EP2849985B1 - Determining the position of rail vehicles - Google Patents

Determining the position of rail vehicles Download PDF

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Publication number
EP2849985B1
EP2849985B1 EP13729672.9A EP13729672A EP2849985B1 EP 2849985 B1 EP2849985 B1 EP 2849985B1 EP 13729672 A EP13729672 A EP 13729672A EP 2849985 B1 EP2849985 B1 EP 2849985B1
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EP
European Patent Office
Prior art keywords
time
rail vehicle
sbz
track
occupied signal
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EP13729672.9A
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German (de)
French (fr)
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EP2849985A1 (en
Inventor
Jens Braband
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/18—Railway track circuits
    • 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
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or vehicle train, e.g. pedals
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using European Train Control System [ETCS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. GPS
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation

Definitions

  • the invention relates to a method for generating a location indicating the position of a rail vehicle on a railway track.
  • railway track systems can be equipped with so-called balises, for example so-called euro balises or ETCS balises, which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes.
  • balises for example so-called euro balises or ETCS balises, which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes.
  • ETCS balises which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes.
  • the use of such balises is not always desirable for cost reasons.
  • the invention has for its object to provide a location of rail vehicles on a railway track easily and inexpensively.
  • the invention provides that a busy signal is generated with a Gleisokomelde worn indicating the occupancy of the track section by the rail vehicle, as soon as the rail vehicle occupied by the track free reporting device track section, the busy signal with a time stamp to form a time-related occupancy Signal is provided, indicating the time of occupancy of the track section, the time-related busy signal is transmitted to a the track free reporting device monitoring device, the time-related busy signal is forwarded from the guide to the rail vehicle and on the rail vehicle based on the time-related busy signal, the current position of the rail vehicle is determined and the location is formed.
  • An essential advantage of the method according to the invention is that it is possible to dispense with the use of balises for the transmission of locating signals.
  • the track free reporting device according to the invention thus used twice, namely to determine the occupancy state of the track section and in addition to the generation of signals to the rail vehicle, with which the rail vehicle can determine its current position itself.
  • the Gleisokomelde worn is thus used as a kind of virtual balise, which transmits a signal to the rail vehicle via a guide, whereby a rail vehicle-side location is possible.
  • Particularly simple and therefore advantageous rail vehicle side can determine the current position and form the location when a computing device of the rail vehicle based on a stored route map and based on the time-related busy signal determines the position of the rail vehicle at the time indicated by the time-related busy signal.
  • the computing device based on the speed of the rail vehicle in the time interval between that of the time-related Busy signal indicated time and the time of determining the current position, the distance that the rail vehicle has traveled in this time interval and the current position of the rail vehicle calculated by adding the distance to the position at the time indicated by the time-related busy signal.
  • a correction is made which takes into account the distance traveled by the rail vehicle in the time between the entrance to the track section and the calculation of the current position.
  • the track-free reporting device uses a time information sent by a global navigation satellite system to determine the time of occupancy of the track section and forms the time stamp with the time information.
  • the rail vehicle comprises a positioning device based on a global navigation satellite system
  • a second location is formed with the satellite-based location device, and the second location information is with the is compared based on the time-related busy signal detected current position of the rail vehicle.
  • two locations are thus formed, which are compared with each other in order to avoid a fault location.
  • the locating device of the rail vehicle uses the same global navigation satellite system as the track-free reporting device for forming the timestamp.
  • an error signal is generated when the deviation between the based on the time-related busy signal determined current position of the rail vehicle and the second location information reaches or exceeds a predetermined threshold.
  • the guide transmits the time-related busy signal together with a train identifier identifying the retracted train in the track section.
  • the transmission of a train ID allows the rail vehicles receiving the time-related busy signal to check whether this signal is actually to be evaluated or not. If the rail vehicle detects in the context of the evaluation of the train identifier that the busy signal is not intended for the own rail vehicle, it can avoid the further evaluation of the busy signal.
  • the invention further relates to a railway track system with a guide and associated with the guide track free reporting device, which is designed such that it generates a busy signal indicating the occupancy of a monitored by the track free reporting device track section by a rail vehicle, as soon as the rail vehicle occupies the track section.
  • the trackless signaling device to include a time-determining device that provides the busy signal with a time stamp to form a time-related busy signal indicating the time at which the track section is occupied, and in such a way that the guide device is configured in that it forwards the time-related busy signal to the rail vehicle after it has been received by the track-free signaling device.
  • the invention also relates to a rail vehicle with a locating device.
  • the locating device has a receiving device for receiving a time-stamped busy signal of a train free-reporting device of a railway track system according to the invention and a computing device that is programmed in such a way that it uses a stored route map and the time-related busy signal determines the position of the rail vehicle at the time indicated by the time-related busy signal.
  • the time-related busy signal SBZ reaches the guidance device 30, which transmits it to the rail vehicle 40 as a radio signal SBZF by means of a radio device.
  • the radio signal SBZF may also contain a train identifier which designates the train which would have to have entered the track section 15 in accordance with a predetermined timetable. The transmission of such a train identifier is advantageous, but not mandatory.
  • the rail vehicle 40 After receiving the radio signal SBZF and the time-related busy signal SBZ contained therein, the rail vehicle 40 determines its position on the basis of a stored route map and on the basis of the time-related busy signal SBZ. Such a position determination is readily possible if the stored route map has the track section 15 of the railway track system 10.
  • the rail vehicle 40 may also consider its own speed and based on the speed in the time interval between the time specified by the time-related busy signal SBZ time and the current time of determining the current position Determine the distance traveled by the rail vehicle 40 in this time interval.
  • the current position of the Rail vehicle 40 may then be calculated by adding the distance to the position indicated by the time-related busy signal SBZ.
  • the FIG. 2 shows an embodiment of a track free reporting device 20, as in the railway track 10 according to FIG. 1 can be used.
  • the track clearance reporting device 20 according to FIG. 2 has an occupancy detection device 100, which with the sensors 21 and 22 according to FIG. 1 is in communication and evaluates their sensor signals S1 and S2.
  • the occupancy recognition device 100 may be a conventional device with which the occupancy state of a track section can be detected.
  • the occupancy detection device 100 may, for example, evaluate the signals from axle counters, DC circuits or the like. When detecting the occupancy state of the track section 15, the occupancy detection device 100 can thus fall back on conventional methods for occupancy detection.
  • the occupancy detection device 100 generates on the output side a busy signal SB, which is transmitted to a control device 110 of the track-free-reporting device 20.
  • the control device 110 is connected to a time determination device 120, which transmits a time information SZ to the control device 110. Based on the time information SZ of the time determination device 120, the control device 110 is able to provide the busy signal SB with a time stamp indicating the time of occupancy of the track section 15 as soon as a rail vehicle 40 enters the track section 15 and occupies it.
  • the busy signal SB provided with the time stamp or the time information SZ is output as the time-related busy signal SBZ at the output A20 of the track-free signaling device 20 (cf. FIG. 1 ).
  • the time-determining device 120 is a satellite-based time determination device
  • the navigation signals one in the FIG. 2 only schematically illustrated global navigation satellite system 200 evaluates and forms the respective time or the time information SZ by using the time base of the global navigation satellite system 200.
  • the navigation signals are in the FIG. 2 exemplified by the reference GPS.
  • the FIG. 3 shows a second embodiment of a track free reporting device 20, as in the railway track 10 according to FIG. 1 can be used.
  • the time-determining device is not a satellite-based time-determining device but a synchronized radio-controlled clock 130 which is synchronized by a time signal ZS radiated by radio.
  • the time signal ZS may, for example, be the time signal emitted by the long-wave transmitter DZF77 stationed in Frankfurt am Main.
  • the longwave transmitter is in the FIG. 3 designated by the reference numeral 300.
  • the time information (time) SZ formed by the synchronized radio clock 130 is evaluated by the control device 110 in order to provide the busy signal SB of the occupancy detection device 100 with a time stamp and to generate the time-related busy signal SBZ at the output A20 of the track-free reporting device 20.
  • FIG. 4 shows an embodiment of a rail vehicle 40, which is suitable for evaluating a time-related busy signal SBZ a track-free reporting device and to determine based on its own current position.
  • the rail vehicle 40 comprises a computing device 410 which is connected to a receiving device 420 and a memory 430.
  • a route map SP is stored, the data D via the railway track 10 according to FIG. 1 and over the track section 15 monitored by the track clearance reporting device 20 FIG. 1 includes.
  • the computing device 410 is programmed by means of a software module SM1 such that it determines the current position of the rail vehicle 40 on the basis of the time-related busy signal SBZ and the data D of the route map SP.
  • the computing device 410 can take into account the time interval that has elapsed between the time specified in the time stamp and the respective current time, by determining the distance traveled by the rail vehicle 40 in the meantime based on the speed of the rail vehicle 40 in this time interval. Subsequently, the computing device 410 can calculate the current position of the rail vehicle 40 by adding this distance to the position resulting from the time-related busy signal SBZ and the route map SP.
  • FIG. 5 shows a second embodiment of a rail vehicle 40, which on the railway track 10 according to FIG. 1 can be operated and is capable of the radio signal SBZF of the guide 30 according to FIG. 1 to evaluate the current position.
  • the rail vehicle 40 according to FIG. 5
  • the receiving device 420 and the memory 430 which has already been described in connection with FIG FIG. 4
  • a satellite-based locator 440 capable of receiving navigation signals GPS from a global navigation satellite system 200 has been described.
  • the satellite-based locating device 440 forms with the navigation signals GPS a second location information OA2, which arrives at the computing device 410.
  • the computing device 410 is in the embodiment according to FIG. 5 programmed with two software modules SM1 and SM2.
  • the first software module SM1 serves to evaluate the time-related busy signal SBZ of the receiving device 420 as well as the data D of the route map SP and to form a first location information OA1.
  • the second software module SM2 is used to compare the first location information OA1 of the first software module SM1 with the second location information OA2 of the satellite-based location device 440. If the two location details OA1 and OA2 substantially coincide, the arithmetic unit 410 with the two locations OA1 and OA2, for example by averaging, will form an averaged location information OA which is output at the output A410 of the arithmetic unit 410.

