EP1591335B1 - Process for determining the distance between a beacon and a distant warning signal - Google Patents

Abstract

The method involves determining the distance (d) of a distant signal beacon (8) or group of beacons in front of a distant signal (7) of a railway system, whereby the beacon or group of beacons transmits information relating to the distant signal to a passing train (6). It involves selecting a time constant and determining the distance as a product of the time constant and a speed value. An independent claim is also included for a railway system for with at least one distant signal and at least one associated main signal and with beacon groups that communicate with a train.

Description

The invention relates to a method for determining the distance of a Vorsignalbalise or a group of Vorsignalbalisen in the direction of travel in front of a distant signal of a railway system, wherein the Vorsignalbalise or group of Vorsignalbalisen transmits to a passing train information concerning the Vorsignal.

In railway engineering, the train driver is given visual signals that determine whether the train has to stop, must approach, change its speed or pass through at an unchanged speed. Due to its large mass, however, a train has a very long braking distance.

Driving on sight is therefore practically impossible. If a train driver realizes that he has to stop due to a main signal, he is usually so close to the main signal that a timely stop of the train is no longer possible. For this reason, it is provided to arrange pre-signals at a certain distance in front of the main signal, wherein the pre-signal provides the driver information about what actions he has to perform on the main signal, ie in particular whether he must stop or continue driving. The minimum distance of the pre-signal to the main signal is the braking distance that is required in emergency braking. The braking process during emergency braking is expressed by a so-called EBI curve (emergency brake intervention). This curve is calculated to take the worst case, i. E. a bad braking effect at high pulling speed. If a train brakes according to this braking curve, this is uncomfortable for the occupants. An occupant-compatible braking must therefore begin at a certain distance before the warning signal. Normally this is not a problem if the driver already sees the advance signal from a certain distance. If, on the basis of visual contact with the warning signal, he detects that the train must be braked or slowed down, he can already initiate braking before the train passes the pre-signal.

According to the European Train Control System (ETCS), it is desirable to assist the platoon leader in guiding the platoon. This happens because the displayed signals of the pre- and main signals are detected and interpreted by an electronic system (LEU). This information is stored in balises located on the tracks. The balises are essentially transponders that can send information to a passing train. The electronic system monitors whether the train driver follows his train at a recommended speed. This is expressed by a so-called P-curve (permitted speed curve). If the train deviates from this P-curve, then according to a W-curve (warning curve) an audible warning to the driver given. This allows the driver to correct his mistake within a certain reaction time. If this does not happen, then an automatic intervention for braking the train takes place in order to drive again according to the P-curve. Furthermore, the driver is given instructions (indication), which inform him that, for example, the recommended speed will be lowered. Such information must be communicated to the driver before reaching the pre-signal. If the driver does not react in spite of the "indication" and the warning signal, the train is automatically braked according to brake curves called SBI and SBD (service brake intervention curve, service brake deceleration curve). If you want to brake according to these curves, the braking must start at a certain distance before the pre-signal, so that the braking for the passengers is more comfortable than when braking according to the EBI curve.

When a train passes a main signal, it is given the information at which distance the next main signal is to be expected. Thus, it can be calculated after which distance the different braking curves have to start in order to stop the train until the next main signal should the next main signal indicate that the train must be stopped. Therefore, the distance traveled by a train since the last main signal is detected. Because the ETCS system has been built with the least possible cost, there is some uncertainty in determining distance. This factor is around 5%. Therefore, if the distance determination indicates that the train has traveled 1000 m, this may mean that the train has covered a distance in the range between 950 and 1050 m. If the train has covered a correspondingly longer distance, the absolute deviation is correspondingly greater. For this reason it can be provided that a calibration of the position determination of the train is performed.

A balise group can include one or more balises, all located at the same position. A driving permission area is the area between two main signals. Connected balises have information about the position of the next or other balises, with the position specified as the distance from another balise. The distance is given in meters. However, the balises are not always arranged exactly in an integer meter distance. In particular, errors of ± 1 m can occur, since the balises are usually arranged on the sleepers of the tracks. In front of level crossings, several connected balises are arranged in order to obtain the most accurate information possible about the level crossing when approaching the level crossing. Connected balises allow you to recalibrate the inaccuracy of the train's position measurement according to the much more precise position of the balise.

