EP1935749B1 - Method and system for fixing the position of a railway vehicle - Google Patents

Abstract

The method involves determining a momentary or a prospective position of the vehicle (10). A digital local chip is authorized in the vehicle, where the determined position (P-1) is registered. The timeliness identification of the local chip codes a time point of a previous change of the local chip and determines whether the timeliness identification corresponds of a given timeliness requirement. The local chip is updated if the timeliness identification does not correspond to the timeliness requirement. The location of vehicle uses updated local chip. Independent claims are also included for the following: (1) a vehicle, particularly a rail-mounted vehicle (2) a computer program, which is stored on a data carrier and has a program code.

Description

The invention relates to a method for locating a rail vehicle.

For a safe operation of, for example, a train network, it is necessary that the position of the individual vehicles is known with high accuracy. So far trackside facilities are used, but this is expensive and maintenance-intensive.

From the DE 10 2004 057 545 A1 It is known to use a satellite navigation system for train location and detection of train separation.

From the DE 197 32 488 A1 For example, a method based on a route atlas and route points is known.

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. In the method described there, 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this system only ensures an exact location can be used if a corresponding card is loaded before departure, otherwise outdated maps may be used.

1. (a) Ermitteln mindestens einer momentanen oder zukünftigen Position des Schienenfahrzeugs,
2. (b) Ermitteln mindestens einer in dem Fahrzeug vorgehaltenen digitalen lokalen Karte, in der die ermittelte Position verzeichnet ist,
3. (c) Erfassen einer Aktualitätskennung der mindestens einen lokalen Karte, die einen Zeitpunkt einer letzten Änderung der lokalen Karte kodiert,
4. (d) Ermitteln, ob die Aktualitätskennung einer vorgegebenen Aktualitätsanforderung entspricht,
5. (e) Aktualisieren der mindestens einen lokalen Karte dann, wenn die Aktualitätskennung der Aktualitätsanforderung nicht entspricht und anschließend
6. (f) Orten des Schienenfahrzeugs unter Verwendung der gegebenenfalls aktualisierten lokalen Karte.

The invention has for its object to increase the safety in the operation of rail vehicles. The invention solves the problem by a method of locating a rail vehicle with the steps

1. (a) determining at least one current or future position of the rail vehicle,
2. (b) determining at least one digital local map held in the vehicle, in which the determined position is recorded,
3. (c) detecting an up-to-date identifier of the at least one local card which encodes a time of a last change of the local card,
4. (d) determining whether the actuality identifier corresponds to a predetermined actuality requirement,
5. (e) updating the at least one local map if the actuality identifier does not match the update request, and then
6. (f) Locate the rail vehicle using the local map, if updated.

1. (a) einer Positionsermittlungsvorrichtung,
2. (b) einem Speicher zum Speichern einer digitalen Karte und
3. (c) einer Rechenvorrichtung, wobei die Rechenvorrichtung eingerichtet ist zum Ausführen eines erfindungsgemäßen Verfahrens.

The invention also solves the problem with a rail vehicle

1. (a) a position detecting device,
2. (b) a memory for storing a digital map and
3. (C) a computing device, wherein the computing device is adapted for carrying out a method according to the invention.

According to a further aspect, 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. When in the following description of a vehicle is spoken, it is meant in particular a rail vehicle.

An advantage of the invention is that always up-to-date maps for locating the vehicle are available. In addition, the need for communication between the vehicle and a central card management system that maintains up-to-date maps is minimized. Unlike other vehicles, such as motor vehicles, 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. As long as this is not ensured, 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.

By using always up-to-date maps, 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.

It is also advantageous that small changes in the digital maps are transferable with only a small effort. It is also favorable that with the method according to the invention the possibility is created to transmit changes in a targeted manner only to those vehicles which also require the corresponding cards.