Description

Die Erfindung bezieht sich auf ein Verfahren zum Erzeugen einer Ortsangabe, die die Position eines Schienenfahrzeugs auf einer Eisenbahngleisanlage angibt.The invention relates to a method for generating a location indicating the position of a rail vehicle on a railway track.

Bekanntermaßen können Eisenbahngleisanlagen mit sogenannten Balisen, beispielsweise sogenannten Euro-Balisen oder ETCS-Balisen ausgestattet werden, die als feste Ortungsmarken arbeiten und Funksignale erzeugen, die von Schienenfahrzeugen empfangen und zur Ortungsbestimmung ausgewertet werden können. Der Einsatz solcher Balisen ist jedoch aus Kostengründen nicht immer wünschenswert.As is known, railway track systems can be equipped with so-called balises, for example so-called euro balises or ETCS balises, which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes. However, the use of such balises is not always desirable for cost reasons.

Darüber hinaus ist bekannt, Eisenbahngleisanlagen mit Gleisfreimeldeeinrichtungen auszustatten, die auf sogenannten Gleisstromkreisen oder Achszählern basieren können, um den Belegt-Zustand von Gleisabschnitten zu erfassen.In addition, it is known to equip railway track systems with track-free reporting devices that can be based on so-called track circuits or axle counters to detect the busy condition of track sections.

Aus der Patentschrift US 5,129,605 A ist ein Verfahren zum Erzeugen einer Ortsangabe, die eine Position eines Schienenfahrzeugs auf einer Eisenbahngleisanlage angibt, bekannt, bei dem mit Gleisfreimeldeeinrichtungen in Form von Gleisstromkreisen Belegt-Signale erzeugt werden. Das Belegt-Signal einer derartigen Gleisfreimeldeeinrichtung gibt die Belegung des mit der Gleisfreimeldeeinrichtung überwachten Gleisabschnitts durch das Schienenfahrzeug an, sobald das Schienenfahrzeug den Gleisabschnitt belegt. Dabei dienen die Belegtsignale der Gleisfreimeldeeinrichtungen in Verbindung mit einem Geschwindigkeitssignal eines Radtachometers eines Schienenfahrzeugs dazu, insbesondere bei fehlendem GPS, einen Entfernungswert zu korrigieren.From the Patent US 5,129,605 A is a method for generating a location, which indicates a position of a rail vehicle on a railway track, known, in which track-free signaling devices in the form of track circuits busy signals are generated. The Busy signal of such a track-free reporting device indicates the occupancy of tracked with the track-free reporting device track section through the rail vehicle as soon as the rail vehicle occupies the track section. In this case, the occupancy signals of the track-free signaling devices in conjunction with a speed signal of a wheel-tachometer of a rail vehicle serve, in particular in the absence of GPS, to correct a distance value.

Der Erfindung liegt die Aufgabe zugrunde, eine Ortung von Schienenfahrzeugen auf einer Eisenbahngleisanlage einfach und kostengünstig zu ermöglichen.The invention has for its object to provide a location of rail vehicles on a railway track easily and inexpensively.

Diese Aufgabe wird erfindungsgemäß durch ein Verfahren mit den Merkmalen gemäß Patentanspruch 1 gelöst. Vorteilhafte Ausgestaltungen des erfindungsgemäßen Verfahrens sind in Unteransprüchen angegeben.This object is achieved by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in subclaims.

Danach ist erfindungsgemäß vorgesehen, dass mit einer Gleisfreimeldeeinrichtung ein Belegt-Signal erzeugt wird, das die Belegung des Gleisabschnitts durch das Schienenfahrzeug angibt, sobald das Schienenfahrzeug den von der Gleisfreimeldeeinrichtung überwachten Gleisabschnitt belegt, das Belegt-Signal mit einem Zeitstempel unter Bildung eines zeitbezogenen Belegt-Signal versehen wird, das den Zeitpunkt der Belegung des Gleisabschnitts angibt, das zeitbezogene Belegt-Signal an eine die Gleisfreimeldeeinrichtung überwachende Leiteinrichtung übermittelt wird, das zeitbezogene Belegt-Signal von der Leiteinrichtung an das Schienenfahrzeug weitergeleitet wird und auf dem Schienenfahrzeug anhand des zeitbezogenen Belegt-Signals die aktuelle Position des Schienenfahrzeugs ermittelt wird und die Ortsangabe gebildet wird.Thereafter, the invention provides that a busy signal is generated with a Gleisfreimeldeeinrichtung indicating the occupancy of the track section by the rail vehicle, as soon as the rail vehicle occupied by the track free reporting device track section, the busy signal with a time stamp to form a time-related occupancy Signal is provided, indicating the time of occupancy of the track section, the time-related busy signal is transmitted to a the track free reporting device monitoring device, the time-related busy signal is forwarded from the guide to the rail vehicle and on the rail vehicle based on the time-related busy signal, the current position of the rail vehicle is determined and the location is formed.

