EP2849985B1 - Détermination de la position de véhicules ferroviaires - Google Patents

Détermination de la position de véhicules ferroviaires 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
Authority
EP
European Patent Office
Prior art keywords
time
rail vehicle
sbz
track
occupied signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP13729672.9A
Other languages
German (de)
English (en)
Other versions
EP2849985A1 (fr
Inventor
Jens Braband
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2849985A1 publication Critical patent/EP2849985A1/fr
Application granted granted Critical
Publication of EP2849985B1 publication Critical patent/EP2849985B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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 train
    • 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 trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • 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 train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or 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. global positioning system [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 trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or 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 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (10)

  1. Procédé de production d'une indication (OA) de lieu, qui indique une position d'un véhicule (40) ferroviaire sur une installation (10) de voie ferrée,
    - dans lequel on produit, par un dispositif (20) de contrôle de libération de voie, un signal (SB) occupé, qui indique l'occupation par le véhicule (40) ferroviaire d'un tronçon (15) de voie contrôlé par le dispositif (20) de contrôle de libération de voie, dès que le véhicule (40) ferroviaire occupe le tronçon (15) de voie,
    caractérisé en ce que
    - on munit le signal (SB) occupé, au moyen d'un dispositif (120) de détermination du temps du dispositif (20) de contrôle de libération de voie, d'un horodateur avec formation d'un signal (SBZ) occupé rapporté au temps, qui indique l'instant de l'occupation du tronçon (15) de voie,
    - on transmet le signal (SBZ) occupé rapporté au temps à un dispositif (30) de conduite contrôlant le dispositif (20) de contrôle de libération de voie,
    - on achemine le signal (SBZ) occupé rapporté au temps du dispositif (30) de conduite au véhicule (40) ferroviaire et
    - sur le véhicule (40) ferroviaire, on détermine, à l'aide du signal (SBZ) occupé rapporté au temps, la position en cours du véhicule (40) ferroviaire et on forme l'indication (OA) de lieu.
  2. Procédé suivant la revendication 1,
    caractérisé en ce qu'
    un dispositif (410) informatique du véhicule (40) ferroviaire détermine, à l'aide d'une carte (SP) de voie mémorisée et à l'aide du signal (SBZ) occupé rapporté au temps, la position du véhicule (40) ferroviaire à l'instant indiqué par le signal (SBZ) occupé rapporté au temps.
  3. Procédé suivant la revendication 2,
    caractérisé en ce que
    le dispositif (410) informatique détermine, à l'aide de la vitesse du véhicule (40) ferroviaire, dans l'intervalle de temps entre l'instant indiqué par le signal (SBZ) occupé rapporté au temps et l'instant de la détermination de la position en cours, la distance que le véhicule (40) ferroviaire a parcouru dans cet intervalle de temps et calcule la position en cours du véhicule (40) ferroviaire en additionnant la distance à la position à l'instant indiqué par le signal (SBZ) occupé rapporté au temps.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif (20) de contrôle de libération de voie met à profit une information de temps émise par un système (200) de satellite de navigation global, pour déterminer l'instant de l'occupation du tronçon (15) de voie et forme l'horodatage par l'information de temps.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    - le véhicule (40) ferroviaire comprend un dispositif (440) de localisation s'appuyant sur un système (200) de satellite de navigation global,
    - on forme une deuxième indication (OA2) de lieu, par le dispositif (440) de localisation s'appuyant sur un satellite et
    - on compare la deuxième indication (OA2) de lieu à la position du véhicule (40) ferroviaire en cours, déterminée à l'aide du signal (SBZ) occupé rapporté au temps.
  6. Procédé suivant la revendication 5,
    caractérisé en ce que
    le dispositif (440) de localisation du véhicule (40) ferroviaire utilise le même système (200) de satellite de navigation global que le dispositif (20) de contrôle de libération de voie, pour former l'horodatage.
  7. Procédé suivant la revendication 5 ou 6,
    caractérisé en ce qu'
    on produit un signal (F) d'erreur si l'écart entre la position en cours du véhicule (40) ferroviaire, déterminée à l'aide du signal (SBZ) occupé rapporté au temps, et la deuxième indication (OA2) de lieu, atteint ou dépasse un seuil donné à l'avance.
  8. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif (30) de conduite transmet le signal (SBZ) occupé rapporté au temps, ensemble avec une caractérisation de train, qui caractérise le train engagé dans le tronçon (15) de voie.
  9. Installation (10) de chemin de fer, comprenant un dispositif (30) de conduite et un dispositif (20) de contrôle de libération de voie en liaison avec le dispositif (30) de conduite et conformé de manière à produire un signal (SBZ) occupé, qui indique l'occupation par un véhicule (40) ferroviaire d'un tronçon (15) de voie contrôlé par le dispositif (20) de contrôle de libération de voie, dès que le véhicule (40) ferroviaire occupe le tronçon (15) de voie,
    caractérisé
    en ce que le dispositif (20) de contrôle de libération de voie comprend un dispositif (120) de détermination du temps, conformé de manière à munir le signal (SB) occupé d'un horodatage avec formation d'un signal (SBZ) occupé rapporté au temps, qui indique l'instant de l'occupation du tronçon (15) de voie et
    en ce que le dispositif (30) de conduite est conformé de manière à acheminer au véhicule (40) ferroviaire le signal (SBZ) occupé rapporté au temps, après réception par le dispositif (20) de contrôle de libération de voie.
  10. Véhicule (40) ferroviaire ayant un dispositif (440) de localisation,
    caractérisé en ce que
    le dispositif (440) de localisation a un dispositif (420) de réception d'un signal (SBZ) occupé pourvu d'un horodatage d'un dispositif (20) de contrôle de libération de voie d'une installation (10) de chemin de fer suivant la revendication 9 et un dispositif (410) informatique programmé de manière à déterminer, à l'aide d'une carte (SP) de voie mémorisée et à l'aide du signal (SBZ) occupé rapporté au temps, la position du véhicule (40) ferroviaire à l'instant indiqué par le signal (SBZ) occupé rapporté au temps.
EP13729672.9A 2012-06-29 2013-06-11 Détermination de la position de véhicules ferroviaires Not-in-force EP2849985B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012211333.9A DE102012211333A1 (de) 2012-06-29 2012-06-29 Positionsbestimmung von Schienenfahrzeugen
PCT/EP2013/062010 WO2014001080A1 (fr) 2012-06-29 2013-06-11 Détermination de la position de véhicules ferroviaires

