EP2250065A1 - Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto - Google Patents

Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto

Info

Publication number
EP2250065A1
EP2250065A1 EP09717001A EP09717001A EP2250065A1 EP 2250065 A1 EP2250065 A1 EP 2250065A1 EP 09717001 A EP09717001 A EP 09717001A EP 09717001 A EP09717001 A EP 09717001A EP 2250065 A1 EP2250065 A1 EP 2250065A1
Authority
EP
European Patent Office
Prior art keywords
data
collision
areas
vehicles
warning
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP09717001A
Other languages
German (de)
French (fr)
Other versions
EP2250065B1 (en
Inventor
Jens Braband
Bernhard Evers
Stefan Gerken
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
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Filing date
Publication date
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Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2250065A1 publication Critical patent/EP2250065A1/en
Application granted granted Critical
Publication of EP2250065B1 publication Critical patent/EP2250065B1/en
Revoked legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • 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
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails
    • B61L23/24—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails using token systems, e.g. train staffs, tablets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]

Definitions

  • the invention relates to a method for signal-technical securing rail-bound vehicles, which are connected via a data thennfunkksystem with at least one central monitoring device and a related safety system.
  • train control systems are based on a train track side ⁇ locating means locating devices, such as beacons or axle counter. These train protection systems are highly centralized, so that the smallest changes ⁇ ments, for example, on the track layout, require considerable adaptation effort.
  • Another disadvantage is that a high financial outlay is created by the setup, cabling and maintenance of external elements. Satellite-based methods currently do not provide sufficient recuperzi ⁇ sion to be set once the traditional backup method for locating.
  • the invention has for its object to provide a method for signaling backup rail-bound vehicles and a related security system, which allow simple means, especially without track elements for locating a technical support for detecting and avoiding a collision hazard.
  • the object is achieved in that the vehicles transmit their instantaneous position data via the radio data transmission system to the monitoring device, that a safety range dependent on a vehicle speed and a measured value dispersion of the position data acquisition method used and a warning range encompassing it are determined around the vehicles and that the monitoring device based on the vehicle-specific
  • a security system in which a transceiver is provided on the vehicle side, whose transmitting component is connected to a device for position data acquisition, in which a device for determining a security area as a function of a vehicle speed and a measured value spread of the device for Positioning of the vehicle and a safety area comprehensive warning area is provided around the vehicle and in which the monitoring device comprises means for determining journey-determining data on the basis of the vehicle-specific position data, safety areas and warning areas such that collision-relevant Students- Lapses of security areas are avoided and collision-relevant overlaps of warning areas is counteracted, the driving-determining data, at least in the event of collision-relevant overlaps via the radio data transmission system to the affected vehicles are transferable.
  • the vehicle In the safety area, the vehicle is completely, ie including entrained wagons embedded, the extent must correspond at least in the direction of travel at least the speed-dependent braking distance.
  • the size of the security area is also dependent on the measured value scattering , ie on the measurement inaccuracy, in the position data acquisition. It should be striven that this safety area can never overlap collision relevant with the safety ⁇ range of another vehicle. For this purpose, set a warning area to the safety area around ges already been a backlash at its overlap with the warning area of another Fahrzeu-, if it is indeed plural ⁇ a collision-relevant overlap.
  • Nonsecurity overlaps are possible in particular when two vehicles meet on rallelumblen Pa ⁇ or overtake without meeting for can. Even at scheduled scheduled at the identified position expected vehicles that wait for single-track on a neighboring station siding or a siding on driving license, can be recognized as uncritical.
  • the monitoring means may evaluate starting from the start position of each vehicle on the basis of point position and the present position data of the vehicles without further Informa ⁇ functions the danger of overlaps.
  • non-collision-relevant overlaps are detected by a token method.
  • the token method known per se, it is ensured that only one vehicle always moves on the monitored route section under the full responsibility of the driver and all other vehicles are in overlapping warning zones or, if applicable, in overlapping security zones.
  • the sequence must be manually controllable, wherein a token can possibly also be returned to the central monitoring device.
  • the method of token-based restricts the movement of the vehicles, the driver of the moving vehicle is responsible for ensuring that no collision with a stationary vehicle occurs. The safety level achievable in this way corresponds to the previous safety on secondary lines.
  • an emergency braking is provided according to claim 5 ⁇ .
  • the vehicle-internally determined position data are determined according to the preferred embodiment of claim 6 satellite-based.
  • the position data determination can be continued for the last projectable time using the last position and the speed.
  • ⁇ can be used as well odometrisch determined position data.
  • the relatively wide spread of the location data, in particular satellite location data is used for the determination of the safety area and the warning area and therefore no longer poses a problem. Since the vehicles are moving objects, the safety and warning area is speed-dependent for to individually determine each vehicle.
  • the speed is not transmitted together with the location data to the central moni ⁇ monitoring device, also valid in the stretch maximummaige ⁇ speed for determining the safety zone and warning area can be used.
  • different spreads occur with respect to the location accuracy, which also go into the determination of the warning and security areas.
  • the stability of the radio data transmission Transmission are taken into account. Due to the use of radio technology, it can always come to a failure of the data connection between the vehicle and monitoring device. The maximum time for such a connection failure can be additionally included in the determination of the warning and safety area.
  • the single figure shows two vehicles for a safety ⁇ range 1.1 and 1.2 and a warning range 2.1 and 2.2 in interaction with a central monitoring device 3.
  • the vehicle not shown, are completely embedded in the security area JE INT 1.1 and 1.2, while the Warning area 2.1 or 2.2 completely covers the security area 1.1 or 1.2.
  • the vehicles are equipped with Empfangsgerä ⁇ th to satellite positioning, the measured value litter ⁇ clothes, which can also include neighboring tracks, the extension of the security zone 1.1 and 1.2 and also 2.1 and 2.2 largely determines the Warnbe ⁇ rich.
  • the vehicles ste ⁇ hen via data radio links 4.1 and 4.2 via wireless communication, for example.
  • the surveil ⁇ monitoring device 3 provides the basis of the location data, security areas 1.1 and 1.2 and warning ranges 2.1 or 2.2 determines whether there is an overlap of warning areas 2.1 and 2.2 and, if so, whether this overlap is collision-relevant. The latter is only the case when the vehicles drive on the moving ⁇ che soft layer-specific driveway.
  • the points ⁇ position is known in the monitoring device 3, so that the monitoring device 3 is able to recognize whether collision danger actually exists or whether the vehicles pass each other only on neighboring tracks, in which case also safety areas 1.1 and 1.2 at the overlap can be ⁇ shares.
  • the monitoring device 3 Only in the event of a real risk of collision, the monitoring device 3 transmits warning messages to the vehicles involved, which are then decelerated in the responsibility of the driver or automatically forcibly braked via a ent ⁇ speaking vehicle device.
  • the described method allows the use of inaccurate in-vehicle positioning methods, in particular satellite positioning, whereby a very high level of security can be achieved even without the use of the conventional, cost-intensive route safety technology.

