EP2531391A1 - Method and device for monitoring train integrity - Google Patents

Method and device for monitoring train integrity

Info

Publication number
EP2531391A1
EP2531391A1 EP11702420A EP11702420A EP2531391A1 EP 2531391 A1 EP2531391 A1 EP 2531391A1 EP 11702420 A EP11702420 A EP 11702420A EP 11702420 A EP11702420 A EP 11702420A EP 2531391 A1 EP2531391 A1 EP 2531391A1
Authority
EP
European Patent Office
Prior art keywords
tim
train
data
shunting
exchange
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
EP11702420A
Other languages
German (de)
French (fr)
Other versions
EP2531391B1 (en
Inventor
Jens Braband
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
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2531391A1 publication Critical patent/EP2531391A1/en
Application granted granted Critical
Publication of EP2531391B1 publication Critical patent/EP2531391B1/en
Active 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
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • 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
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/021—Measuring and recording of train speed
    • 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/023—Determination of driving direction of vehicle or vehicle train

Definitions

  • the invention relates to a method and an apparatus for monitoring train completion.
  • the train completeness is monitored by means of trackside axle counters or track circuits.
  • B. FFB - radio operation - or ETCS - European Train Control System - Level 3 a shift of as many functions, such as location, is aimed at the rail vehicle.
  • Train completeness or train integrity must also be monitored on the vehicle. This applies, however, primarily trains whose cars often rearranged ⁇ to, ie in particular freight trains. When multiple units whose Wa genreihung or train length is rarely changed, usually the probability of a train separation such ge ⁇ ring that it does not require additional monitoring.
  • a connection between the locomotive and the last car is used to determine train completion.
  • This compound can be prepared game as electric, pneumatic, radio-based or optically at ⁇ .
  • a special EOTD - End of Train Device - is used. If the connection between the locomotive and the EOTD breaks, a train separation is detected.
  • the disadvantage is above all the considerable effort, in particular for project planning, since an explicit identification between the locomotive and the EOTD must take place. Problems erge ⁇ ben also with regard to interoperability, loss and Ma ⁇ management.
  • Another solution is based on the fact that all cars are equipped with a TIM - Train Integrity module. These are modules that communicate with each other wirelessly over short distances. The disadvantage here too is the considerable effort associated with interoperability problems.
  • the invention has for its object to provide a method and apparatus for monitoring train completion, which are characterized by lower cost and improved reliability and reliability.
  • the object is achieved in that at ⁇ least arranged in a part of the cars of the train Train
  • Train Integrity Module - TIM - are arranged in at least part of the cars of the train, the TIM having a digital map with shunting areas, short-range communication means for mutual data exchange and long-range communication means for data transmission to an operation control center aufwei ⁇ sen and with at least one sensor for detecting TIM -specific data, in particular speed, position and direction, are connected.
  • the TIM be with a digital map equipped kitchens ⁇ tet that the areas where cars may be rearranged, ie the shunting areas implies. No special accuracy requirements are placed on this card; All you need is a rough overview. Only outside of the shunting areas, a monitoring of Switzerland ⁇ permanence takes place. When exiting the Shunting area takes place in a
  • Calibration phase first, a mutual identification of the existing TIM according to the train of cars on the train. To do this, each TIM attempts to find the other TIM in its vicinity, exchanging data.
  • data can, for. B. be sensory determined and provided with a time stamp speed and / or position and direction. These characteristics can be obtained using GNSS Global Navigation Satalite System sensors.
  • the TIMs located on the same train identify each other. If special characteristics of the train are also exchanged, such as the speed, plausibility criteria for the mutual identification of the TIM can additionally or alternatively be used. For example, the speed transmitted by the individual TIM must match over the configured period of time.
  • formal model checking against a formal model of the train results in the hypothesis that the identified TIMs are in the same train.
  • the actual monitoring is done to train integrity by zyk ⁇ cally sensor data between the TIM to be replaced.
  • the distance between the individual TIMs which can be determined from the position and the direction of travel, is also advantageous. Thresholds are used to determine from which deviation, eg. B. in terms of distance and / or speed, the hypothesis that the TIM are in the same train is injured. Required is only a formal verification of the existence or non-existence of Switzerlandvollstän ⁇ dtechnikshypothese.
  • Special robustness against single or multiple out ⁇ cases of TIM can be achieved by taking redundancies and plausibilities into account. For example, the failure of an adjacent TIM can be ignored if a TIM further farther in the same direction is still detected. Upon entering the next shunting area, the train completion monitoring is canceled based on the map information and reinitialized upon exiting this shunting area.
  • the TIM form corresponding clusters in the calibration phase of their data range. Particularly advantageous are overlapping clusters, resulting in simple or even multiple redundancy. The method can be made even more robust if, according to claim 3, the TIM forward sensor data received from the first TIM to second TIM.
