EP2718168B1 - Method for operating a railway safety system, and railway safety system - Google Patents

Description

The invention relates to a method for operating a railway safety system with at least one track device, taking into account a detected during the retraction of the rail vehicle in the switch-on of the railway safety system Geschwindigkeitsmessunggröße.

Such a method is an essay in the journal " Signal + Wire "(100) 1 + 2/2008, pages 36 to 39 removable. In this known method, an arranged on the track, sensory track device is used in the form of a solar Anrückmelders, which is provided with a transmitting device, because it is connected by radio with a track device in the form of a Zuganrückzentrale. With the known Anrückmelder sensor the time of entry of the rail vehicle is recorded in the switch-on of the railway safety system and reported by radio to the Zuganrückzentrale, which then turns on a railway safety device in the form of a level crossing protection device. The known method is also suitable for detecting the speed of the rail vehicle by means of the Anrückmelders and to be considered in the calculation of the approach time of the rail vehicle to the railway safety system, the so-called. Anrückzeit. The document WO 2010/006926 A1 discloses a method and apparatus for operating a railroad safety system having route facilities for specific functions. The invention has for its object to propose a method for operating a railway safety system, with which the approach time of a rail vehicle to a track device or a railway safety device can be determined with high accuracy.

To solve this problem is in a method of the type specified according to the invention when retracting the rail vehicle in the switch-on using the Geschwindigkeitsmessgröße checks whether a correction time for the forwarding of a message from the one link device to an assigned railroad safety device is to be set in accordance with the speed measurement variable, and then checks a set correction time as to whether it should remain effective as a function of at least one further travel time-determining influencing variable of the rail vehicle.

A significant advantage of the method according to the invention is that it not only takes into account the speed when retracting the rail vehicle into the switch-on for forwarding a message of a track device to the associated railway safety arrangement to a longest time initially given when entering the power-on distance for delivery of the message to shorten accordingly, but that a set according to the speed measurement correction time is checked to see whether it should remain effective as a function of at least one further driving time determining factor of the rail vehicle. Thus, a particularly accurate prognosis can be made as to when the rail vehicle will approach the railway safety device or the track device with great temporal accuracy; Accordingly, it is then possible to make timely and precisely certain connections, reversals and monitoring.

In the method according to the invention, various further influencing variables of the respective rail vehicle can be used. It is regarded as advantageous if the further influencing variable is a detected number of axles of the rail vehicle and / or a detected center distance of the rail vehicle and / or a detected length of the rail vehicle.

Furthermore, it is advantageous if the genus of the rail vehicle is determined on the basis of the speed measurement variable and the at least one further influencing variable, and the specific genre as the decision criterion in the review is used, whether a set correction time should remain effective. It is particularly advantageous if the number of axles and / or the center distance and / or the train length are used as further influencing variables in the determination of the type of rail vehicle. These factors are particularly significant for the different types of rail vehicles.

So it is then possible in an advantageous manner according to the invention to close at a low number of axles on the genus passenger train.

At a comparatively low speed measurement variable, the set correction time for a passenger train is deleted or shortened.

With a high number of axles, the class freight train is closed. It is advantageous if, at a comparatively low speed measurement, the set correction time is maintained or extended in a freight train.

With a comparatively high speed measurement variable of the rail vehicle, the method according to the invention operates in such a way that the check leads to an immediate output of the message.

In order to be able to give the message to the railway safety arrangement at an optimal time, it is considered advantageous if the acceleration of the rail vehicle is detected when entering the switch-on to obtain a further driving time determining factor and taken into account in the adjustment of the correction time and their review.

In the same direction positively affects an embodiment of the method according to the invention, in which when retracting the rail vehicle in the switch-on Repeats the Geschwindigkeitsmessgröße and the further influencing variable acceleration can be determined.

The approach time of the rail vehicle can be determined particularly accurately if the speed measurement variables and the other influencing variables are determined continuously.