Ein wesentlicher Vorteil des erfindungsgemäßen Verfahrens besteht darin, dass auf den Einsatz von Balisen zur Übermittlung von Ortungssignalen verzichtet werden kann. Erfindungsgemäß ist nämlich vorgesehen, zur Ortung sowieso vorhandene Gleisfreimeldeeinrichtungen heranzuziehen, deren eigentliche Aufgabe darin besteht, den Belegt-Zustand eines Gleisabschnitts der Eisenbahngleisanlage zu überwachen. Die Gleisfreimeldeeinrichtung wird erfindungsgemäß also doppelt genutzt, nämlich zur Feststellung des Belegungszustandes des Gleisabschnitts sowie zusätzlich zur Erzeugung von Signalen an das Schienenfahrzeug, mit dem das Schienenfahrzeug seine aktuelle Position selbst bestimmen kann. Die Gleisfreimeldeeinrichtung wird somit als eine Art virtuelle Balise verwendet, die über eine Leiteinrichtung ein Signal zum Schienenfahrzeug übersendet, wodurch eine schienenfahrzeugseitige Ortung ermöglicht wird.An essential advantage of the method according to the invention is that it is possible to dispense with the use of balises for the transmission of locating signals. In accordance with the invention, provision is made in particular to use locating devices which are present anyway for locating the actual task of which is to monitor the busy condition of a track section of the railway track system. The track free reporting device according to the invention thus used twice, namely to determine the occupancy state of the track section and in addition to the generation of signals to the rail vehicle, with which the rail vehicle can determine its current position itself. The Gleisfreimeldeeinrichtung is thus used as a kind of virtual balise, which transmits a signal to the rail vehicle via a guide, whereby a rail vehicle-side location is possible.

Besonders einfach und damit vorteilhaft lässt sich schienenfahrzeugseitig die aktuelle Position bestimmen und die Ortsangabe bilden, wenn eine Recheneinrichtung des Schienenfahrzeugs anhand einer abgespeicherten Streckenkarte und anhand des zeitbezogenen Belegt-Signals die Position des Schienenfahrzeugs zu dem von dem zeitbezogenen Belegt-Signal angegebenen Zeitpunkt ermittelt.Particularly simple and therefore advantageous rail vehicle side can determine the current position and form the location when a computing device of the rail vehicle based on a stored route map and based on the time-related busy signal determines the position of the rail vehicle at the time indicated by the time-related busy signal.

Da die Übersendung des zeitbezogenen Belegt-Signals von der Gleisfreimeldeeinrichtung über die Leiteinrichtung zum Schienenfahrzeug mitunter einen nicht unerheblichen Zeitversatz aufweisen kann, wird es als vorteilhaft angesehen, wenn die Recheneinrichtung anhand der Geschwindigkeit des Schienenfahrzeugs im Zeitintervall zwischen dem von dem zeitbezogenen Belegt-Signal angegebenen Zeitpunkt und dem Zeitpunkt der Bestimmung der aktuellen Position die Wegstrecke ermittelt, die das Schienenfahrzeug in diesem Zeitintervall zurückgelegt hat und die aktuelle Position des Schienenfahrzeugs durch Addition der Wegstrecke zu der Position zu dem von dem zeitbezogenen Belegt-Signal angegebenen Zeitpunkt berechnet. Bei dieser Ausgestaltung des Verfahrens wird also eine Korrektur vorgenommen, die die Wegstrecke berücksichtigt, die das Schienenfahrzeug in der Zeit zwischen der Einfahrt in den Gleisabschnitt und der Berechnung der aktuellen Position zurückgelegt hat.Since the transmission of the time-related busy signal from the track-free reporting device via the guide to the rail vehicle can sometimes have a significant time offset, it is considered advantageous if the computing device based on the speed of the rail vehicle in the time interval between that of the time-related Busy signal indicated time and the time of determining the current position, the distance that the rail vehicle has traveled in this time interval and the current position of the rail vehicle calculated by adding the distance to the position at the time indicated by the time-related busy signal. In this embodiment of the method, therefore, a correction is made which takes into account the distance traveled by the rail vehicle in the time between the entrance to the track section and the calculation of the current position.

Zur Bildung des Zeitstempels wird es als vorteilhaft angesehen, wenn die Gleisfreimeldeeinrichtung ein von einem globalen Navigationssatellitensystem ausgesandte Zeitinformation zur Ermittlung des Zeitpunkts der Belegung des Gleisabschnitts heranzieht und mit der Zeitinformation den Zeitstempel bildet.To form the time stamp, it is considered advantageous if the track-free reporting device uses a time information sent by a global navigation satellite system to determine the time of occupancy of the track section and forms the time stamp with the time information.

Um die mittels des zeitbezogenen Belegt-Signals gebildete Ortsangabe zu plausibilisieren bzw. zu überprüfen, wird es als vorteilhaft angesehen, wenn das Schienenfahrzeug eine auf ein globales Navigationssatellitensystem gestützte Ortungseinrichtung umfasst, eine zweite Ortsangabe mit der satellitengestützten Ortungseinrichtung gebildet wird und die zweite Ortsangabe mit der anhand des zeitbezogenen Belegt-Signals ermittelten aktuellen Position des Schienenfahrzeugs verglichen wird. Bei dieser Ausgestaltung werden also zwei Ortsangaben gebildet, die miteinander verglichen werden, um eine Fehlortung zu vermeiden.In order to validate or verify the location information formed by means of the time-related busy signal, it is considered advantageous if the rail vehicle comprises a positioning device based on a global navigation satellite system, a second location is formed with the satellite-based location device, and the second location information is with the is compared based on the time-related busy signal detected current position of the rail vehicle. In this embodiment, two locations are thus formed, which are compared with each other in order to avoid a fault location.

Als besonders vorteilhaft wird es angesehen, wenn die Ortungseinrichtung des Schienenfahrzeugs dasselbe globale Navigationssatellitensystem nutzt wie die Gleisfreimeldeeinrichtung zur Bildung des Zeitstempels.It is considered to be particularly advantageous if the locating device of the rail vehicle uses the same global navigation satellite system as the track-free reporting device for forming the timestamp.

Vorzugsweise wird ein Fehlersignal erzeugt, wenn die Abweichung zwischen der anhand des zeitbezogenen Belegt-Signals ermittelten aktuellen Position des Schienenfahrzeugs und der zweiten Ortsangabe eine vorgegebene Schwelle erreicht oder überschreitet.Preferably, an error signal is generated when the deviation between the based on the time-related busy signal determined current position of the rail vehicle and the second location information reaches or exceeds a predetermined threshold.

