EP2851261B1 - System and method for determining track occupation - Google Patents

System and method for determining track occupation Download PDF

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Publication number
EP2851261B1
EP2851261B1 EP13185194.1A EP13185194A EP2851261B1 EP 2851261 B1 EP2851261 B1 EP 2851261B1 EP 13185194 A EP13185194 A EP 13185194A EP 2851261 B1 EP2851261 B1 EP 2851261B1
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EP
European Patent Office
Prior art keywords
tag
counter
track
track section
counter unit
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.)
Active
Application number
EP13185194.1A
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German (de)
English (en)
French (fr)
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EP2851261A1 (en
Inventor
Michael Fluegge
Heinz Mack
Frank Hillmer
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.)
GTS Deutschland GmbH
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Thales Deutschland GmbH
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Publication date
Application filed by Thales Deutschland GmbH filed Critical Thales Deutschland GmbH
Priority to EP13185194.1A priority Critical patent/EP2851261B1/en
Priority to CN201480051485.5A priority patent/CN105555636B/zh
Priority to PCT/EP2014/069826 priority patent/WO2015040076A2/en
Publication of EP2851261A1 publication Critical patent/EP2851261A1/en
Application granted granted Critical
Publication of EP2851261B1 publication Critical patent/EP2851261B1/en
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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 train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/163—Detection devices
    • B61L1/165—Electrical
    • 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
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train