  • the device for carrying out the method can be designed particularly advantageously according to claim 5, in that the TIM are designed as a method-configured, in itself intended for other functionalities wireless modules. Suitable for this purpose are, for example, the VICOS CT modules from Siemens, which are primarily intended for the optimization of operational management. These modules are virtually misappropriated or additionally used for monitoring train completion.
  • the existing GNSS positioning and mobile communications connection to the control center and the lo ⁇ cal short-range wireless connection can be used for the TIM function, the digital map also designs and the TIM function is initially configured. The surveil ⁇ monitoring of train integrity is then performed autonomously. Wäre- software or map updates can be made via the existing mobile radio connection ⁇ .
  • a TIM-equipped trolley during the shunting process at the beginning and at the end of the train to be monitored, but also in the event that this is not possible, at least partial monitoring takes place as a function of the TIM -Equipment degree of the train. It can be assumed in the double-use variant according to claim 5 that a large percentage of sentence, z. B. 20 to 30%, a car fleet is already equipped with wireless modules with the TIM functionality would lead to a further increase in the degree of equipment.
  • the invention will be explained in more detail with reference to figurative representations. Show it:
  • Figure 1 is a map display with Shunting areas and Figure 2 shows a train configuration with modules for monitoring the Glasvoll pretechnik.
  • Figure 1 shows an exemplary map image of a stretching ⁇ guide with shunting areas 1.1, 1.2, 1.3, which in a - preferably already present - are stored wireless module around this to a Train Integrity module -, 2.1, 2.2, 2.3 - TIM 2.4 upgrade.
  • the TIM 2.1, 2.2, 2.3, 2.4 is also equipped with initialization software, allowing autonomous train completion monitoring. For this purpose, a calibration phase is projected, in which immediately after exit from a Shunting area 1.1,
  • the TIM 2.1, 2.2, 2.3, 2.4 that they belong to the outgoing train 3.
  • position and direction of travel with respect replaced.
  • the TIM 2.1, 2.2, 2.3, 2.4 determine their mutual distance 5.
  • the data can be, for example, using GNSS - Global Navigation
  • Satelite system receiver can be detected.
  • five carriages 6.1 to 6.5 have been configured to train 3 in the shunting area 1.1, 1.2 or 1.3.
  • the first car 6.1 can thereby be Loko ⁇ motive of the train.
  • the carriages 6.1, 6.3, 6.4 and 6.5 are each equipped with a TIM 2.1, 2.2, 2.3 and 2.4 respectively and that the carriage 6.2 does not have a TIM.
  • TIM 2.1, 2.2, 2.3 and 2.4 form clusters 7.1, 7.2 and 7.3 in the calibration phase.
  • the clusters 7.1, 7.2 and 7.3 may overlap, so that the
  • the actual monitoring of train completion begins.
  • measurement data relating to speed 4 and distance data 5 derived from the measurement data position and direction of travel are exchanged and evaluated on the basis of plausibility criteria.
  • it is detected for example, if the TIM 2.4 in the last car 6.5 of the train 3 due to a separation of this carriage 6.5 has a lower speed 4 with increasing distance 5 from the adjacent TIM 2.3.
  • at least the TIM 2.3 which has detected this dangerous state, at least reports its own position data to a control center.
  • a mobile radio connection is used, while for short-range communication between the TIM 2.1, 2.2, 2.3, 2.4 preferably a WLAN connection is used.

Abstract

The invention relates to a method and device for monitoring train integrity wherein train integrity modules - TIM - (2.1 to 2.4) arranged in at least one part of the cars (6.1 to 6.5) of the train (3) recognize shunting regions (1.1 to 1.3) in accordance with a digital card, the TIM (2.1 to 2.4) exchange data upon exiting a first shunting region (1.1 to 1.3) in a calibration phase and, based on predefined data stability criteria, recognize the affiliation thereof to the exiting train (3) and the TIM (2.1 to 2.4) cyclically exchange sensor data, in particular in respect of velocity (4), position and travel direction, until entry into a second shunting region (1.1 to 1.3), wherein the TIM (2.1 to 2.4) recognize a train separation on the basis of predefined logic criteria and optionally transmit the sensor data to an operating control center as applicable.