Darüber hinaus wird es als vorteilhaft angesehen, wenn die Leiteinrichtung das zeitbezogene Belegt-Signal zusammen mit einer Zugkennung übersendet, die den in den Gleisabschnitt eingefahrenen Zug kennzeichnet. Die Übersendung einer Zugkennung ermöglicht es den Schienenfahrzeugen, die das zeitbezogene Belegt-Signal empfangen, zu überprüfen, ob dieses Signal tatsächlich auszuwerten ist oder nicht. Stellt das Schienenfahrzeug im Rahmen der Auswertung der Zugkennung fest, dass das Belegt-Signal nicht für das eigene Schienenfahrzeug gedacht ist, kann es die weitere Auswertung des Belegt-Signals vermeiden.In addition, it is considered advantageous if the guide transmits the time-related busy signal together with a train identifier identifying the retracted train in the track section. The transmission of a train ID allows the rail vehicles receiving the time-related busy signal to check whether this signal is actually to be evaluated or not. If the rail vehicle detects in the context of the evaluation of the train identifier that the busy signal is not intended for the own rail vehicle, it can avoid the further evaluation of the busy signal.

Die Erfindung bezieht sich darüber hinaus auf eine Eisenbahngleisanlage mit einer Leiteinrichtung und einer mit der Leiteinrichtung in Verbindung stehenden Gleisfreimeldeeinrichtung, die derart ausgestaltet ist, dass sie ein Belegt-Signal erzeugt, das die Belegung eines von der Gleisfreimeldeeinrichtung überwachten Gleisabschnitts durch ein Schienenfahrzeug angibt, sobald das Schienenfahrzeug den Gleisabschnitt belegt.The invention further relates to a railway track system with a guide and associated with the guide track free reporting device, which is designed such that it generates a busy signal indicating the occupancy of a monitored by the track free reporting device track section by a rail vehicle, as soon as the rail vehicle occupies the track section.

Erfindungsgemäß ist diesbezüglich vorgesehen, dass die Gleisfreimeldeeinrichtung eine Zeitbestimmungseinrichtung umfasst, die derart ausgestaltet ist, dass sie das Belegt-Signal mit einem Zeitstempel unter Bildung eines zeitbezogenen Belegt-Signals versieht, das den Zeitpunkt der Belegung des Gleisabschnitts angibt, und dass die Leiteinrichtung derart ausgestaltet ist, dass sie das zeitbezogene Belegt-Signal nach Empfang von der Gleisfreimeldeeinrichtung an das Schienenfahrzeug weiterleitet. Bezüglich der Vorteile der erfindungsgemäßen Eisenbahngleisanlage sei auf die obigen Ausführungen im Zusammenhang mit dem erfindungsgemäßen Verfahren verwiesen, da die Vorteile der erfindungsgemäßen Eisenbahngleisanlage denen des erfindungsgemäßen Verfahrens im Wesentlichen entsprechen.According to the invention, provision is made in this regard for the trackless signaling device to include a time-determining device that provides the busy signal with a time stamp to form a time-related busy signal indicating the time at which the track section is occupied, and in such a way that the guide device is configured in that it forwards the time-related busy signal to the rail vehicle after it has been received by the track-free signaling device. With regard to the advantages of the railway track system according to the invention, reference is made to the above statements in connection with the method according to the invention, since the advantages of the railway track system according to the invention essentially correspond to those of the method according to the invention.

Die Erfindung bezieht sich außerdem auf ein Schienenfahrzeug mit einer Ortungseinrichtung. Erfindungsgemäß ist bezüglich des Schienenfahrzeugs vorgesehen, dass die Ortungseinrichtung eine Empfangseinrichtung zum Empfang eines mit einem Zeitstempel versehenen Belegt-Signals einer Gleisfreimeldeeinrichtung einer erfindungsgemäßen Eisenbahngleisanlage und eine Recheneinrichtung aufweist, die derart programmiert ist, dass sie anhand einer abgespeicherten Streckenkarte und anhand des zeitbezogenen Belegt-Signals die Position des Schienenfahrzeugs zu dem von dem zeitbezogenen Belegt-Signal angegebenen Zeitpunkt ermittelt. Bezüglich der Vorteile des erfindungsgemäßen Schienenfahrzeugs sei auf die obigen Ausführungen im Zusammenhang mit dem erfindungsgemäßen Verfahren verwiesen, da die Vorteile des erfindungsgemäßen Verfahrens denen des erfindungsgemäßen Schienenfahrzeugs im Wesentlichen entsprechen.The invention also relates to a rail vehicle with a locating device. According to the invention, it is provided with respect to the rail vehicle that the locating device has a receiving device for receiving a time-stamped busy signal of a train free-reporting device of a railway track system according to the invention and a computing device that is programmed in such a way that it uses a stored route map and the time-related busy signal determines the position of the rail vehicle at the time indicated by the time-related busy signal. With regard to the advantages of the rail vehicle according to the invention, reference is made to the above statements in connection with the method according to the invention, since the advantages of the method according to the invention essentially correspond to those of the rail vehicle according to the invention.

Die Erfindung wird nachfolgend anhand von Ausführungsbeispielen näher erläutert; dabei zeigen beispielhaft

Figur 1
ein Ausführungsbeispiel für eine erfindungsgemäße Eisenbahngleisanlage, die mit einer Leiteinrichtung und einer Gleisfreimeldeeinrichtung ausgestattet ist,
Figur 2
ein erstes Ausführungsbeispiel für eine Leiteinrichtung, wie sie bei der Eisenbahngleisanlage gemäß Figur 1 einsetzbar ist,
Figur 3
ein zweites Ausführungsbeispiel für eine erfindungsgemäße Leiteinrichtung für die Eisenbahngleisanlage gemäß Figur 1,
Figur 4
ein erstes Ausführungsbeispiel für ein Schienenfahrzeug, das zeitbezogene Belegt-Signale der Gleisfreimeldeeinrichtung der Eisenbahngleisanlage gemäß Figur 1 auswerten kann, und
Figur 5
ein zweites Ausführungsbeispiel für ein erfindungsgemäßes Schienenfahrzeug, das zeitbezogene Belegt-Signale einer Gleisfreimeldeeinrichtung auswerten kann.
The invention will be explained in more detail with reference to embodiments; thereby show by way of example
FIG. 1
An embodiment of a railway track system according to the invention, which is equipped with a guide and a track-free reporting device,
FIG. 2
a first embodiment of a guide, as in the railway track system according to FIG. 1 can be used,
FIG. 3
A second embodiment of a guide device according to the invention for the railway track system according to FIG. 1 .
FIG. 4
a first embodiment of a rail vehicle, the time-related busy signals of the train free reporting device of the railway track system according to FIG. 1 can evaluate, and
FIG. 5
a second embodiment of a railway vehicle according to the invention, which can evaluate time-related busy signals of a track free reporting device.

In den Figuren werden der Übersicht halber für identische oder vergleichbare Komponenten stets dieselben Bezugszeichen verwendet.For the sake of clarity, the same reference numerals are always used in the figures for identical or comparable components.

