the case, but also if the preceding train for communication with the train following immediately can not provide a radio channel available, because he z. B. busy with data ahead in his track Exchange track elements or other trains.

Object of the present invention is to develop the method according to the preamble of claim 1 so that even in the event that no timely communication connection to a train in progress is made or that this train can not make reliable information about his train, at least limited Advance transfer of the following train is made possible in accordance with the distance traveled reliably by the train ahead.

The invention solves this problem by the features of claim 1.

Advantageous embodiments and further developments of the method according to the invention are specified in the subclaims.

The method is intended in particular to serve as a fallback level in the event of a communication disruption and then permits driving on the relevant road sections in the fixed block spacing as opposed to driving in the moving block spacing on the remaining road sections; However, the method can also be used with sufficiently dense sequence of searchable waypoints for sole distance assurance of trains, the trains then follow each other consistently at predetermined block intervals.

Figur 1

einen mit einem Funkachszähler ausgerüsteten Bahnübergang mit einem sich dem Bahnübergang nähernden Zug, in

Figur 2

den Bahnübergang mit dem inzwischen vorübergelaufenen Zug, der beim Bahnübergang bestimmte Daten deponiert hat, in

Figur 3

einen sich dem Bahnübergang nähernden nachfolgenden Zug, der Kontakt mit dem vorausfahrenden Zug aufgenommen hat und in

Figur 4

einen nachfolgenden Zug, der die für seine Fahrzeugsteuerung erforderlichen Daten bei dem Bahnübergang erfragt.

The invention is explained below with reference to an embodiment illustrated in the drawing. The drawing shows in

FIG. 1

equipped with a Funkachszähler railroad crossing with a train approaching the railroad crossing, in

FIG. 2

the railroad crossing with the now overrun train, which deposited certain data at the level crossing, in

FIG. 3

a following train approaching the railroad crossing which has made contact with the preceding train and in

FIG. 4

a subsequent train, which asks for the required data for his vehicle control at the railroad crossing.

Figure 1 shows a single-track S, which is traveled by a train Z1 in the direction of travel from left to right; the train Z1 stands for a single vehicle or a group of vehicles formed from several coupled vehicles. The route S is crossed by a schematically indicated level crossing BU. When approaching the switched railroad crossing BU the train Z1 transmits a identifying characteristic identifier J Z1 and the known target axle count SA Z1 of its vehicles by radio transmission to a fixed radio transmitting / receiving device of the railroad crossing, which is referred to below as radio axle counter FAZ. The radio axle counter FAZ stores the target axle number SA Z1 communicated to it by the train Z1 together with the identity number J Z1 reported by the train with deletion of any still stored older identity numbers and axle numbers for a later clearance of the level crossing. It is also set up to count and store the drive messages transmitted to it from the switch-off contacts A1 and A2 of the level crossing or axle messages derived therefrom. He is thus able to check whether the level crossing BU is free of vehicles and whether the number of actually passed vehicle axles coincides with the target axle number transmitted by a train approaching the railroad crossing. The radio axle counter stores the nominal and actual axle numbers of the train passing by it or a number derived therefrom, in each case enclosing the identity number of the relevant train, in order to later transmit them to a subsequent train on request. But it is also possible that the Funkachszähler detected by the Ausschaltkontakten actual axle numbers with assignment of the identity number of the associated train to an optionally common to several line elements superior radio transmitter - / - receiving device, eg. B. a control center, transmitted, with which a subsequent train to determine or to ask the free and busy state of the railroad crossing in conjunction; For this purpose, the train in front of the control center has to communicate, for example via the track element its target number of axles or the track element determined from the notified him and the target determined by him actual axle numbers, whether the preceding train has passed the track element completely; the route element then transmits a corresponding identifier to the control center. The transmission of the axle numbers from the radio axis counter to the higher-level radio transmitter / receiver device can be wired or wireless.