It is a further advantage that all steps of the method according to the invention can be carried out automatically, so that regardless of the care taken by an operator, the current card is always used

It is a further advantage of the invention that no data carriers are necessary for transmitting updated map data to the vehicle. Such storage media, such as CDs, DVDs, floppy disks or memory cards can be damaged during transport from a central card management system to the respective vehicle. The transport of fixed data carriers also requires a much longer time than the transmission of data via purely electronic communication channels. The low cost of performing a method according to the invention also makes it possible to update map data at regular intervals, for example, monthly, per quarter or annually, without a significant overhead in the transmission of data to the vehicles arises.

The cost-effective and timely update of the local data also results in a gain in security while at the same time reducing the effort required to operate the route network. Finally, it is an advantage that if a local map were to prove out of date, the difference between the local map and the current map can be calculated by a stationary system and transmitted to the vehicle. This in turn results in a reduced required data exchange between the vehicle and the central, stationary card management.

In the context of the present description, 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.

In particular, 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. For example, the up-to-date tag is stored in a map data file.

In particular, 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.

In a preferred embodiment, 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. In other words, 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.

Preferably, 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.

In a preferred embodiment, 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). In other words, it is possible for the rail vehicle to start its journey and to constantly check during the journey whether the digital maps which correspond to the parcels into which the rail vehicle is going in the near future as part of its driving order are up-to-date, ie their actuality code matches the required actuality identifier. This can be advantageous, for example, if construction work is carried out on the planned route whose position changes.

In a preferred embodiment, the rail vehicle is denied entry into the parcel in the presence of the warning signal. Thus, if it turns out that the rail vehicle will drive into the parcel with outdated map material, it 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.

Alternatively or additionally, other rail vehicles that are in the parcel, when the warning signal is present, a forced braking signal is sent, which forcibly slows them down. Alternatively, a signal is sent that initiates emergency braking to a predetermined maximum speed.

In a preferred embodiment, 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. On the basis of the coordinates determined by 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.

In a preferred method, 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.

In a preferred method, 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.

It is preferred that in the vehicle several local maps are held, which are partial maps of an overall map. For example, it is possible that the local maps record the routes that are assigned to individual control centers or interlockings. It is also possible that 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. Advantageously, 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 entire 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 advantage of this is that, if the sub-card corresponds to the sub-card status request, no further steps are necessary at first. Namely, the location of the vehicle can be carried out solely on the basis of the partial card.

More preferably, 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. Preferably, 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 advantage of this approach is that not the extensive overall map needs to be updated, but only a smaller partial card.

Preferably, 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.

Particularly preferably, the actuality request is transmitted when the transport order is transmitted. For this purpose, when determining the driving order for the cards to be used on the vehicle, 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.

In a preferred method, 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. Thus, 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. Alternatively or additionally, sub-maps represent selected sub-sections of the route network, for example those routes which the vehicle exclusively travels, routes that are assigned to a particular owner or routes that correspond to a given technical classification, such as high-speed networks, secondary networks or power networks or toll or toll-free routes.

It is favorable if the updating takes place by means of conductor loops and / or local radio networks. Such conductor loops are for example EuroLoops. As 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.

In a preferred method, 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.

Figur 1

eine schematische Darstellung einer aus mehreren Teilkarten bestehenden Gesamtkarte mit einem schematisch eingezeichneten Schienenfahrzeug und

Figur 2

eine schematische Darstellung der Kommunikation zwischen dem Fahrzeug und einem zentralen Kartenverwaltungssystem,

In the following the invention will be explained in more detail by means of exemplary embodiments of the method according to the invention using the attached drawings. Showing:

FIG. 1

a schematic representation of a consisting of several sub-maps overall map with a schematically drawn rail vehicle and

FIG. 2

a schematic representation of the communication between the vehicle and a central card management system,

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 . In the present example, the subscript is a continuous counting index i for the route section S _i and the associated sub-map T ₁ .