Description

Beschreibung description
Verfahren und Vorrichtung zur Überwachung der Zugvollständigkeit Method and apparatus for monitoring train completion
Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur Überwachung der Zugvollständigkeit. Klassischerweise wird die Zugvollständigkeit mittels streckenseitiger Achszähler oder Gleiskreise überwacht. Bei modernen Betriebskonzepten, wie z. B. FFB - Funkfahrbetrieb - oder ETCS - European Train Control System - Level 3, wird eine Verlagerung möglichst vieler Funktionen, beispielsweise Ortung, auf das Schienenfahrzeug angestrebt. Auch die Zugvollständigkeit oder Zugintegrität muss fahrzeugseitig überwacht werden. Das betrifft jedoch vorrangig Züge, deren Wagen häufig neu zusammengestellt wer¬ den, d. h. insbesondere Güterzüge. Bei Triebzügen, deren Wa- genreihung oder Zuglänge sehr selten geändert wird, ist in der Regel die Wahrscheinlichkeit einer Zugtrennung derart ge¬ ring, dass es keiner zusätzlichen Überwachung bedarf. The invention relates to a method and an apparatus for monitoring train completion. Classically, the train completeness is monitored by means of trackside axle counters or track circuits. In modern operating concepts, such. B. FFB - radio operation - or ETCS - European Train Control System - Level 3, a shift of as many functions, such as location, is aimed at the rail vehicle. Train completeness or train integrity must also be monitored on the vehicle. This applies, however, primarily trains whose cars often rearranged ¬ to, ie in particular freight trains. When multiple units whose Wa genreihung or train length is rarely changed, usually the probability of a train separation such ge ¬ ring that it does not require additional monitoring.
Bei einem bekannten Lösungsansatz wird eine Verbindung zwischen der Lokomotive und dem letzten Wagen zur Feststellung der Zugvollständigkeit genutzt. Diese Verbindung kann bei¬ spielsweise elektrisch, pneumatisch, funkbasiert oder optisch hergestellt werden. Häufig wird ein spezielles EOTD - End of Train Device - eingesetzt. Reißt die Verbindung zwischen der Lokomotive und dem EOTD ab, wird eine Zugtrennung detektiert. Nachteilig ist vor allem der erhebliche Aufwand, insbesondere zur Projektierung, da eine explizite Identifikation zwischen der Lokomotive und dem EOTD stattfinden muss. Probleme erge¬ ben sich auch hinsichtlich Interoperabilität, Verlust und Ma¬ nagement . Ein anderer Lösungsansatz basiert darauf, dass alle Wagen mit einem TIM - Train Integrity Modul - ausgerüstet sind. Dabei handelt es sich um drahtlos über kurze Distanzen miteinander kommunizierende Module. Nachteilig ist auch hier der erhebli- che Aufwand verbunden mit Interoperabilitätsproblemen . In a known approach, a connection between the locomotive and the last car is used to determine train completion. This compound can be prepared game as electric, pneumatic, radio-based or optically at ¬. Often a special EOTD - End of Train Device - is used. If the connection between the locomotive and the EOTD breaks, a train separation is detected. The disadvantage is above all the considerable effort, in particular for project planning, since an explicit identification between the locomotive and the EOTD must take place. Problems erge ¬ ben also with regard to interoperability, loss and Ma ¬ management. Another solution is based on the fact that all cars are equipped with a TIM - Train Integrity module. These are modules that communicate with each other wirelessly over short distances. The disadvantage here too is the considerable effort associated with interoperability problems.
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren und eine Vorrichtung zur Überwachung der Zugvollständigkeit anzugeben, welche sich durch geringeren Aufwand und verbesser- ter Zuverlässigkeit und Verfügbarkeit auszeichnen. The invention has for its object to provide a method and apparatus for monitoring train completion, which are characterized by lower cost and improved reliability and reliability.
Verfahrensgemäß wird die Aufgabe dadurch gelöst, dass zumin¬ dest in einem Teil der Wagen des Zuges angeordnete Train In¬ tegrity Moduls - TIM - anhand einer digitalen Karte Shunting- Bereiche erkennen, dass die TIM bei Ausfahrt aus einem ersten Shunting-Bereich in einer Kalibrierungsphase Daten austauschen und anhand vorgegebener Daten-Stabilitätskriterien ihre Zugehörigkeit zu dem ausfahrenden Zug erkennen und dass die TIM bis zur Einfahrt in einen zweiten Shunting-Bereich zyk- lisch Sensordaten, insbesondere bezüglich Geschwindigkeit,According to the method the object is achieved in that at ¬ least arranged in a part of the cars of the train Train In ¬ tegrity module - TIM - seen from a digital map Shunting- areas that the TIM at the exit of a first shunting area in a calibration phase Exchange data and, on the basis of given data stability criteria, recognize their affiliation with the outgoing train and that the TIM cyclically conducts sensor data, in particular with regard to speed, until it enters a second shunting area.
Position und Fahrtrichtung austauschen, wobei die TIM anhand vorgegebener Logikkriterien eine Zugtrennung erkennen und ggf. die Sensordaten an eine Betriebsleitzentrale übermit¬ teln . Replacing the position and direction of travel, wherein the TIM detect a train separation based on predetermined logic criteria and optionally the sensor data to a control center übermit ¬ stuffs.
