EP2085286A2 - System for automatically determining and setting warning parameters for track vehicles and corresponding system - Google Patents

Abstract

The method involves mentioning track transmitting-receiving device between multiple transmitting-receiving devices arranged in surrounding tracks through data signals. One of the track transmitting-receiving bodies transfers a data signal to a train transmitting-receiving device (15). The data signal contains identification information on each track transmitting-receiving device, and current information. The relative position or movement of a track vehicle is evaluated according to the current information. An independent claim is included for a system for automatic determination of a warning sector for track vehicles.

Description

Field of the invention

The present invention relates to a method and a system for the automated determination and adjustment of warning parameters in rail vehicles. In particular, the present invention relates to a method and a corresponding system for automated determination and setting of warning parameters in rail vehicles, in which at least one warning device of the rail vehicle is activated based on the warning parameters.

State of the art

Safety plays a very important role in rail vehicles. This is particularly true in the areas where people are near rails. For some time now, particularly the level crossings (that is, intersections of rails with roads) have been particularly carefully protected. Also at the stations various measures are taken to ensure the safety of people on the platform. On the other hand, safety also plays an extremely important role in track maintenance, track maintenance or track repair work. Usually, the so-called track construction or track construction compositions are used, which contain the necessary equipment for the work (such as cranes, welding equipment, etc.), and which also can transport track workers.

Often work is carried out on a track, without the rail traffic can be interrupted. Work is partly carried out on tracks, which are located in the immediate vicinity of unlocked tracks. In such cases, it is necessary to warn railway workers of an approaching train efficiently and in a timely manner. For this purpose, track construction trains are equipped with warning devices, which the track construction workers through to notify you of the hazard of an arriving train, whether it is acoustic or light (or a combination thereof). Usually come in such situations, the so-called alarm or warning centers are used, which have an overview of the construction site, and which emit appropriate warning signals in case of danger. These warning signals are then received by the track construction trains and output via the warning means.

However, an alarm center can be responsible for several construction sites or construction site sections. Therefore, it is essential in such systems that an alerting of the track workers only takes place when the track train is actually in the warning area in which the received warning signals should be effectively effective. In the conventional solutions, the so-called vaccination keys with position information are used for this purpose. These vaccination keys are clearly assigned to a certain warning area and must be introduced by a track construction worker when entering the warning area in the designated plug-in device on the track construction train. The information stored on the key is then used by the evaluation unit of the train to select the correct warning signals.

Of course, this conventional solution includes a few important drawbacks and carries a few high risks. So the vaccination must be replaced after each change in position of the track construction. In this case, a track construction worker must remove the old key and bring it back to its storage location, pick up the new key at its storage location and then insert it again into the opening provided for this purpose. In the time in which neither of the two keys is plugged in, the track construction train can evaluate no warning signals correctly. In addition, a track construction worker is always busy with such solutions with the replacement of the vaccination key. No automation can be realized. It is also clear that human error can not be ruled out, so that it is also possible that improper warning signal evaluations take place through improper action or an operational error, which can have fatal consequences.

It is also known to automatically evaluate the position of a rail vehicle. The US patent application US2005 / 0010338 For example, a system for automatically controlling a rail vehicle discloses in which system a receiving unit placed on the rail vehicle communicates with a series of transponders mounted on the rail side. However, such systems have the disadvantage that the transponders are distributed along the track in greater spatial distances, and that the position of the rail vehicle can therefore only be evaluated if the receiving unit is within range of a transponder. A further disadvantage is that the signal received by the transponders contains only identification information (ID), with the result that only a simple and rough position evaluation is possible.

Disclosure of the invention

It is therefore an object of the present invention to propose a new method for automated determination and adjustment of warning parameters in rail vehicles and a corresponding new system, which do not have the disadvantages of the prior art. In particular, it is an object of the present invention to provide a method for automated determination and adjustment of warning parameters in rail vehicles and a corresponding system, which at any time allow a precise, simple and secure fully automated setting of warning parameters on rail vehicles without human influence.

According to the present invention, these objects are achieved above all by the elements of the two independent claims. Further advantageous embodiments are also evident from the dependent claims and the description.

In particular, the objects of the invention are achieved in that in a method for the automated determination and setting of warning parameters in rail vehicles, wherein at least one warning device of the rail vehicle is activated on the basis of the warning parameters, at least one transmission device sends at least one identification device associated with the transmission device which receives at least one identification information from a receiving device assigned to the rail vehicle and transmits it to an evaluation device based on the at least one received identification information. ie relative to the rail environment, or to a particular rail side transceiver) position of the rail vehicle is determined by the evaluation device, and the relative position of the rail vehicle associated warning parameters determined and set to activate the warning device. The advantage of this invention lies in the fact that the determination and adjustment of warning parameters in rail vehicles can be done in a completely automated manner, without need for human operators. As a result, the transition between the individual warning areas (in which the warning parameters also change) can be carried out much faster. In addition, any operational errors that result from improper use or human error can be completely eliminated, so that a higher level of security is achieved. Finally, such a solution allows a very simple configuration change or correction, since only the identification information of the individual transmitting devices must be adjusted.