gezeichneten Verlauf. Nach dem Zeitpunkt t¹ hatte der Streckenabschnitt S₂ den mit einer durchgezogenen Linie und dem Bezugszeichen ${\mathrm{S}}_2^2$

gezeichneten Verlauf. Der hochgestellte Index ist kein Exponent, sondern ist ein fortlaufender Zählindex j für den Zeitpunkt, zu dem der entsprechende Streckenabschnitt ${\mathrm{S}}_{\mathrm{i}}^{\mathrm{j}}$

den angegebenen Verlauf hatte.The section S ₂ had up to a time t ¹ in FIG. 1 with a dashed line and the reference numeral ${\mathrm{S}}_2^1$

drawn course. After time t ¹ , the stretch S _{2 had} the solid line and the reference numeral ${\mathrm{S}}_2^2$

drawn course. The superscript is not an exponent, but is a continuous count index j for the time at which the corresponding leg is ${\mathrm{S}}_{\mathrm{i}}^{\mathrm{j}}$

had the specified course.

The train 10 moves in the direction of an arrow 11 and has at its front end a GNSS receiver 12, with the help of a satellite-based coordinate determination of the train is possible (GNSS = Global Navigation Satellite System, worldwide satellite navigation system). However, the coordinates thus determined are subject to an unavoidable measurement error.

Since 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.

In order to avoid positioning errors due to outdated maps, 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. As soon as the train 10 approaches a predetermined distance of the communication device 14.1, 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.

Alternatively, 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 update flag A. The current flag A indicates when the entire map G was last updated.

In the present case, it is assumed that the whole map G was updated at a time t ⁰ , which lies before the time t ¹ , in which the change the section S _{2 was} made. The actuality identifier is therefore A (G) = t ⁰ .

The radio signal emitted by the trackside communication device 14.1 additionally encodes an up-to-date request A _currently , which encodes the point in time at which the last change was made to the entire board G. In the present case this is the time t ¹ , so that A _actual = t ¹ applies. 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 .

If, as in the present case, it turns out that the actuality code A of the overall card G does not _currently correspond to the actuality request A, the controller accesses the local digital partial card T ₁ in which the position P _{1 is} recorded and determines the actuality code A of this partial card T ₁ . In the present case, let A (T ₁ ) = t ¹ , so that A _actual = A (T ₁ ). Since the local partial map of T ₁ thus _currently meets the timeliness requirement A, no updating of a local map on the train 10 and the location of the train 10 takes place with the aid of the partial map T ₁ = T _1. ¹

verzeichnet wurde.If the train 10 in the position P ₂ reaches a predetermined distance to the communication device 14.2, the communication device 14.2 sends a radio signal to the vehicle-side communication device 16. The controller 15 of the train 10 again determines the position of the train 10, accesses the overall map G. and detects its actuality identifier A (G) = t ⁰ , which does not correspond to the transmitted actuality request A _actual = t ² . The actuality request A _current is in the present case t ² , because at time t ^2, the new dashed line drawn ${\mathrm{S}}_2^2$

was recorded.

zu und ermittelt deren Aktualitätskennung $\mathrm{A}\left({\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}\right)\mathrm{=}{\mathrm{t}}^{\mathrm{1}}\mathrm{,}$

die ebenfalls nicht der Aktualitätsanforderung A_aktuell = t² entspricht. Das heißt, dass die lokale Teilkarte ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}$

veraltet ist. Die fahrzeugseitige Kommunikationsvorrichtung 16 sendet daraufhin ein entsprechendes Signal an die streckenseitige Kommunikationsvorrichtung 14.2. Es ist alternativ auch möglich, dass eine derartige Nachricht über eine andere Kommunikationsverbindung aufgebaut wird, beispielsweise über einen Betriebsfunk.The controller then accesses the locally available partial card ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}$

and determines their actuality identifier $\mathrm{A}\left({\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}\right)\mathrm{=}{\mathrm{t}}^{\mathrm{1}}\mathrm{.}$

which likewise does not correspond to the actuality request A _actual = t ² . That is, the local part card ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}$

is outdated. The vehicle-side communication device 16 then sends a corresponding signal to the trackside communication device 14.2. Alternatively, it is also possible for such a message to be established via a different communication connection, for example via an operational radio.