Dazu ist vorrichtungsgemäß vorgesehen, dass in zumindest einem Teil der Wagen des Zuges Train Integrity Moduls - TIM - angeordnet sind, wobei die TIM eine digitale Karte mit Shun- ting-Bereichen, Nahbereichs-Kommunikationsmittel zum gegen- seitigen Datenaustausch sowie Fernbereichs-Kommunikationsmit- tel zur Datenübertragung an eine Betriebsleitzentrale aufwei¬ sen und mit mindestens einem Sensor zur Erfassung TIM-spezi- fischer Daten, insbesondere Geschwindigkeit, Position und Fahrtrichtung, verbunden sind. Zunächst werden die TIM mit einer digitalen Karte ausgestat¬ tet, welche die Bereiche, in denen Wagen neu zusammengestellt werden dürfen, d. h. die Shunting-Bereiche, beinhaltet. An diese Karte werden keine besonderen Genauigkeitsanforderungen gestellt; es genügt ein quasi grober Überblick. Nur außerhalb der Shunting-Bereiche findet eine Überwachung der Zugvoll¬ ständigkeit statt. Bei der Ausfahrt aus dem Shunting-Bereich erfolgt in einerFor this purpose, it is provided according to the device that Train Integrity Module - TIM - are arranged in at least part of the cars of the train, the TIM having a digital map with shunting areas, short-range communication means for mutual data exchange and long-range communication means for data transmission to an operation control center aufwei ¬ sen and with at least one sensor for detecting TIM -specific data, in particular speed, position and direction, are connected. First, the TIM be with a digital map equipped kitchens ¬ tet that the areas where cars may be rearranged, ie the shunting areas implies. No special accuracy requirements are placed on this card; All you need is a rough overview. Only outside of the shunting areas, a monitoring of Zugvoll ¬ permanence takes place. When exiting the Shunting area takes place in a
Kalibrierungsphase zunächst eine gegenseitige Identifikation der entsprechend der Wagenreihung auf dem Zug vorhandenen TIM. Dazu versucht jedes TIM, die in seiner Nähe befindlichen weiteren TIM zu finden, wobei Daten ausgetauscht werden. Der- artige Daten können z. B. die sensorisch ermittelte und mit einem Zeitstempel versehene Geschwindigkeit und/oder Position und Fahrtrichtung sein. Diese Charakteristika können mittels GNSS - Global Navigation Satalite System - Sensoren gewonnen werden. Anhand der Stabilität der empfangenen Daten während einer projektierten Zeitdauer identifizieren sich die auf denselben Zug befindlichen TIM gegenseitig. Falls auch spezielle Charakteristika des Zuges ausgetauscht werden, wie beispielsweise die Geschwindigkeit, können zusätzlich oder alternativ Plausibilitätskriterien für die gegenseitige Iden- tifizierung der TIM verwendet werden. Beispielsweise muss die von den einzelnen TIM übermittelte Geschwindigkeit über den projektierten Zeitraum übereinstimmen. Letztlich resultiert durch formales model checking gegen ein formales Modell des Zuges die Hypothese, dass die identifizierten TIM sich in denselben Zug befinden. Calibration phase, first, a mutual identification of the existing TIM according to the train of cars on the train. To do this, each TIM attempts to find the other TIM in its vicinity, exchanging data. Such data can, for. B. be sensory determined and provided with a time stamp speed and / or position and direction. These characteristics can be obtained using GNSS Global Navigation Satalite System sensors. Based on the stability of the received data during a projected period of time, the TIMs located on the same train identify each other. If special characteristics of the train are also exchanged, such as the speed, plausibility criteria for the mutual identification of the TIM can additionally or alternatively be used. For example, the speed transmitted by the individual TIM must match over the configured period of time. Ultimately, formal model checking against a formal model of the train results in the hypothesis that the identified TIMs are in the same train.
Im Anschluss an die kurze Kalibrierungsphase erfolgt die eigentliche Überwachung auf Zugvollständigkeit, indem zyk¬ lisch Sensordaten zwischen den TIM ausgetauscht werden. Vor- teilhaft ist neben der Verwendung der Geschwindigkeit als Vergleichskriterium auch die aus Position und Fahrtrichtung ermittelbare Entfernung zwischen den einzelnen TIM. Dabei dienen Schwellwerte dazu, festzustellen, ab welcher Abwei- chung, z. B. in Bezug auf Entfernung und/oder Geschwindigkeit die Hypothese, dass sich die TIM in denselben Zug befinden, verletzt ist. Erforderlich ist lediglich eine formale Verifizierung des Bestehens oder Nicht-Bestehens der Zugvollstän¬ digkeitshypothese . Following the short calibration phase, the actual monitoring is done to train integrity by zyk ¬ cally sensor data between the TIM to be replaced. In front- In addition to the use of speed as a comparison criterion, the distance between the individual TIMs, which can be determined from the position and the direction of travel, is also advantageous. Thresholds are used to determine from which deviation, eg. B. in terms of distance and / or speed, the hypothesis that the TIM are in the same train is injured. Required is only a formal verification of the existence or non-existence of Zugvollstän ¬ digkeitshypothese.