Landscapes

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

Abstract

A method and a protection system for signaling protection of rail vehicles connected to at least one central monitoring facility through a data radio system. In order to eliminate cost-intensive and highly complicated protection technology, the vehicles convey instantaneous position data through the data radio system to the monitoring facility. A safety area is defined around each of the vehicles. The safety area depends on a vehicle speed and a measured value scatter of the positional data collection method being used. A warning area surrounds the safety area and the monitoring facility determines movement-defining data through the vehicle-specific position data, safety areas and warning areas. In order to avoid collision-related overlaps of safety zones and to counteract collision-related overlaps of warning areas, the movement-defining data are transmitted to the affected vehicles by way of the data radio system in the event of collision-relevant overlaps.

Description

Beschreibungdescription
Verfahren zur signaltechnischen Sicherung schienengebundener Fahrzeuge und diesbezügliches SicherungssystemMethod for signal-technical protection of rail-bound vehicles and related safety system
Die Erfindung betrifft ein Verfahren zur signaltechnischen Sicherung schienengebundener Fahrzeuge, welche über ein Da- tenfunksystem mit mindestens einer zentralen Überwachungseinrichtung verbunden sind sowie ein diesbezügliches Sicherungs- System. Bekannte Zugsicherungssysteme beruhen auf einer Zug¬ ortung mittels gleisseitiger Ortungseinrichtungen, beispielsweise Balisen oder Achszähleinrichtungen. Diese Zugsicherungssysteme sind stark zentralisiert, so dass kleinste Ände¬ rungen, beispielsweise am Gleisbild, erheblichen Anpassungs- aufwand erfordern. Ein weiterer Nachteil besteht darin, dass ein hoher finanzieller Aufwand durch das Einrichten, Verkabeln und die Wartung externer Elemente entsteht. Satellitenbasierte Verfahren bieten derzeit keine hinreichende Präzi¬ sion, um im herkömmlichen Sicherungsverfahren zur Ortung ein- gesetzt zu werden.The invention relates to a method for signal-technical securing rail-bound vehicles, which are connected via a data thennfunkksystem with at least one central monitoring device and a related safety system. Known train control systems are based on a train track side ¬ locating means locating devices, such as beacons or axle counter. These train protection systems are highly centralized, so that the smallest changes ¬ ments, for example, on the track layout, require considerable adaptation effort. Another disadvantage is that a high financial outlay is created by the setup, cabling and maintenance of external elements. Satellite-based methods currently do not provide sufficient Präzi ¬ sion to be set once the traditional backup method for locating.
Insbesondere auf eingleisigen und Nebenstrecken wird aus Kos¬ tengründen üblicherweise auf hochkomplexe Streckensicherungs¬ technik verzichtet. Fahrterlaubnis oder Weiterfahrterlaubnis wird von einem Fahrdienstleiter in einer Zentrale anhand eines Regelfahrplanes und der aktuellen Streckenbelegung per Funk an den Triebfahrzeugführer übertragen. Fehlerhafte Fahrterlaubnisse oder deren Fehlinterpretation durch den Triebfahrzeugführer können zu gefährlichen, kollisionsrele- vanten Situationen führen. Deshalb ist es häufig notwendig, große Abschnitte bei wenig benutzten Streckenbereichen für einzelne Fahrzeuge exklusiv zu reservieren, wodurch nur ein sehr geringer Streckendurchsatz realisierbar ist. Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur signaltechnischen Sicherung schienengebundener Fahrzeuge und ein diesbezügliches Sicherungssystem bereitzustellen, welche mit einfachen Mitteln, insbesondere ohne Streckenelemente zur Ortung, eine technische Unterstützung zur Erkennung und Vermeidung einer Kollisionsgefahr ermöglichen.In particular single-track branch lines and typically is dispensed highly complex route backup ¬ ¬ technology from Kos tengründen. Driving license or continuation permission is transmitted by a dispatcher in a central office on the basis of a control timetable and the current route allocation by radio to the driver. Faulty driving licenses or their misinterpretation by the driver can lead to dangerous, collision-relevant situations. Therefore, it is often necessary to reserve large sections for little used areas for individual vehicles exclusively, so that only a very low line throughput is feasible. The invention has for its object to provide a method for signaling backup rail-bound vehicles and a related security system, which allow simple means, especially without track elements for locating a technical support for detecting and avoiding a collision hazard.