In Figure 2, the train Z1 has completely passed the level crossing BU. According to the assumption, the radio axle counter has stored the target axle number SA Z1 communicated to it by the train Z1 on approach and the actual axle numbers JA Z1 detected by the switch-off contacts together with the identity number J Z1 assigned to the train Z1; if the announced target number of axles coincides with the actually determined actual axle numbers from both numbers of axles a number plate K Z1 is formed and stored in the radio axis counter, which states that the train Z1 has completely passed the level crossing with all its axles. With the complete passage of the railroad crossing its safety devices are turned off.

In Figure 3, the considered train Z1 has advanced further; he has completely cleared the route S up to a route point P2. This route point, namely the point to which he has already cleared the route determines the train Z1 in knowledge of its train length and its integrity itself, for example by satellite positioning or using a synchronized at predetermined locations track encoder. The distance indicated in the drawing between the actual end of the train Z1 and the route point P2 up to which the route is considered cleared by the train Z1 represents any tolerances in the vehicle location and the train length determination by the train Z1.

The train Z1 is followed by a train Z2, which is to drive the route S to the same destination point or to a separation point. This train tries in good time, before due to the previously known position of the train end of the train in front an operational inhibiting Geswachgeschwindigkeitsreduzierung is necessary, or when passing a marked in his route atlas or when passing a punctiform train control device to connect with the known train Z1 known him, by calling it via an available radio channel, for example, with its identity tag J Z1. The knowledge about the identity of the preceding train Z1 has been transmitted to the train Z2 by a control center, not shown in the drawing, or else it removes it, for example. B. an accompanying book timetable, in which the trains driving the route are recorded according to place and time. It is assumed that a communication connection between the train Z2 and the train Z1 comes about. The train Z1 informs after the conclusion of the communication link the train Z2 about his location, ie in this case on the location of the waypoint P2, which stands for the complete clearing of the previous route area by the train Z1; he transmits this notification of the location preferably with the addition of his identity flag J Z1 to the train Z2, so that this can be assigned to the train Z1 when receiving the position message P2 Z1 this unique. On the basis of the transmitted position message, the train Z2 knows that the route in front of it is cleared up to the route point P2 and that it may advance after the timely activation of the safety devices of the level crossing BU up to this route point P2.

In FIG. 4, it is assumed that the communication connection between the train Z2 and the train Z1 does not come about on time for reasons which are not explained in more detail here. Therefore, the train Z2 is contacted after possibly repeated fruitless attempt to establish communication with the Funkachszähler FAZ of lying in front of him level crossing BU. There, the train Z1 had deposited its identity mark J Z1 and its target number of axles SA Z1 when approaching the railroad crossing. In Funkachszähler FAZ also the actual number of axles JA Z1 of the train Z1 is deposited, which was determined in accordance with Figure 2 when passing the railroad crossing by the train Z1. The train Z2 now establishes a connection to the radio axis counter FAZ lying ahead of it and requests from it, preferably specifying the identification mark J Z1 of the preceding train Z1, the stored nominal and actual axle numbers or the identifier formed therefrom K Z1. The Funkachszähler transmits this information, possibly also with assignment of the identity plate J Z1 for the train Z1, to the train Z2 and this recognizes in the assumed constellation that the route ahead is vacated at least to the level crossing BU from the train Z1 ahead. He can now advance after turning on the safety devices of the railroad crossing to its Ausschaltkontakten A1.

So that the traffic is not obstructed unnecessarily, the level crossing should be turned on but only if it can then be completely cleared, for example, if the preceding train has already passed the next level crossing or if it is operational, a train in front, without his To know position, to follow "on sight". The level crossing can then be passed with the speed allowed for journeys "on sight". Otherwise, the following train should stop before the then unsecured level crossing.
The request of a train to a radio axle counter for transmitting the number of axles of the train that has traveled ahead and the response of the radio axle counter to the train in question may each be accompanied by the identity number of the train traveling in front or of the last train crossing. This makes an unambiguous assignment of the transmitted data to the train in question possible, both in the radio axis counter and in the questioning train. However, it suffices to match this flag only to the query or the response; In this case, either the radio axis counter or the questioning train assumes the assignment of the data to the identity number of the preceding train.