Publications (2)

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

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP13729672.9A Not-in-force EP2849985B1 (fr) 2012-06-29 2013-06-11 Détermination de la position de véhicules ferroviaires

Country Status (6)

Country Link
EP (1) EP2849985B1 (fr)
DE (1) DE102012211333A1 (fr)
DK (1) DK2849985T3 (fr)
ES (1) ES2645623T3 (fr)
RU (1) RU2638052C2 (fr)
WO (1) WO2014001080A1 (fr)

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EP4420952A1 (fr) * 2023-02-24 2024-08-28 Siemens Mobility GmbH Procédé et dispositif de localisation de localisation côté véhicule d'un véhicule ferroviaire au moyen d'un signal radio transmis par un compteur d'essieux

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Publication number Priority date Publication date Assignee Title
EP4420952A1 (fr) * 2023-02-24 2024-08-28 Siemens Mobility GmbH Procédé et dispositif de localisation de localisation côté véhicule d'un véhicule ferroviaire au moyen d'un signal radio transmis par un compteur d'essieux

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Publication number Publication date
ES2645623T3 (es) 2017-12-07
RU2638052C2 (ru) 2017-12-11
DE102012211333A1 (de) 2014-01-02
RU2014147689A (ru) 2016-08-20
WO2014001080A1 (fr) 2014-01-03
EP2849985A1 (fr) 2015-03-25
DK2849985T3 (en) 2017-10-30

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