EP2516238A1 - Procédé et dispositif de surveillance de l'intégralité d'un train se déplaçant sur une voie - Google Patents

Procédé et dispositif de surveillance de l'intégralité d'un train se déplaçant sur une voie

Info

Publication number
EP2516238A1
EP2516238A1 EP10788279A EP10788279A EP2516238A1 EP 2516238 A1 EP2516238 A1 EP 2516238A1 EP 10788279 A EP10788279 A EP 10788279A EP 10788279 A EP10788279 A EP 10788279A EP 2516238 A1 EP2516238 A1 EP 2516238A1
Authority
EP
European Patent Office
Prior art keywords
train
determined
distances
track
parameter
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.)
Withdrawn
Application number
EP10788279A
Other languages
German (de)
English (en)
Inventor
Bernhard Evers
Stefan Gerken
Ralf Pinger
Lars Schnieder
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
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2516238A1 publication Critical patent/EP2516238A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • 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 invention relates to a method for monitoring the completeness of a track-bound train.
  • Track-bound train-bound trains which may, for example, be associations of rail vehicles, maglev trains or else track-bound or track-guided vehicles with rubber tires, are a fundamental prerequisite for the safe, reliable and economical operation of rail-bound traffic systems.
  • a method for monitoring the integrity of a spurgebun- which train formation are known for example from the article "Sys ⁇ systems for train integrity supervision onboard", Rolf Heitmann / Frank-Bernhard Ptok, Signal + Draht (89) 11/97, pages 22 to 25th
  • a system based on a control of the volume flow of the main air line procedure untimely, unintentional separation of the train ⁇ association.
  • the present invention has for its object to provide a particularly efficient and at the same time comparatively cost-effectively realizable method for monitoring the full ⁇ durability of a track-bound train.
  • This object is achieved according to the invention by a method for monitoring the completeness of a train-bound train. Association, wherein the distance between the one end of the train and a first track device is determined radar-based, the distance between the other end of the train and a second track device radar based is determined from the specific distances a parameter for the length of the train is determined and the completeness of the train is monitored on the basis of the determined characteristic.
  • first the distance between the one end of the train and a first track device and the distance between the other end of the train and a second track device are radar-based determined.
  • Corresponding sys- tems for radar-based of distance or positi ⁇ onsbeées are known as such.
  • LPR Local Positioning Radar
  • a parameter for the length of the train is out of the radar-based determined distances subsequent ⁇ zd determined, which may be either the length of the train itself and to a size from the length of the train is calculated. It is essential here that the parameter for the length of the train is characterized to such an extent for the length of the train that the Completeness of the train can be monitored on the basis of the determined Kenn ⁇ size.
  • the inventive method is advantageous because it allows a particularly reliable trackside monitoring of the full ⁇ durability of a train.
  • possibly sensors for track release may be replaced or reduced in scope.
  • the transmission medium ie the radar system used, in addition to the determination of the respective distance between the ends of the train and the respective track device, if necessary, also a Weg- and Geschwin ⁇ dtechniksunk allowed. This considerably reduces the wiring effort along the route.
  • the route facilities are in communication with each other, it is advantageously possible to realize a failure disclosure of the route facilities.
  • a further advantage is the fact that the transmission technology used is multifunctional in that additional comfort functions or security functions can be implemented without additional effort.
  • the method according to the invention is developed in such a way that the parameter is determined by forming the sum of the determined distances.
  • This is advantageous ⁇ way as from a stationary loading within a permissible interval constancy of the sum of the determined distances can be closed immediately to a completeness of the monitored train set.
  • a separation of the train is immediately recognizable on the basis of the resulting change in the sum of the specific distances.
  • the method according to the invention can also be designed such that the parameter is determined taking into account the distance between the two track devices. With a known distance of the two track facilities advantageously the length of the train can be calculated un ⁇ indirectly. This allows immediate monitoring of this size.
  • the Be Wegsichti ⁇ supply the distance between the two respective route facilities allows any time a determination of the length of the train and a continuous and reliable monitoring of the completeness of the train.
  • the method according to the invention is configured in such a way that the radar-based determination of the distances and the determination of the characteristic from the determined distances take place cyclically.
  • This offers the advantage that regular as ⁇ derlidend done a renewed determination of the parameter and thus the completeness of the train can be continuously monitored.
  • the radar-based determination of the distance and the determination of the characteristic variable from the specific distance are preferably carried out at predefined or predefinable time intervals which are small enough to ensure safety even at high speeds of the train formation and comparatively small trajectory intervals. is ensured in such a way that a separation of the train is detected in a timely manner.
  • the method according to the invention is so pronounced that the completeness of the train is monitored on the basis of a comparison of the determined parameter with a value of the parameter determined at an earlier point in time or with several values of the parameter determined at earlier times.