In particular, the invention relates to routes or sections of track where the main signal information is independent of each other, such that upon each main signal enabling the train the information is transmitted that will be stopped at the next main signal. This information may only be corrected to the effect that braking is not necessary.

If this pre-signal information is given only at the location of the pre-signal, the system has already given "indication", P- and warning signal according to the above, although this may not have been necessary. This is to be avoided at all costs, because the driver would classify the information given to him by the system as meaningless and thus the acceptance of the system would not be given by the locomotive drivers.

The goal is to position a Vorsignalbalise before the Vorsignal so that the driver is informed about the same time as in visual contact with the Vorsignal on the signal information of the Vorsignals. In good visibility In this way, the driver receives additional information about the pre-signal and in poor visibility conditions, the electronic information that is transmitted via the Vorsignalbalisen, replace the visual contact with the pre-signal. On the other hand, the Vorsignalbalise must not be placed too far away from the Vorsignal, since the Vorsignal could change if the train has already passed by the Balise. In this case, the system would force an unnecessary braking from the driver's point of view. Therefore, the distance of the Vorsignalbalise to the Vorsignal must be as low as possible. In this way, the fluid of operation is increased without compromising safety.

According to ETCS, it is also possible to suppress track curves SBI and SBD in the train monitoring by information given on the trackside (so-called national values), so that W, P and "indication" relate directly to the EBI and EBD curves , Also in this case, the W, P, and "indication" curves generally begin before the pre-signal, since the EBI curve starts at the presignal.

EP 1232926 describes a method for train backup, in which there are just a few balises before a signal.

Object of the invention

Object of the present invention is therefore to provide a method for determining the distance of a balise, which must be arranged in front of a pre-signal.

Subject of the invention

This object is achieved according to the invention in that a time constant is selected in a method of the type mentioned above and the distance is determined as a product of the time constant and a speed value. The position where the P-curve starts is before the next signal. Dodges the train speed at this point from the P-curve and if the driver does not react, the train will reach the W-turn and, as a result, will automatically be decelerated according to the SBI curve or EBI curve without the driver having to do so. However, it must be avoided that the driver is surprised by such an automatic braking intervention. In particular, there must be no contradiction, for example, that the pre-signal the driver visually indicates that he may continue to drive at the line speed and yet braking has already begun. Furthermore, a certain amount of time must elapse between the "indication" and the automatic onset of braking, which allows the driver to react to the "indication". In an ideal system, the minimum distance of the Vorsignalbalise to the Vorsignal therefore a time constant multiplied by a speed value, the time constant determined by ergonomic considerations. It is designed so that a train driver has sufficient time to initiate braking even before the SBI braking or EBI braking is applied. For example, the time constant can be chosen to be 6 s, where the time constant may depend on the selected speed value. This time constant must also be taken into account by the part of the system (vehicle unit) installed on the locomotive.

In a preferred variant of the method, the maximum line speed is used as the speed value. The maximum line speed is the highest allowed speed that a train may travel on the line segment in question. If this speed multiplied by the time constant, there is a minimum distance, the Vorsignalbalise must have to the pre-signal.

The determination of the distance between the pre-signal and the Vorsignalbalise can still be improved and made more realistic, if the odometric inaccuracy of the position determination of the train is taken into account. After passing a connected balise becomes the Remaining distance calculated until the end of the driving license and thus also to the point where the braking must be according to an SBI curve or EBI curve, if the main signal requires a stop of the train. Again, the uncertainty factor of about 5% occurs again with this distance determination. In determining the distance of the Vorsignalbalise from the Vorsignal therefore a value is taken into account that makes up 5% of the distance between the last connected Balise before the Vorsignalbalise and the Vorsignalbalise.

A complication results from the fact that the distance of the last connected balise before the pre-signal and the Vorsignalbalise enters into the calculation of just this distance. This will be discussed below.

In a variant of the method, provision can be made for an additional connected balise to be laid in order to limit this distance to, for example, 1000 m. In this way, the odometric inaccuracy of the position determination of the train in the determination of the distance of the Vorsignalbalise be taken into account by the Vorsignal. -

Since the inaccuracies of the balise positions have a cumulative effect, it can be provided in a variant of the method that an upper limit is defined for the number of connected balise groups permitted in the driver's license area and an inaccuracy dependent on the upper limit is taken into account when determining the distance. To account for the inaccuracy of the location of connected beacons, the number of connected beacons multiplied by the error, i. one meter, are taken into account in the distance determination.

