EP1935749A2 - Procédé et système de localisation d'un véhicule sur rail - Google Patents

Procédé et système de localisation d'un véhicule sur rail Download PDF

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Publication number
EP1935749A2
EP1935749A2 EP07024612A EP07024612A EP1935749A2 EP 1935749 A2 EP1935749 A2 EP 1935749A2 EP 07024612 A EP07024612 A EP 07024612A EP 07024612 A EP07024612 A EP 07024612A EP 1935749 A2 EP1935749 A2 EP 1935749A2
Authority
EP
European Patent Office
Prior art keywords
map
rail vehicle
local
vehicle
current
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP07024612A
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German (de)
English (en)
Other versions
EP1935749B1 (fr
EP1935749A3 (fr
Inventor
Katrin Dipl.-Ing. Hartwig
Michael Dr.-Ing. Meyer zu Hörste
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deutsches Zentrum fuer Luft und Raumfahrt eV
Original Assignee
Deutsches Zentrum fuer Luft und Raumfahrt eV
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Publication date
Application filed by Deutsches Zentrum fuer Luft und Raumfahrt eV filed Critical Deutsches Zentrum fuer Luft und Raumfahrt eV
Publication of EP1935749A2 publication Critical patent/EP1935749A2/fr
Publication of EP1935749A3 publication Critical patent/EP1935749A3/fr
Application granted granted Critical
Publication of EP1935749B1 publication Critical patent/EP1935749B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