Verfahrensgemäß wird die Aufgabe dadurch gelöst, dass die Fahrzeuge ihre momentanen Positionsdaten über das Datenfunk- System an die Überwachungseinrichtung übermitteln, dass um die Fahrzeuge herum jeweils ein von einer Fahrzeuggeschwindigkeit und einer Messwertstreuung des verwendeten Positions- datenerfassungsverfahrens abhängiger Sicherheitsbereich und ein diesen umfassender Warnbereich bestimmt werden und dass die Überwachungseinrichtung anhand der fahrzeugspezifischenAccording to the method, the object is achieved in that the vehicles transmit their instantaneous position data via the radio data transmission system to the monitoring device, that a safety range dependent on a vehicle speed and a measured value dispersion of the position data acquisition method used and a warning range encompassing it are determined around the vehicles and that the monitoring device based on the vehicle-specific
Positionsdaten, Sicherheitsbereiche und Warnbereiche fahrtbe¬ stimmende Daten derart ermittelt, dass kollisionsrelevante Überlappungen von Sicherheitsbereichen vermieden werden und kollisionsrelevanten Überlappungen von Warnbereichen entge- gengewirkt wird, wobei die fahrtbestimmenden Daten mindestens im Fall kollisionsrelevanter Überlappungen über das Daten- funksystem an die betroffenen Fahrzeuge übermittelt werden. Gemäß Anspruch 7 dient dazu ein Sicherungssystem, bei dem fahrzeugseitig ein Sende-/Empfangsgerät vorgesehen ist, des- sen Sendekomponente mit einer Einrichtung zur Positionsdatenerfassung verbunden ist, bei dem eine Einrichtung zur Bestimmung eines Sicherheitsbereiches in Abhängigkeit von einer Fahrzeuggeschwindigkeit und einer Messwertstreuung der Einrichtung zur Positionsdatenerfassung und eines den Sicher- heitsbereich umfassenden Warnbereiches um das Fahrzeug herum vorgesehen ist und bei dem die Überwachungseinrichtung eine Einrichtung zur Ermittlung fahrtbestimmender Daten anhand der fahzeugspezifischen Positionsdaten, Sicherheitsbereiche und Warnbereiche derart aufweist, dass kollisionsrelevante Über- lappungen von Sicherheitsbereichen vermieden werden und kollisionsrelevanten Überlappungen von Warnbereichen entgegengewirkt wird, wobei die fahrtbestimmenden Daten mindestens im Fall kollisionsrelevanter Überlappungen über das Datenfunk- System an die betroffenen Fahrzeuge übermittelbar sind.Determined position data, security areas and warning areas fahrtbe ¬ tuning data so as to avoid collision-relevant overlaps of secure areas and the collision-relevant overlaps of warning areas is counteracted, wherein the drive data defining at least in the case of radio system collision-relevant overlaps via the data are transmitted to the vehicles concerned. In accordance with claim 7, a security system is provided, in which a transceiver is provided on the vehicle side, whose transmitting component is connected to a device for position data acquisition, in which a device for determining a security area as a function of a vehicle speed and a measured value spread of the device for Positioning of the vehicle and a safety area comprehensive warning area is provided around the vehicle and in which the monitoring device comprises means for determining journey-determining data on the basis of the vehicle-specific position data, safety areas and warning areas such that collision-relevant Über- Lapses of security areas are avoided and collision-relevant overlaps of warning areas is counteracted, the driving-determining data, at least in the event of collision-relevant overlaps via the radio data transmission system to the affected vehicles are transferable.
Auf diese Weise ist eine Erhöhung des Sicherheitsniveaus auch ohne Einsatz der herkömmlichen, kostenintensiven Sicherungstechnik erreichbar. Zusätzliche dezentrale streckenseitige Einrichtungen sind nicht erforderlich, so dass die Investi¬ tionskosten gering sind und trotzdem ein höheres Sicherheitsniveau erreicht werden kann.In this way, an increase in the level of security can be achieved without the use of conventional, cost-intensive security technology. Additional remote trackside are not required, so that the investi ¬ tion costs are low, yet a higher level of security can be achieved.