In one embodiment variant, in addition to the at least one received identification information, the relative position of the rail vehicle is determined based on data acquired by a tachometer and / or an odometer. This embodiment variant has the particular advantage that in addition to the received identification information also one or more further position data sources are used. As a result, on the one hand, the accuracy of the position values can be substantially increased, and on the other hand, the plausibility of wirelessly received signals can also be checked as required.

In another embodiment variant, the identification information associated with the at least one transmission device is transmitted periodically by the transmission device. This embodiment variant has the particular advantage that the communication channel is occupied only briefly by the transmitting device and multiple assignments of several transmitting devices on the same communication channel are possible. In addition, on the other hand, by periodically receiving the identification information, it is possible to control the functionality of the transmission devices without a great deal of additional effort.

In an alternative embodiment variant, a transmission request is sent from an activation device assigned to the rail vehicle and received by at least one transmission device, and then the identification information associated with at least one transmission device (B _m-1 , B _m , B _{m + 1} ) is transmitted by at least one transmission device. The advantage of this embodiment lies in the fact that the transmitting devices are normally inactive or passive. The identification information is transmitted in this case only when a transmission request is received by the transmitting device of the rail vehicle from a transmitting device. As a result, the power consumption of the transmitting devices can be substantially reduced, and also overlapping warning sections can be unbundled. In addition, this can reduce the amount of radiation in the vicinity of the transmitting devices over a certain period of time, which on the one hand can reduce the interference and interference between the signals emitted by different transmitting devices and, on the other hand, the health risk to the people in the vicinity (for example track construction workers) ,

In another embodiment variant, at least one unique position identification of the transmitting device is transmitted with the identification information assigned to the transmitting device. The advantage of this variant is in particular that additional functions of the system can be utilized. In particular, the Evaluation of such identifier identifications are relatively quickly and easily performed.

In a further embodiment variant, the data stored in a database are used to determine the relative position of the rail vehicle and / or to determine the warning parameters. This embodiment variant has the particular advantage that the relative position determination in complex environments with multiple overlapping transmission ranges with different identification information is possible. In addition, the position determination can also be implemented particularly easily by comparing the received data with the data stored in the database. The stored data can also contain map information as needed, which can be used for simple signal evaluation and parameter determination.

In a further embodiment, the identification information associated with the transmission device is transmitted by each transmission device via its own communication channel. This embodiment variant has the particular advantage that several transmitting devices can be received and evaluated at the same time, without interference or interference occurring as a result of confusion. In addition, a communication channel can for example be unambiguously assigned to a specific transmitting device, so that the receiving device can be set specifically to this channel in order to obtain the desired identification information.

In another embodiment variant, after the determination and setting of the warning parameters, warning information of the alarm center is received by the receiving device, and the at least one warning device of the rail vehicle is activated by the evaluation device based on the received warning parameters. The advantage of this embodiment lies in particular in the fact that the warning output always coincides in time and location with the warning information of the alarm center. The setting of the warning parameters is carried out completely automatically, so that no additional expense arises.

In a further embodiment, received data and / or log data are stored by the evaluation device in the database. This embodiment variant has the particular advantage that the entire process of data transmission can be recorded. As a result, in particular all normal and special processes as well as special incidents can be subsequently assigned and evaluated.

It should be noted at this point that, in addition to the method according to the invention, the present invention also relates to a corresponding system for the automated determination and setting of warning parameters in rail vehicles.

In this case, in the system, the identification information associated with the at least one transmission device can be sendable and receivable via a wireless radio network. The wireless radio network can be, for example, an NFC and / or Bluetooth and / or RFID and / or ZigBee network. However, these other data transmission technologies can also be used to create a secure and functional solution.

In this application, an embodiment variant of the invention is described by way of example, in which a receiving unit mounted on the rail vehicle receives a signal from a plurality of transmission units installed on the rail side. According to the invention, however, the unit mounted on the rail vehicle can have both a transmitting and a receiving function. Likewise, the transmission units installed on the rail side can also have a reception function. It is important that the communication between rail vehicle and rail side takes place. The direction of this communication plays a subordinate role. Therefore, the various units in this text are referred to as transceiver units (S / E) - unless otherwise specified, the term transceiver (S / E) is a unit having a transmit function and / or a receive function, to understand.