The speed of the rail vehicle and its acceleration can be determined in different ways. With appropriate equipment of the rail vehicle, it seems advantageous to detect the speed and the acceleration of the rail vehicle by means of a global positioning device or an odometric arrangement with connected radio arrangement. Advantageously, a GPS (Global Positioning System) device is used as the global positioning device.

In this connection, it is considered advantageous to use a radio arrangement which complies with the GSM-R (Global Positioning System Railway) standard or works with the transmission protocol according to the IEEE 802.15.4 standard.

In order to design the method according to the invention particularly accurately, it is advantageous to consider rail vehicle-specific parameter data as further driving time-determining influencing variables. In question come as a rail vehicle-specific parameter data in particular the rail vehicle-specific maximum speed and / or the rail vehicle-specific acceleration capacity and / or the driving force of the rail vehicle. In this way, a particularly accurate prognosis can be made as to when the rail vehicle will approach the railway safety device or the one track device; Accordingly, it is then possible to make timely and precisely certain connections, reversals and monitoring. The rail vehicle-specific parameter data are available usually available on the on-board computer of the rail vehicle, an input interface or a radio module. Preferably, they are taken from the on-board computer.

In the case of a rail vehicle with an ETCS (European Train Control System) on-board computer, additional rail vehicle-specific parameter data available there may be used.

However, it may also be advantageous - for example, if there is no GPS equipment of the rail vehicle - if the speed measurement variable and the other influencing variables of the rail vehicle are detected by means of a further track device provided at the end of the starting circuit. Preferably, a wheel sensor with a radio device is used as a further route device. Well suited as a wheel sensor is a wheel sensor, as in the German Offenlegungsschrift DE 10 2009 009 449 A1 is described.

It is also an advantage seen in when used as a further track device next to the track arranged Anrückmelder with the radio and as a distance device Zuganrückzentrale.

The radio device of the further link device can be designed differently. It is advantageous to use as a radio device a radio device with a receiving device for receiving rail vehicle-specific parameter data of the passing rail vehicle and with a transmitting device for transmitting the speed measurement variable and the other influencing variables for the track device.

In a further advantageous embodiment of the method according to the invention, the speed measurement variable and the further influencing variable acceleration are carried by means of additional route devices arranged along the track of the railway safety system along the track Radio module detected and transmitted to the track device. In this case, radio routers are advantageously used in the further route facilities.

Radio routers having a receiving device for the rail vehicle-specific parameter data are advantageously used.

It is also considered to be advantageous if the correction time is calculated by weighting of the individual variables and a timer is adjusted accordingly upon receipt of the measured speed variables acquired during the run-in and during the activation of the switch-on path and transmitted to the route device and the transmitted further influencing variables ,

As a timer, a counter is used with advantage, after its expiration the message is given to the railway safety device. Both a reverse counter and a forward counter set to a specific value can be used.

The invention further relates to a railway safety system with at least one track device and has set itself the task of such a system in such a way that it works optimally in terms of time.

To solve this problem, starting from a railway safety system with a track device at an extension end of a switch-on of the railway safety system and a further track device at the insertion end of the switch-on, the further track device is equipped to detect a Geschwindigkeitsmessgröße when retracting the rail vehicle in the switch-on, according to the invention Track device on a train detection device having inputs for receiving the speed measurement and other driving time-determining factors influencing; the train detection device is an adjustable timer downstream, and to the timer, the message is attached to an associated railway safety device track device connected.

This can also achieve the advantages that have already been described above in connection with the comments on the method according to the invention.

The timer is advantageously an electronic counter, which can be designed both as a backward and as a forward counter.

The further track device may be formed in different ways in the railway safety system according to the invention; it is regarded as advantageous if the further track device is a wheel sensor with a radio device.

However, it can also be advantageous if the further track device is a return indicator arranged next to the track with the radio device and the track device is a train-contact center. This then creates a railway safety system for a railroad crossing, which must be closed only optimally short in an approaching rail vehicle for road traffic.