Bei Verletzung der Hypothese meldet jedes TIM, das die Ver¬ letzung festgestellt hat, diese erkannte Zugtrennung an die Betriebsleitzentrale . Anhand der Positionsmeldung der TIM bzw. des Zuges wird in der Betriebsleitzentrale der betrof- fene Zug erkannt, so dass unverzüglich geeignete betriebliche Maßnahmen eingeleitet werden können. In violation of the hypothesis reports each TIM that has established the United ¬ breach, this recognized train separation at the operations control center. Based on the position report of the TIM or the train, the affected train is detected in the operation control center so that suitable operational measures can be initiated immediately.
Besondere Robustheit gegenüber Einzel- oder auch Mehrfachaus¬ fälle von TIM kann dadurch erreicht werden, dass Redundanzen und Plausibilitäten berücksichtigt werden. Beispielsweise kann der Ausfall eines benachbarten TIM ignoriert werden, wenn ein in der gleichen Richtung weiter entferntes TIM noch erkannt wird. Bei Einfahrt in den nächsten Shunting-Bereich wird die Überwachung der Zugvollständigkeit aufgrund der Karteninformation aufgehoben und nach Verlassen dieses Shunting-Bereiches mit erneuter Kalibrierung wieder initialisiert. Gemäß Anspruch 2 ist vorgesehen, dass die TIM in der Kalibrierungsphase ihrer Datenreichweite entsprechende Cluster bilden. Besonders vorteilhaft sind sich überlappende Cluster, wodurch sich einfache oder sogar mehrfache Redundanz ergibt. Das Verfahren kann noch robuster gestaltet werden, wenn gemäß Anspruch 3 die TIM von ersten TIM empfangene Sensordaten an zweite TIM weiterleiten. Auf diese Weise entsteht quasi ein globales Abbild des Zuges, so dass ermittelt werden kann, welches TIM in Fahrtrichtung das erste TIM und welches das letzte TIM darstellt. Die Prüfbedingungen zur Überwachung der Zugvollständigkeit können dadurch vereinfacht werden, wobei jedoch die Komplexität des Verfahrens und der Kommunikations- Overhead steigen. Special robustness against single or multiple out ¬ cases of TIM can be achieved by taking redundancies and plausibilities into account. For example, the failure of an adjacent TIM can be ignored if a TIM further farther in the same direction is still detected. Upon entering the next shunting area, the train completion monitoring is canceled based on the map information and reinitialized upon exiting this shunting area. According to claim 2, it is provided that the TIM form corresponding clusters in the calibration phase of their data range. Particularly advantageous are overlapping clusters, resulting in simple or even multiple redundancy. The method can be made even more robust if, according to claim 3, the TIM forward sensor data received from the first TIM to second TIM. In this way a quasi-global image of the train is created so that it can be determined which TIM represents the first TIM in the direction of travel and which represents the last TIM. The test conditions for monitoring train completeness can thereby be simplified, but the complexity of the method and the communication overhead increase.
Die Vorrichtung zur Durchführung des Verfahrens kann gemäß Anspruch 5 besonders vorteilhaft ausgebildet sein, indem die TIM als verfahrensgemäß projektierte, an sich für andere Funktionalitäten vorgesehene Drahtlos-Module ausgebildet sind. Geeignet dazu sind beispielsweise die VICOS CT-Module von Siemens, die primär für die Optimierung der Betriebsführung vorgesehen sind. Diese Module werden quasi zweckentfremdet oder zusätzlich für die Überwachung der Zugvollständigkeit genutzt. Die bereits vorhandene GNSS-Ortung sowie die Mobilfunkverbindung zu der Betriebsleitzentrale und die lo¬ kale Nahbereichs-Drahtlosverbindung werden für die TIM-Funk- tion genutzt, wobei die digitale Karte zusätzlich projektiert und die TIM-Funktion initial konfiguriert wird. Die Überwa¬ chung der Zugvollständigkeit erfolgt daraufhin autonom. Soft- wäre- oder Kartenupdates können über die bestehende Mobil¬ funkverbindung erfolgen. The device for carrying out the method can be designed particularly advantageously according to claim 5, in that the TIM are designed as a method-configured, in itself intended for other functionalities wireless modules. Suitable for this purpose are, for example, the VICOS CT modules from Siemens, which are primarily intended for the optimization of operational management. These modules are virtually misappropriated or additionally used for monitoring train completion. The existing GNSS positioning and mobile communications connection to the control center and the lo ¬ cal short-range wireless connection can be used for the TIM function, the digital map also designs and the TIM function is initially configured. The surveil ¬ monitoring of train integrity is then performed autonomously. Wäre- software or map updates can be made via the existing mobile radio connection ¬.