In den Sicherheitsbereich wird das Fahrzeug vollständig, d. h. inklusive mitgeführter Waggons, eingebettet, wobei die Ausdehnung mindestens in Fahrtrichtung mindestens dem geschwindigkeitsabhängigen Bremsweg entsprechen muss. Die Größe des Sicherheitsbereichs ist außerdem von der Messwertstreu¬ ung, d. h. von der Messungenauigkeit , bei der Positionsdaten- erfassung abhängig. Anzustreben ist, dass dieser Sicherheitsbereich sich niemals kollisionsrelevant mit dem Sicherheits¬ bereich eines anderen Fahrzeuges überlappen kann. Dazu wird um den Sicherheitsbereich herum ein Warnbereich gelegt, bei dessen Überlappung mit dem Warnbereich eines anderen Fahrzeu- ges bereits eine Gegenreaktion erfolgt, falls es sich tat¬ sächlich um eine kollisionsrelevante Überlappung handelt.In the safety area, the vehicle is completely, ie including entrained wagons embedded, the extent must correspond at least in the direction of travel at least the speed-dependent braking distance. The size of the security area is also dependent on the measured value scattering , ie on the measurement inaccuracy, in the position data acquisition. It should be striven that this safety area can never overlap collision relevant with the safety ¬ range of another vehicle. For this purpose, set a warning area to the safety area around ges already been a backlash at its overlap with the warning area of another Fahrzeu-, if it is indeed plural ¬ a collision-relevant overlap.
Um kollisionsrelevante Überlappung von nicht kollisionsrele¬ vanter Überlappung unterscheiden zu können, ist gemäß An- spruch 2 vorgesehen, dass die empfangenen Positionsdaten durch Korrelation mit Streckendaten auf Kollisionsrelevanz ausgewertet werden. Nicht sicherheitsrelevante Überlappungen sind insbesondere möglich, wenn sich zwei Fahrzeuge auf Pa¬ rallelstrecken begegnen oder überholen ohne sich treffen zu können. Auch fahrplanmäßig an der identifizierten Position zu erwartende Fahrzeuge, die bei eingleisigen Strecken auf einem benachbarten Bahnhofsgleis oder einem Ausweichgleis auf Fahrterlaubnis warten, können dadurch als unkritisch erkannt werden. Die Überwachungseinrichtung kann ausgehend von der Startposition jedes Fahrzeugs anhand der Weichenlage und der momentanen Positionsdaten der Fahrzeuge ohne weitere Informa¬ tionen die Gefährlichkeit von Überlappungen beurteilen.In order to distinguish collision-relevant overlap of not kollisionsrele ¬ vanter overlap arrival according demanding 2 provided that the received position data is evaluated by correlation with route data on a collision relevance. Nonsecurity overlaps are possible in particular when two vehicles meet on rallelstrecken Pa ¬ or overtake without meeting for can. Even at scheduled scheduled at the identified position expected vehicles that wait for single-track on a neighboring station siding or a siding on driving license, can be recognized as uncritical. The monitoring means may evaluate starting from the start position of each vehicle on the basis of point position and the present position data of the vehicles without further Informa ¬ functions the danger of overlaps.
Für Bahnstrecken mit niedriger Betriebsdichte oder überwiegend eingleisigem Betrieb kann gemäß Anspruch 3 vorgesehen werden, dass nicht kollisionsrelevante Überlappungen durch ein Tokenverfahren erkannt werden. Durch das an sich bekannte Tokenverfahren wird dafür gesorgt, dass sich immer nur ein Fahrzeug unter voller Verantwortung des Triebfahrzeugführers auf dem überwachten Streckenabschnitt bewegt und alle anderen Fahrzeuge in überlappendem Warnbereich oder ggf. auch in überlappendem Sicherheitsbereich stehen. Um in diesen Fall eine sinnvolle Abfolge der Fahrzeugbewegungen zu ermöglichen, muss die Reihenfolge manuell steuerbar sein, wobei ein Token ggf. auch wieder an die zentrale Überwachungseinrichtung zurückgebbar sein kann. Während das Verfahren tokenbasiert die Bewegung der Fahrzeuge einschränkt, ist der Triebfahrzeugführer des sich bewegenden Fahrzeugs dafür verantwortlich, dass keine Kollision mit einem stehenden Fahrzeug auftritt. Das auf diese Weise erreichbare Sicherheitsniveau entspricht der bisherigen Sicherheit auf Nebenstrecken.For railways with low operating density or predominantly single-track operation can be provided according to claim 3 that non-collision-relevant overlaps are detected by a token method. By means of the token method known per se, it is ensured that only one vehicle always moves on the monitored route section under the full responsibility of the driver and all other vehicles are in overlapping warning zones or, if applicable, in overlapping security zones. In order to enable a meaningful sequence of vehicle movements in this case, the sequence must be manually controllable, wherein a token can possibly also be returned to the central monitoring device. While the method of token-based restricts the movement of the vehicles, the driver of the moving vehicle is responsible for ensuring that no collision with a stationary vehicle occurs. The safety level achievable in this way corresponds to the previous safety on secondary lines.