der in dem Zug 10 vorhandenen Teilkarte ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}$

und wird an ein zentrales Kartenverwaltungssystem 18 weitergeleitet. Das zentrale Kartenverwaltungssystem 18 hält alle Teilkarten T_i ^J mit jeweils allen Aktualitätskennungen A vor, ermittelt aus der übermittelten Aktualitätskennung A der Teilkarte T¹ ₂ und der zugehörigen aktuellen Teilkarte ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{2}}$

den Unterschied ΔT₂ zwischen den beiden Teilkarten und übermittelt den Unterschied den Unterschied ΔT₂ in kodierter Form an den Zug 10. Es ist möglich, dass das zentrale Kartenverwaltungssystem 18 nur Teilkarten T vorhält, die eine Aktualitätskennungen A ab einem vorgegebenen Zeitpunkt aufweisen. Wird eine lokale Teilkarte mit einer älteren Aktualitätskennungen A ermittelt, wird eine vollständige Teilkarte an den Zug 10 gesendet.This signal encodes the actuality identifier $\mathrm{A}\left({\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}\right)\mathrm{=}{\mathrm{t}}^{\mathrm{1}}$

the part card present in the train 10 ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}$

and is forwarded to a central card management system 18. 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 ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{2}}$

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 sub-maps T, which have a freshness detections 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.

und erhält so die aktuelle Teilkarte ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{2}}\mathrm{.}$

Wird von dem GNSS-Empfänger 12 nun beispielsweise die Position P₃ gemessen, so ermittelt die Steuerung die richtige Position P₄ statt der falschen Position P₅, die unter Verwendung der veralteten Teilkarte T¹ ₂ ermittelt würde.The controller 15 in the train 10 then updates the partial card ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{1}}$

and receives the current partial card ${\mathrm{T}}_{\mathrm{2}}^{\mathrm{2}}\mathrm{,}$

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.

In an alternative embodiment, as part of the journey planning of the train 10, that is to say on the commencement of a journey, its route S is determined and the map G or the local maps T are updated if necessary. This process is performed, for example, when the train 10 is in a station or other stop position.

FIG. 2 shows a schematic representation of the communication between the train 10 and the central card management system 18. First, 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.

If 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.

If the partial card is also not up-to-date, then 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. On the basis of the actuality identifier A, 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.

For mission planning of the train 10 this is first transmitted to a driving job. This means that from a control center a signal is sent to the train 10, which is for example in a station, which encodes the destination of the following train journey. At the same time, the current order identifier A _i for communicated all the parcels i through which the train 10 will travel during its scheduled train journey.

In train 10, 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.

LIST OF REFERENCE NUMBERS

10

train

11

arrow

12

GNSS receiver

14.1,14.2, ...

trackside communication device

15

control

16

vehicle-side communication device

18

central card management system

19

communication link

A

timeliness identifier

G

total card

N

route network

P _i

position

R

route

S

route

t ^j

time

T _i ^j

Partial map to the stretch S _i , which was updated for the last time at time t ^j

.DELTA.T

Difference between the current partial map and the local partial map

U

route

Claims (13)

1. Method for automatically determining the location of a rail vehicle (10), having the steps:

   (a) determination of at least one future position (P_i) of the rail vehicle (10),

   (b) determination of at least one digital local map (G; T) which is stored in the rail vehicle (10) and in which the determined position (P_i) is recorded,

   (c) detection of an up-to-dateness identifier (A) of the at least one local map (G; T) which encodes a time (t) of a last change of the local map (G; T),