In a further embodiment of the invention, the communication between rail vehicle and rail side is continuous, with the result that a precise, current evaluation of the relative position of the rail vehicle can take place at any time. In another embodiment, the communication between rail vehicle and rail side takes place only when needed. For example, the S / E mounted on the rail vehicle can be set up to send a request signal at intervals (every 20 seconds, for example), whereupon the S / Es mounted on the rail side react with their identification and additional data. This additional data may include, for example, information about the RSSI field strength of the radiated signal, how the signal was received at the respective S / E, or even a relative distance measurement calculated from this RSSI field strength.

The evaluation of the data can therefore take place on the rail vehicle, or on the rail side. Essential to the invention is that the rail vehicle receives the information about its position, which allows it to distinguish the warning sector entspechenden warning signals.

Brief description of the drawings

• Figur 1 zeigt eine perspektivische schematische Darstellung eines Schienenfahrzeugs in einer entsprechenden Umgebung, wobei die Einstellung der Warnparameter mittels eines klassischen Verfahrens aus dem Stand der Technik durchgeführt wird.
• Figur 2 zeigt eine perspektivische schematische Darstellung des Systems und des Verfahrens zur automatisierten Bestimmung und Einstellung der Warnparameter bei Schienenfahrzeugen gemäss einer Ausführungsvariante der vorliegenden Erfindung.
• Figur 3 zeigt schematisch die Auswertungseinheit und die mit dieser Auswertungseinheit verbundenen Elemente im System zur automatisierten Bestimmung und Einstellung der Warnparameter bei Schienenfahrzeugen gemäss einer Ausführungsvariante der vorliegenden Erfindung.
• Figur 4 zeigt schematisch, wie die Distanzen zwischen dem Schienenfahrzeug und den S/Es auf der Schienenseite variabel sein können.
• Figur 5 zeigt schematisch die Bezeichnung zweier Reihen von S/Es in zwei entsprechnden Warnsektoren sowie die Bezeichnung der in der Sektorgrenzen und die S/Es in der Nähe der Sektorgrenzen.

Hereinafter, the embodiments of the present invention will be described by way of examples. The examples of the embodiments are illustrated by the following enclosed figures:

• FIG. 1 shows a perspective schematic representation of a rail vehicle in a corresponding environment, wherein the adjustment of the warning parameters is carried out by means of a conventional method of the prior art.
• FIG. 2 shows a perspective schematic representation of the system and the method for automated determination and adjustment the warning parameter in rail vehicles according to an embodiment of the present invention.
• FIG. 3 schematically shows the evaluation unit and associated with this evaluation unit elements in the system for automated determination and adjustment of the warning parameters in rail vehicles according to an embodiment of the present invention.
• FIG. 4 schematically shows how the distances between the rail vehicle and the S / Es can be variable on the rail side.
• FIG. 5 shows schematically the designation of two rows of S / Es in two corresponding warning sectors as well as the designation of the sector boundaries and the S / Es near the sector boundaries.

Embodiments of the invention

In FIG. 1 schematically illustrates a rail vehicle 10, in which the adjustment of the warning parameters in the classical manner of the prior art is made. In FIG. 1 reference numeral 11 refers to a locomotive, and reference numeral 12 refers to a trailer. Of course, the rail vehicle 10 but also consist of a different number of carriages 11, 12, in particular also from a single car, which then combines both the functionalities of the locomotive 11 and the functionality of the trailer 12 in itself. Also, two, three or even more trailer 12 are conceivable. The trailer 12 may include one or more fixed or movable working devices 12 '. In FIG. 1 symbolically represented a crane with a load hook, which of course also many other devices can certainly be used. The rail vehicle 10 according to the invention may in particular be a track construction train, whereby certainly Other types of rail vehicles may be considered. The rail vehicle 10 may move on the track 30.

The rail vehicle 10 in FIG. 1 includes an optical warning device (rotating light) 13 and an acoustic warning device 14 (bell). However, it is clear to a person skilled in the art that only a single or a plurality of acoustic or optical warning devices can be used. In addition, the rail vehicle 10 has a receiving device 15, which in FIG. 1 is shown as an antenna. This receiving device 15 receives the warning signals emitted by an alarm center 40 via a warning signal communication channel 41. The emitted warning signals can be transmitted via analog or digital radio, with several different transmission variants (modulations, codes, etc.) are conceivable. The received warning signals are then evaluated by an evaluation unit (not shown) of the rail vehicle 10 and the warning devices 13, 14 actuated accordingly.