Nur die als kollisionsrelevant identifizierten Überlappungen deuten auf ein erhöhtes Gefahrenpotential hin und führen ge¬ mäß Anspruch 4 bei Überlappung von Warnbereichen zu einer Kollisionswarnung, die dem Triebfahrzeugführer akustisch und/oder optisch signalisiert wird. Die Einhaltung von Maßnahmen, z. B. Verringerung der Geschwindigkeit, obliegt dem Triebfahrzeugführer in Ausführung der von der Überwachungseinrichtung in diesem Fall über das Datenfunksystem übermittelten fahrtbestimmenden Daten.Only the identified collision-relevant overlaps as suggest an increased risk potential back and lead ge ¬ Mäss claim 4 in overlap areas of warning to a collision warning that the driver acoustically and / or optically signaled. Compliance with measures, eg. B. reducing the speed, is up to the Train driver in execution of the driving-determining data transmitted by the monitoring device in this case via the data radio system.
Wenn eine extreme Gefährdungssituation eintritt, bei der nicht nur Warnbereiche überlappen, sondern zusätzlich auch noch mindestens ein Sicherheitsbereich eines Fahrzeuges be¬ teiligt ist, ist gemäß Anspruch 5 eine Zwangsbremsung vorge¬ sehen .If an extreme hazard situation occurs, in which not only overlap warning areas, but in addition at least one security area of a vehicle is involved ¬, an emergency braking is provided according to claim 5 ¬ .
Die fahrzeugintern zu ermittelnden Positionsdaten werden gemäß der zu bevorzugenden Ausführungsform nach Anspruch 6 satellitengestützt ermittelt. Bei Ausfall der Positionsdatenin¬ formation, beispielsweise bei Tunnelfahrten oder topografie- bedingten Abschattungen, kann die Positionsdatenbestimmung anhand der letzten Position und der Geschwindigkeit für eine projektierbare Zeit fortgesetzt werden. Alternativ oder zu¬ sätzlich kann auch auf odometrisch ermittelte Positionsdaten zurückgegriffen werden. Die relativ große Streubreite der Or- tungsdaten, insbesondere Satellitenortungsdaten, wird für die Bestimmung des Sicherheitsbereiches und des Warnbereiches verwendet und stellt deshalb kein Problem mehr dar. Da es sich bei den Fahrzeugen um bewegte Objekte handelt, sind Si- cherheits- und Warnbereich geschwindigkeitsabhängig für jedes Fahrzeug individuell zu bestimmen. Wenn die Geschwindigkeit nicht zusammen mit den Ortungsdaten an die zentrale Überwa¬ chungseinrichtung übertragen wird, kann auch die im jeweiligen Streckenabschnitt geltende maximal zulässige Fahrzeugge¬ schwindigkeit für die Bestimmung des Sicherheitsbereiches und des Warnbereiches zugrunde gelegt werden. In Abhängigkeit von dem verwendeten Ortungssystem treten unterschiedliche Streubreiten hinsichtlich der Ortungsgenauigkeit auf, die ebenfalls in die Bestimmung der Warn- und Sicherheitsbereiche eingehen. Weiterhin sollte auch die Stabilität der Datenfunk- Übertragung berücksichtigt werden. Aufgrund der Verwendung von Funktechnik kann es jederzeit zu einem Ausfall der Datenverbindung zwischen Fahrzeug und Überwachungseinrichtung kommen. Die maximale Zeit für einen derartigen Verbindungsaus- fall kann zusätzlich in die Bestimmung des Warn- und Sicherheitsbereichs einbezogen werden.The vehicle-internally determined position data are determined according to the preferred embodiment of claim 6 satellite-based. In the event of failure of the position data information, for example in the case of tunnel journeys or shadowing caused by topography, the position data determination can be continued for the last projectable time using the last position and the speed. Alternatively or additionally ¬ can be used as well odometrisch determined position data. The relatively wide spread of the location data, in particular satellite location data, is used for the determination of the safety area and the warning area and therefore no longer poses a problem. Since the vehicles are moving objects, the safety and warning area is speed-dependent for to individually determine each vehicle. If the speed is not transmitted together with the location data to the central moni ¬ monitoring device, also valid in the stretch maximum Fahrzeugge ¬ speed for determining the safety zone and warning area can be used. Depending on the location system used different spreads occur with respect to the location accuracy, which also go into the determination of the warning and security areas. Furthermore, the stability of the radio data transmission Transmission are taken into account. Due to the use of radio technology, it can always come to a failure of the data connection between the vehicle and monitoring device. The maximum time for such a connection failure can be additionally included in the determination of the warning and safety area.