Betrieblich wäre es zwar wünschenswert, möglichst am Anfang und am Ende des zu überwachenden Zuges einen TIM-ausgerüste- ten Wagen beim Shunting-Prozess anzuordnen, aber auch für den Fall, dass das nicht möglich ist, erfolgt zumindest eine Teilüberwachung in Abhängigkeit von dem TIM-Ausrüstungsgrad des Zuges. Dabei kann bei der Doppelbenutzungsvariante gemäß Anspruch 5 davon ausgegangen werden, dass ein großer Prozent- satz, z. B. 20 bis 30 %, einer Wagenflotte bereits mit Draht- los-Modulen ausgerüstet ist wobei die TIM-Funktionalität zu einer weiteren Steigerung des Ausrüstungsgrades führen würde. Die Erfindung wird nachfolgend anhand figürlicher Darstellungen näher erläutert. Es zeigen: Operationally, it would be desirable to arrange a TIM-equipped trolley during the shunting process at the beginning and at the end of the train to be monitored, but also in the event that this is not possible, at least partial monitoring takes place as a function of the TIM -Equipment degree of the train. It can be assumed in the double-use variant according to claim 5 that a large percentage of sentence, z. B. 20 to 30%, a car fleet is already equipped with wireless modules with the TIM functionality would lead to a further increase in the degree of equipment. The invention will be explained in more detail with reference to figurative representations. Show it:
Figur 1 eine Kartendarstellung mit Shunting-Bereichen und Figur 2 eine Zugkonfiguration mit Modulen zur Überwachung der Zugvollständigkeit. Figure 1 is a map display with Shunting areas and Figure 2 shows a train configuration with modules for monitoring the Zugvollständigkeit.
Figur 1 zeigt beispielhaft ein Kartenabbild einer Strecken¬ führung mit Shunting-Bereichen 1.1, 1.2, 1.3, welche in ein - möglichst bereits vorhandenes - Drahtlos-Modul gespeichert werden, um dieses zu einem Train Integrity Modul - TIM - 2.1, 2.2, 2.3, 2.4 aufzurüsten. Das TIM 2.1, 2.2, 2.3, 2.4 wird außerdem mit Initialisierungs-Software ausgestattet, wodurch eine autonome Überwachung der Zugvollständigkeit ermöglicht wird. Dazu wird eine Kalibrierungsphase projektiert, in der unmittelbar nach Ausfahrt aus einen Shunting-Bereich 1.1,Figure 1 shows an exemplary map image of a stretching ¬ guide with shunting areas 1.1, 1.2, 1.3, which in a - preferably already present - are stored wireless module around this to a Train Integrity module -, 2.1, 2.2, 2.3 - TIM 2.4 upgrade. The TIM 2.1, 2.2, 2.3, 2.4 is also equipped with initialization software, allowing autonomous train completion monitoring. For this purpose, a calibration phase is projected, in which immediately after exit from a Shunting area 1.1,
1.2, 1.3 ein Datenaustausch zwischen den entsprechend der in dem Shunting-Bereich 1.1, 1.2 oder 1.3 erfolgten Wagenreihung zugintern verteilten TIM 2.1, 2.2, 2.3, 2.4 stattfindet. 1.2, 1.3 a data exchange takes place between TIM 2.1, 2.2, 2.3, 2.4 distributed according to the carriage series distributed in the Shunting area 1.1, 1.2 or 1.3.
