EP2085286B1 - Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant - Google Patents

Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant Download PDF

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Publication number
EP2085286B1
EP2085286B1 EP09151889A EP09151889A EP2085286B1 EP 2085286 B1 EP2085286 B1 EP 2085286B1 EP 09151889 A EP09151889 A EP 09151889A EP 09151889 A EP09151889 A EP 09151889A EP 2085286 B1 EP2085286 B1 EP 2085286B1
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Prior art keywords
track
train
devices
warning
signal
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German (de)
English (en)
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EP2085286A3 (fr
EP2085286A2 (fr
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Peter Schweizer
Stefan Nussbaumer
Jürg Künzi
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Schweizer Electronic AG
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Schweizer Electronic AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/06—Control, warning or like safety means along the route or between vehicles or trains for warning men working on the route
    • 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
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the present invention relates to a method and a system for the automated determination and adjustment of warning parameters in rail vehicles.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the signal received by the transponders contains only identification information (ID), with the result that only a simple and rough position evaluation is possible.
  • ID identification information
  • GB 2,146,864 also shows a system for positioning of driving witnesses, which move advantageous along a straight line.
  • the distance between the vehicle and a reference point is essentially determined.
  • a signal is sent out which is received and relayed via a series of transponder stations.
  • Each of the stations adds a feature to the received signal.
  • the last station and thus the position of the vehicle can be determined.
  • 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.
  • 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.
  • 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.
  • by periodically receiving the identification information it is possible to control the functionality of the transmission devices without a great deal of additional effort.
  • 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.
  • 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) ,
  • At least one unique position identification of the transmitting device is transmitted with the identification information assigned to the transmitting device.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the present invention also relates to a corresponding system for the automated determination and setting of warning parameters in rail vehicles.
  • 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.
  • these other data transmission technologies can also be used to create a secure and functional solution.
  • transceiver units (S / E) a unit having a transmit function and / or a receive function, to understand.
  • 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.
  • the communication between rail vehicle and rail side takes place only when needed.
  • 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.
  • 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.
  • reference numeral 11 refers to a locomotive
  • reference numeral 12 refers to a trailer.
  • 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.
  • the trailer 12 may include one or more fixed or movable working devices 12 '.
  • 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).
  • an optical warning device rotating light
  • an acoustic warning device 14 bell
  • 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.
  • 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.
  • the position information is transmitted to the rail vehicle 10 via the so-called seed wrenches 21 ', 21 ".
  • 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.
  • the corresponding Impfierel 21' Upon entry of the rail vehicle 10 in the Wamsektor, which is bounded by the two boundary plates 20 'and 20 ", the corresponding Impfierel 21' must be removed by a track construction worker from the border panel 20 'and plugged into the appropriate insertion opening 16 on the rail vehicle 10.
  • the socket key 21 ' the position information is stored, due to which the evaluation of the received warning signals can then be performed correctly.
  • the vaccination key 21' 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 'at 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.
  • 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.
  • FIG. 2 schematically illustrates a system which can be used to carry out the inventive method.
  • a rail vehicle 10 is shown, but this time for simplicity consisting of a single car.
  • FIG. 2 are shown along the rails 30 a plurality of S / Es B m - 1 , B m , B m + 1 .
  • 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.
  • the rail side-S / Es are installed at regular spatial distances.
  • 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, -1 , B m , B m + 1 .
  • 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 .
  • 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.
  • 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
  • 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 .
  • 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.
  • 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.
  • 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 .
  • the warning parameters for the warning sector S n-1 ie the frequency of the warning signals, the duration of the warning, etc.
  • 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.
  • any type of wireless radio technology can be used for this purpose.
  • Some examples of such transmission technologies include NFC, Bluetooth, RFID or even ZigBee.
  • other transmission technologies are conceivable, such as the ultrasound, infrared or magnetic field transmission.
  • 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.
  • 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 .
  • the identification information may 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.
  • 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.
  • 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.
  • an activation device associated with the rail vehicle 10 (again shown here for simplicity by the receiving device 15) can be provided which, as required, can send transmission requests to one or more transmission devices B m-1 , B m , B m + 1 . 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • 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).
  • other devices can be used to optimize the relative position determination.
  • 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 is fiction, thereby improving the distance between the transmitters and that the receiver is measured and / or calculated.
  • 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.
  • 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).
  • 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.
  • this property is the transmission field strength (RSSI), although other possibilities such as signal propagation time measurement could replace the RSSI.
  • RSSI transmission field strength
  • 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 measurement, the field strength can also be 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the transceivers can also be arranged in pairs on the rail side (or even on the rail vehicle).
  • 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 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.
  • the transmitting / receiving units 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the rail vehicle is equipped with a reference S / E.
  • 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 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.
  • 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.
  • GPS coordinates are also used when programming the individual 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.
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (12)