Die Erfindung wird nachfolgend anhand einer figürlichen Darstellung erläutert.The invention will be explained below with reference to a figurative representation.
Die einzige Figur zeigt für zwei Fahrzeuge einen Sicherheits¬ bereich 1.1 bzw. 1.2 und einen Warnbereich 2.1 bzw. 2.2 in Wechselwirkung mit einer zentralen Überwachungseinrichtung 3. Die nicht dargestellten Fahrzeuge sind vollständig in dem je- weiligen Sicherheitsbereich 1.1 bzw. 1.2 eingebettet, während der Warnbereich 2.1 bzw. 2.2 den Sicherheitsbereich 1.1 bzw. 1.2 vollständig umfasst. Die Fahrzeuge sind mit Empfangsgerä¬ ten zur Satellitenortung ausgestattet, deren Messwertstreu¬ ung, die auch Nachbargleise umfassen kann, die Ausdehnung des Sicherheitsbereiches 1.1 bzw. 1.2 und damit auch des Warnbe¬ reiches 2.1 bzw. 2.2 maßgeblich bestimmt. Die Fahrzeuge ste¬ hen über Datenfunkverbindungen 4.1 bzw. 4.2 via drahtloser Kommunikation, z. B. GSM-R, mit der Überwachungseinrichtung 3 in Verbindung und übermitteln laufend die satellitengestützt gemessenen Positionsdaten und vorzugsweise auch die aktuelle Geschwindigkeit an die Überwachungseinrichtung 3. Die Überwa¬ chungseinrichtung 3 stellt anhand der Ortungsdaten, Sicherheitsbereiche 1.1 bzw. 1.2 und Warnbereiche 2.1 bzw. 2.2 fest, ob eine Überlappung von Warnbereichen 2.1 und 2.2 vor- liegt und, wenn ja, ob diese Überlappung kollisionsrelevant ist. Letzteres ist nur der Fall, wenn die Fahrzeuge die glei¬ che weichenlagenspezifische Fahrstraße befahren. Die Weichen¬ lage ist in der Überwachungseinrichtung 3 bekannt, so dass die Überwachungseinrichtung 3 in der Lage ist, zu erkennen, ob tatsächlich Kollisionsgefahr besteht oder ob die Fahrzeuge nur auf Nachbargleisen aneinander vorbeifahren, wobei dann auch Sicherheitsbereiche 1.1 und 1.2 an der Überlappung be¬ teiligt sein können. Nur im Falle echter Kollisionsgefahr übermittelt die Überwachungseinrichtung 3 Warnmeldungen an die beteiligten Fahrzeuge, die daraufhin in Eigenverantwortung des Triebfahrzeugführers abgebremst oder über ein ent¬ sprechendes Fahrzeuggerät automatisch zwangsgebremst werden. Letztlich ermöglicht das beschriebene Verfahren die Verwen- düng ungenauer fahrzeuginterner Ortungsverfahren, insbesondere Satellitenortung, wobei auch ohne Einsatz der herkömmlichen, kostenintensiven Streckensicherungstechnik ein sehr hohes Sicherheitsniveau erreichbar ist. The single figure shows two vehicles for a safety ¬ range 1.1 and 1.2 and a warning range 2.1 and 2.2 in interaction with a central monitoring device 3. The vehicle, not shown, are completely embedded in the security area JE weiligen 1.1 and 1.2, while the Warning area 2.1 or 2.2 completely covers the security area 1.1 or 1.2. The vehicles are equipped with Empfangsgerä ¬ th to satellite positioning, the measured value litter ¬ clothes, which can also include neighboring tracks, the extension of the security zone 1.1 and 1.2 and also 2.1 and 2.2 largely determines the Warnbe ¬ rich. The vehicles ste ¬ hen via data radio links 4.1 and 4.2 via wireless communication, for example. B. GSM-R, with the monitoring device 3 in connection and transmit continuously the satellite-based measured position data and preferably also the current speed to the monitoring device 3. The surveil ¬ monitoring device 3 provides the basis of the location data, security areas 1.1 and 1.2 and warning ranges 2.1 or 2.2 determines whether there is an overlap of warning areas 2.1 and 2.2 and, if so, whether this overlap is collision-relevant. The latter is only the case when the vehicles drive on the moving ¬ che soft layer-specific driveway. The points ¬ position is known in the monitoring device 3, so that the monitoring device 3 is able to recognize whether collision danger actually exists or whether the vehicles pass each other only on neighboring tracks, in which case also safety areas 1.1 and 1.2 at the overlap can be ¬ shares. Only in the event of a real risk of collision, the monitoring device 3 transmits warning messages to the vehicles involved, which are then decelerated in the responsibility of the driver or automatically forcibly braked via a ent ¬ speaking vehicle device. Ultimately, the described method allows the use of inaccurate in-vehicle positioning methods, in particular satellite positioning, whereby a very high level of security can be achieved even without the use of the conventional, cost-intensive route safety technology.