In the case of the railway safety system according to the invention, the radio device is advantageously designed in such a way that the detected speed measured variables and further influencing variables can be transmitted to the track device wirelessly with it.

It is regarded as advantageous in this context if the radio device is embodied in such a way that further influencing variables of the passing vehicle that represent rail vehicle type-specific parameter data can be detected.

The radio device can advantageously be provided with a receiving device for receiving the rail vehicle-specific parameter data of the passing rail vehicle and with a transmitting device for transmitting the measured speed quantities detected by the further route device and the further influencing variables for the route device.

In order to give the railway safety system a relatively high accuracy with regard to the determination of the approach time of the rail vehicle to a track device, additional track facilities with radio routers are arranged in the entry route along the track, from which additional speed measurements are transmitted to the track device.

• Fig. 1 ein Ausführungsbeispiel der erfindungsgemäßen Eisenbahnsicherungsanlage schematisch dargestellt, in
• Fig. 2 ein Blockschaltbild in einer Ausführungsform mit Funkroutern und in
• Fig. 3 in einem weiteren Blockschaltbild die Arbeitsweise der Zuganrückzentrale der erfindungsgemäßen Eisenbahnsicherungsanlage wiedergegeben.

For further explanation of the invention is in

• Fig. 1 an embodiment of the railway safety system according to the invention shown schematically, in
• Fig. 2 a block diagram in an embodiment with radio routers and in
• Fig. 3 in a further block diagram reproduced the operation of the Zuganrückzentrale the railway safety system according to the invention.

The railway safety system according to Fig. 1 has a route device 1 and a further route device 2.

The further track device 2 is arranged on a track 3, lead to the illustrated embodiment, two more tracks 4, where a signal box 5 is assigned. On track 3 is also a so-called. Entrance signal 6 for a lying in front of a railroad crossing 7 switch-8 of the railway safety system.

The further track device 2 has, in the form of a wheel sensor, a teaser 9, which can be designed in such a way that as in the German patent application DE 10 2009 009 449 A1 is described. In the further track device 2, a radio device 10 is arranged. This radio device 10 includes a receiving device, not shown, and a transmitting device, also not shown. In addition, the further track device 2 may be equipped with a device 11 for power supply, which may be designed, for example, as a solar collector or as an open-air voltage converter connected to the overhead line. A supply from the signal box 5 via lines is possible.

According to Fig. 1 the one track device 1 has a further signal box 13 and a further radio device 14. Part of the track device 1 is a Zuganrückzentrale described in more detail below.

To further explain the operation of the railway safety system according to Fig. 1 or the method according to the invention serves in Fig. 2 shown block diagram, in which with the Fig. 1 matching elements are provided with the same reference numerals.

Overflows in Fig. 2 Rail vehicle marked with an arrow 20 the Anrückmelder 9, then measurement data are transmitted to the radio device 10, which are suitable for driving direction decision. It is important to determine whether the rail vehicle is moving towards the level crossing 7 or coming from there. In the latter case, the railway safety system does not have to act with regard to securing the level crossing 7. In addition, by means of the Anrückmelders 9, the speed of travel of the rail vehicle at the location of the Anrückmelders 9 determined in the form of a Geschwindigkeitsmessgröße and transmitted to the radio device 10. The acceleration of the rail vehicle at the location of the Anrückmelders 9 is detected with this detector and supplied as a further driving time determining factor of the radio device 10.

Of particular importance is that in the illustrated railway safety system, the radio device 10 by means of its receiving device, not shown, is able to detect rail vehicle-specific parameter data of the passing rail vehicle as another driving time-determining influencing variables. These rail vehicle-specific parameter data may be, for example, the maximum speed and the acceleration capacity as well as the driving force of the rail vehicle. These rail vehicle-specific parameter data are transmitted by the passing rail vehicle or its radio module operating according to a standardized protocol, provided that this, as is generally the case, has an on-board computer or another interface. The rail vehicle-specific parameter data are transmitted wirelessly to the radio device 10 of the further route device 2.

