EP2085287B1 - System for automatically determining and setting warning parameters for track vehicles and corresponding system - Google Patents

Abstract

The method involves activating a warning device of a railway vehicle based on warning parameters. A set of identification information are sent from transmitting devices (Bm-1, Bm, Bm+1) and received by a receiving device (15) that is attached to the vehicle. The set of identification information are transferred to an evaluation device (60) that determines a relative position of the vehicle based on the received identification information. One of the warning parameters that are assigned to the relative position is determined and set for activation of the warning device. An independent claim is also included for a system for automatically determining and setting warning parameters in railway 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. This is especially the case when the railway line is only single tracked. On the other hand, 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 by sound or light signals (or a combination thereof) to inform about the danger of an arriving train. 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 alerting the track workers only occurs 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 due to improper action or an operational error, which can have fatal consequences.

In US 2005/0010338 discloses a method in which the operation of locomotives can be automated. In particular, the speed, the direction and similar motion parameters can be automatically transmitted to the locomotive control. For this purpose, transponders are mounted along the rails, which can transmit stored information wirelessly to the locomotive controller. Based on this information, it is possible to control the movement of the locomotive.

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.

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 zones (in which the warning parameters also change) can be carried out much more quickly. 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 addition, it is advantageous 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 one embodiment variant, in addition to the at least one received identifier information, the relative position of the rail vehicle is determined based on data acquired by a tachometer and / or a hodometer. 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, 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 can be carried out relatively quickly and easily.

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 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.

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.

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 the automated determination and adjustment of the warning parameters 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.

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, as well as the functionalities of the trailer 12 in itself. Also, two, three or even more trailer 12 are conceivable. The trailer 12 may contain one or more fixed or movable working devices 12 '. In FIG. 1 symbolically a crane is represented with a load hook, whereby Of course, many other devices can be used here. The rail vehicle 10 according to the invention may, in particular, be a track construction train, although certainly also 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 will be readily understood by one skilled in the art that even a single or multiple acoustic or optical warning devices may 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 wrench 21, 21, 21. Usually, these seed wrench 21, 21, 21 hang on the so-called warning sector boundary plates 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 Grenztafein 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 insertion opening 16 on the rail vehicle 10. In the socket 21 ', the position information is stored, due to which the evaluation of the received warning signals can then be carried out 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 '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.

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 along the rails 30 a plurality of transmitting devices B _m-1 , B _m , B _{m + 1} are shown. The number of transmitting devices B _m-1 , B _m , B _{m + 1} is of course not interpreted as limiting, and may be smaller or larger as needed. At least one of the transmission devices B _m-1 , B _m , B _{m + 1} , sends out 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, position information (for example coordinate point data or the like) can also be transmitted by the transmitting devices B _m-1 , B _m , B _{m + 1} . A person skilled in the art will easily conclude further possibilities which can also be used by the transmission devices B _m-1 , B _m , B _{m + 1} as identification information.

For the transmission of the identification information, each of the transmission devices B _m - ₁ , B _m , B _{m + 1} , 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} are 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 is used as described above for receiving 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. Due to this specific relative position of the rail vehicle 10, the warning parameters associated with this relative position of the rail vehicle 10 are then adjusted by an adjustment module of the evaluation unit 60 determined 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 be done immediately, but the radiation levels at the site can be significantly reduced. 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. So on the one hand, the frequency spectrum can be much better utilized, and on the other hand, the time information can also improve Positioning quality can be used. Finally, 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.

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 may be provided, for example, that identification information of at least two or three different transmission devices B _m-1 , B _m , B _{m + 1} must always be received and evaluated. 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 the reference number refers 62 to a tachometer, and reference numeral 63 to a hodometer. 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.

Claims (18)