Claims

Patentansprüche claims
1. Verfahren zur signaltechnischen Sicherung schienengebundener Fahrzeuge, welche über ein Datenfunksystem (4.1/4.2) mit mindestens einer zentralen Überwachungseinrichtung (3) verbunden sind, d a d u r c h g e k e n n z e i c h n e t , dass die Fahrzeuge ihre momentanen Positionsdaten über das Datenfunksystem (4.1/4.2) an die Überwachungseinrichtung (3) übermitteln, dass um die Fahrzeuge herum jeweils ein von einer Fahrzeugge¬ schwindigkeit und einer Messwertstreuung des verwendeten Po- sitionsdatenerfassungsverfahrens abhängiger Sicherheitsbe¬ reich (1.1, 1.2) und ein diesen umfassender Warnbereich (2.1, 2.2) bestimmt werden und dass die Überwachungseinrichtung (3) anhand der fahrzeugspe¬ zifischen Positionsdaten, Sicherheitsbereiche (1.1, 1.2) und Warnbereiche (2.1, 2.2) fahrtbestimmende Daten derart ermit¬ telt, dass kollisionsrelevante Überlappungen von Sicherheits- bereichen (1.1, 1.2) vermieden werden und kollisionsrelevanten Überlappungen von Warnbereichen (2.1, 2.2) entgegengewirkt wird, wobei die fahrtbestimmenden Daten mindestens im Fall kollisionsrelevanter Überlappungen über das Datenfunksystem (4.1/4.2) an die betroffenen Fahrzeuge übermittelt werden.1. A method for signaling assurance rail-bound vehicles, which are connected via a data radio system (4.1 / 4.2) with at least one central monitoring device (3), characterized in that the vehicles their current position data via the radio data system (4.1 / 4.2) to the monitoring device (3 ) transmit that are determined around the vehicles in each case one of a Fahrzeugge ¬ speed and a measurement value dispersion of the polyvinyl used sitionsdatenerfassungsverfahrens dependent Sicherheitsbe ¬ rich (1.1, 1.2) and this comprehensive warning area (2.1, 2.2) and that the monitoring device (3 ) using the provided vehicle ¬-specific position data, safety areas (1.1, 1.2) and warning areas (2.1, ride determining 2.2) data such ermit ¬ telt that collision-relevant overlaps of safety areas (1.1, 1.2) are avoided, and collision-relevant overlaps of warning areas (2.1, 2.2) counteracted t, whereby the journey-determining data are transmitted to the affected vehicles via the data radio system (4.1 / 4.2) at least in the event of collision-relevant overlaps.
2. Verfahren nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t , dass die empfangenen Positionsdaten durch Korrelation mit Streckendaten auf Kollisionsrelevanz ausgewertet werden.2. The method according to claim 1, characterized in that the received position data are evaluated by correlation with route data for collision relevance.
3. Verfahren nach einem der vorangehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass nicht kollisionsrelevante Überlappungen durch ein Tokenver- fahren erkannt werden.3. The method according to any one of the preceding claims, characterized in that Non-collision-relevant overlaps can be detected by a token method.
4. Verfahren nach einem der vorangehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass bei kollisionsrelevanter Überlappung von Warnbereichen (2.1, 2.2) fahrzeugseitig eine akustische und/oder optische Signa¬ lisierung ausgelöst wird.4. The method according to any one of the preceding claims, characterized in that at collision-relevant overlap of warning areas (2.1, 2.2) on the vehicle side an acoustic and / or optical Signa ¬ tion is triggered.