Die Figur 1 zeigt eine Eisenbahngleisanlage 10, deren Gleisabschnitt 15 von einer Gleisfreimeldeeinrichtung 20 überwacht wird. Die Gleisfreimeldeeinrichtung 20 umfasst bei dem Ausführungsbeispiel gemäß Figur 1 zwei oder mehr Sensoren 21 und 22, die Sensorsignale S1 und S2 erzeugen, auf deren Basis die Gleisfreimeldeeinrichtung 20 den Belegzustand des Gleisabschnitts 15 ermitteln kann. Die Sensoren können durch Achszähleinrichtungen oder durch Kreuzungspunkte von Gleisstromkreisen gebildet werden. Insbesondere im Fall, wenn die Sensoren der Gleisfreimeldeeinrichtung 20 durch Kreuzungspunkte eines oder mehrerer Gleisstromkreise gebildet werden, wird es als vorteilhaft angesehen, wenn sich der oder die Gleisstromkreise über den gesamten Gleisabschnitt 15 erstrecken und eine Mehrzahl an Kreuzungspunkten vorhanden ist.
Die Gleisfreimeldeeinrichtung 20 steht mit einer Leiteinrichtung 30 in Verbindung, die mit einer Funkeinrichtung ausgestattet ist.The FIG. 1 shows a railway track system 10, the track section 15 is monitored by a track vacancy detector 20. The track-clearing device 20 comprises in the embodiment according to FIG. 1 two or more sensors 21 and 22, the sensor signals S1 and S2 generate, based on the track free reporting device 20 can determine the slip condition of the track section 15. The sensors can be formed by axle counters or by crossing points of track circuits. In particular, in the case when the sensors of the track-clearing device 20 are formed by crossing points of one or more track circuits, it is considered advantageous when the track circuit (s) extend over the entire track section 15 and there are a plurality of crossing points.
The track-free reporting device 20 communicates with a guide 30, which is equipped with a radio device.

Die Eisenbahngleisanlage 10 lässt sich beispielsweise wie folgt betreiben:

  • Fährt ein Schienfahrzeug 40 in den Gleisabschnitt 15 der Eisenbahngleisanlage 10 entlang der Pfeilrichtung P ein, so wird dies von dem Sensor 21 der Gleisfreimeldeeinrichtung 20 erfasst und mittels des Sensorsignals S1 gemeldet. Die Gleisfreimeldeeinrichtung 20 wird anhand des Sensorsignals S1 den Belegzustand des Gleisabschnitts 15 erkennen und ein entsprechendes Belegt-Signal erzeugen. Dieses Belegt-Signal wird die Gleisfreimeldeeinrichtung 20 mit einem Zeitstempel unter Bildung eines zeitbezogenen Belegt-Signals SBZ versehen. Der Zeitstempel gibt den Zeitpunkt an, zu dem der Gleisabschnitt 15 von dem Schienenfahrzeug 40 belegt worden ist.
The railway track system 10 can be operated, for example, as follows:
  • If a rail vehicle 40 drives into the track section 15 of the railroad track system 10 along the direction of the arrow P, this is detected by the sensor 21 of the track-free signaling device 20 and reported by means of the sensor signal S1. The track-free reporting device 20 will recognize the slip state of the track section 15 based on the sensor signal S1 and generate a corresponding busy signal. This busy signal is provided to the track vacancy signaling device 20 with a time stamp to form a time-related busy signal SBZ. The time stamp indicates the time at which the track section 15 has been occupied by the rail vehicle 40.

Das zeitbezogene Belegt-Signal SBZ gelangt zu der Leiteinrichtung 30, die dieses mittels einer Funkeinrichtung als Funksignal SBZF an das Schienenfahrzeug 40 übersendet. Das Funksignal SBZF kann neben dem zeitbezogenen Belegt-Signal SBZ auch eine Zugkennung enthalten, die den Zug bezeichnet, der gemäß vorgegebenen Fahrplan in den Gleisabschnitt 15 eingefahren sein müsste. Die Übermittlung einer solchen Zugkennung ist vorteilhaft, aber nicht zwingend erforderlich.The time-related busy signal SBZ reaches the guidance device 30, which transmits it to the rail vehicle 40 as a radio signal SBZF by means of a radio device. In addition to the time-related busy signal SBZ, the radio signal SBZF may also contain a train identifier which designates the train which would have to have entered the track section 15 in accordance with a predetermined timetable. The transmission of such a train identifier is advantageous, but not mandatory.

Das Schienenfahrzeug 40 wird nach Empfang des Funksignals SBZF und des darin enthaltenen zeitbezogenen Belegt-Signals SBZ anhand einer abgespeicherten Streckenkarte und anhand des zeitbezogenen Belegt-Signals SBZ seine Position ermitteln. Eine solche Positionsermittlung ist ohne Weiteres möglich, wenn die abgespeicherte Streckenkarte den Gleisabschnitt 15 der Eisenbahngleisanlage 10 aufweist.After receiving the radio signal SBZF and the time-related busy signal SBZ contained therein, the rail vehicle 40 determines its position on the basis of a stored route map and on the basis of the time-related busy signal SBZ. Such a position determination is readily possible if the stored route map has the track section 15 of the railway track system 10.

Bei der Berechnung der aktuellen Position und bei der Bildung der Ortsangabe kann das Schienenfahrzeug 40 darüber hinaus auch seine eigene Geschwindigkeit berücksichtigen und anhand der Geschwindigkeit im Zeitintervall zwischen dem von dem zeitbezogenen Belegt-Signal SBZ angegebenen Zeitpunkt und dem jeweiligen Zeitpunkt der Bestimmung der aktuellen Position die Wegstrecke ermitteln, die das Schienenfahrzeug 40 in diesem Zeitintervall zurückgelegt hat. Die aktuelle Position des Schienenfahrzeugs 40 kann anschließend durch Addition der Wegstrecke zu der Position, die von dem zeitbezogenen Belegt-Signal SBZ angegeben wird, berechnet werden.In the calculation of the current position and in the formation of the location, the rail vehicle 40 may also consider its own speed and based on the speed in the time interval between the time specified by the time-related busy signal SBZ time and the current time of determining the current position Determine the distance traveled by the rail vehicle 40 in this time interval. The current position of the Rail vehicle 40 may then be calculated by adding the distance to the position indicated by the time-related busy signal SBZ.

Zusammengefasst ermöglicht es das von der Gleisfreimeldeeinrichtung 20 gebildete zeitbezogene Belegt-Signal SBZ, das von der Leiteinrichtung 30 an das Schienenfahrzeug 40 weitergeleitet wird, dem Schienenfahrzeug 40, seine aktuelle Position zu bestimmen und eine entsprechende Ortsangabe zu bilden.In summary, the time-related busy signal SBZ formed by the anti-free-trip device 20, which is forwarded by the directing device 30 to the rail vehicle 40, allows the rail vehicle 40 to determine its current position and to form a corresponding location.

Die Figur 2 zeigt ein Ausführungsbeispiel für eine Gleisfreimeldeeinrichtung 20, wie sie bei der Eisenbahngleisanlage 10 gemäß Figur 1 eingesetzt werden kann. Die Gleisfreimeldeeinrichtung 20 gemäß Figur 2 weist eine Belegungserkennungseinrichtung 100 auf, die mit den Sensoren 21 und 22 gemäß Figur 1 in Verbindung steht und deren Sensorsignale S1 und S2 auswertet. Bei der Belegungserkennungseinrichtung 100 kann es sich um eine übliche Einrichtung handeln, mit der der Belegungszustand eines Gleisabschnitts erfasst werden kann. Die Belegungserkennungseinrichtung 100 kann beispielsweise die Signale von Achszählern, Gleichstromkreisen oder dergleichen auswerten. Bei der Erfassung des Belegungszustandes des Gleisabschnitts 15 kann die Belegungserkennungseinrichtung 100 also auf übliche Verfahren zur Belegungserkennung zurückgreifen.The FIG. 2 shows an embodiment of a track free reporting device 20, as in the railway track 10 according to FIG. 1 can be used. The track clearance reporting device 20 according to FIG. 2 has an occupancy detection device 100, which with the sensors 21 and 22 according to FIG. 1 is in communication and evaluates their sensor signals S1 and S2. The occupancy recognition device 100 may be a conventional device with which the occupancy state of a track section can be detected. The occupancy detection device 100 may, for example, evaluate the signals from axle counters, DC circuits or the like. When detecting the occupancy state of the track section 15, the occupancy detection device 100 can thus fall back on conventional methods for occupancy detection.