  • the inventive method can also run such that the completeness of the train is monitored by a comparison of the determined characteristic with a target value.
  • a corresponding desired value may be, for example, a train length specified by the driver at the beginning of a train journey. Softens the ermit ⁇ Telte parameter from the desired value, this is recognized as part of the monitoring so that appropriate action et ⁇ wa can be taken in the form of a forced reaction.
  • the distances between the respective ends of the train formation and the respective track device are determined on the basis of the transit time of a primary signal emitted by the respective train end.
  • This points per ⁇ but the effect a certain disadvantage that in this case the radar based certain distances must be merged within the train formation to determine the parameter for the length of the train from the be ⁇ voted distances. Since a required for this wireless or wired communication link see intermediate the ends of the train is often not available or be ⁇ may be made available only with comparatively great expense, the inventive method can preferably also be so pronounced that the Entfernun ⁇ gene respectively on the basis of runtime be determined on the part of the respective track device emitted primary signal.
  • the track side ie in ⁇ example, by a communication technology connected to the first track device and the second track device central track device, the determination of the characteristic for the length of the train from the specific distances can be made and thus the completeness of the train the determined characteristic can be monitored.
  • a primary radar is used, in which only ei ⁇ ne passive reflection takes place at the target, ie at the respective end of the train.
  • the method according to the invention is further embodied in such a way. tet that the respective primary signal is actively answered by the respective end of the train in each case by the emission of a Se ⁇ kundärsignals.
  • this offers the advantage that greater distances can be bridged between the respective end of the train association and the respective track device.
  • the Stre ⁇ cken sexualen can be arranged at a greater distance from each other, is still possible, independently of this a reliable radar-based determination of the distance between the respective end of the train and the respective Stre ⁇ cken pain.
  • the use of a secondary radar in which the respective primary ⁇ signal is actively answered by the respective end of the train in each case by the emission of a secondary signal, the advantage that the requirement for bidirectional ⁇ onale data transmission between the train and the track facilities created becomes.
  • the inventive method can also be developed such that information is transmitted between the train and the respective track device with the respective primary signal and / or the respective secondary signal.
  • information can be, mark which component the respective com-, ie the respective gap device or the respective train or the respective transmitting / receiving device of the train, clearly iden ⁇ ren.
  • any other information by means of the time jewei ⁇ primary signal or optionally also of the respective secondary signal between the train and the respective path device may be transferred beyond.
  • Such information may, for example, be local and / or velocity Acting information that is transmitted by the driving association to the respective track facility and can be used there, for example, for an additional consistency check.
  • the invention further relates to a device for monitoring the completeness of a track-bound train.
  • the present invention has the object to provide a device for monitoring the completeness of a track-bound train, which supports a particularly powerful and at the same time comparatively ⁇ as feasible cost-effective method for monitoring the completeness of a train.
  • a Einrich ⁇ device for monitoring the completeness of a track-bound train, wherein the device comprises at least a first and a second link device and is designed for radar-based determination of the distance between the one end of the train and the first link device to the radar-based Determining the distance between the other end of the train and the second Streckeneinrich- device, to determine a parameter for the length of the train from the specific distances and to monitor the completeness of the train based on the determined characteristic ⁇ size.
  • the device according to the invention is designed such that it is designed to determine the parameter while forming the sum of the specific distances.
  • the device according to the invention can also be designed in such a way that it is designed for determining the characteristic quantities ⁇ SSE taking into account the distance between the two haul facilities.
  • the device according to the invention is designed for the cyclic radar-based determination of the distances and determination of the characteristic from the determined distances.
  • the device of the invention is so pronounced that, for monitoring the completeness of the train at ⁇ they hand on a comparison of the characteristic variable detected with a detected at an earlier time value of the characteristic quantity or more determined at earlier time points values of the characteristic variable is formed is.
  • the device of the invention can also be designed DER art that it is configured to monitor the completeness of the train by comparing the ermit ⁇ telten characteristic variable with a setpoint value.
  • the inventive means for determining the distances are respectively formed on the basis of the duration of the part of the respective Stre ⁇ cken worn emitted primary signal.
  • the device and the art ⁇ invention can be designed such that it is designed for active answering the ever ⁇ irriated primary signal by the respective end of the train by the respective emitting a secondary signal.