When evaluating the received warning signals, the position of the rail vehicle 10 plays a decisive role. So it makes no sense to take warning signals and warning means 13, 14 to operate when the warning refer to another site area. Therefore, the position information is an essential element in the evaluation of the received warning signals. In the conventional system according to the prior art, the position information is transmitted to the rail vehicle 10 via the so-called seed wrenches 21 ', 21 ". Usually, these seed keys 21', 21" are attached to the so-called warning sector limit panels 20 ', 20 ", with special shots for this purpose 22 ', 22 "can be provided. Upon entry of the rail vehicle 10 in the warning sector, which is bounded by the two boundary plates 20 'and 20 ", the corresponding Impfschlüssel 21' must be removed by a track construction worker from the border panel 20 'and plugged into the appropriate plug-in opening 16 on the rail vehicle 10. In the socket key 21 ', the position information is stored, due to which the evaluation of the received warning signals can then be performed correctly.

After leaving the warning sector, which is located between the warning area boundary panels 20 'and 20 ", the vaccination key 21' must again be removed from the insertion opening 16 on the rail vehicle 10 and brought back into the receptacle 22 'on the boundary panel 20' new vaccination key (corresponding to the new position) taken back from his board and placed in the plug-in opening 16 so that the evaluation of the received signals can run smoothly.

According to the invention, however, the position determination and thus also the corresponding determination and the setting of warning parameters in rail vehicles 10 are carried out automatically, so that in particular the activation of the warning devices 13, 14 can be automated.

In FIG. 2 schematically illustrates a system which can be used to carry out the inventive method. In FIG. 2 Again, a rail vehicle 10 is shown, but this time for simplicity consisting of a single car. Of course, this is not to be construed restrictive, because the invention relates unchanged to rail vehicles 10 with a different number of cars. In FIG. 2 are shown along the rails 30 several S / Es B _m-1 , B _m , B _{m + 1} shown. The number of S / Es B _m-1 , B _m , B _{m + 1} is of course not to be construed limiting, and may be smaller or larger as needed. According to one embodiment of the invention, the rail side-S / Es are installed at regular spatial distances. According to a further embodiment of the invention, the rail side-S / Es, which are closer to a warning sector boundary, are arranged closer to each other than the S / Es, which are arranged in the middle of a warning sector. A more precise distance measurement is then possible, especially in those regions where it is most important, namely near the warning sector boundaries.

At least one of the transmission devices B _m-1 , B _m , B _{m + 1} transmits the identifier information assigned to it. This information may comprise various data, for example an ID number, which is uniquely associated with a particular transmitter B _m-1 , B _m , B _{m + 1} . In addition, you can Also, position information (for example, coordinate point data or the like) is sent out from the transmitting devices B _m-1 , B _m , B _{m + 1} . For the purpose of transmitting the identification information, each of the transmission devices B _m-1 , B _m , B _{m + 1 can} advantageously use its own communication channel 50 _m-1 , 50 _m , 50 _{m + 1} . These different communication channels may differ from each other for example by the transmission frequency, coding or another size. Naturally, however, is also possible that the different transmitting devices B _m-1, B _m, B _{m + 1} one or more communication channels 50 _m-1, 50 _m, 50 _{m +} share. ₁ In principle, the transmitting devices B _m-1 , B _m , B _{m + 1 are} also arranged so that they are located at the boundaries of the warning areas or sectors S _n-1 , S _n , S _{n + 1} . In particular, the transmitting devices B _m-1 , B _m , B _{m + 1 can} also be integrated into the above-described warning range limit panels 20 ', 20 ", but clearly other solutions are possible, but which do not deviate from the basic idea of this invention.

The identification information transmitted by the individual transmission devices B _m-1 , B _m , B _{m + 1} is received by a receiving device 15 assigned to the rail vehicle 10. The receiving device 15 can in particular be the same receiving device as that which, as described above, is used to receive the warning signals emitted by the alarm center. Of course, it can be a completely different and separate device. Here, for simplicity, a single receiving device 15 is shown, which, however, combines the two functionalities.

After receiving the identification information from one or more transmitting devices B _m-1 , B _m , B _{m + 1 they} are transmitted from the receiving device 15 to an evaluation device 60 of the rail vehicle 10. The construction of the evaluation device 60 of the rail vehicle 10 will be described below with reference to FIG FIG. 3 described in more detail. Based on the received identification information, the evaluation device 60 determines the relative position of the rail vehicle 10, ie the warning sector S _n-1 , S _n , S _{n + 1} , in which the rail vehicle 10 is currently located. On the basis of this specific relative position of the rail vehicle 10, the warning parameters associated with this relative position of the rail vehicle 10 are then determined by an adjustment module of the evaluation unit 60 and set to activate the warning device 13, 14. Specifically, this determination runs, for example, so that it is determined by the evaluation device 60 based on the received identification information that the rail vehicle 10 is in the warning sector S _n-1 . Thus, the warning parameters for the warning sector S _n-1 (ie the frequency of the warning signals, the duration of the warning, etc.) are determined and set so that the warning means 13, 14 are automatically actuated upon receipt of the corresponding warning signals. Of course, the number and type of warning parameters depend essentially on the type of transmission of the warning signals, or on the operation of the external alarm center 40 from. However, it will be immediately apparent to one skilled in the art how to determine and adjust these warning parameters in each specific case.