Die Belegungserkennungseinrichtung 100 erzeugt ausgangsseitig ein Belegt-Signals SB, das zu einer Steuereinrichtung 110 der Gleisfreimeldeeinrichtung 20 übermittelt wird. Die Steuereinrichtung 110 steht mit einer Zeitbestimmungseinrichtung 120 in Verbindung, die eine Zeitinformation SZ an die Steuereinrichtung 110 übermittelt. Anhand der Zeitinformation SZ der Zeitbestimmungseinrichtung 120 ist die Steuereinrichtung 110 in der Lage, das Belegt-Signal SB mit einem Zeitstempel zu versehen, das den Zeitpunkt der Belegung des Gleisabschnitts 15 angibt, sobald ein Schienenfahrzeug 40 in den Gleisabschnitt 15 einfährt und diesen belegt. Das mit dem Zeitstempel bzw. der Zeitinformation SZ versehene Belegt-Signal SB wird als zeitbezogenes Belegt-Signal SBZ am Ausgang A20 der Gleisfreimeldeeinrichtung 20 ausgegeben (vgl. Figur 1).The occupancy detection device 100 generates on the output side a busy signal SB, which is transmitted to a control device 110 of the track-free-reporting device 20. The control device 110 is connected to a time determination device 120, which transmits a time information SZ to the control device 110. Based on the time information SZ of the time determination device 120, the control device 110 is able to provide the busy signal SB with a time stamp indicating the time of occupancy of the track section 15 as soon as a rail vehicle 40 enters the track section 15 and occupies it. The busy signal SB provided with the time stamp or the time information SZ is output as the time-related busy signal SBZ at the output A20 of the track-free signaling device 20 (cf. FIG. 1 ).

Bei dem Ausführungsbeispiel gemäß Figur 2 handelt es sich bei der Zeitbestimmungseinrichtung 120 um eine satellitengestützte Zeitbestimmungseinrichtung, die Navigationssignale eines in der Figur 2 nur schematisch gezeigten globalen Navigationssatellitensystems 200 auswertet und die jeweilige Zeit bzw. die Zeitinformation SZ unter Heranziehung der Zeitbasis des globalen Navigationssatellitensystems 200 bildet. Die Navigationssignale sind in der Figur 2 beispielhaft mit dem Bezugszeichen GPS gekennzeichnet.In the embodiment according to FIG. 2 is the time-determining device 120 is a satellite-based time determination device, the navigation signals one in the FIG. 2 only schematically illustrated global navigation satellite system 200 evaluates and forms the respective time or the time information SZ by using the time base of the global navigation satellite system 200. The navigation signals are in the FIG. 2 exemplified by the reference GPS.

Mit dieser aus den Navigationssignalen GPS abgeleiteten Zeitinformation SZ wird nachfolgend von der Steuereinrichtung 110 das zeitbezogene Belegt-Signal SBZ gebildet, wie dies oben bereits erläutert wurde.With this time information SZ derived from the navigation signals GPS, the time-related busy signal SBZ is subsequently formed by the control device 110, as already explained above.

Die Figur 3 zeigt ein zweites Ausführungsbeispiel für eine Gleisfreimeldeeinrichtung 20, wie sie bei der Eisenbahngleisanlage 10 gemäß Figur 1 eingesetzt werden kann. Im Unterschied zu dem Ausführungsbeispiel gemäß Figur 2 handelt es sich bei der Zeitbestimmungseinrichtung nicht um eine satellitengestützte Zeitbestimmungseinrichtung, sondern um eine synchronisierte Funkuhr 130, die durch ein per Funk ausgestrahltes Zeitsignal ZS synchronisiert wird. Bei dem Zeitsignal ZS kann es sich beispielsweise um das Zeitsignal handeln, das von dem in Frankfurt am Main stationierten Langwellensender DZF77 ausgesandt wird. Der Langwellensender ist in der Figur 3 mit dem Bezugszeichen 300 gekennzeichnet.The FIG. 3 shows a second embodiment of a track free reporting device 20, as in the railway track 10 according to FIG. 1 can be used. In contrast to the embodiment according to FIG. 2 the time-determining device is not a satellite-based time-determining device but a synchronized radio-controlled clock 130 which is synchronized by a time signal ZS radiated by radio. The time signal ZS may, for example, be the time signal emitted by the long-wave transmitter DZF77 stationed in Frankfurt am Main. The longwave transmitter is in the FIG. 3 designated by the reference numeral 300.

Die von der synchronisierten Funkuhr 130 gebildete Zeitinformation (Uhrzeit) SZ wird von der Steuereinrichtung 110 ausgewertet, um das Belegt-Signal SB der Belegungserkennungseinrichtung 100 mit einem Zeitstempel zu versehen und das zeitbezogene Belegt-Signal SBZ am Ausgang A20 der Gleisfreimeldeeinrichtung 20 zu erzeugen.The time information (time) SZ formed by the synchronized radio clock 130 is evaluated by the control device 110 in order to provide the busy signal SB of the occupancy detection device 100 with a time stamp and to generate the time-related busy signal SBZ at the output A20 of the track-free reporting device 20.

Die Figur 4 zeigt ein Ausführungsbeispiel für ein Schienenfahrzeug 40, das geeignet ist, ein zeitbezogenes Belegt-Signal SBZ einer Gleisfreimeldeeinrichtung auszuwerten und anhand dessen seine eigene aktuelle Position zu bestimmen.The FIG. 4 shows an embodiment of a rail vehicle 40, which is suitable for evaluating a time-related busy signal SBZ a track-free reporting device and to determine based on its own current position.

Das Schienenfahrzeug 40 umfasst eine Recheneinrichtung 410, die mit einer Empfangseinrichtung 420 sowie einem Speicher 430 in Verbindung steht. In dem Speicher 430 ist eine Streckenkarte SP gespeichert, die Daten D über die Eisenbahngleisanlage 10 gemäß Figur 1 sowie über den von der Gleisfreimeldeeinrichtung 20 überwachten Gleisabschnitt 15 gemäß Figur 1 umfasst.The rail vehicle 40 comprises a computing device 410 which is connected to a receiving device 420 and a memory 430. In the memory 430, a route map SP is stored, the data D via the railway track 10 according to FIG. 1 and over the track section 15 monitored by the track clearance reporting device 20 FIG. 1 includes.

Die Empfangseinrichtung 420 ist in der Lage, das per Funk von der Leiteinrichtung 30 gemäß Figur 1 übersandte Funksignal SBZF zu empfangen und das darin enthaltene zeitbezogene Belegt-Signal SBZ zu extrahieren. Das extrahierte zeitbezogene Belegt-Signal SBZ wird an die Recheneinrichtung 410 übertragen.The receiving device 420 is capable of that by radio from the guide 30 according to FIG. 1 to receive transmitted radio signal SBZF and to extract the time-related busy signal SBZ contained therein. The extracted time-related busy signal SBZ is transmitted to the computing device 410.