The following train Z2 may call the radio axle counters of these route elements in a given sequence in the knowledge that further preceding railroad crossings or other line elements for counting vehicle axles and for transmitting corresponding information and in the event that the preceding train has completely passed the route elements assigned to the corresponding radio axle counters, move the danger point, which he is advancing, further in the direction of travel until finally a radio axis counter with its data makes it recognizable that the associated route area has not yet been completely passed by the preceding train Z1. The following train Z2 then has to set up its drive so that it stops in front of the track switching means of the last radio axle counter that has passed completely.

Funkachszähler can be assigned to any waypoints or sections on which the number of axles of each passing vehicles can be determined via trackside sensors. The more radio axis counters are present on a route, the more sensitively the free registration of the respective passable route can be made. The assignment of Funkachszählern to level crossings is particularly advantageous because at the level crossings corresponding sensor devices for switching off the level crossing security devices are already available, which can be used for the Achszahlermittlung. Also, at such level crossings usually radio transmitting and receiving devices for timely switching on the safety devices already exist, so that can be used advantageously for the distance assurance according to the inventive method on the existing infrastructure.

It is also possible to equip several or all Funkachszähler only for wireless reception of vehicle data in the vicinity of the Funkachszähler and actually determined by the track sensors-axis numbers together with the determined vehicle data to a parent radio transmitting and receiving device to communicate with the following Trains can connect as needed. Such higher-level radio transmitting and receiving devices can be arranged, for example, in control centers, of which data are to be transmitted in any case to the individual trains. Such a control center could inform a train when contacting a Funkachszähler from their knowledge of the derived also from the remaining radio axle counters target and actual axle numbers about how far he may ride the entire route ahead safely.

The method according to the invention is particularly suitable for providing a fallback level for the distance assurance of trains in the event that there is no timely radio connection to a train in front. The following train, as long as it communicates with the radio axle counters and not with the train in front, moves in a space distance defined by the arrangement of its track sensors to the train in front. If the succeeding train succeeds in reconnecting with the preceding train and receiving from it information about its actual location and train integrity, the following train can catch up to the end of the preceding train and travel in accordance with predetermined stopping distances in the traveling train Block distance continues behind the preceding train.

The method according to the invention can advantageously be used even if contact is made with the respective preceding train, but this train can make no statement about its train integrity. Then it must be expected that the train in front has lost one or more vehicles somewhere on the track. By responding to the individual route facilities or their Funkachszähler and comparison of the preceding train transmitted to this target number of axles with the actual actual number of axles, it can be determined whether the preceding train with all its axles has passed the relevant level crossing completely. By successive queries of the following level crossings or Funkachszähler can thus gradually check the entire route to its free state.

If the switching off of the safety devices of a railroad crossing is made dependent on the positive comparison of the actual number of axles of a train with the transmitted by this target number of axles, the safe switching off of the railroad crossing and thus the free signal of the past section is also possible if the railroad crossing passing train not aware of his cohesion; the railroad crossing then determines the train integrity.

Querying the available on a radio axle counter target and actual number of axles for a train ahead by a train on a railroad crossing advancing train may be made except for driving on a marked in the route atlas of the following train or predetermined by a track device route point alternatively also dependent on the subsequent train reaches or approaches the brake application point at a known danger point. Before he might no longer need a company Initiating the braking process, the train inquires at the respective upstream radio axis counter or the control center according to the stored axle numbers and determines therefrom the free and busy state of the route ahead.

The target number of axles of a train is the train as possible before departure z. B. from a control center or it can be determined on the basis of the accompanying documents of the train on the train or by fixed counters, z. B. when passing a special Funkachszählers, determined and z. B. transmitted by radio to the train or displayed on a scoreboard.

