EP2386459B1 - Système de localisation de train - Google Patents

Système de localisation de train Download PDF

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Publication number
EP2386459B1
EP2386459B1 EP11165192.3A EP11165192A EP2386459B1 EP 2386459 B1 EP2386459 B1 EP 2386459B1 EP 11165192 A EP11165192 A EP 11165192A EP 2386459 B1 EP2386459 B1 EP 2386459B1
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EP
European Patent Office
Prior art keywords
train
location
map
railway
gnss
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Active
Application number
EP11165192.3A
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German (de)
English (en)
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EP2386459A2 (fr
EP2386459A3 (fr
Inventor
Simon Chadwick
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 Mobility Ltd
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Siemens Rail Automation Holdings Ltd
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Publication of EP2386459A2 publication Critical patent/EP2386459A2/fr
Publication of EP2386459A3 publication Critical patent/EP2386459A3/fr
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    • 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/06—Indicating or recording the setting of track apparatus, e.g. of points, of signals
    • 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

  • This invention relates to a method for determining the location of a train and train location apparatus.
  • GNSS global navigation satellite system
  • GPS global position systems
  • Map matching algorithm
  • a map matching algorithm 4 has a number of data inputs, e.g. a GNSS location 2 received from a GNSS receiver 1, a static map 3 which contains e.g. road layout information, and a "previous location” 5.
  • the algorithm 4 correlates as far as possible the GNSS location with the static map, checked against the previous location 5, to determine the location 6 of the vehicle.
  • This location 6 is used to provide the "previous location” input 5 for the next running of the algorithm.
  • the new location 6 is passed to the "Sat. Nav.” application 7, for example an in-car device.
  • map matching algorithms in use take account of current and previous speed, and current and previous heading.
  • railway tracks may be very closely spaced together, especially near stations for example, and such methods are not usable.
  • a method of determining a location of a train (16) within a region of a railway system comprising the initial step of:
  • train location apparatus comprising:
  • a first embodiment of the invention is schematically shown in Figs. 2a-e , in which a static rail map is converted to create a dynamic railway map.
  • FIG. 2a A static railway map is shown in Fig. 2a , which here represents an area in the proximity of a station, with various tracks shown at 8. It can be seen that there are two main tracks 8a, 8b running in the left-right direction, each of these tracks having a "loop" section 8c, 8d respectively. In addition, the main tracks are interconnected by four small lengths of track, 8e-8h. Points (known as "switches” in the US for example) are located where the lines interconnect.
  • Fig. 2a is a straight line drawing - in practice the lines will be within a geographical context, and will therefore probably be curved in three dimensions.
  • a dynamic map is created by implementing additional dynamic rules. Trains on a railway do not have as many degrees of freedom as automotive vehicles on a road. Essentially, a train can move forwards or backwards only, along a path determined for the train by the signalling system. The signalling system controls the points, which in turn determine the paths for trains.
  • the signalling system will determine whether the point is:
  • Fig. 2b shows one possible dynamic state for the railway of Fig. 2a , i.e. where the topmost main track 8a has its points set to divert along the loop section 8c, and where the lower main track 8b has its points set to maintain a straight-through path.
  • Fig. 2c shows the system once Assumption 1 has been applied, resulting in the bold lines as being possible paths for trains, given the states of the points.
  • the signalling system should prevent trains approaching points which are "out of correspondence”. However, for safety the dynamic railway map must be able to handle such "out of correspondence” points, i.e. points which are not "normal” or "reverse".
  • the next step is to provide dynamic map matching, by using the dynamic railway map with a map matching algorithm, as shown in Fig. 3 , to determine train location.
  • a map matching algorithm as shown in Fig. 3 .
  • the dynamic railway map 10 is produced from a static railway map 12 in conjunction or combination with signalling control data 13, providing information about the status of points in the region, used to update (at 14) the map.
  • the dynamic map 10 contains a representation of the railway with the dynamic point states, "Normal", “Reverse” or "Out of Correspondence”. This is then used by the dynamic map matching algorithm 11 to determine the new location 6 for a train, based on the previous location 5.
  • the new location 6 is then fed to a signalling application 15.
  • the GNSS receiver 1, which provides a GNSS location 2 is generally similar to that shown in Fig. 1 . Additional sensors or information sources 23 may also be used to input train location information 24 to the map matching algorithm 11.
  • suitable additional sensors 23 include train-carried tachometers, Doppler measurement devices, trackside balises etc. These sensors and their basic operation are well-known in the art. Combining this additional information with the GNSS information and dynamic map may further improve positional accuracy, or be used to cross-check the GNSS information for safety.
  • FIG. 4 An exemplary system is shown in Fig. 4 , where Fig. 4a shows a track layout similar to that of Fig. 2 , with a train 16 having entered the region. Fig. 4a in effect shows the "previous location" 5 (see Fig. 3 ) of the train 16. A new "raw" GNSS location (corresponding to item 2 in Fig. 3 ) is shown at 17, which indicates that the train location is somewhere near the loop, but between two adjacent tracks. It can be seen that if this information were used with a simple static map algorithm, the location of the train could not be determined sufficiently accurately to place the train on the correct track.
  • the new location 6 (see Fig. 3 ) of the train 16 can be calculated via the dynamic map matching algorithm 11 (see Fig. 3 ) to be on the track within the loop, as shown in Fig. 4b .
  • the dynamic map matching algorithm will need to take account of the time at which that raw GNSS location was determined, and also the time at which the dynamic railway map was last updated.
  • the dynamic map matching algorithm can be applied within a train, or, in an alternative embodiment, within a trackside system, or with the processing shared between the two, or at an alternative location.
  • a train-carried dynamic map matching system is schematically shown in Fig. 5 .
  • the status of points is transmitted, e.g. wirelessly, either from trackside-located equipment 19, which may for example comprise the points equipment (i.e. the points status information is obtained from the points themselves, these being driven by the signalling system), or components of the signalling system (i.e. such that the points status information is obtained directly from the signalling system) to a train 18.
  • the train 18 stores a static map of the railway, which may for example be updated automatically as it enters a new locality.
  • the dynamic railway map is created on the train, by onboard processing means.
  • the dynamic map matching algorithm is implemented on the train, by onboard processing means.
  • the train location may then be transmitted from the train to an external signalling application as required.
  • any one train only needs to know about the status of points in front of the train.
  • FIG. 6 An alternative embodiment, utilising trackside dynamic map matching is schematically shown in Fig. 6 .
  • a train 20 reports its GNSS location to signalling system 22, with the system's processing means located either at a trackside location 21 as shown, or elsewhere.
  • the static map is stored trackside (21), and the dynamic map is created trackside (21).
  • the map matching algorithm is also implemented trackside (21).
  • the signalling system will need to be able to process GNSS data from multiple trains at any one time.
  • the dynamic map matching algorithm 11 can also take account of current and previous speeds, and current and previous headings of the train.
  • the dynamic map may be created, and indeed updated, using information gathered by a train as it moves around the rail network. For example, information directly obtained by the train from points machines allows a greater accuracy of train position at diverging junctions.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (14)