Die Recheneinrichtung 410 ist mittels eines Softwaremoduls SM1 derart programmiert, dass sie anhand des zeitbezogenen Belegt-Signals SBZ und der Daten D der Streckenkarte SP die aktuelle Position des Schienenfahrzeugs 40 ermittelt. Dabei kann die Recheneinrichtung 410 das Zeitintervall, das zwischen der im Zeitstempel angegebenen Zeit und der jeweils aktuellen Zeit vergangen ist, berücksichtigen, indem sie anhand der Geschwindigkeit des Schienenfahrzeugs 40 in diesem Zeitintervall die Wegstrecke ermittelt, die das Schienenfahrzeug 40 zwischenzeitlich zurückgelegt hat. Anschließend kann die Recheneinrichtung 410 die aktuelle Position des Schienenfahrzeugs 40 durch Addition dieser Wegstrecke zu der Position, die sich aus dem zeitbezogenen Belegt-Signal SBZ und der Streckenkarte SP ergibt, berechnen.The computing device 410 is programmed by means of a software module SM1 such that it determines the current position of the rail vehicle 40 on the basis of the time-related busy signal SBZ and the data D of the route map SP. In this case, the computing device 410 can take into account the time interval that has elapsed between the time specified in the time stamp and the respective current time, by determining the distance traveled by the rail vehicle 40 in the meantime based on the speed of the rail vehicle 40 in this time interval. Subsequently, the computing device 410 can calculate the current position of the rail vehicle 40 by adding this distance to the position resulting from the time-related busy signal SBZ and the route map SP.

Nach Ermittlung der aktuellen Position des Schienenfahrzeugs 40 erzeugt die Recheneinrichtung 410 ausgangsseitig eine Ortsangabe OA, die die aktuelle Position des Schienenfahrzeugs 40 angibt.After determining the current position of the rail vehicle 40, the computing device 410 generates an output side Location OA, which indicates the current position of the rail vehicle 40.

Die Figur 5 zeigt ein zweites Ausführungsbeispiel für ein Schienenfahrzeug 40, das auf der Eisenbahngleisanlage 10 gemäß Figur 1 betrieben werden kann und in der Lage ist, das Funksignal SBZF der Leiteinrichtung 30 gemäß Figur 1 zwecks Ermittlung der aktuellen Position auszuwerten.The FIG. 5 shows a second embodiment of a rail vehicle 40, which on the railway track 10 according to FIG. 1 can be operated and is capable of the radio signal SBZF of the guide 30 according to FIG. 1 to evaluate the current position.

Das Schienenfahrzeug 40 gemäß Figur 5 umfasst zusätzlich zu der Recheneinrichtung 410, der Empfangseinrichtung 420 und dem Speicher 430, die bereits im Zusammenhang mit der Figur 4 erläutert worden sind, zusätzlich eine satellitengestützte Ortungseinrichtung 440, die Navigationssignale GPS eines globalen Navigationssatellitensystems 200 empfangen kann. Die satellitengestützte Ortungseinrichtung 440 bildet mit den Navigationssignalen GPS eine zweite Ortsangabe OA2, die zu der Recheneinrichtung 410 gelangt.The rail vehicle 40 according to FIG. 5 In addition to the computing device 410, the receiving device 420 and the memory 430, which has already been described in connection with FIG FIG. 4 In addition, a satellite-based locator 440 capable of receiving navigation signals GPS from a global navigation satellite system 200 has been described. The satellite-based locating device 440 forms with the navigation signals GPS a second location information OA2, which arrives at the computing device 410.

Die Recheneinrichtung 410 ist bei dem Ausführungsbeispiel gemäß Figur 5 mit zwei Softwaremodulen SM1 und SM2 programmiert. Das erste Softwaremodul SM1 dient dazu, das zeitbezogene Belegt-Signal SBZ der Empfangseinrichtung 420 sowie die Daten D der Streckenkarte SP auszuwerten und eine erste Ortsangabe OA1 zu bilden.The computing device 410 is in the embodiment according to FIG. 5 programmed with two software modules SM1 and SM2. The first software module SM1 serves to evaluate the time-related busy signal SBZ of the receiving device 420 as well as the data D of the route map SP and to form a first location information OA1.

Das zweite Softwaremodul SM2 dient dazu, die erste Ortsangabe OA1 des ersten Softwaremoduls SM1 mit der zweiten Ortsangabe OA2 der satellitengestützten Ortungseinrichtung 440 zu vergleichen. Stimmen die beiden Ortsangaben OA1 und OA2 im Wesentlichen überein, so wird die Recheneinrichtung 410 mit den beiden Ortsangaben OA1 und OA2, beispielsweise durch Mittlung, eine gemittelte Ortsangabe OA bilden, die am Ausgang A410 der Recheneinrichtung 410 ausgegeben wird.The second software module SM2 is used to compare the first location information OA1 of the first software module SM1 with the second location information OA2 of the satellite-based location device 440. If the two location details OA1 and OA2 substantially coincide, the arithmetic unit 410 with the two locations OA1 and OA2, for example by averaging, will form an averaged location information OA which is output at the output A410 of the arithmetic unit 410.

Weichen die beiden Ortsangaben OA1 und OA2 jedoch zu sehr voneinander ab, so wird die Recheneinrichtung 410 an ihrem Ausgang A410 ein Fehlersignal F erzeugen, mit dem die Recheneinrichtung 410 anzeigt, dass eine zweifelsfreie Ortsbestimmung nicht möglich ist, da die von der satellitengestützten Ortungseinrichtung 440 gelieferte zweite Ortsangabe OA2 zu sehr von der mit dem zeitbezogenen Belegt-Signal SBZ gebildeten ersten Ortsangabe OA1 abweicht.However, the two locations OA1 and OA2 differ too much from each other, so the computing device 410 will generate at its output A410 an error signal F, with which the computing device 410 indicates that unambiguous location determination is not possible, since the second location indication OA2 supplied by the satellite-based location device 440 deviates too much from the first location information OA1 formed with the time-related busy signal SBZ.

Obwohl die Erfindung im Detail durch bevorzugte Ausführungsbeispiele näher illustriert und beschrieben wurde, so ist die Erfindung nicht durch die offenbarten Beispiele eingeschränkt und andere Variationen können vom Fachmann hieraus abgeleitet werden, ohne den Schutzumfang der Erfindung zu verlassen.While the invention has been further illustrated and described in detail by way of preferred embodiments, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

1010
EisenbahngleisanlageRailway track system
1515
Gleisabschnitttrack section
2020
GleisfreimeldeeinrichtungTrain detection device
2121
Sensorsensor
2222
Sensorsensor
3030
Leiteinrichtungguide
4040
Schienfahrzeugtrack vehicle
100100
BelegungserkennungseinrichtungOccupancy detection device
110110
Steuereinrichtungcontrol device
120120
ZeitbestimmungseinrichtungTime determination
130130
FunkuhrRadio Clock
200200
NavigationssatellitensystemNavigation Satellite System
300300
LangwellensenderLongwave transmitter
410410
Recheneinrichtungcomputing device
420420
Empfangseinrichtungreceiver
430430
SpeicherStorage
440440
Ortungseinrichtunglocating device
A20A20
Ausgangoutput
A410A410
Ausgangoutput
DD
Datendates
FF
Fehlersignalerror signal
GPSGPS
Navigationssignalnavigation signal
OAOA
Ortsangabelocation
OA1OA1
Ortsangabelocation
OA2OA2
Ortsangabelocation
PP
Pfeilrichtungarrow
SBSB
Belegt-SignalBusy signal
SBZSBZ
Belegt-SignalBusy signal
SBZFSBZF
Funksignalradio signal
SM1SM1
Softwaremodulsoftware module
SPSP
Streckenkarteroute map
SZSZ
Zeitinformationtime information
S1, S2S1, S2
Sensorsignalsensor signal
ZSZS
Zeitsignaltime signal