The transmitting device of the radio device 10 transmits the speed measurement variable and the other driving time determining influencing factors as independent data packets in a telegram wirelessly to the radio device 14 of the one link device 1. Is the way for a secure wireless transmission to the link device 1 for the data packets relatively long or through hampered the topography of the railway line, then offers the so-called wireless multi-hop method, as it is the Fig. 2 can be removed.

For this purpose, along the track 3, several additional track facilities with wheel sensors 21 and 22 and associated radio routers 23 and 24 are provided. The radio router 23 and 24 can be operated energy self-sufficient, for example, photovoltaic or voltage converters. With the wheel sensors 21 and 22, respectively, the current values of the speed measurement variable and the further influencing variable acceleration can be determined locally capture the rail vehicle and transmit in the wirelessly transmitted data packets as a telegram.

The data packets or the telegram are received by the radio device 14 of the here designed as an interlocking a link device 1 and there fed to the Zuganrückzentrale 13. The Zuganrückzentrale 13 is installed in the control of the interlocking and evaluates the transmitted data packets or the telegram. It gives its output information about a usually already existing relay interface to a safety device for the railroad crossing. 7

As the evaluation of the data packets or the telegram is done in detail, is based on the Fig. 3 explained. There it is shown that an incoming in the Zuganrückzentrale 13 telegram 30 is subjected to an evaluation 31. In this case, the telegram 30 is examined in a first read-out stage 32 to see whether it comes from the further link device 2; from a further readout stage 33 is determined whether the telegram contains information about a rail vehicle in approach. If both are the case, then a signal S1 is output to the securing device 34 for the level crossing 7. The retraction of the rail vehicle in the switch-8 is thus detected.

At the same time, information about the speed variable vs of the rail vehicle is fed via an evaluation stage 35 to an input 36 of a train detection device 37. The same applies to further information in the telegram, which includes further driving time-determining variables, such as the number of axes az and the center distance aa. On the output side, an adjustable timer 42 is connected to the train detection device 37, the output 43 of which is connected to a further input 44 of the safety device 34.

If the entry of a rail vehicle into the switch-on path 8 is signaled by the arrival of a signal S1 at the safety device 34, then the safety device 34 sets a fixed time duration sufficient for all safety requirements to close the level crossing 7 in time. In addition, a check of the transmitted speed measurement variable vs begins as to whether a correction time is to be set, for example because the speed measurement variable is comparatively low. If this is the case, then by means of the timer 42, a comparatively long correction time is set - ie the closure of the railroad crossing delayed. Immediately thereafter, a check of the set correction time is made, depending on other influencing variables determining the travel time (in this case, the number of axes az and the center distance aa). Thus, with a large number of ax and a small axial distance aa a relatively slow-moving train of the genus freight train is closed as a rail vehicle and therefore the correction time is not changed or even extended. If the number of axles is low and the center distance is large, then the rail vehicle is a relatively fast-moving train of the passenger train type, and the correction time is shortened or canceled altogether. Accordingly, the securing device 34 outputs at its output 45 signaling signals M to a railway safety arrangement for closing the railroad crossing.

It is readily understandable that, taking into account further influencing variables determining the time of travel, such as the length of the rail vehicle and its acceleration, the correction time can be adjusted in a particularly targeted manner.

The same applies to the case that additional influencing variables, such as maximum speed and / or acceleration capacity and / or driving force, are additionally used.

If the speed measured variable and possibly also the further influencing variable acceleration are recorded continuously or repeatedly at points during the driving of the switch-on path 8, then basically nothing changes on the basis of the Fig. 3 described procedure of the process; the process works very well.

Finally, it should be noted that the consideration of the other driving time determining influencing variables takes place with a suitable weighting.