Definitions

  • the invention relates to a method for locating a rail vehicle.
  • From the DE 197 56 297 A1 is a method for the preparation and provision of satellite and aerial image-based picture cards for the traffic control of motor vehicles known.
  • an operator of a navigation system can download satellite or aerial imagery to his navigation system for a route of his choice.
  • a disadvantage of this system is that when using this system only ensures an exact location can be used if a corresponding card is loaded before departure, otherwise outdated maps may be used.
  • the invention solves the problem by a computer program which is stored on a data carrier and contains a program code which, when executed by a computing device of a vehicle according to the invention, leads to a method according to the invention being carried out.
  • a computer program which is stored on a data carrier and contains a program code which, when executed by a computing device of a vehicle according to the invention, leads to a method according to the invention being carried out.
  • An advantage of the invention is that always up-to-date maps for locating the vehicle are available.
  • the need for communication between the vehicle and a central card management system that maintains up-to-date maps is minimized.
  • rail vehicles do not focus on the comfort of the driver, but it must be ensured that the rail vehicle can always be safely located.
  • a method for the automated location of a rail vehicle is not allowed for the railway operation. The requirements for a method for locating a rail vehicle are thus completely different than in a method for automated positioning of a passenger car.
  • the positioning accuracy increases when locating vehicles. Even a vehicle-autonomous speed or car body control, for example, of tilting trains based on position data and the inclusion of acceleration and braking curves are possible in more detail. In addition, track free messages can be performed with increased safety and cab signaling is improved.
  • the always up-to-date maps also prevent the violation of maximum speeds due to outdated data.
  • a rail vehicle is understood to mean a single vehicle, but in particular also a vehicle network, such as a train.
  • the location of the vehicle in the latter case can also consist in detecting two positions of the rail vehicle, which represent a front end and a rear end of the rail vehicle.
  • a local map is understood to be a map which is held on the vehicle, in particular in a digital memory.
  • a digital map is understood, in particular, to mean any data record which codes geographical data such that the position of the vehicle relative to landmarks or in absolute coordinates can be determined. It is preferred, but not necessary, for such a digital map to be graphically displayed or graphically displayed.
  • an actuality identifier is understood to mean any information that provides information as to when the corresponding card was last updated or which status the local card has.
  • the location of the local map is understood as the point in time when the map was last updated.
  • the up-to-date tag is stored in a map data file.
  • an update request means any indication that classifies a local card as either usable or not.
  • An up-to-date request may therefore be a date at or after which a card must have been located.
  • the step (b) of determining at least one digital local map held in the rail vehicle in which the determined position is recorded comprises the steps of determining at least one digital local map held in the rail vehicle in which the determined position is recorded and determining all the parcels in which the rail vehicle will move on the way to the future position and determining the local maps in which the local parcels are recorded.
  • all local maps are determined which map those parcels in which a travel route of the rail vehicle from the current position to the future position is recorded in accordance with a transmitted travel order. If several local maps register the same point on the route from the current position to the future position, then either all the local maps are determined and updated, or only that local map is used whose actuality identifier corresponds to the update request.
  • the method according to the invention comprises the step of outputting to the operation control center an enable signal which encodes the information that the actuality identifier of the respective local map corresponds to the update request.
  • the operation control center can then be designed such that it only issues a drive release for the rail vehicle or suppresses a previously granted ride release until the release signal is received. To this This ensures that only those rail vehicles whose digital maps are up-to-date may start moving. Position errors due to card errors are thus safely excluded. This is a significant difference to card management in passenger cars, where decommissioning is not an option, even if individual digital cards are not up-to-date.
  • the method according to the invention provides that at each entry into a new parcel, the rail vehicle sends an updating signal which codes the local map's actuality code corresponding to the new parcel, a warning signal being output if the actuality code is not matches the actuality request.
  • the entry into a new parcel is signaled to the rail vehicle in a known manner, for example by a balise or a virtual route point (virtual balise).
  • a balise or a virtual route point virtual balise
  • the rail vehicle is denied entry into the parcel in the presence of the warning signal.
  • the rail vehicle will be forcedly braked, for example, and a signal for the rail vehicle will be put on hold, which prevents it from entering the parcel.
  • a forced braking signal is sent, which forcibly slows them down.
  • a signal is sent that initiates emergency braking to a predetermined maximum speed.
  • determining the current position and / or locating the vehicle includes detecting coordinates of the vehicle by satellite navigation.
  • the advantage of this is that an accurate determination of the coordinates is already possible by means of satellite navigation.
  • the vehicle can be located, for example, by looking up the detected coordinates in a local map and determining the actual position of the vehicle on the basis of the map data. For example, if coordinates are determined for a rail vehicle that correspond to a position beyond the rails, the true coordinates of the vehicle are determined by calculating the closest position lying on the rails.
  • a preferred method includes the steps of determining differences between the local map and a current map and transmitting a signal to the vehicle that codes the differences.
  • This step of determining the difference is preferably carried out in a track-side device, for example a central card management system. This advantageously makes it possible to transmit only a small amount of data to the vehicle and still obtain a completely updated local map.
  • the at least one future position of the vehicle is determined from route data of a planned route. If the vehicle is a rail vehicle, the future position is determined, for example, from a travel order, which is communicated to the rail vehicle before the start of the journey. This ensures that the current map data is available before the start of the journey and that location errors due to obsolete maps can be ruled out.
  • the current situation of the vehicle is determined by means of a radio link between a vehicle-side communication device and a track-side communication device.
  • the communication devices operate, for example, according to the GSM-R, DECT or W-LAN standard. From the exact known position of the trackside communication device, the position of the vehicle can be accurately determined. This method is particularly suitable for rail vehicles.
  • the vehicle it is preferred that in the vehicle several local maps are held, which are partial maps of an overall map.
  • the local maps record the routes that are assigned to individual control centers or interlockings.
  • the digital maps include only parts of an entire route network, for example only the routes of a high-speed network, a freight train network or a local transport network.
  • this is achieved in that only that partial map that is relevant for the corresponding vehicle must be updated.
  • a preferred method comprises the steps of: (d1) determining whether an overall map update identity of the total map corresponds to a predetermined total map update request, and (d2) if not, determining whether a partial map update identifier of a partial map in which the determined location is recorded, a submap refresh request.
  • the method comprises the step of: if the sub-map health identifier does not correspond to the predetermined sub-map health requirement, transmitting the sub-map health identifier to a track-side card management device.
  • this is followed by the step of: comparing the local partial map stored in the vehicle with a current partial map and transmitting changes for updating the local partial map stored in the vehicle to the vehicle.