In the event that a route is also used by trains that have no facilities for establishing a communication link to a radio axis counter or their designated facilities have failed, is provided according to a form of the invention that a central office, the train running in a suitable manner monitored, z. B. based on the book schedule, the Funkachszähler when approaching such a train whose target number of axles transmitted, preferably in conjunction with an identity mark for the train. This identity plate is known to at least the following train or is announced to it by the headquarters. The following train can then interrogate when approaching the radio axle counter stored there after passing the preceding train stored there target and actual numbers of axles or derived therefrom and then determine whether the route cleared up to the sensors of Funkachszählers and thus for him is available or not.

Is there a train equipped with or without faulty equipment for communicating with a radio axle counter the way to a Funkachszähler, so according to a further embodiment of the invention, a center that monitors the train run in a suitable manner, ask for this train the request to the radio axle counter for transmitting the stored there target and actual numbers of the preceding train. The control panel can recognize from the response of the radio axle counter, whether the route is free or still traveled to the radio axis counter and can then the train driver of the approaching train z. B. via radio or via a trackside signaling device on the trafficability of the route ahead.

Claims (17)

1. Method for ensuring separation between trains travelling in the same direction on one track, in which the trains receive information by radio about the free track in front of them from a signal box which is controlling the track and/or from track elements which are located in its path as well as from trains travelling in front of it,
   characterized
   in that radio axle counters (FAZ) are arranged along the track (S) to which radio axle counters (FAZ) the trains (Z1) transmit their respective nominal number of axles (SA Z1) together with an identity tag (J Z1) which identifies them as they approach,
   in that the radio axle counters use associated sensors (A1, A2) to determine the actual number of axles (JA Z1) of the train as it travels past them after reception of an identity tag, and the radio axle counters store this actual number of axles (JA Z1) together with the notified nominal number of axles, or compare the two, with a tag (K Z1) relating to this being formed if the two numbers of axles match,
   and in that, at the latest when the braking start point reaches the sensors of the radio axle counter, a subsequent train (Z2) attempts to check with the radio axle counter (FAZ) the nominal and the actual number of axles of the previous train or the tag which is formed for this, in response to which, in the situation where the previous train has already completely passed it, the radio axle counter transmits the nominal and the actual number of axles of the previous train, or the tag which is formed for this, to the requesting train, and in that the subsequent train uses the transmitted response to deduce that the track is free as far as the sensors of the radio axle counter, and otherwise that the track is occupied to that point.
2. Method according to Claim 1,
   characterized
   in that the radio axle counters transmit the tag which is formed by them and/or the nominal and the actual number of axles of the last train which passed by them together with its identity tag to at least one device which is equipped with radio transmitting/receiving devices, with which device this data or data derived from it can be checked by a subsequent train.
3. Method according to Claim 1 or 2,
   characterized
   in that the subsequent train (Z2) attaches to its request to a radio axle counter (FAZ) or to a device which is equipped with radio transmitting/receiving devices the identity tag (J Z1) of the previous train (Z1) and/or in that the radio axle counter or the device which is equipped with radio transmitting/receiving devices attaches to its or their response the identity tag of the last train which passed by the radio axle counter.
4. Method according to one of Claims 1 to 3,
   characterized
   in that the radio axle counters (FAZ) are associated with level crossings (BU), with the actual number (JA Z1) of the vehicle axles which pass the switching-off contacts (A1, A2), which are related to the direction of travel, in the same direction of travel in each case being recorded together with the respectively notified nominal number of axles (SA Z1), and/or the tag (K Z1) being formed from this by comparison.
5. Method according to Claim 4,
   characterized
   in that, on approaching a level crossing (BU), a train (Z1) transmits its nominal number of axles (SA Z1) and its identification tag (J Z1) to this level crossing (BU) related in time to the switch-on order in order to protect the level crossing,
   in that the level-crossing stores this data on a track-related basis at least until a subsequent switch-on command is received, or transmits this to a device which is equipped with radio transmitting/receiving devices, and
   in that the level crossing or the device which is equipped with radio transmitting/receiving devices transmits this data or data (K Z1) derived from it to a subsequent train (Z2), on request.
6. Method according to Claim 4 or 5,
   characterized