It is particularly advantageous if a constant buffer value is added in the determination of the distance. Basically, a braking distance could be calculated with the so-called Minden formulas. To avoid this, though Nevertheless, to account for inaccuracies in the brake curve calculation, a buffer value can be added to the minimum distance.

aus der bekannten Formel $s=\frac{v^2}{2a}$

und somit $s_{SBI}=\frac{v^2}{2a_{SBI}}=\frac{v^2}{2\cdot \mathit{Faktor}\cdot a_{EBI}}=\frac{{\mathit{s}}_{EBI}}{\mathit{Faktor}},$

wobei s_EBI dem Abstand zwischen demETCS distinguishes according to a configuration parameter ("National Value") whether SBI and SBD curves should be calculated or not. In the case where SBI and SBD curves are calculated, in a method variant, in determining the distance, a value is added which corresponds to the difference between the braking distances of a service braking s _SBI and an emergency braking s _EBI . The difference s _SBI - s _EBI is too _close $$S_{\mathit{SRI}}-S_{\mathit{EBI}}=(\frac{1}{\mathit{factor}}-1)\mathit{Vorsignalabstand}$$

from the known formula $s=\frac{{\mathrm{<figure-callout\; id="2"\; label="v"\; filenames="imgf0001.png"\; state="\{\{state\}\}">v</figure-callout>}}^2}{2a}$

and thus $s_{SBI}=\frac{{\mathrm{<figure-callout\; id="2"\; label="v"\; filenames="imgf0001.png"\; state="\{\{state\}\}">v</figure-callout>}}^2}{2a_{SBI}}=\frac{{\mathrm{<figure-callout\; id="2"\; label="v"\; filenames="imgf0001.png"\; state="\{\{state\}\}">v</figure-callout>}}^2}{2\cdot \mathit{factor}\cdot a_{eBI}}=\frac{{\mathit{s}}_{eBI}}{\mathit{factor}}.$

where s _{EBI is} the distance between the

Pre-signal and the main signal and thus corresponds to the Vorsignalabstand. From this formula also results that a value for the - service brake delay is selected as a function of the emergency brake delay.

This correction term is not used if the corresponding ETCS configuration parameter suppresses the calculation of SBI and SBD curves.

In order to be on the safe side with the distance of the Vorsignalbalise before the Vorsignal, the distance can therefore be calculated using the following formula: $$\mathrm{d}=\mathrm{time\; constant}*\mathrm{Line\; speed}+\mathrm{uncertainty}*\left(\mathrm{Distance\; between\; the\; last\; connected\; balise\; before\; the\; Vorsignalbalise\; and\; the\; Vorsignalbalise}\right)+\left(\mathrm{Number\; of\; connected\; balises}\right)*\mathrm{error}+\mathrm{buffer\; value}.$$

wenn der entsprechende ETCS-Konfigurationsparameter die Berechnung der SBI- und SBD-Kurve unterdrückt oder $$\mathrm{d}=\mathrm{Zeitkonstante}*\mathrm{Streckengeschwindigkeit}+\mathrm{Unsicherheitsfaktor}*\left(\mathrm{Abstand\hspace{1em}zwischen\hspace{1em}letzter\hspace{1em}verbundener\hspace{1em}Balise\hspace{1em}vor\hspace{1em}der\hspace{1em}Vorsignalbalise\hspace{1em}und\hspace{1em}der\hspace{1em}Vorsignalbalise}\right)+\left(\mathrm{Anzahl\hspace{1em}verbundener\hspace{1em}Balisen}\right)*\mathrm{Fehler}+(1/\mathrm{Faktor}-1)*\mathrm{Vorsignalabstand}+\mathrm{Pufferwert},$$

especially $$\mathrm{d}=6\mathrm{s}*\mathrm{Line\; speed}[\mathrm{m}/\mathrm{s}]+5\%*1000\mathrm{m}+10*\mathrm{}1\mathrm{m}+50\mathrm{m}.$$