5. Verfahren nach einem der vorangehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass bei kollisionsrelevanter Überlappung von Sicherheitsbereichen (1.1, 1.2) fahrzeugseitig eine Zwangsbremsung ausgelöst wird.5. Method according to one of the preceding claims, characterized in that an emergency braking is triggered on the vehicle side in the event of collision-relevant overlapping of safety areas (1.1, 1.2).
6. Verfahren nach einem der vorangehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die Positionsdaten mittels eines satellitengestützten Ortungssystems ermittelt werden.6. Method according to one of the preceding claims, characterized in that the position data are determined by means of a satellite-based location system.
7. Sicherungssystem zur Durchführung des Verfahrens nach einem der vorangehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass fahrzeugseitig ein Sende-/Empfangsgerät vorgesehen ist, des¬ sen Sendekomponente mit einer Einrichtung zur Positionsdaten- erfassung verbunden ist, dass eine Einrichtung zur Bestimmung eines Sicherheitsberei¬ ches (1.1, 1.2) in Abhängigkeit von einer Fahrzeuggeschwin¬ digkeit und einer Messwertstreuung der Einrichtung zur Positionsdatenerfassung und eines den Sicherheitsbereich (1.1, 1.2) umfassenden Warnbereiches (2.1, 2.2) um das Fahrzeug herum vorgesehen ist und dass die Überwachungseinrichtung (3) eine Einrichtung zur Ermittlung fahrtbestimmender Daten anhand der fahrzeugspezifischen Positionsdaten, Sicherheitsbereiche (1.1, 1.2) und Warnbereiche (2.1, 2.2) derart aufweist, dass kollisionsrele¬ vante Überlappungen von Sicherheitsbereichen (1.1, 1.2) vermieden werden und kollisionsrelevanten Überlappungen von Warnbereichen (2.1, 2.2) entgegengewirkt wird, wobei die fahrtbestimmenden Daten mindestens im Fall kollisionsrelevanter Überlappungen über das Datenfunksystem (4.1/4.2) an die betroffenen Fahrzeuge übermittelbar sind. 7. A security system for carrying out the method according to any one of the preceding claims, characterized in that the vehicle side a transceiver is provided, the ¬ sen transmission component is connected to a device for capturing position data, that means for determining a Sicherheitsberei ¬ ches (1.1 , 1.2) depending on a Fahrzeuggeschwin ¬ speed and a measurement value dispersion of the device for position data acquisition and a security area (1.1, 1.2) comprising warning area (2.1, 2.2) is provided around the vehicle, and that the monitoring device (3) means for determining driving data by means of vehicle-specific position data, safety areas (1.1, 1.2) and Warnbereiche (2.1, 2.2) such that collision rele ¬ vant overlaps of security areas (1.1, 1.2) are avoided and collision-relevant overlaps of warning areas (2.1, 2.2) is counteracted, the ride-determining data at least in the case of collision-relevant overlaps on the radio data system (4.1 /4.2) can be transmitted to the affected vehicles.
EP09717001A 2008-02-29 2009-02-23 Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto Revoked EP2250065B1 (en)

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DE102008012416A DE102008012416A1 (en) 2008-02-29 2008-02-29 Method for signal-technical protection of rail-bound vehicles and related safety system
PCT/EP2009/052096 WO2009109475A1 (en) 2008-02-29 2009-02-23 Method for signal-technology safeguarding of rail vehicles and safeguarding systems related thereto

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EP2250065B1 EP2250065B1 (en) 2011-12-28

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EP (1) EP2250065B1 (en)
AT (1) ATE538986T1 (en)
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WO2009109475A1 (en) 2009-09-11
EP2250065B1 (en) 2011-12-28

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