  1. Procédé de localisation d'un train (16) dans une zone d'un système ferroviaire comprenant l'étape initiale consistant :
    à créer une carte dynamique (10) d'une zone d'un système ferroviaire :
    a) en réalisant une carte statique (12) de ladite zone, montrant les lignes ferroviaires présentes dans cette zone ;
    b) en fournissant des informations relatives à l'état des aiguilles dans la zone ferroviaire, et
    c) en combinant ladite carte statique (12) et lesdites informations sur les aiguilles pour créer la carte dynamique (10),
    caractérisé en ce que ledit procédé comprend les étapes consistant à réaliser la carte ferroviaire dynamique (10) et à fournir des informations GNSS relatives à la position dudit train (16) et à combiner la carte et les informations GNSS.
  2. Procédé selon la revendication 1, dans lequel les informations sur les aiguilles sont obtenues d'un système de signalisation (22).
  3. Procédé selon la revendication (2), comprenant l'étape consistant à obtenir du système de signalisation (22) lesdites informations sur les aiguilles.
  4. Procédé selon l'une quelconque des revendications précédentes, comprenant l'étape consistant à fournir au moins une vitesse actuelle du train, une vitesse précédente du train, une direction actuelle du train ou une direction précédente du train.
  5. Procédé selon l'une quelconque des revendications précédentes, comprenant l'étape consistant à fournir des informations (24) sur la position du train à partir d'au moins une source additionnelle et à combiner celles-ci avec la carte et les informations GNSS.
  6. Procédé selon l'une quelconque des revendications précédentes, dans lequel l'étape consistant à combiner la carte dynamique (10) et les informations GNSS consiste à comparer l'heure à laquelle les informations GNSS ont été compilées, avec l'heure à laquelle la carte dynamique (10) a été créée.
  7. Procédé selon l'une quelconque des revendications précédentes, dans lequel l'étape c) est exécutée sur un train.
  8. Procédé selon l'une quelconque des revendications 1-6, dans lequel l'étape c) est exécutée en un endroit (21) le long de la voie.
  9. Dispositif de localisation de trains comprenant :
    un moyen pour fournir des informations relatives à l'état des aiguilles dans la zone ferroviaire, caractérisé en ce que le dispositif de localisation de trains comprend par ailleurs :
    un moyen de création de carte dynamique pour créer une carte dynamique d'une zone ferroviaire au moyen desdites informations sur les aiguilles ;
    un moyen GNSS pour déterminer la position du train à partir d'un système GNSS ; et
    un moyen de traitement pour combiner la carte dynamique et la position GNSS afin de déterminer la position du train.
  10. Dispositif selon la revendication 9, dans lequel le moyen de création de carte est prévu sur le train.
  11. Dispositif selon la revendication 9, dans lequel le moyen de création de carte est prévu en un endroit (21) le long de la voie.
  12. Dispositif selon l'une quelconque des revendications 9 à 11, dans lequel le moyen de traitement est prévu sur le train.
  13. Dispositif selon l'une quelconque des revendications 9 à 11, dans lequel le moyen de traitement est prévu en un endroit (21) le long de la voie.
  14. Dispositif selon l'une quelconque des revendications 9 à 13, dans lequel le moyen permettant de fournir des informations relatives à l'état des aiguilles consiste en un système de signalisation (22).
EP11165192.3A 2010-05-07 2011-05-06 Système de localisation de train Active EP2386459B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1007659A GB2480102A (en) 2010-05-07 2010-05-07 Train location display system