  • the steps relating to the updating of the map are carried out as part of an operational planning of the vehicle, in particular immediately after transmission of a driving order. If the vehicle is a Rail vehicle, so this rail vehicle is communicated before the start of his ride the driving order. At this time, there is a communication link between the vehicle and a central control unit for controlling vehicular traffic. To use this communication connection means that a method according to the invention can be carried out with particularly low technical effort.
  • the actuality request is transmitted when the transport order is transmitted.
  • the respective current status is determined and communicated to the vehicle. This makes it possible to ensure before driving through the vehicle that the current map is used to locate the vehicle.
  • only partial routes of a predetermined route type and / or a predetermined area are recorded in the sub-maps.
  • a partial card can represent a local or organizational section of the overall map.
  • individual sub-maps can be classified, for example, according to operation control centers or organizational units of the route network, which is traveled by the vehicle.
  • sub-maps represent selected sub-sections of the route network, for example those routes which the vehicle exclusively travels, routes associated with a particular owner or routes corresponding to a given technical classification, such as high-speed networks, sub-route networks or power networks or toll or toll-free routes.
  • a local radio network for example, a DECT radio network can be used when the vehicle, in particular the rail vehicle, is at a station such as a train station. An advantage of this is the low cost of data transmission.
  • the update is performed when the vehicle is stationary, especially when the vehicle is in a station such as a train station. Under such conditions, a wireless communication link to the vehicle can be made particularly simple and particularly secure.
  • FIG. 1 shows a schematically drawn rail vehicle in the form of a train 10, which moves on a route S of a route network N.
  • the route S comprises several sections S 1 , S 2 ,.
  • the route network N is recorded on an overall map G, which consists of several sub-maps T 1 , T 2 , T 3 ....
  • the sub-maps T 1 , T 2 , ... form respective parcels of the route network N. They can partially overlap one another. This means that individual parts of the route S are recorded on more than one partial map T 1 , T 2 , T 3 .
  • the subscript is a continuous counting index i for the route section S i and the associated sub-map T 1 .
  • the section S 2 had up to a time t 1 in FIG. 1 with a dashed line and the reference numeral S 2 1 drawn course. After time t 1 , the stretch S 2 had the solid line and the reference numeral S 2 2 drawn course.
  • the superscript is not an exponent, but is a continuous count index j for the time at which the corresponding leg is S i j had the specified course.
  • the location of the train 10 for the operation of the route network N is safety relevant, the location must be performed with high accuracy. For example, if coordinates are measured that are not on the route S of the route network N, then the correct position of the train 10 must be determined from the measured coordinates. For this purpose, the measured coordinate is compared with a sub-map T i j and determines that position which lies on the route S of the route network N and has the smallest distance to the measured coordinates.
  • a trackside communication device 14.1 is arranged at a position P 1 which is located at a boundary of the first route section S 1 of the route S.
  • the communication device 14.1 sends a radio signal to a vehicle-side communication device 16.
  • a controller 15 of the train 10 determines from this radio signal the position of the train 10. For this it is sufficient that the controller 15 receives a radio signal from the trackside communication device 14.1 since it can be concluded that the train is in a narrow vicinity of the trackside communication device 14.1. This position determination is sufficient for determining the local map whose actuality must be checked.
  • the position of the train 10 is determined by the GNSS receiver 12 and transmitted to the communication device 14.1. Thereafter, it accesses a non-drawn digital memory in which a digital local map, namely the digital whole map G, is stored, and detects their actuality flag A.
  • the current flag A indicates when the entire map G was last updated.
  • the update request A currently is stored in a central card management system 18, which is described in more detail below and is connected to the trackside communication device 14.1 via a communication link 19.
  • the controller 15 compares the actuality request A currently with the actuality code A of the whole map G and determines whether the actuality code A currently corresponds to the actuality request A, that is, if both the specified time points are equal or the actuality flag is younger than the current request A current .
  • the controller accesses the local partial digital map T 1 to, is recorded, the position P 1, and determines the relevance identifier A of this part map T 1 .
  • the communication device 14.2 sends a radio signal to the vehicle-side communication device 16.
  • the actuality request A current is in the present case t 2 , because at time t 2, the new dashed line drawn S 2 2 was recorded.
  • the vehicle-side communication device 16 then sends a corresponding signal to the trackside communication device 14.2.
  • the central card management system 18 holds all sub-cards T i J , each with all the actuality identifiers A, determined from the transmitted actuality identifier A of the sub-card T 1 2 and the associated current sub-card T 2 2 the difference .DELTA.T 2 between the two sub-maps and transmits the difference the difference .DELTA.T 2 in coded form to the train 10. It is possible that the central card management system 18 holds only partial maps T, which have an actuality identifiers A from a given time. If a local partial card with an older actuality identifier A is determined, a complete partial card is sent to the train 10.
  • the controller 15 in the train 10 then updates the partial card T 2 1 and receives the current partial card T 2 2 , If, for example, the position P 3 is now measured by the GNSS receiver 12, the controller determines the correct position P 4 instead of the incorrect position P 5 which would be determined using the obsolete partial card T 1 2 .
  • the route network N comprises, in addition to the route S, further routes R and U. If the routes R and U belong, for example, to a high-speed network, which is generally not served by trains 10 traveling on the route S, it can be provided that the sub-cards T not exclusively to the high-speed network associated routes recorded. It is also possible that the sub-maps are divided into federal states or regional networks.
  • FIG. 2 shows a schematic representation of the communication between the train 10 and the central card management system 18.
  • the vehicle here in the form of train 10 transmits a request to the central card management system 18 for the timeliness of the entire card G. That is, the actuality identifier A of local overall map G is compared with the actuality identifier A of held by the central card management system 18 actual total map G. If the total map G is current, the total map G is used for locating.
  • the total map G is not up-to-date, the actuality of the partial map is determined for the zone in which the train is or will be located in the future. If the part card is up-to-date, it will be used for location.
  • the locality code G and / or T is sent to the central card management system 18, which maintains all the old versions and the current version of the local card.
  • the central card management system 18 calculates the differences between the local card present in the train 10 and the current card and sends a message to the train, whereupon the local card is brought up to date.
  • the actuality identifier for all parcels to be traveled is compared with the actuality identifiers A i of the reserved local maps on the basis of the driving order. If all or part of the local maps are not sufficiently up-to-date, an update for the relevant local maps is requested via a further signal from the operations control center or from a card management system. If all local maps are up-to-date, that is to say if their actuality identifier corresponds to the required actuality code, the train 10 sends an enable signal to the operational control center. Then only the operation control center 10 issued a release for performing the train journey.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
  • Navigation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP07024612A 2006-12-21 2007-12-19 Procédé et système de localisation d'un véhicule sur rail Not-in-force EP1935749B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006061811A DE102006061811A1 (de) 2006-12-21 2006-12-21 Verfahren zum Orten eines Fahrzeugs