Many different transmission technologies are suitable for transmitting the identification information of the transmission devices B _m-1 , B _m , B _{m + 1} . In particular, any type of wireless radio technology (analogue and digital radio) can be used for this purpose. Some examples of such transmission technologies include NFC, Bluetooth, RFID or even ZigBee. On the other hand, other transmission technologies are conceivable, such as the ultrasound, infrared or magnetic field transmission. However, a person skilled in the art will also be able to understand immediately in this case that the choice of a particular transmission technology can not call the basic idea of the invention into question. During the transmission of the identification information, they can be transmitted uninterruptedly by the transmission devices B _m-1 , B _m , B _{m + 1,} for example. The rail vehicle 10 could receive and evaluate this identification information in this case immediately after entering the corresponding warning sector S _n-1 , S _n , S _{n + 1} . On the other hand, it may be advantageous for the identification information to be sent by the individual transmission devices B _m-1 , B _m , B _{m + 1} only periodically. In this case, the reception can not happen immediately, but the Radiation quantities are significantly reduced at the construction site. Also, in this case, for example, an asymmetric transmission pattern can be used by the individual transmission devices B _m-1 , B _m , B _{m + 1} send out their identification information with some time delay. Thus, on the one hand, the frequency spectrum can be much better utilized, and on the other hand, the time information can also be used to improve the positioning quality. Finally, an activation device associated with the rail vehicle 10 (again shown here for simplicity by the receiving device 15) can be provided, which can send transmission requests to one or more transmission devices B _m-1 , B _m , B _{m + 1 as} required. It may then be provided that the identification information associated with the transmission devices B _m-1 , B _m , B _{m + 1 is} transmitted only after the reception of such a transmission request. In this way, additionally the power consumption of the transmitting devices B _m-1 , B _m , B _{m + 1 can} be reduced.

In FIG. 3 schematically the evaluation unit 60 of the rail vehicle 10 is shown. In FIG. 3 reference numeral 61 refers to a database. The database 61 may store data for determining the relative position of the rail vehicle 10 and / or the data for determining the warning parameters. In particular, these data can also contain a list of the identification information associated with each transmission device B _m-1 , B _m , B _{m + 1} and / or the warning parameter associated with each warning sector S _n-1 , S _n , S _{n + 1} . In this case, the determination and setting of the warning parameters is such that the received identification information is compared with the identification information stored in the database 61. If there is a match, the corresponding relative position (ie the warning sector) is determined, and then the corresponding warning parameters are read from the database 61 and set.

To improve the accuracy of the relative position determination, it can be provided, for example, that identification information of at least two or three different transmission devices B _m-1 , B _m , B _{m + 1 is} always received and evaluated have to. Also in the database 61 also geographical maps or similar information can be stored, based on which the plausibility analysis can be performed. It is also conceivable to carry out the motion analysis in order to exploit the fact that rail vehicles 10 are rail-bound (for example, a rail vehicle 10 can not skip warning sectors). In addition, other devices can be used to optimize the relative position determination. In FIG. 3 Reference numeral 62 refers to a tachometer and reference numeral 63 to an odometer. By means of these instruments further data (eg speed of the rail vehicle 10, or the distance traveled by it) can be detected, based on which the relative position of the rail vehicle 10 can be used in addition to the received identification information.

The plausibility analysis of the position determination can also be improved by also measuring and / or calculating the distance between the transmitters and the receiver. This distance measurement can be done by means of the transmission field strength (eg the so-called RSSI - Received Signal Strength Indication in English). Otherwise, the calculation of the distance measurement in a known manner based on the signal transit time between transmitter units and receiver. These distance measurements, combined with the identification data of the transmitter units, allow a much more precise position determination, especially when the distances and the ID data of two or more S / Es are combined. In the previous systems such as in US2005 / 0010338 , the position of a rail vehicle was calculated only occasionally, at locations where the information was present, and where the receiver unit was sensing a signal from a transmitter unit (or transponder). In the system and method of this variant of the present invention, the distance measurement and the corresponding identification reading of one or more rail side units may be continuous or on demand, regardless of where the rail vehicle is located.

In addition to informing the S / S mounted on the rail side, another property is evaluated for determining the distance between the sending SE and the receiving S / E.

In one embodiment of the invention, this property is the transmission field strength (RSSI), although other possibilities such as signal propagation time measurement could replace the RSSI. The evaluation and transmission of such additional information as the RSSI field strength or the distance measurement is important because the switching of the sectors requires a very high accuracy. The field strength can also be measured in both directions, ie from the rail vehicle to the power-side S / E or vice versa. It is also conceivable that the field strength is measured in both directions. In this embodiment variant of the invention, the S / E mounted on the rail vehicle emits a call signal, which is measured by the S / Es arranged on the track side, and is sent back as a measured value in a response signal.