Publications (3)

Publication Number Publication Date
EP2386459A2 EP2386459A2 (fr) 2011-11-16
EP2386459A3 EP2386459A3 (fr) 2013-01-02
EP2386459B1 true EP2386459B1 (fr) 2014-07-09

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EP11165192.3A Active EP2386459B1 (fr) 2010-05-07 2011-05-06 Système de localisation de train

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EP (1) EP2386459B1 (fr)
GB (1) GB2480102A (fr)
PT (1) PT2386459E (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2723513C1 (ru) * 2019-07-08 2020-06-11 Федеральное государственное автономное образовательное учреждение высшего образования "Российский университет транспорта" (ФГАОУ ВО РУТ (МИИТ), РУТ (МИИТ) Способ отображения информации на локомотиве для контроля за движением поезда
CN114631040A (zh) * 2019-09-12 2022-06-14 塔莱斯公司 用于在铁路轨道上自主定位移动车辆的设备和方法
CN111880142B (zh) * 2020-08-10 2023-05-09 北京天润海图科技有限公司 一种车辆定位方法和装置
CN113335341A (zh) * 2021-05-31 2021-09-03 卡斯柯信号有限公司 基于gnss和电子地图拓扑结构的列车定位系统及方法

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3976272A (en) * 1974-11-18 1976-08-24 General Signal Corporation Control system for railroads
DE3922620C1 (fr) * 1989-07-10 1991-02-28 Ivv Ingenieurgesellschaft Fuer Verkehrsplanung Und Verkehrssicherung Gmbh, 3300 Braunschweig, De
US5129605A (en) * 1990-09-17 1992-07-14 Rockwell International Corporation Rail vehicle positioning system
US6799097B2 (en) * 2002-06-24 2004-09-28 Modular Mining Systems, Inc. Integrated railroad system
JP2005247024A (ja) * 2004-03-01 2005-09-15 Denso Corp 空調装置
GB0512667D0 (en) * 2005-06-22 2005-07-27 Groenewald Coenraad J Safety arrangement
EP1970280A1 (fr) * 2007-03-15 2008-09-17 Siemens Schweiz AG Procédé destiné à l'affichage débordant en partie de données d'état pertinentes de technique légère de composants

Also Published As

Publication number Publication date
GB2480102A (en) 2011-11-09
PT2386459E (pt) 2014-09-08
GB201007659D0 (en) 2010-06-23
EP2386459A2 (fr) 2011-11-16
EP2386459A3 (fr) 2013-01-02

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