  1. Procédé pour la détermination automatique d'un secteur (S234, S113) d'avertissement dans lequel un véhicule (10) ferroviaire se situe, dans lequel des signaux (50m, 50m-1) de données sont transmis entre une pluralité de dispositifs (Bm-1, Bm, Bm+1) de transmission-réception, ci-après dispositif de TR de voie, arrangés à proximité d'un rail, et au moins un dispositif (15, 60) de transmission-réception, ci-après dispositif de TR de train, monté sur le véhicule (10) de rail, dans lequel au moins un des dispositifs (Bm-1, Bm, Bm+1) de TR de voie transmet un signal de données vers le au moins un dispositif (15, 69) de TR de train, le signal de données contenant des informations d'identification du dispositif (Bm-1, Bm, Bm+1) de TR de voie respectif, de même que des informations actuelles, sur la base desquelles la position relative et/ou le mouvement du véhicule de rail peut être évaluée,
    caractérisé
    en ce que les informations actuelles contiennent au moins une mesure de la puissance du signal et/ou le délai de propagation de signal d'un signal de données transmis entre le dispositif de TR de train et le dispositif (Bm-1, Bm, Bm+1) de TR de voie respectif.
  2. Procédé selon la revendication 1, dans lequel les informations actuelles contiennent une évaluation basée sur au moins une mesure de la puissance du signal et/ou le délai de propagation de signal d'un signal de données transmis entre le dispositif de TR de train et le dispositif (Bm-1, Bm, Bm+1) de TR de voie respectif, la position relative et/ou le mouvement du véhicule de rail.
  3. Procédé selon la revendication 1, dans lequel les informations actuelles contiennent des coordonnées géographiques du dispositif (Bm-1, Bm, Bm+1) de TR de voie respectif.
  4. Procédé selon l'une des revendications 1 à 3, dans lequel le dispositif (10, 15) de TR de train transmet un signal de requête, et dans lequel chacun des dispositifs (Bm-1, Bm, Bm+1) de TR de voie qui reçoit le signal de requête se réagit en transmettant le signal de données correspondant.
  5. Procédé selon l'une des revendications 1 à 4, dans lequel la position relative et/ou le mouvement du véhicule de rail sont évalués par un dispositif d'évaluation arrangé à proximité d'un rail.
  6. Procédé selon l'une des revendications 1 à 3,
    dans lequel chacun des dispositifs (Bm-1, Bm, Bm+1) de TR de voie transmet de manière continue un signal de données correspondant, et
    dans lequel les signaux de données sont reçus par le au moins un dispositif (15, 60) de TR de train, et sont évalués par un dispositif (60) d'évaluation monté sur le véhicule (10) de rail.
  7. Procédé selon l'une des revendications 1 à 3,
    dans lequel les signaux de données transmis par les dispositifs (Bm-1, Bm, Bm+1) de TR de voie sont reçus par le au moins un dispositif (15, 60) de TR de train, et
    dans lequel le au moins un dispositif (15, 60) de TR de train et les dispositifs (Bm-1, Bm, Bm+1) de TR de voie sont arrangés de manière que le au moins un dispositif (15, 60) de TR de train est toujours capable de recevoir le signal de données en provenance d'au moins un des dispositifs (Bm-1, Bm, Bm+1) de TR de voie pendant que le véhicule de rail demeure dans un secteur d'avertissement.
  8. Système pour la détermination automatique d'un secteur (S234, S113) d'avertissement dans lequel un véhicule (10) ferroviaire se situe, avec
    au moins un dispositif (15, 60) de transmission-réception, ci-après dispositif de TR de train, monté sur le véhicule (10) de rail, et
    avec une pluralité de dispositifs (Bm-1, Bm, Bm+1) de transmission-réception, ci-après dispositifs de TR de voie, arrangés à proximité d'un rail, pour la transmission des signaux de données vers le au moins un dispositif (15, 60) de transmission-réception, les signaux de données contenant des informations d'identification du dispositif (Bm-1, Bm, Bm+1) de TR de voie respectif, de même que des informations actuelles, sur la base desquelles la position relative et/ou le mouvement du véhicule de rail peut être évaluée, et
    au moins un dispositif (60) d'évaluation pour l'évaluation de la position relative et/ou le mouvement du véhicule (10) de rail sur la base des informations actuelles transmises,
    caractérisé
    en ce que le système a un moyen pour mesurer les puissances des signaux et/ou le délai de propagation de signal des signaux de données transmis entre le dispositif (15, 60) de TR de train et les dispositifs (Bm-1, Bm, Bm+1) de TR de voie.
  9. Système selon la revendication 8, avec
    un dispositif (10, 15) de TR de train pour la transmission d'un signal de requête à au moins un des dispositifs (Bm-1, Bm, Bm+1) de TR de voie,
    au moins un dispositif pour la réception du signal de requête et pour la mesure de la puissance du signal et/ou le délai de propagation de signal du signal de requête, et
    un dispositif d'évaluation pour évaluer la distance relative du dispositif (Bm-1, Bm, Bm+1) de TR de voie respectif, basée sur la puissance du signal et/ou le délai de propagation de signal du signal de requête reçu par le dispositif de TR de train.
  10. Système selon la revendication 8, dans lequel au moins un des dispositifs (Bm-1, Bm, Bm+1) de TR de voie est ajusté de manière qu'une transmission continue d'un signal de données vers le au moins un dispositif de TR de train se fait de façon continue.
  11. Système selon l'une des revendications 8 à 10, dans lequel le dispositif (15, 60) de TR de train et les dispositifs (Bm-1, Bm, Bm+1) de TR de voie sont ajustés de manière à ce que pendant que le véhicule de rail demeure dans un secteur d'avertissement le dispositif (15, 60) de TR de train soit toujours capable de recevoir le signal de données en provenance d'au moins un des dispositifs (Bm-1, Bm, Bm+1) de TR de train dans le secteur d'avertissement.
  12. Système selon l'une des revendications 8 à 11, dans lequel au moins un des dispositifs (Bm-1, Bm, Bm+1) de TR de train et/ou au moins un dispositif (15, 60) de TR de train consiste en au moins deux dispositifs de transmission-réception, ci-après une paire TR, la paire TR est ajustée de manière, et est orientée relative à la direction de sens de trajet du véhicule (10) de rail, que les signaux de données transmis de cette manière permettent une évaluation, par le dispositif d'évaluation, du sens de trajet et/ou des changements temporaires de la vitesse du véhicule (10) de rail.
EP09151889A 2008-01-31 2009-02-02 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant Active EP2085286B1 (fr)