   in that the switching on of the safety devices for a level crossing is made dependent on the train which is approaching the level crossing having clearance to move beyond the level crossing, and in that, in the absence of such clearance to travel beyond the level crossing, the safety devices for the level crossing are not switched on, and the train is stopped before the level crossing.
7. Method according to Claim 4 or 5,
   characterized
   in that the switching off of the safety devices for a level crossing is made dependent on the level crossing having been travelled over and cleared correctly by a train with a notified nominal number of axles.
8. Method according to one of Claims 1 to 6,
   characterized
   in that, in the situation where there is initially no link to a previous train (Z1) and a subsequent train (Z2) therefore passes an appropriate request to a radio axle counter (FAZ) or to a device which is equipped with radio transmitting/receiving devices in order to determine a free minimum track length, the subsequent train (Z2) continues to attempt to set up a radio link to the respective previous train in order to check its current location (P2).
9. Method according to one of Claims 1 to 8,
   characterized
   in that, in the situation where there is no link to a previous train (Z1) or this previous train (Z1) makes no statement about its completeness and a subsequent train (Z2) therefore passes an appropriate request to a radio axle counter or to a device which is equipped with radio transmitting/receiving devices, the subsequent train (Z2) first of all makes this request to the radio axle counter which is closest to it and then continues onwards step by step to the radio axle counters on its route as far as the end of the common route with the previous train or until it accesses the first radio axle counter for which no tag for the complete passing or no matching nominal and actual number of axles has been stored for the identity tag of the previous train (Z1)
10. Method according to one of Claims 1 to 8,
    characterized
    in that, in the situation where the radio axle counters pass on the data transmitted to them and the data determined by them to a central device which is equipped with radio transmitting/receiving devices, the respective subsequent train makes its request to this central device, and in that, on the basis of the knowledge of the data supplied to it from the radio axle counters, this central device signals to the requesting train the last radio axle counter which has been cleared by the previous train and to which it may travel onwards.
11. Method according to one of Claims 1 to 10,
    characterized
    in that a central device is provided which monitors the train running and, in the situation in which a train does not have any devices or has defective devices for communication with the radio axle counters, uses its knowledge of the actual location of the train or the location of the train as assumed by it to transmit to the respective next radio axle counter in the course of the track the nominal number of axles of the train as it approaches.
12. Method according to Claim 11,
    characterized
    in that the central device attaches the nominal number of axles of the train to an identity tag which identifies the train and which is known to the other vehicle or vehicles travelling on that track.
13. Method according to one of Claims 1 to 12,
    characterized
    in that a central device is provided, which monitors the train running and, in the situation where a train cannot set up a communication link to the respective next radio axle counter, uses its knowledge of the actual location of the train or the location of the train as assumed by it to make the request to the respective next radio axle counter on behalf of this train,
    in that the radio axle counter transmits to the central device the data determined for the last train which passed by it,
    and in that, depending on whether the track has or has not been completely cleared as far as the radio axle counter, this central device reports, preferably by voice radio, to the train whether it may travel onwards to the next radio axle counter.
14. Method according to one of Claims 1 to 13,
    characterized
    in that, on receiving a tag which has been requested by them or on receiving matching nominal and actual numbers of axles for a previous train, the trains automatically extend the clearance of the route to the respective next radio axle counter from which the relevant tag or the number of axles originated.
15. Method according to one of Claims 1 to 14,
    characterized
    in that the making of the request from a train to a radio axle counter or to a device which is equipped with radio transmitting/receiving devices is made dependent on the passing of a location which has been noted in a track atlas for that train, or the passing of a trackside influencing device.
16. Method according to one of Claims 1 to 15,
    characterized
    in that a train makes the request to a radio axle counter or to a device which is equipped with radio transmitting/receiving devices at the latest when it has to start braking for a danger point that is known to it.
17. Use of the method according to one of Claims 1 to 16, as a reversionary level in order to check the current location of a previous train in the situation in which there is no radio link to the previous train, or in the situation in which the previous train has no means, or no serviceable means, for technical train completeness identification.

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