  • the device according to the invention is designed such that it is designed with the respective primary signal and / or the respective secondary signal for transmitting information between the train formation and the respective track device.
  • the figure shows a train 10, which consists of mutually ⁇ coupled rail vehicles 20, 30.
  • the train 10 moves along a track or a track 100.
  • the rail vehicles 20, 30 may be rail vehicles of any kind.
  • the train 10 both motorized units or rail vehicles ( beispielswei ⁇ se in the form of locomotives, multiple units, railcars or Power cars) and non-motorized units effetswei ⁇ se rail vehicles (including, for example, in the form of Mowa ⁇ gen or wagons).
  • the number of coupled units of the train 10 is at least from the perspective of the described method arbitrary.
  • trackside devices 110, 120 are provided on the trackside.
  • the corresponding route devices 110, 120 may be, for example, LPR
  • the track means 110, 120 have according to the embodiment of the figure on at least two directional antennas, which show along the axis of the track 100 in entge ⁇ gen other direction, and an evaluation unit for the control and data processing. Provision can be made for reliability Erhö- hung a redundant array of compo nents ⁇ .
  • the monitoring of the completeness of the train 10 he ⁇ now follows such that the distance dl to the one end of the train 10 ra ⁇ darbasiert is determined by the first track device. Specifically, this takes place in such a way that the distance d1 is determined on the basis of the transit time of a primary signal 200 emitted by the first link device 110.
  • the primary signal is de- the ones shown, in the exemplary embodiment illustrated by a vehicle-side transmitter 200 / receiver device 40 received and evaluated, and then answered 210 ak ⁇ tiv by emitting a secondary signal.
  • the processing time of the schseiti ⁇ gen transmitting / receiving device 40 ie the time between the Receiving the primary signal 200 and the transmission of the secondary signal 210 by the vehicle-side transmitting / receiving device 40, known within the system can now on the part of the first link device 110 based on the duration of the first link device 110 emitted primary signal 200, or more precisely ge ⁇ says the radar can be determined based one end of the train 10 and the first track 110 based on the time period between the transmission of the primary signal 200 and the receipt of the secondary signal 210 Ent ⁇ fernung between.
  • the emitted secondary signal 230 by the second distance 120, the distance d2 between the other end of the train 10 and the second Route device 120 radar-based determined.
  • the distances d1, d2 determined in this way are now transmitted from the respective route device 110, 120 to a central route device 130. In this case, the corresponding transmission both wired and wireless, ie radio-based done.
  • a parameter for the length of the train 10 is determined from the determined distances d1, d2. This may be in a ⁇ simplest case, the sum of the determined distances dl, d2 act. Should this be necessary, for example due to differing distances from ⁇ cher arranged along the track 100 Route devices can from the central track 130. Moreover, in the determination of the characteristic size of the distance between the two jewei- be considered ligen link devices 110, 120. As a result, an immediate determination of the length of the train 10 as a parameter for the length of the same made ⁇ light.
  • the radar-based determination of the distances d1, d2 by the route device 110, 120 as well as the determination of the characteristic variable from the determined distances d1, d2 by the central distance device 130 are preferably carried out cyclically.
  • the completeness of the train 10 may be monitored at ⁇ hand of a comparison of the characteristic variable detected with a detected at an earlier time value of the characteristic quantity or more determined at time points Monel values of ISIN large by the central gap device 130, for example.
  • This means that the central gap device can recognize a separation of the train 10, for example because 130 that the sum of the Ent ⁇ distances dl, d2 gives a value, its deviation from previous corresponding metrics is greater than a tolerance range is rich.
  • the completeness of the train 10 can be monitored by the central track device 130 also based on a comparison of the determined characteristic with a target value.
  • the corresponding setpoint is input by a vehicle driver of the train 10 at the beginning of the train into a corresponding control unit and Example ⁇ , as additional information within the Sekundärsig- Nals 210 and 230 on the route 110 or 120, and from there to the central Stre ⁇ cken vibration 130 is transmitted.
  • the central route device 130 may also set the respective desired value, for example, by a user for planning the compilation. obtained by train associations used disposition system.
  • the LPR base station would be given by the vehicle-side transceivers and the transponders by the track devices 110, 120.
  • a corresponding procedure would have the disadvantage that, within the train formation 10, a combination of the respective measured distances d1, d2 would have to take place in order to monitor train completion.
  • the route facilities can advantageously be used not only for information transmission between the route and vehicle association but also for information transmission between the individual route facilities, ie along the route.
  • the transmission medium ie the radar-based communication starting from the track devices 110, 120
  • the transmission medium ie the radar-based communication starting from the track devices 110, 120
  • the transmission medium ie the radar-based communication starting from the track devices 110, 120
  • the transmission medium ie the radar-based communication starting from the track devices 110, 120
  • the transmission principle used is advantageously multi-functional, so that furthermore comfort functions or also security functions can be realized by using the route devices 110, 120 and the vehicle-side transceivers 40, 50.