if the corresponding ETCS configuration parameter suppresses the calculation of the SBI and SBD curves or $$\mathrm{d}=\mathrm{time\; constant}*\mathrm{Line\; speed}+\mathrm{uncertainty}*\left(\mathrm{Distance\; between\; the\; last\; connected\; balise\; before\; the\; Vorsignalbalise\; and\; the\; Vorsignalbalise}\right)+\left(\mathrm{Number\; of\; connected\; balises}\right)*\mathrm{error}+(1/\mathrm{factor}-1)*\mathrm{Vorsignalabstand}+\mathrm{buffer\; value}.$$

wenn der entsprechende ETCS-Konfigurationsparameter die Berechnung der SBI- und SBD-Kurve erlaubt.especially, $$\mathrm{d}=6\mathrm{s}*\mathrm{Line\; speed}\mathrm{}\left[\mathrm{m}/\mathrm{s}\right]+5\mathrm{\%}*1000\mathrm{m}+10*1\mathrm{m}+\left(1/0.7-1\right)*1000\mathrm{m}+50\mathrm{m}.$$

if the corresponding ETCS configuration parameter allows the calculation of the SBI and SBD curves.

The first term corresponds to the minimum distance that should be selected. If the following terms are taken into account for the determination of the distance d, a good balance between the smallest possible distance and the greatest possible safety results. The distance of the Vorsignalbalise to the Vorsignal should therefore be selected in the range of the distance d.

The 6s correspond to the time constant mentioned previously. The term 5% * 1000m takes into account the odometric inaccuracy factor, assuming that the last connected balise is located no more than 1000 m from the pilot beacon. Since the position of the Vorsignalbalise is determined only by the method according to the invention, this assumption must be checked in retrospect. A value higher than 1000 m should not be selected for performance reasons. If the calculation gives a higher value, the value can be reduced by installing an additional connected balise.

wobei dSIG der Abstand der letzten verbundenen Balise zum Vorsignal (wird als bekannt vorausgesetzt) und DLINK der Abstand der letzten verbundenen Balise zur Vorsignalbalise ist. Durch dREST wird die Summe aller Terme außer dem Term "Unsicherheitsfaktor * (Abstand zwischen letzter verbundener Balise vor der Vorsignalbalise und der Vorsignalbalise)" in den vorstehenden Gleichungen für d bezeichnet. Die Herleitung ergibt sich folgendermaßen: $$\mathrm{d}\mathrm{REST}+\mathrm{Unsicherheitsfaktor}\ast \mathrm{d}\mathrm{LINK}=\mathrm{d}.$$

Weiterhin gilt $$\mathrm{d}\mathrm{LINK}+\mathrm{d}=\mathrm{d}\mathrm{SIG}$$

und somit $$\mathrm{d}\mathrm{LINK}+\left(\mathrm{d}\mathrm{REST}+\mathrm{Unsicherheitsfaktor}\ast \mathrm{d}\mathrm{LINK}\right)=\mathrm{d}\mathrm{SIG}.$$

Daraus folgt $$\mathrm{d}\mathrm{LINK}=1/\left(1+\mathrm{Unsicherheitsfaktor}\right)\left[\mathrm{d}\mathrm{SIG}-\mathrm{d}\mathrm{REST}\right]$$

Damit erhält man $$\mathrm{d}=\mathrm{d}\mathrm{REST}+\mathrm{Unsicherheitsfaktor}/\left(1+\mathrm{Unsicherheitsfaktor}\right)\left[\mathrm{d}\mathrm{SIG}-\mathrm{d}\mathrm{REST}\right]$$

Dies kann man auch schreiben als $$\mathrm{d}=\left[\mathrm{Unsicherheitsfaktor}/\left(1+\mathrm{Unsicherheitsfaktor}\right)\right]\ast \mathrm{d}\mathrm{SIG}+\left[1/\left(1+\mathrm{Unsicherheitsfaktor}\right)\right]\ast \mathrm{d}\mathrm{REST}.$$

Alternatively, the odometric inaccuracy can be considered by determining d as $$\mathrm{d}=\left[\mathrm{uncertainty}/\left(1+\mathrm{uncertainty}\right)\right]*\mathrm{d}\mathrm{SIG}+\left[1/\left[1+\mathrm{uncertainty}\right]\right]*\mathrm{d}\mathrm{REST}.$$

where dSIG is the distance of the last connected balise to the advance signal (assumed to be known) and DLINK is the distance of the last connected balise to the pilot signal balise. By dREST, the sum of all terms other than the term "uncertainty factor * (distance between last connected balise before the pre-signal balise and the pre-signal balise)" in the above equations for d is denoted. The derivation results as follows: $$\mathrm{d}\mathrm{REST}+\mathrm{uncertainty}*\mathrm{d}\mathrm{LINK}=\mathrm{d},$$