Durch diesen ersten Datenaustausch erkennen die TIM 2.1, 2.2,Through this first data exchange, the TIM 2.1, 2.2,
2.3, 2.4 ihre Zugehörigkeit zu dem ausfahrenden Zug 3. Vor¬ zugsweise werden mit Zeitstempel versehene Daten bezüglich Geschwindigkeit 4, Position und Fahrtrichtung ausgetauscht. Aus den Positions- und Fahrtrichtungsdaten ermitteln die TIM 2.1, 2.2, 2.3, 2.4 ihre gegenseitige Entfernung 5. Die Daten können beispielsweise mittels GNSS - Global Navigation 2.3, 2.4 that they belong to the outgoing train 3. Before ¬ preferably time-stamped data rate 4, position and direction of travel with respect replaced. From the position and heading data, the TIM 2.1, 2.2, 2.3, 2.4 determine their mutual distance 5. The data can be, for example, using GNSS - Global Navigation
Satelite System - Empfänger ermittelt werden. In dem Ausführungsbeispiel gemäß Figur 2 sind im Shunting-Be- reich 1.1, 1.2 oder 1.3 fünf Wagen 6.1 bis 6.5 zu dem Zug 3 konfiguriert worden. Der erste Wagen 6.1 kann dabei die Loko¬ motive des Zuges 3 sein. Es ist ersichtlich, dass die Wagen 6.1, 6.3, 6.4 und 6.5 jeweils mit einem TIM 2.1, 2.2, 2.3 bzw. 2.4 ausgestattet sind und dass der Wagen 6.2 kein TIM aufweist. Entsprechend der Reichweite ihrer Nahbereichs-Kom- munikationsmittel bilden die TIM 2.1, 2.2, 2.3 und 2.4 in der Kalibrierungsphase Cluster 7.1, 7.2 und 7.3. Die Cluster 7.1, 7.2 und 7.3 können sich dabei überlappen, so dass dieSatelite system receiver can be detected. In the exemplary embodiment according to FIG. 2, five carriages 6.1 to 6.5 have been configured to train 3 in the shunting area 1.1, 1.2 or 1.3. The first car 6.1 can thereby be Loko ¬ motive of the train. 3 It can be seen that the carriages 6.1, 6.3, 6.4 and 6.5 are each equipped with a TIM 2.1, 2.2, 2.3 and 2.4 respectively and that the carriage 6.2 does not have a TIM. Depending on the range of their short-range communication devices, TIM 2.1, 2.2, 2.3 and 2.4 form clusters 7.1, 7.2 and 7.3 in the calibration phase. The clusters 7.1, 7.2 and 7.3 may overlap, so that the
Kommunikationskette auch bei Ausfall eines oder mehrerer TIM 2.1, 2.2, 2.3, 2.4 nicht abreißt. Communication chain does not break even if one or more TIM 2.1, 2.2, 2.3, 2.4 fails.
Nachdem die TIM 2.1, 2.2, 2.3, 2.4 sich gegenseitig aufgrund gleichbleibender Daten-Stabilität in der Kalibrierungsphase als zu dem Zug 3 zugehörig identifiziert haben, beginnt die eigentliche Überwachung der Zugvollständigkeit. Dabei werden Messdaten bezüglich Geschwindigkeit 4 und aus den Messdaten Position und Fahrtrichtung abgeleitete Entfernungsdaten 5 ausgetauscht und anhand von Plausibilitätskriterien ausgewertet. Auf diese Weise wird erkannt, wenn beispielsweise das TIM 2.4 in dem letzten Wagen 6.5 des Zuges 3 aufgrund einer Abtrennung dieses Wagens 6.5 eine geringere Geschwindigkeit 4 bei zunehmender Entfernung 5 von dem benachbarten TIM 2.3 aufweist. In diesem Fall meldet mindestens das TIM 2.3, das diesen gefährlichen Zustand festgestellt hat, zumindest die eigenen Positionsdaten an eine Betriebsleitzentrale . Für diese Fernbereichs-Kommunikation wird eine Mobilfunkverbindung genutzt, während für die Nahbereichs-Kommunikation zwi- sehen den TIM 2.1, 2.2, 2.3, 2.4 vorzugsweise eine WLAN-Ver- bindung genutzt wird. After the TIMs 2.1, 2.2, 2.3, 2.4 have identified each other as belonging to the train 3 due to constant data stability in the calibration phase, the actual monitoring of train completion begins. In this case, measurement data relating to speed 4 and distance data 5 derived from the measurement data position and direction of travel are exchanged and evaluated on the basis of plausibility criteria. In this way it is detected, for example, if the TIM 2.4 in the last car 6.5 of the train 3 due to a separation of this carriage 6.5 has a lower speed 4 with increasing distance 5 from the adjacent TIM 2.3. In this case, at least the TIM 2.3, which has detected this dangerous state, at least reports its own position data to a control center. For this long-range communication, a mobile radio connection is used, while for short-range communication between the TIM 2.1, 2.2, 2.3, 2.4 preferably a WLAN connection is used.