Landscapes

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

Abstract

La présente invention concerne un procédé particulièrement efficace et dans le même temps pouvant être mis en oeuvre de manière comparativement économique, pour surveiller l'intégralité d'un train (10) se déplaçant sur une voie, la distance (d1) entre l'une des extrémités du train (10) et un premier dispositif de voie (110) étant déterminée sur une base radar, la distance (d2) entre l'autre extrémité du train (10) et un deuxième dispositif de voie (120) étant déterminée sur une base radar, une grandeur caractéristique représentative de la longueur du train (10) étant déterminée à partir des distances déterminées (d1, d2), et l'intégralité du train (10) étant surveillée à partir de la grandeur caractéristique déterminée. L'invention concerne en outre un dispositif pour surveiller l'intégralité d'un train (10) se déplaçant sur une voie.
EP10788279A 2009-12-21 2010-11-25 Procédé et dispositif de surveillance de l'intégralité d'un train se déplaçant sur une voie Withdrawn EP2516238A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009060727A DE102009060727A1 (de) 2009-12-21 2009-12-21 Verfahren und Einrichtung zum Überwachen der Vollständigkeit eines spurgebundenen Zugverbandes
PCT/EP2010/068243 WO2011076512A1 (fr) 2009-12-21 2010-11-25 Procédé et dispositif de surveillance de l'intégralité d'un train se déplaçant sur une voie

Publications (1)

Publication Number Publication Date
EP2516238A1 true EP2516238A1 (fr) 2012-10-31

Family

ID=43480827

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10788279A Withdrawn EP2516238A1 (fr) 2009-12-21 2010-11-25 Procédé et dispositif de surveillance de l'intégralité d'un train se déplaçant sur une voie

Country Status (5)

Country Link
EP (1) EP2516238A1 (fr)
CN (1) CN102762430B (fr)
DE (1) DE102009060727A1 (fr)
HK (1) HK1173708A1 (fr)
WO (1) WO2011076512A1 (fr)

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GB201201703D0 (en) 2012-02-01 2012-03-14 Qinetiq Ltd Detecting train separation
DE102013201626A1 (de) * 2013-01-31 2014-07-31 Siemens Aktiengesellschaft Anordnung mit einer linear strukturierten Einrichtung und Verfahren zum Betreiben dieser Einrichtung
DE102014217194A1 (de) * 2014-08-28 2016-03-03 Siemens Aktiengesellschaft Verfahren zur Positionsbestimmung eines spurgeführten Fahrzeugs, Anwendung des Verfahrens und System zur Positionsbestimmung eines spurgeführten Fahrzeugs
RU2625207C1 (ru) * 2016-01-11 2017-07-12 Акционерное Общество "Научно-Производственный Центр "Промэлектроника" Способ и устройство контроля целостности поезда
JP6801995B2 (ja) * 2016-07-26 2020-12-16 株式会社日立製作所 列車定位置停止制御装置およびそれを搭載した鉄道車両
CN110126885B (zh) * 2018-02-02 2022-04-22 保定市天河电子技术有限公司 一种铁路周界入侵目标监测方法及系统
CN109229156B (zh) * 2018-08-24 2020-05-22 中铁武汉勘察设计研究院有限公司 一种铁路车辆三维定位系统
CN110356439B (zh) * 2019-07-31 2020-06-23 北京市交大路通科技有限公司 一种列车完整性检测方法、装置及系统
CN110884529A (zh) * 2019-11-15 2020-03-17 中车株洲电力机车有限公司 一种轨道交通调试线路末端防冒进装置和方法
DE102021205320A1 (de) 2021-05-26 2022-12-01 Siemens Mobility GmbH Verfahren zur Integritätsprüfung eines Zuges

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Also Published As

Publication number Publication date
WO2011076512A1 (fr) 2011-06-30
HK1173708A1 (zh) 2013-05-24
CN102762430A (zh) 2012-10-31
DE102009060727A1 (de) 2011-06-22
CN102762430B (zh) 2016-01-06

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