Claims (10)

  1. Method for generating location data (OA), which indicates a position of a rail vehicle (40) on a system of railway tracks (10),
    - in which by means of track vacancy detection equipment (20) an occupied signal (SB) is generated, which indicates the occupancy of a track section (15), monitored by the track vacancy detection equipment (20), by the rail vehicle (40), as soon as the rail vehicle (40) occupies the track section (15),
    characterised in that
    - the occupied signal (SB) is provided with a time stamp by means of time determination equipment (120) of the track vacancy detection equipment (20) to form a time-based occupied signal (SBZ), which indicates the point in time of the occupancy of the track section (15),
    - the time-based occupied signal (SBZ) is transmitted to a conductor system (30) monitoring the track vacancy detection equipment (20),
    - the time-based occupied signal (SBZ) is forwarded to the rail vehicle (40) by the conductor system (30) and
    - the current position of the rail vehicle (40) is calculated on the rail vehicle (40) using the time-based occupied signal (SBZ) and the location data (OA) is formed.
  2. Method according to claim 1,
    characterised in that
    a computer facility (410) of the rail vehicle (40) calculates the position of the rail vehicle (40) at the point in time indicated by the time-based occupied signal (SBZ) using a saved route map (SP) and using the time-based occupied signal (SBZ).
  3. Method according to claim 2,
    characterised in that
    the computer facility (410) calculates the distance, using the speed of the rail vehicle (40) in the time interval between the point in time indicated by the time-based occupied signal (SBZ) and the point in time of the determination of the current position, which the rail vehicle (40) has covered in said time interval and calculates the current position of the rail vehicle (40) by adding the distance covered to the position at the point in time indicated by the time-based occupied signal (SBZ).
  4. Method according to one of the preceding claims, characterised in that
    the track vacancy detection equipment (20) takes into account an item of time information broadcast by a global satellite navigation system (200) to calculate the point in time of the occupancy of the track section (15) and forms the time stamp with the time information.
  5. Method according to one of the preceding claims,
    characterised in that
    - the rail vehicle (40) comprises locating equipment (440) supported by a global navigation satellite system (200),
    - second location data (OA2) is formed with the satellite-supported locating equipment (440) and
    - the second location data (OA2) is compared with the current position of the rail vehicle calculated using the time-based occupied signal (SBZ).
  6. Method according to claim 5,
    characterised in that
    the locating equipment (440) of the rail vehicle (40) uses the same global navigation satellite system (200) as the track vacancy detection equipment (20) to form the time stamp.
  7. Method according to claim 5 or 6,
    characterised in that
    a fault signal (F) is generated if the deviation between the current position of the rail vehicle (40) calculated using the time-based occupied signal (SBZ) and the second location data (OA2) reaches or exceeds a predefined threshold.
  8. Method according to one of the preceding claims,
    characterised in that
    the conductor system (30) conveys the time-based occupied signal (SBZ) together with a train identifier, which designates the train that has driven into the track section (15) .
  9. System of railway tracks (10) with a conductor system (30) and track vacancy detection equipment (20) which is connected to the conductor system (30), which equipment (20) is configured such that it generates an occupied signal (SBZ), which indicates the occupancy of a track section (15), monitored by the track vacancy detection equipment (20), by a rail vehicle (40), as soon as the rail vehicle (40) occupies the track section (15),
    characterised in that
    the track vacancy detection equipment (20) comprises time determination equipment (120), which is configured such that it provides the occupied signal (SB) with a time stamp to form a time-based occupied signal (SBZ), which indicates the point in time of the occupancy of the track section (15), and
    the conductor system (30) is configured such that it forwards the time-based occupied signal (SBZ) to the rail vehicle (40) following receipt by the track vacancy detection equipment (20) .
  10. Rail vehicle (40) with locating equipment (440),
    characterised in that
    the locating equipment (440) has receiving equipment (420) for receiving an occupancy signal (SBZ), provided with a time stamp, of track vacancy detection equipment (20) of a system of railway tracks (10) according to claim 9 and has a computer facility (410), which is programmed such that it calculates the position of the rail vehicle (40) at the point in time indicated by the time-based occupied signal (SBZ) using a saved route map (SP) and using the time-based occupied signal (SBZ).
EP13729672.9A 2012-06-29 2013-06-11 Determining the position of rail vehicles Not-in-force EP2849985B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012211333.9A DE102012211333A1 (en) 2012-06-29 2012-06-29 Position determination of rail vehicles
PCT/EP2013/062010 WO2014001080A1 (en) 2012-06-29 2013-06-11 Determining the position of rail vehicles

Publications (2)

Publication Number Publication Date
EP2849985A1 EP2849985A1 (en) 2015-03-25
EP2849985B1 true EP2849985B1 (en) 2017-08-02

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Application Number Title Priority Date Filing Date
EP13729672.9A Not-in-force EP2849985B1 (en) 2012-06-29 2013-06-11 Determining the position of rail vehicles

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EP (1) EP2849985B1 (en)
DE (1) DE102012211333A1 (en)
DK (1) DK2849985T3 (en)
ES (1) ES2645623T3 (en)
RU (1) RU2638052C2 (en)
WO (1) WO2014001080A1 (en)

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CN109649450B (en) * 2018-12-26 2021-03-12 交控科技股份有限公司 Automatic inter-station block control method and system under heavy-load mobile block

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Publication number Priority date Publication date Assignee Title
US5129605A (en) * 1990-09-17 1992-07-14 Rockwell International Corporation Rail vehicle positioning system
DE19957258C2 (en) * 1999-11-19 2001-09-20 Siemens Ag Track vacancy detection method using axle counting
DE10131585A1 (en) * 2000-07-25 2002-06-06 Db Cargo Ag Identifying train vehicles involves reading vehicle-specific information from identification elements, storing for each train to associate information content and vehicle positions in train
GB0328202D0 (en) * 2003-12-05 2004-01-07 Westinghouse Brake & Signal Railway vehicle detection
US7395140B2 (en) * 2004-02-27 2008-07-01 Union Switch & Signal, Inc. Geographic information system and method for monitoring dynamic train positions
JP4227078B2 (en) * 2004-06-16 2009-02-18 株式会社日立製作所 Train position detection system
RU2326016C2 (en) * 2006-07-31 2008-06-10 Открытое акционерное общество "Научно-исследовательский институт точной механики" System of controlling motion of electrically propelled vehicles
DE102006061811A1 (en) * 2006-12-21 2008-06-26 Deutsches Zentrum für Luft- und Raumfahrt e.V. Method for locating a vehicle
US20080231506A1 (en) * 2007-03-19 2008-09-25 Craig Alan Stull System, method and computer readable media for identifying the track assignment of a locomotive

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RU2638052C2 (en) 2017-12-11
RU2014147689A (en) 2016-08-20
DK2849985T3 (en) 2017-10-30
ES2645623T3 (en) 2017-12-07
WO2014001080A1 (en) 2014-01-03
DE102012211333A1 (en) 2014-01-02
EP2849985A1 (en) 2015-03-25

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