Furthermore, applies $$\mathrm{d}\mathrm{LINK}+\mathrm{d}=\mathrm{d}\mathrm{SIG}$$

and thus $$\mathrm{d}\mathrm{LINK}+\left(\mathrm{d}\mathrm{REST}+\mathrm{uncertainty}*\mathrm{d}\mathrm{LINK}\right)=\mathrm{d}\mathrm{SIG},$$

It follows $$\mathrm{d}\mathrm{LINK}=1/\left(1+\mathrm{uncertainty}\right)\left[\mathrm{d}\mathrm{SIG}-\mathrm{d}\mathrm{REST}\right]$$

This gives you $$\mathrm{d}=\mathrm{d}\mathrm{REST}+\mathrm{uncertainty}/\left(1+\mathrm{uncertainty}\right)\left[\mathrm{d}\mathrm{SIG}-\mathrm{d}\mathrm{REST}\right]$$

This can also be written as $$\mathrm{d}=\left[\mathrm{uncertainty}/\left(1+\mathrm{uncertainty}\right)\right]*\mathrm{d}\mathrm{SIG}+\left[1/\left(1+\mathrm{uncertainty}\right)\right]*\mathrm{d}\mathrm{REST},$$

This means that d is calculated as a weighted average of DSIG and dREST.

The term 10 * 1 m expresses the inaccuracy concerning the balise group, in particular that the connected balises are arranged with an error of ± 1 m and that a maximum of 10 connected balises are provided. The buffer value chosen was 50 m.

At a line speed of 120km / h, this formula gives a distance of the balise from the fore signal of 310 m. At a maximum line speed of 60km / h there is a distance of the Balise from the forward signal of 210 m.

Correspondingly, with a factor of 0.7, which is chosen by way of example and would be useful for the ETCS route equipment of the Austrian Federal Railways (ÖBB), and an additional signal distance of, for example, 1000 m, an additional term of 428 m results; Thus, at line speeds of 120km / h or 60km / h a Balisen distance of 738m and 638m.

In a particularly preferred variant of the method it can be provided that the position of a level crossing protection activation device is selected so that its distance to the pre-signal is at least equal to the sum of the distance of the Vorsignalbalisengruppe to the pre-signal and the product of the maximum line speed and a detection time , Advantageously, an externally predetermined value is added to this sum. The externally specified value is preferably the distance selected in the prior art without the use of ETCS between the level crossing protection activating device and the presignal. This distance is chosen so that in case of unsuccessful activation of the level crossing protection device, the pre-signal can be changed in time before the train passes the pre-signal. The Vorsignalbalisengruppe is that Balisengruppe that provides the train information about the Vorsignal. It may happen that a route is determined due to special operations without immediately closing a level crossing on this route. In such a case, a level crossing protection device is activated by the approaching train. In the unlikely event that this activation does not work, the route is canceled by the interlocking system and the signals are adjusted accordingly, ie they become more restrictive. In particular, it may happen that the pre-signal changes after the train has passed the corresponding balise group. Thus, the train would be controlled as if the line speed were to be maintained and the train would not have to stop at the main signal, whereas the pre-signal will output the signal that a stop signal is expected at the main signal when the train passes the pre-signal. In order to avoid this, the level crossing protection activating device is arranged at a distance before the Vorsignalbalisengruppe corresponding to the original distance of the level crossing protection activating device (according to the prior art) to the Vorsignal and a safety margin. It also takes into account the time taken by the LEU to recognize the new restrictive aspect. This gives the additional safety margin of $$\mathrm{Line\; speed}[\mathrm{m}/\mathrm{s}]*\mathrm{detection\; time}\left[\mathrm{s}\right]\mathrm{,}$$

The object is also achieved by a railway system with at least one pre-signal and with at least one associated main signal and with Balisengruppen that communicate with a train, wherein a Vorsignalbalisengruppe is arranged in the direction of travel of the train at a distance before the Vorsignal, and the distance is selected depending on the maximum permissible line speed and a time constant. With such an arrangement of a single Vorsignalbalisengruppe can be ensured at low cost, a stop of the train to the main signal.