Claims (38)

1. Method for operating a railway safety system having at least one trackside device (1) while taking into account a measured velocity value (vs) recorded when the rail vehicle drives into the switch-on section (8) of the railway safety system,
   wherein the measured velocity value (vs) measured when the rail vehicle drives into the switch-on section (8) is used as the basis for checking whether a correction time for forwarding a signal (M) from the one trackside device (1) to an associated railway safety system is to be set according to the measured velocity value (vs),
   characterised in that
   thereafter a set correction time is checked to determine whether the set correction time should remain effective as a function of at least one further influencing variable (az, aa) of the rail vehicle that determines the travel time.
2. Method according to claim 1,
   characterised in that
   a recorded number of axles (az) of the rail vehicle is used as a further influencing variable.
3. Method according to claim 1 or 2,
   characterised in that
   a recorded distance between axles (aa) of the rail vehicle is used as a further influencing variable.
4. Method according to one of claims 1 to 3,
   characterised in that
   a recorded length of the rail vehicle is used as a further influencing variable.
5. Method according to one of claims 1 to 4,
   characterised in that
   the rail vehicle type is determined on the basis of the measured velocity value (vs) and the at least one further influencing variable (aa, az) and the determined type is used as a decision criterion for checking whether a set correction time remains effective.
6. Method according to claim 5,
   characterised in that
   number of axles (az) and/or distance between axles (aa) and/or train length are used as further influencing variables for determining the rail vehicle type.
7. Method according to claim 6,
   characterised in that
   if the number of axles is low, the conclusion is that the train type is a passenger train.
8. Method according to claim 7,
   characterised in that
   if the measured velocity value is comparatively low, the set correction time is deleted or reduced in the case of a passenger train.
9. Method according to claim 6,
   characterised in that
   if the number of axles is high, the conclusion is that the train type is a freight train.
10. Method according to claim 9,
    characterised in that
    if the measured velocity value is comparatively low, the set correction time is retained or extended in the case of a freight train.
11. Method according to one of claims 1 to 4,
    characterised in that
    if the measured velocity value (vs) is comparatively high, the check causes the signal (M) to be output immediately.
12. Method according to one of the above claims, characterised in that
    the acceleration of the rail vehicle when it drives into the switch-on section (8) is recorded in order to obtain a further influencing variable that determines the travel time and is taken into account in the setting and checking of said correction time.
13. Method according to one of the above claims, characterised in that
    the measured velocity value (vs) and the influencing variable 'acceleration' are determined repeatedly when the rail vehicle drives into the switch-on section (8).
14. Method according to one of the above claims, characterised in that
    the measured velocity value (vs) and the further influencing variable 'acceleration' are determined repeatedly when the rail vehicle travels through the switch-on section (8).
15. Method according to claim 13 or 14,
    characterised in that
    the measured velocity values (vs) and the further influencing variables are continuously determined.
16. Method according to one of the above claims, characterised in that
    the velocity (vs) and the acceleration of the rail vehicle are recorded by means of a global positioning device or odometer arrangement with connected radio arrangement.
17. Method according to claim 16,
    characterised in that
    a GPS (Global Positioning System) device is used as the global positioning device.
18. Method according to claim 16 or 17,
    characterised in that
    a radio arrangement is used that corresponds to the GSM-R (Global Positioning System-Railway) standard or works with the transmission protocol as per the IEEE 802.15.4 standard.
19. Method according to one of the above claims, characterised in that
    parameter data specific to the rail vehicle type is taken into account as further influencing variables that determine the travel time.
20. Method according to claim 19,
    characterised in that
    the maximum speed specific to the rail vehicle type and/or the acceleration capability specific to the rail vehicle type and/or the motive force are used as parameter data specific to the rail vehicle type.
21. Method according to claim 20,
    characterised in that
    the parameter data specific to the rail vehicle type is taken from the on-board computer of the rail vehicle.
22. Method according to one of claims 1 to 15 and 19 to 21,