The evaluation of the field strength can of course also be done on the rail vehicle. In a further embodiment variant of the invention, the S / Es form a network, comparable to a GSM network, in which the evaluation unit is a subscriber, so that all information is sent to this evaluation unit. In order to calculate a precise determination of the position of the rail vehicle, it is usually not necessary to make absolute distance measurements because the measurements of several S / Es are taken into account. Therefore, in a further embodiment of the invention, the distances between the rail vehicle and the various rail side S / E are relatively small. This approach also takes into account the case when the signals are attenuated (by snow, fog, rain, or any physical obstacles), or when the distance between rail vehicle and rail side is variable or unknown (for example, if there is a greater distance because of Rail vehicle on a further remote track drives), then the signal is already weakened by the successive rail side units accordingly. This effect is in the figure 4 represented, where the different rail sides S / Es B _m-1 to B _{m + 3} to a different extent, from the track G _{1 are} discontinued.

The system of the invention is also used in tunnels. There, the S / Es can not be set up very far from the track by nature. Also, as a result of reflections situationally different ranges can be achieved. For this reason, the S / Es in tunnels are preferably set up with a slightly lower field strength.

Preferably, the evaluation of the relative distance by the calculation of the waveform of the transmission field strength (signal strength), and not its absolute values. The evaluation unit, which may be implemented, for example, as a programmable logic controller or the like, may be programmed to provide the mathematical features in the time course, such as a time-based curve. calculates any maxima, minima, change of sign in the derivative, etc., to infer an exact distance value. This evaluation of the mathematical features in the time curve can also be used to provide information about the time changes (eg acceleration, direction of travel relative to the transceiver) of the rail vehicle, or to allow additional plausibility of the data.

By evaluating the time course of the signal strength (RSSI), mobile and / or temporary obstacles (obstacles temporarily shifting between transmitter and receiver, such as a parallel train) can be detected and taken into account.

The transceivers can also be arranged in pairs on the rail side (or even on the rail vehicle). Preferably, two S / E units are oriented along the track (in the direction of travel of the rail vehicle). These S / E pairs may then receive and / or transmit and / or evaluate data signals containing enough information to evaluate the dynamic (time-varying) characteristics of the motion and / or relative position of the rail vehicle.

The evaluation for switching between one sector and the next usually refers to a specific point along the train. The minimum distance of the train to the rail side S / It can vary depending on where the tags are mounted along the track and depending on how many tracks are between the rail vehicle and the transceiver stations.

Preferably, the rail side-S / Es are arranged so that the distances of the S / Es are substantially greater than the distance (d2) of the respective S / E orthogonal to the rail vehicle, thereby ensuring that when passing a significant difference between two adjacent S / Es can be measured.

On the jaw side, the transmitting / receiving units (rail side-S / Es) are preferably set up such that the transceiver unit (S / E) of the rail vehicle can always communicate with at least one rail side S / E. Each transceiver on the track side is assigned a unique identifier. The evaluation unit can also recognize the direction of travel of the rail vehicle from the sequence of the exchanged information between the rail vehicle and the transmission side receiving units, and / or any failure or interchange of the service side S / Es, for example due to local network disturbance or vandalism.

This can be achieved, for example, by having each S / E a unique number which steadily increases along the track, or by knowing the order of the tag in the evaluation unit.

The main purpose of this positioning is to enable the detection of exceeding the warning sector limits. This recognition must be reliable and precise. Thus, for example, if one of the transmitting units fails, detection of a warning sector boundary should not be affected.

In FIG. 5 By way of example, a series of rail side S / Es (eg RFID transceiver units) is shown which extends over two warning sectors (S ₂₃₄ and S ₁₁₃ ). The rail side-S / Es 234-1 to 234-8 and the rail side-S / Es 113-1 to 113-15 are located in the respective warning sectors S ₂₃₄ and S ₁₁₃ . The rail side units (234-1, 234-8 / 113-1 and 113-15) denoted S are each located at the warning sector boundaries, and the rail side units designated U are each in transition regions in front of the sector boundaries. The essential function of this system is the recognition of the crossing of the sector boundaries, for which reason the evaluation unit of the sector boundaries must be known. This can be achieved in that the transceiver units have a special identifier, or that the evaluation unit knows these transceiver units. Since in a simple failure of a unit, the safety of the system must not be restricted, this failure must be detected. One possibility is to diversify the frontier receiving units. In a further embodiment variant, the evaluation unit recognizes the transceiver units before and after the boundary. In this way, it is possible to detect the absence of a limit-transmitting unit (for example, in the event of vandalism or any failure of a boundary S / E) and still take into account the sector boundary.