   (d) determination of whether the up-to-dateness identifier (A) corresponds to a predefined up-to-dateness request (A_uptodate),

   (e) updating of the at least one local map (G; T) when the up-to-dateness identifier (A) does not correspond to the up-to-dateness request (A_uptodate) , and subsequently

   (f) determination of the location of the rail vehicle (10) using the local map (G; T), which has been updated if appropriate.
2. Method according to Claim 1, characterized in that the route network has at least two parcels, wherein step (b) comprises the steps

   (b1) determination of at least one digital local map (G; T) which is stored in the rail vehicle (10) and in which the determined position (P_i) is recorded, and

   (b2) determination of all the parcels in which the rail vehicle is moved on the way to the future position (P_i), and determination of the local maps in which the parcels are recorded.
3. Method according to Claim 2, characterized by the step

   (g) outputting of an enable signal which encodes the information that the up-to-date identifier (A) of the respective local map corresponds to the up-to-date request (A_uptodate) to an operational control centre.
4. Method according to one of the preceding claims, characterized in that

   - whenever it enters a new parcel, the rail vehicle transmits an up-to-dateness signal which encodes the up-to-dateness identifier of the local map which corresponds to the new parcel, and

   - a warning signal is output if the up-to-dateness identifier (A) does not correspond to the up-to-dateness request.
5. Method according to Claim 4, characterized in that when the warning signal is present, the rail vehicle is refused entry into the parcel.
6. Method according to Claim 4 or 5, characterized in that other rail vehicles which are located in the parcel are forcibly braked when the warning signal is present.
7. Method according to one of the preceding claims, characterized in that the determination of the instantaneous position (P_i) and/or the determination of the location of the rail vehicle comprises the acquisition of coordinates (P_i) by means of satellite navigation.
8. Method according to one of the preceding claims, characterized by the steps: determination of differences (ΔT) between the local map (G; T_i) and a current map, and transmission of a signal to the rail vehicle (10), which encodes the differences.
9. Method according to one of the preceding claims, characterized in that the instantaneous position (P_i) of the rail vehicle (10) is determined by means of a radio connection between a rail-vehicle-side communication device (16) and a route-side communication device (14).
10. Method according to one of the preceding claims, characterized in that a plurality of local maps are stored in the rail vehicle (10), which local maps are component maps (T_i) of a composite map (G), having the steps:

    (d1) determination of whether a composite map up-to-dateness identifier (A) of the composite map (G) corresponds to a predefined composite map up-to-dateness request (A_uptodate) ,

    (d2) when this is not the case, determination of whether a component map up-to-dateness identifier (A) of a component map (T) in which the determined position (P_i) is recorded corresponds to a component map up-to-dateness request (A_uptodate) ,

    (d3) if the component map up-to-dateness identifier (A) does not correspond to the predefined component map up-to-dateness request (A_uptodate), transmission of the component map up-to-dateness identifier (A) to a route-side map management device, and

    (d4) comparison of the local component map (T_i ^j), stored in the rail vehicle (10), with an up-to-date component map (T_i ^uptodate) and transmission of changes (ΔT) for updating the local component map (T_i ¹), stored in the rail vehicle (10), to the rail vehicle (10).
11. Method according to one of the preceding claims, characterized in that the steps (a) to (e) are carried out within the scope of deployment planning of the rail vehicle (10), in particular directly after a travel order has been transferred to the rail vehicle (10), wherein when the travel order is transferred the up-to-dateness request (A_uptodate) is also transferred.
12. Method according to one of the preceding claims, characterized in that the updating is carried out by means of conductor loops, and takes place when the rail vehicle (10) is stationary, in particular when the rail vehicle (10) is located at a station.
13. Rail vehicle (10), having

    (a) a position-determining device (12; 14),

    (b) a memory for storing a digital map (G; T), and

    (c) a computing device (15),

    characterized in that the computing device (15) is designed to carry out a method according to one of Claims 1 to 12.

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