1. Method for automated determination and setting of warning parameters for track vehicles (10, 11, 12) on tracks with warning sectors, at least one warning device (13, 14) of the track vehicle (10, 11, 12) being activated based on the warning parameters,
   by at least one transmitting device (B_m-1, B_m, B_m+1) at least one of the identification data assigned to the transmitting device (B_m-1, B_m, B_m+1) being transmitted, and the at least one identification data being received by a receiving device (15) assigned to the track vehicle (10, 11, 12) and being transmitted to an evaluation device (60), characterised in that
   based on the at least one received identification data the particular warning sector in which the track vehicle is located is identified by the evaluation device (60), and
   the warning parameters assigned to the particular warning sector are determined and are set for activation of the warning device (13, 14)
   after the determining and setting of the warning parameters warning signals of an alarm control unit (40) being received by the receiving device (15), and based on the received warning parameters upon receiving of the corresponding warning signals the at least one warning device (13, 14) of the track vehicle (10, 11, 12) being activated by the evaluation device (60).
2. Method according to claim 1, characterised in that, in addition to the at least one received identification data, the relative position of the track vehicle (10, 11, 12) is determined based on data captured by a tachometer (62) and/or an odometer (63).
3. Method according to claim 1 or 2, characterised in that the identification data assigned to the at least one transmitting device (B_m-1, B_m, B_m+1) is periodically transmitted by the transmitting device (B_m-1, B_m, B_m+1).
4. Method according to claim 1 or 2, characterised in that a transmission request is transmitted from an activation device (15) assigned to the track vehicle (10, 11, 12) and is received by at least one transmitting device (B_m-1, B_m, B_m+1), and
   in that the at least one identification data assigned to the transmitting device (B_m-1, B_m, B_m+1) is then transmitted by at least one transmitting device (B_m-1, B_m, B_m+1).
5. Method according to one of the claims 1 to 4, characterised in that transmitted with the identification data assigned to the transmitting device (B_m-1, B_m, B_m+1) is at least one unambiguous position identification of the transmitting device (B_m-1, B_m, B_m+1).
6. Method according to one of the claims 1 to 5, characterised in that the data stored in a database (61) are used for determining the relative position of the track vehicle (10, 11, 12) and/or for determining the warning parameters.
7. Method according to one of the claims 1 to 6, characterised in that the identification data assigned to the transmitting device (B_m-1, B_m, B_m+1) is transmitted by each transmitting device (B_m-1, B_m, B_m+1) over a suitable communication channel (50_m-1 50_m).
8. Method according to one of the claims 1 to 7, characterised in that received data and/or log data are stored in the database (61) by the evaluation device (60).
9. System for automated determination and setting of warning parameters for track vehicles (10, 11, 12) on tracks with warning sectors, at least one warning device (13, 14) of the track vehicle (10, 11, 12) being able to be activated based on the warning parameters,
   at least one transmitting device (B_m-1, B_m, B_m+1) being provided for transmitting at least one identification data assigned to the transmitting device (B_m-1, B_m, B_m+1),
   a receiving device (15) assigned to the track vehicle (10, 11, 12) being provided for receiving the at least one identification data and its transmission to an evaluation device (60),
   characterised in that
   by means of the evaluation device (60), based on the at least one received identification data, the particular warning sector is able to be identified in which the track vehicle is located, and
   by means of a setting module, the warning parameters assigned to the identified warning sector are able to be determined and are able to be set for activation of the warning device (13, 14),
   at least one warning device (13, 14) of the track vehicle (10, 11, 12) being provided, warning signals from an alarm control unit (40) being receivable by the receiving device (15), and
   based on the received warning parameters, upon receiving of the corresponding warning signals, the at least one warning device (13, 14) being able to be activated by means of the evaluation device (60).
10. System according to claim 9, characterised in that a tachometer (62) and/or an odometer (63) is provided for capturing data, based on which data the relative position of the track vehicle (10, 11, 12) is able to be determined in addition to the at least one received identification data.
11. System according to claim 9 or 10, characterised in that the identification data assigned to the at least one transmitting device (B_m-1, B_m, B_m+1) is able to be transmitted periodically by the transmitting device (B_m-1, B_m, B_m+1).
12. System according to claim 9 or 10, characterised in that an activation device (15) assigned to the track vehicle (10, 11, 12) is provided for transmitting a transmission request, which is receivable by the at least one transmitting device (B_m-1, B_m, B_m+1) in such a way that the at least one identification data assigned to the transmitting device (B_m-1, B_m, B_m+1) is then able to be transmitted from at least one transmitting device (B_m-1, B_m, B_m+1).
13. System according to one of the claims 9 to 12, characterised in that with the identification data assigned to the transmitting device (B_m-1, B_m, B_m+1) at least one unambiguous position identification of the transmitting device (B_m-1, B_m, B_m+1) is able to be transmitted.
14. System according to one of the claims 9 to 13, characterised in that a database (61) is provided, data for determining the relative position of the track vehicle (10, 11, 12) and/or for determining the warning parameters being storable in the database (61).
15. System according to one of the claims 9 to 14, characterised in that the identification data assigned to the transmitting device (B_m-1, B_m, B_m+1) is able to be transmitted by each transmitting device (B_m-1, B_m, B_m+1) over a suitable communication channel (50_m-1, 50_m).
16. System according to one of the claims 9 to 15, characterised in that received data and/or log data are storable in the database (61) by the evaluation device (60).
17. System according to one of the claims 9 to 16, characterised in that the identification data assigned to the at least one transmitting device (B_m-1, B_m, B_m+1) is transmittable and receivable via a wireless radio network.
18. System according to claim 17, characterised in that the wireless radio network is an NFC and/or Bluetooth and/or RFID and/or ZigBee network.

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