Claims

Patentansprüche claims
1. Verfahren zur Überwachung der Zugvollständigkeit, 1. Procedure for monitoring train completion,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
zumindest in einem Teil der Wagen (6.1, 6.2, 6.3, 6.4, 6.5) des Zuges (3) angeordnete Train Integrity Moduls - TIM - (2.1, 2.2, 2.3, 2.4) anhand einer digitalen Karte Shunting- Bereiche (1.1, 1.2, 1.3) erkennen, dass die TIM (2.1, 2.2, 2.3, 2.4) bei Ausfahrt aus einem ersten Shunting-Bereich (1.1, 1.2, 1.3) in einer Kalibrierungsphase Daten austauschen und anhand vorgegebener Daten-Stabilitätskriterien ihre Zugehörigkeit zu dem ausfahrenden Zug (3) erkennen und dass die TIM (2.1, 2.2, 2.3, 2.4) bis zur Einfahrt in einen zweiten Shunting-Bereich (1.3, 1.2, 1.1) zyklisch Sensordaten, insbe- sondere bezüglich Geschwindigkeit (4), Position und Fahrt¬ richtung austauschen, wobei die TIM (2.1, 2.2, 2.3, 2.4) anhand vorgegebener Logikkriterien eine Zugtrennung erkennen und ggf. die Sensordaten an eine Betriebsleitzentrale über¬ mitteln . at least in a part of the carriages (6.1, 6.2, 6.3, 6.4, 6.5) of the train (3) arranged Train Integrity Module - TIM - (2.1, 2.2, 2.3, 2.4) using a digital map shunting areas (1.1, 1.2, 1.3) recognize that the TIMs (2.1, 2.2, 2.3, 2.4) exchange data during a departure from a first shunting area (1.1, 1.2, 1.3) in a calibration phase and, based on specified data stability criteria, their affiliation to the outgoing train (3 detect) and that the TIM (2.1, 2.2, 2.3, 2.4) to the entrance (in a second shunting range 1.3, 1.2, 1.1) cyclically sensor data, and in particular in terms of speed (4), position and drive ¬ directional exchange, wherein the TIM (2.1, 2.2, 2.3, 2.4) detect a train separation based on predetermined logic criteria and optionally the sensor data to a control center via ¬ means.
2. Verfahren nach Anspruch 1, 2. The method according to claim 1,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die TIM (2.1, 2.2, 2.3, 2.4) in der Kalibrierungsphase ihrerthe TIM (2.1, 2.2, 2.3, 2.4) in the calibration phase of their
Datenreichweite entsprechende Cluster (7.1, 7.2, 7.3) bilden. Data range corresponding clusters (7.1, 7.2, 7.3) form.
3. Verfahren nach einen der vorangehenden Ansprüche, 3. Method according to one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die TIM (2.1, 2.2, 2.3, 2.4) von ersten TIM (2.1, 2.2, 2.3, 2.4) empfangene Sensordaten an zweite TIM (2.4, 2.3, 2.2, 2.1) weiterleiten. forward the TIM (2.1, 2.2, 2.3, 2.4) sensor data received from the first TIM (2.1, 2.2, 2.3, 2.4) to the second TIM (2.4, 2.3, 2.2, 2.1).
4. Vorrichtung zur Durchführung des Verfahrens nach einem der vorangehenden Ansprüche, 4. Apparatus for carrying out the method according to one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass in zumindest einen Teil der Wagen (6.1, 6.2, 6.3, 6.4, 6.5) des Zuges (3) Train Integrity Moduls - TIM - (2.1, 2.2, 2.3, 2.4) angeordnet sind, wobei die TIM (2.1, 2.2, 2.3, 2.4) eine digitale Karte mit Shunting-Bereichen (1.1, 1.2, 1.3), Nahbe- reichs-Kommunikationsmittel zum gegenseitigen Datenaustausch sowie Fernbereichs-Kommunikationsmittel zur Datenübertragung an eine Betriebsleitzentrale aufweisen und mit mindestens einem Sensor zur Erfassung TIM-spezifischer Daten, insbesondere Geschwindigkeit (4), Position und Fahrtrichtung, verbunden sind. characterized in that in at least part of the carriages (6.1, 6.2, 6.3, 6.4, 6.5) of the train (3) Train Integrity Module - TIM - (2.1, 2.2, 2.3, 2.4) are arranged, the TIM (2.1, 2.2, 2.3, 2.4) have a digital map with shunting areas (1.1, 1.2, 1.3), proximity communication means for mutual data exchange and long-range communication means for data transmission to a control center and with at least one sensor for acquiring TIM-specific data, in particular speed ( 4), position and direction are connected.
5. Vorrichtung nach Anspruch 4, 5. Apparatus according to claim 4,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die TIM (2.1, 2.2, 2.3, 2.4) als verfahrensgemäß projek¬ tierte, an sich für andere Funktionalitäten vorgesehene TIM (2.1, 2.2, 2.3, 2.4) and proceed according projek ¬ oriented, provided per se for other functionalities
Drahtlos-Module ausgebildet sind. Wireless modules are formed.
EP11702420.8A 2010-02-03 2011-01-27 Method and device for monitoring train integrity Active EP2531391B1 (en)

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DE102010006949A DE102010006949B4 (en) 2010-02-03 2010-02-03 Method and apparatus for monitoring train completion
PCT/EP2011/051148 WO2011095429A1 (en) 2010-02-03 2011-01-27 Method and device for monitoring train integrity

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