    characterised in that
    the measured velocity value (vs) and the further influencing variables (az, aa) of the rail vehicle are recorded by means of a further trackside device (2) provided on the drive-in end of the switch-on section (8).
23. Method according to claim 22,
    characterised in that
    a wheel sensor with radio device is used as a further trackside device (2).
24. Method according to claim 22,
    characterised in that
    an approach annunciator (9) arranged beside the track (3) with the radio device (10) is used as the further trackside device (2) and a central train approach annunciator is used as the trackside device (1).
25. Method according to claim 23 or 24,
    characterised in that
    a radio device (10) with a receiver for receiving parameter data specific to the rail vehicle type of the rail vehicle driving past, and having a transmitter for transmitting the measured velocity value (vs) and the further influencing variables (az, aa) to the trackside device (1), is used as the radio device.
26. Method according to claim 14,
    characterised in that
    the measured velocity value (vs) and the further influencing variable 'acceleration' are recorded and transferred to the trackside device (1) by means of additional trackside devices (21,22) with radio module (10) arranged along the track (3) on the switch-on section (8) of the railway safety system.
27. Method according to claim 26,
    characterised in that
    radio routers (23,24) are used in the further trackside devices (21,22).
28. Method according to claim 27,
    characterised in that
    radio routers with a receiver are used for the parameter data specific to the rail vehicle type.
29. Method according to one of the above claims,
    characterised in that
    upon receipt of the measured velocity values (vs) and the transferred, further influencing variables (az, aa) recorded and transferred to the trackside device (1) when the rail vehicle drives into the switch-on section (8) and travels through the switch-on section (8), the correction time is calculated by weighting the individual variables and a timer (420) is set accordingly.
30. Method according to claim 29,
    characterised in that
    a counter is used as the timer, after expiration of which the signal (M) is issued to the railway safety system.
31. Railway safety system having a trackside device (1) on a drive-out end of a switch-on section (8) of the railway safety system and a further trackside device (2) on the drive-in end of the switch-on section (8), wherein the further trackside device (2) is equipped for recording a measured velocity value (vs) when the rail vehicle drives into the switch-on section (8),
    wherein the trackside device (1) has a train recognition device (37) which has inputs (36,38,39) for recording the measured velocity value (vs) and further influencing variables (az, aa) that determine the travel time, an adjustable timer (42) is subordinated to the train detection device (37) and the trackside device (1) which outputs a signal (M) to an associated railway safety system is connected to the timer (42).
32. Railway safety system according to claim 31,
    characterised in that
    the timer (42) is an electronic counter, after expiration of which the signal (M) is generated.
33. Railway safety system according to claim 31 or 32,
    characterised in that
    the further trackside device (2) is a wheel sensor with radio device.
34. Railway safety system according to one of claims 31 to 33,
    characterised in that
    the further trackside device (2) is an approach annunciator (9) arranged beside the track (3) with the radio device (10) and the trackside device (1) a central train approach annunciator.
35. Railway safety system according to claim 33 or 34,
    characterised in that
    the radio device (10) is designed such that it can be used to transfer the recorded measured velocity values (vs) and further influencing variables (az, aa) wirelessly to the trackside device (1).
36. Method according to one of claims 33 to 35,
    characterised in that
    the radio device is designed such that further influencing variables showing parameter data specific to the rail vehicle type of a vehicle driving past can be recorded.
37. Railway safety system according to claim 25,
    characterised in that
    the radio device is provided with a radio device (10) having a receiver for receiving parameter data specific to the rail vehicle type of the rail vehicle driving past and having a transmitter for transmitting the measured velocity values (vs) recorded by the further trackside device (2) and the further influencing variables (az, aa) to the trackside device (1).
38. Railway safety system according to one of claims 19 to 27,
    characterised in that
    additional trackside devices with radio routers (23,24), from which additional measured velocity values (vs) are transferred to the trackside device (1), are arranged along the track (3) in the switch-on section (8).

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