In one embodiment, the rail vehicle is equipped with a reference S / E. With this reference S / E, which is to be similar to the S / Es installed on the rail side, it is possible to check the correct functioning of the S / E mounted on the rail vehicle, if the absence of a service side transmission / Receiving unit is detected. Further, by this reference S / E on the rail vehicle, the transmission / reception unit on the rail vehicle can be adjusted or calibrated.

The RFID tags (S / Es) can be programmed prior to placement on the rail side by means of a programming device which contains key information (identification information) including data backup (for example by a Cyclic Redundancy Code - CRC). from the conventional ID key. The S / It can also be connected to a network (eg a Local Area Network, LAN or a wireless network, WLAN), in which case they can be programmed over the network.

To maintain security, the ID key and data backup are always forwarded as a whole. Thus, the radio key ID is always protected by a CRC over the entire communication path ID key - programming device - RFID (S / E) - TAG reader (S / E) - safe programmable logic controller (PLC). The entire transmission path can therefore be referred to as a gray channel.

Preferably, GPS coordinates are also used when programming the individual S / Es. Thus, for example, when arranging the individual rail side-S / Es, the corresponding GPS coordinates can be programmed. These coordinates are then transmitted to the rail vehicle and used for the evaluation of the position and / or movement of the train. The coordinates can also contribute to the plausibility of the position and / or movement information. In places where GPS coordinates are not available (eg in tunnels), other coordinates can be used which the evaluation device understands.

The moving rail vehicle may also carry a reference tag of known identifier and position to check the function of the system at all times.

To ensure safety and to be able to reliably detect S / Es single failures, the S / Es can be consecutively numbered. The numbering goes, for example, from 1 to n. Die1. and nth S / E are also marked with a special flag that marks the beginning and the end of the sector. For a seamless transition from one sector to the other, the nth S / E of the one sector is also the 1st S / E of the next sector and sends out both identifiers. Thus a single failure of a S / E does not lead to a fault, the failure of a transition S / E must also be detected. This happens, for example, by the 2nd S / E and the n-1. S / E also receive a flag indicating that the next S / E represents a sector boundary.

The evaluation of the position detection is done for example in a secure programmable logic controller. The necessary algorithm calculates from the detected S / Es and their signal strength course (as redundancy) the current position of the rail vehicle relative to the established S / Es.

In a further embodiment of the invention, S / Es are upgraded on the rail side with two antennas, which antennas are spatially offset from each other along the direction of travel of the rail vehicle, but on the same transmission unit. This makes it possible, with a corresponding, running in the evaluation analysis algorithm to achieve the precise determination of the center of the respective S / E, and therefore a much more accurate distance measurement.

In a further embodiment of the invention, the signals of two locally offset on the rail vehicle reception systems are compared with each other, for example, determines the direction of travel of the rail vehicle. It also allows the prediction of the signals on the other antenna, and therefore an additional security check, as well as the plausibility of the distance measurements.

The reception of the transmitted signals, the detection of the corresponding signal strength or signal propagation times, and the evaluation of the relative distance and / or position and / or movement of the rail vehicle can all take place either on the rail vehicle and / or on the rail side. If they are performed on the rail side as well as on the rail vehicle, this results in a better plausibility of the data and their evaluations.

Preferably, when evaluating the relative distances of the rail vehicle, only data signals originating from the closest S / Es are taken into account. Data signals from further-distant S / In this case, they are either completely filtered out and not taken into account for the evaluation, or they are only used to plausibilise (check) the evaluations.

Finally, it should be pointed out that the embodiment variants described here by way of example represent only a selection of possible implementations of the inventive concepts and should in no way be regarded as limiting. Those skilled in the art will understand that many other implementations of the invention are possible without neglecting the essential features of the invention.

Claims (15)