In a preferred embodiment, it is provided that a level crossing protection activation device is arranged before the pre-signal at a distance which corresponds at least to the sum of the distance of the Vorsignalbalisengruppe to the pre-signal, the product of the line speed and the detection time of the LEU and an externally predetermined distance. By this measure can be prevented that an unsecured railroad crossing is run over by a train.

Further features and advantages of the invention will become apparent from the following description of an embodiment of the invention, - with reference to the figures of the drawing, the invention essential details show, and from the claims. The individual features can be realized individually for themselves or for several in any combination in a variant of the invention.

drawing

Fig. 1

eine Darstellung eines Fahrerlaubnisabschnitts zur Veranschaulichung der Wahl der Position der Balise vor dem Vorsignal;

Fig. 2

eine Darstellung zur Erläuterung der Wahl der Position der Bahnübergangsschutzaktivierungseinrichtung.

An embodiment is shown in the schematic drawing and will be explained in the following description. It shows:

Fig. 1

a representation of a driving permission section for illustrating the choice of the position of the balise before the Vorsignal;

Fig. 2

a representation for explaining the choice of the position of the level crossing protection activating device.

In Fig. 1 , a driving permission section 1 extends between a first and a second main signal 2, 3. Each main signal 2, 3 is assigned a balise group 4, 5. An approaching train 6 is communicated via the balise group 4, the length of the driving license route 1. On the basis of this and other route information different braking curves, for example for emergency braking or for service braking, can be calculated. In particular, it can be determined according to which distance traveled these braking curves must be automatically activated in order to bring the train 6 safely to the main signal 3 or to bring to a predetermined speed, if indicated by the main signal 3. A pre-signal 7 is provided in front of the main signal 3, the pre-signal 7 being arranged at a position where an emergency brake intervention curve (EBI) must be started in order to bring the train 6 to an emergency stop until the main signal 3 , By the advance signal 7 the driver is shown which signal he has to expect the main signal 3. In particular, the train driver may be indicated by the advance signal 7 that the train 6 must be brought to a stop until the main signal 3 or that the train 6 may continue at the line speed because the main signal 3 will allow the train to pass. Other brake curves, such as a service brake intervention curve (SBI) curve, have to be used already before the advance signal 7 in order to be able to bring the train 6 to a standstill according to a service brake until the main signal 3. An SBI curve means that the train 6 is braked automatically according to a service braking because the train driver has ignored a warning signal that he has left the specified speed. Before an automatic service braking begins, the driver is made aware by a so-called "indication" that he has left the permitted speed with his train. This "indication" must therefore be given to the driver clearly before the advance signal 7. In order for the driver to be able to react correctly, the statement of the advance signal 7 must already be known to him before reaching the pre-signal 7. Therefore, a balise group or balise 8 is arranged at a corresponding distance before the advance signal 7. The balise 8 communicates with the train and provides information about which signal is present at the advance signal 7. The distance d between the balise 8 and the advance signal 7 is calculated, for example, as d = 6s * line speed + 5% * 1000m + 10 * 1m + 50m. (It is assumed that the corresponding ETCS configuration parameter suppresses the calculation of the SBI and SBD curves.)

In front of the balise 8, a balise 9 can be arranged, which is arranged at a predetermined distance from the balise 8. By the balise 9, the position determination can be calibrated by the train 6. By this measure, the position at which automatic braking is performed can be more accurately determined. The distance between the balises 8, 9 should be a maximum of 1000 m. This gives the term 5% * 1000m. Alternatively, d can be determined as d = [5% / (1 + 5%)] * DSIG + [1 / [1 + 5%)] * (6s * line speed + 10 * 1m + 50m) where dSIG is the distance the balise 9 to the advance signal 7 is.