Priority Applications (1)

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EP09151889A EP2085286B1 (fr) 2008-01-31 2009-02-02 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant

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EP08101186A EP2085287B1 (fr) 2008-01-31 2008-01-31 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant
EP09151889A EP2085286B1 (fr) 2008-01-31 2009-02-02 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant

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EP09151889A Active EP2085286B1 (fr) 2008-01-31 2009-02-02 Procédé de détermination automatisée et réglage de paramètres d'alerte dans des véhicules sur rails et système correspondant

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FR2967961B1 (fr) * 2010-11-29 2014-04-18 Europ De Travaux Ferroviaires Etf Procede de securisation de la circulation d'un train ou engin sur une voie ferree.
DE202011051720U1 (de) 2011-10-21 2013-01-22 Hanning & Kahl Gmbh & Co. Kg Vorrichtung zur Übermittlung von ortsgebundenen Nachrichten von Fahrzeugen an eine ortsfeste Infrastruktur
DE102012215260A1 (de) * 2012-08-28 2014-03-06 Siemens Aktiengesellschaft Vorortbedienung einer Komponente einer Eisenbahngleisanlage
BE1022851B1 (fr) * 2015-03-20 2016-09-22 Ertms Solutions Vérification de l’état de fonctionnement d’une balise
DE102015205175A1 (de) * 2015-03-23 2016-09-29 Siemens Aktiengesellschaft Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug
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EP2085287B1 (fr) 2011-03-09
ATE530409T1 (de) 2011-11-15
ATE501013T1 (de) 2011-03-15
EP2085286A3 (fr) 2010-01-13
EP2085286A2 (fr) 2009-08-05
EP2085287A1 (fr) 2009-08-05
DE502008002802D1 (de) 2011-04-21

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