Method for automated determination of a warning sector (S ₂₃₄ , S ₁₁₃ ) in which a rail vehicle (10) is located, wherein data signals (50 _m , 50 _m-1 ) are arranged between a plurality of transceivers (B _m ) arranged in a rail _{environment. 1} , B _m , B _{m + 1} ), hereinafter referred to as track SE device, and at least one on the rail vehicle (10) mounted transceiver (15, 60), hereinafter called train SE device, transmitted
characterized in that
at least one of the track SE devices (B _m-1 , B _m , B _{m + 1} ) transmits a data signal to the at least one train SE device (15, 69), which data signal provides identification information for the respective track SE Device (B _m-1 , B _m , B _{m + 1} ) contains, as well as up-to-date information, based on which up-to-date information the relative position and / or movement of the rail vehicle can be evaluated. Method according to claim 1, wherein the current information contains at least one measurement of the signal strength and / or the signal propagation time of a data signal transmitted between the train SE device and the respective track SE device (B _m - ₁ , B _{m + 1} ). Method according to claim 1, wherein the current information is an evaluation based on at least one measurement of the signal strength and / or the signal propagation time of a signal between the train SE device and the respective track SE device (B _m-1 , B _m , B _{m +1} ) transmitted data signal, the relative position and / or movement of the rail vehicle. The method of claim 1, wherein the current information includes geographic coordinates of the respective track SE device (B _m-1 , B _m , B _{m + 1} ). Method according to one of claims 1 to 4, wherein a train SE device (10, 15) transmits a request signal, and wherein each of the track SE devices (B _m-1 , B _m , B _{m + 1} ) that the Request signal receives, responded by transmission of the corresponding data signal. Method according to one of claims 1 to 5, wherein the relative position and / or movement of the rail vehicle are evaluated by an evaluation device arranged in the rail environment, and wherein the data signal transmitted to the rail vehicle contains information on the evaluated relative position and / or movement of the rail vehicle , Method according to one of claims 1 to 4,
each of the rail SE devices (B _m-1 , B _m , B _{m + 1} ) continuously transmitting a corresponding data signal, and
wherein the data signals are received by the at least one train SE device (15, 60) and evaluated by an evaluation device (60) mounted on the rail vehicle (10). Method according to one of claims 1 to 4,
wherein the data signals transmitted by the track SE devices (B _m-1 , B _m , B _{m + 1} ) are received by the at least one train SE device (15, 60), and
wherein the at least one train SE device (15, 60) and the track SE devices (B _m-1 , B _m , B _{m + 1} ) are arranged such that the at least one train SE device (15 , 60) can always receive the data signal from at least one of the rail SE devices (B _m-1 , B _m , B _{m + 1} ) during the stay of the rail vehicle in a warning sector. System for automated determination of a warning sector (S ₂₃₄ , S ₁₁₃ ) in which a rail vehicle (10) is located, with
at least one on the rail vehicle (10) mounted transceiver (15, 60), hereinafter called train SE device, and
comprising a plurality of transceivers (B _m-1 , B _m , B _{m + 1} ) arranged in a rail environment, hereinafter referred to as track SE devices, for transmitting data signals to the at least one train SE device (15, 60)
marked by
at least one of the track SE devices (B _m-1 , B _m , B _{m + 1} ) for the transmission of data signals to the train SE device, which data signals identification information of the respective track SE device (B _m - ₁ , B _{m + 1} ), and which data signals contain up-to-date information on the basis of which the relative position and / or movement of the rail vehicle can be evaluated, and
at least one evaluation device (60) for evaluating the relative position and / or movement of the rail vehicle (10) on the basis of the transmitted current information. A system according to claim 9, comprising means for measuring the signal strengths and / or the signal propagation time of the signal between the train SE device (15, 60) and the track SE devices (B _m-1 , B _m , B _{m + 1} ) provided data signals is provided. System according to claim 9 or 10, with
a train SE device (15, 60) for transmitting a request signal to at least one of the track SE devices (B _m-1 , B _m , B _{m + 1} ),
at least one for receiving the request signal and for measuring the signal strength and / or the signal propagation time of the request signal, and
an evaluation device for evaluating the relative distance of the respective track SE device (B _m-1 , B _m , B _{m + 1} ), on the basis of the signal strength and / or the signal propagation time of the request signal received from the train SE device. System according to claim 9, wherein at least one of the track SE devices (B _m-1 , B _m , B _{m + 1} ) is set up such that a continuous transmission of a data signal to the at least one train SE device (15, 60) takes place continuously. The system according to one of claims 8 to 12, wherein the train SE device (15, 60) and the track SE devices (B _m-1 , B _m , B _{m + 1} ) are arranged in such a way that the train SE device (15, 60) can always receive the data signal from at least one of the rail SE devices (B _m-1 , B _m , B _{m + 1} ) in the warning sector during the stay of the rail vehicle in a warning sector. System according to one of claims 8 to 13, wherein at least one of the track SE devices (B _m-1 , B _m , B _{m + 1} ) and / or the at least one train SE device (15, 60) of at least consist of two transceivers, hereinafter referred to as an SE pair, which SE pair is set up and oriented relative to the direction of travel of the rail vehicle (10) that transmitted thereby data signals an evaluation, by the evaluation, the direction of travel and / or the temporal Changes the Geschwindichkeit of the rail vehicle (10) allows. Transceiver device (B _m-1 , B _m , B _{m + 1} ) for transmitting a data signal from a rail environment to a passing rail vehicle (10), characterized by an evaluation device for receiving a request signal transmitted by the rail vehicle (10) and for evaluation a distance value due to the signal strength of the received request signal, which distance value represents a relative distance between the transceiver (B _m-1 , B _m , B _{m + 1} ) and the rail vehicle (10).

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