Publications (3)

Publication Number Publication Date
EP1935749A2 true EP1935749A2 (fr) 2008-06-25
EP1935749A3 EP1935749A3 (fr) 2009-02-18
EP1935749B1 EP1935749B1 (fr) 2010-02-17

Family

ID=39186113

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07024612A Not-in-force EP1935749B1 (fr) 2006-12-21 2007-12-19 Procédé et système de localisation d'un véhicule sur rail

Country Status (3)

Country Link
EP (1) EP1935749B1 (fr)
AT (1) ATE457914T1 (fr)
DE (2) DE102006061811A1 (fr)

Cited By (1)

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WO2017055035A1 (fr) * 2015-09-30 2017-04-06 Siemens Aktiengesellschaft Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées

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DE102009006085A1 (de) * 2009-01-26 2010-07-29 Voith Patent Gmbh Verfahren zur Erfassung von Streckendaten
DE102012211333A1 (de) * 2012-06-29 2014-01-02 Siemens Aktiengesellschaft Positionsbestimmung von Schienenfahrzeugen

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DE102004057545A1 (de) 2004-11-30 2006-06-08 Alcatel Verfahren zum automatischen Erkennen einer Zugtrennung

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DE19756297A1 (de) 1997-12-10 1999-07-01 Ver Energiewerke Ag Verfahren und Anordnung zur Aufbereitung und Bereitstellung von satelliten- und luftbildgestützten Bildkarten für die verkehrstechnische Leitung von Kraftfahrzeugen
DE102004057545A1 (de) 2004-11-30 2006-06-08 Alcatel Verfahren zum automatischen Erkennen einer Zugtrennung

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017055035A1 (fr) * 2015-09-30 2017-04-06 Siemens Aktiengesellschaft Procédé de sécurisation et système de sécurisation d'un réseau de voies ferrées
CN108290595A (zh) * 2015-09-30 2018-07-17 西门子股份公司 用于轨道线路网络的安全方法和安全系统
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CN108290595B (zh) * 2015-09-30 2021-02-12 西门子交通有限公司 用于轨道线路网络的安全方法和安全系统

Also Published As

Publication number Publication date
DE502007002856D1 (de) 2010-04-01
DE102006061811A1 (de) 2008-06-26
EP1935749B1 (fr) 2010-02-17
ATE457914T1 (de) 2010-03-15
EP1935749A3 (fr) 2009-02-18

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