FIG. 2 shows how a level crossing protection activation device has to be positioned. In front of a railroad crossing 20, a main signal 21 is arranged, to which a balise 22 is assigned. If the railroad crossing 20 is blocked, then the main signal 21 allows passage of the Zuges 23. However, if the railroad crossing 20 is not closed, the main signal 21 indicates that the train 23 must stop. In order for the train 23 to come to a standstill in time, the pre-signal 24 must already draw the driver's attention to the fact that the train 23 must be stopped in accordance with the main signal 21. If the platoon leader would initiate braking only in the case of the pre-signal 24, the train 23 would have to perform emergency braking. However, the driver sees the advance signal 24, for example, at the position 25, on which a Vorsignalbalisengruppe 26 is arranged. The Vorsignalbalisengruppe 26 provides the train 23 and thus the train operator in an electronic manner, the information of the Vorsignals 24. Thus, the platoon leader in the area between the Vorsignalbalisengruppe 26 and the Vorsignal 24 initiate a braking or automatic braking can be initiated. The prior art level crossing protection activating device 27 causes the level crossing 20 to close when the train 23 passes by at that point. If it were then recognized that the railroad crossing 20 was not closed, the train 23 must stop. However, if the distance between the pre-signal balancing group 26 and the level crossing protection activating device 27 is too low, the train 23 may have already passed the pre-signal balancing group 26 before the pre-signal 24 switches. Thus, the train 23 does not receive this information. For this reason, the level crossing protection activating means must be arranged in front of the pre-signal balancing group 26 at a distance large enough.

During the construction of the route, the level crossing protection activating device 27 is positioned at a distance d ₁ from the pilot signal 24 such that the pilot signal 24 reliably reproduces the main signal 21 depending on successful or unsuccessful activation. In order to ensure that the Vorsignalbalisengruppe 26 reliably reproduces the Vorsignal 24, the distance d ₂ between the inventively positioned level crossing protection activating device 28 and the Vorsignalbalisengruppe 26 equal to the distance d ₁ between the original position 27 of the level crossing protection activating device and the Vorsignal 24 plus the safety distance line speed be * detection time. The distance of the level crossing protection activating device 28 from the preliminary signal 24 is therefore composed of the distance of the Vorsignalbalisengruppe 26 to the distant signal 24, the distance d ₁ between the Vorsignal 24 and the original position 27 and the product line speed * detection time together.

Claims (10)

1. Method for determining the distance (d) of a distant signal beacon (8, 26) or a group of distant signal beacons in the direction of travel before a distant signal (7, 24) of a railway system, wherein the distant signal beacon (8, 26) or group of distant signal beacons transmits information relating to the distant signal (7, 24) to a passing train (6, 23), characterised in that a time constant is chosen and the distance (d) is estimated as the product of the time constant and a speed value.
2. Method according to claim 1, characterised in that the maximum route speed is used as speed value.
3. Method according to claim 1, characterised in that an odometric inaccuracy of the determination of the position of the train (6, 23) is taken into account in determining the distance (d).
4. Method according to claim 3, characterised in that an upper limit of the odometric inaccuracy of the determination of the position of the train (6, 23) is taken into account in determining the distance (d) and observance of this upper limit is subsequently checked.
5. Method according to claim 1, characterised in that an upper limit for the number of connected groups of beacons allowed in the driver's authority area (1) is fixed and an inaccuracy depending on the upper limit is taken into account in determining the distance (d).
6. Method according to claim 1, characterised in that a constant buffer value is added when determining the distance (d).
7. Method according to claim 1, characterised in that the difference between the braking distance of service braking and the braking distance of emergency braking S_SBI - S_EBI is taken into account when determining the distance (d).
8. Method according to claim 1, characterised in that the position of a level crossing protection activation device (28) is chosen in such a way that its distance from the distant signal is equal to at least the sum of the distance of the distant signal beacon or the group of distant signal beacons (26) from the distant signal (24), the product of the maximum permissible route speed and a recognition time and an externally preset distance (d₁).
9. Railway system with at least one distant signal (7, 24) and at least one allocated main signal (3, 21) and with groups of beacons (8, 9, 26) which communicate with a train, characterised in that a group of distant signal beacons (8, 26) is arranged in the direction of travel of the train (6, 23) at a distance (d) before the distant signal (7, 24), the distance (d) being chosen depending on the maximum permissible route speed and a time constant.
10. Railway system according to claim 9, characterised in that a level crossing protection activation device (28) is arranged in the direction of travel before the group of distant signal beacons (26) and the distance between the level crossing protection activation device (28) and the distant signal (24) is at least the sum of the distance of the group of distant signal beacons (26) from the distant signal (24), the product of the maximum permissible route speed and a recognition time and an externally preset distance (d₁).

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