Definitions

  • the invention relates to a system for determining track occupation of a track section within a track, the system comprising a first tag and a second tag, each tag comprising a transponder, e.g. an RFID transponder, the first tag being mounted at the front end of a vehicle and the second tag being mounted and the rear end of the vehicle; and a corresponding method.
  • a transponder e.g. an RFID transponder
  • an axle counter system is used for determining track occupation for guided vehicles, e.g. for trains.
  • Such an axle counter system is disclosed in http://www.thalesgroup.com/Portfolio/Documents/FieldTrac 6315 Az LM/ and comprises an axle counter evaluator and detection points with two independent sensors at each end of a track section.
  • the mechanism of the detection point is based on the influence of an electromagnetic field by an iron wheel.
  • the detection point can detect the direction of the train by the temporal sequence in which the axles passed the sensor. In dependence of the moving direction a counter is decremented or incremented.
  • the occupation of the track is determined by a safety critical computer (axle counter evaluator) which compares the counter values of subsequent detection points.
  • the existing AzLM-Thales axle counter system enables a safe detection of a track occupation. Yet, this system only works for vehicles with ferromagnetic wheels.
  • US 2011/0130899 A1 discloses a system for determining movement properties of a guided vehicle independent of the material of the wheels.
  • the vehicle includes at least four on-board transponders that are arranged in pairs. At each end of a track section a transponder reader is provided.
  • a ground calculator communicates with the transponder readers and determines a driving direction and an orientation of the vehicle.
  • the system known from US 2011/0130899 A1 is also suitable for monorails with rubber wheels and vehicles which are not moving on classical iron wheel rail tracks.
  • the described system is complex and costly since new evaluation software has to be developed and authorized in order to achieve the required safety integrity level (SIL 4 or better).
  • DE 31 34 766 A1 shows a railway monitoring device comprising two reply devices as one unit at one end of a vehicle and a trackside inquiry device.
  • the inventive system comprises a first tag counter unit and a second tag counter unit, the first tag counter unit being mounted at one end of the track section, the second tag counter unit being mounted at the other end of the track section.
  • Each tag counter unit comprises at least two tag readers for detecting transponder signals, the tag readers being separated from each other along the track direction.
  • Each tag counter unit further comprises at least one counting device for incrementing or decrementing a counter value in dependence of the detected transponder signals.
  • the system further comprises an axle counter evaluator which is connected to the counting devices of both tag counter units for evaluating whether the track section is free or occupied in dependence of the counter values of the counting devices.
  • the invention combines tag detection with a common axle counter evaluator thereby enabling the implementation of a proved axle counter evaluation procedure and proved axle counter evaluation hardware in a system for vehicles without axles (e.g. suspension railways). This is achieved by the inventive tag counter unit which mimics a counter detection point of a standard axle counter system.
  • Axle counter evaluators are known from existing axle counter systems, e.g. AzLM of Thales, and are already proved and configured for high security integrity levels (SIL).
  • the invention makes use of an existing working component thereby reducing cost concerning development and purchase.
  • the axle counter evaluator is a safe computer system, in particular a SIL 4 system, or a vital computing system.
  • the axle counter evaluator receives counter values from the tag counter unit. It is constructed for determining whether a track section is occupied or not in dependence of transmitted counter values for subsequent track sections. In case the counter values of tag counter units of subsequent track sections correspond the axle counter evaluator indicates the track as "free".
  • axle counter evaluator In case the counter values of tag counter units of subsequent track sections differ from each other the axle counter evaluator indicates the track as "occupied”. In case of a failure (e.g. no continuous counting in or out throughout subsequent track sections) the axle counter evaluator identifies the corresponding track section as "disturbed”.
  • each tag reader of a tag counter unit is provided with a separate counting device and the axle counter evaluator is connected to both counting devices of each tag counter unit.
  • each tag reader is connected with both counting devices for reporting the detection of a tag at both tag readers to both counting devices.
  • both tag counting devices of the corresponding tag counter unit are informed.
  • the tag is counted, i.e. the counter value is incremented or decremented depending on the moving direction of the tag.
  • the resulting counter value is then transmitted to the axle counter evaluator.
  • the tag counting devices preferably transmit the information via separate links (e.g. Ethernet links) to the axle counter evaluator for redundancy reasons. Within the axle counter evaluator a consistency check may be carried out.
  • the tag readers are separated from each other along the track, i.e. along a moving direction of a vehicle which moves on said track, but are preferably in close proximity to each other, i.e. several meters or less, in particular less than 2 m, preferably between 60 cm and 100cm.
  • the separation of the tag readers along the moving direction of the vehicle ensures a time shifted detection of the passing tag. Thereby it can be determines whether the tag enters or leave a specified track section.
  • the minimum distance between both tag readers is defined by the read lobe of the tag readers (area in which the tag reader is able to detect a tag).
  • the read lobes and the distance of the both tag readers have to be chosen such that the read lobes don't overlap completely, i.e.
  • both tag reader mustn't read a tag in at the same point of time.
  • the read lobe can be influenced by external effects, e.g. weather conditions, which has to be taken into account for determining the distance of the tag readers.
  • the overlap of the read lobes of the first and second tag reader should be as small as possible in order to ensure resolution of the detected signals, i.e. distinguishing which tag reader detected the tag first.
  • the distance between both tag readers can be fixed in a way that one tag of the vehicle passing both tag readers is detected in the following way:
  • the direction of the moving tag (left to right or vice versa) can be assigned.
  • the direction defines if the counter will be decremented or incremented. E.g. for a vehicle with a maximum speed of 60 km/h a distance of 0,5 m between the tag readers within a tag counter unit is appropriate.
  • each tag is provided with an individual code (ID) which could be checked by the tag counting device. It enables the tag counting device to determine the moving direction of the tags.
  • ID an individual code
  • an individual code e.g. an individual number, is assigned to each tag. The code can be used for registration and tracking of the tags.
  • the counting device comprises means for checking whether a tag is valid.
  • a tag can be classified as a "valid tag” if it had been registered.
  • Undesired detection signals arising from external disturbances, e.g. signals induced by a non-system tag which is transported within the vehicle, can be identified and ignored for the further processing. Only valid tags are counted.
  • exactly one tag is mounted at the front end and exactly one tag is mounted at the rear end of the vehicle.
  • a further (redundant) tag can be provided at each end of the vehicle.
  • the present invention also works with only one tag at each end of the vehicle.
  • the tags are mounted on the same side of the vehicle. Thereby the read lobe of the tag readers can be kept small. Thus, also the tag counter unit can be kept compact.
  • the read lobe of each tag reader is smaller than 5m, in particular smaller than 1m.
  • the read lobe of each tag reader is smaller than 5m, in particular smaller than 1m.
  • the read lobe is chosen such that only tags mounted at the side of the vehicle that is facing the tag reader are detected.
  • the tag counter units are mounted on that side of a track which is facing away from a neighboring track. Thereby it is ensured that transponder signals of one track are not detected by the tag readers of the neighboring track.
  • a "route” comprises a number of successive track sections which have been rated (e.g. by the interlocking module) as being" free” before allowing a vehicle to enter a route.
  • a preferred embodiment of the inventive system comprises at least three test counter units, which limit two consecutive test track sections, wherein the distance between consecutive test counter units is smaller than the distance of the first tag and the second tag.
  • the test counter units are tag counter units as described above which are used for testing the successful operation of the tags. Due to the limitation to the distance of the test counter units the tags at the rear end and the tag at the front end can be checked separately at the same time.
  • the invention also refers to a method for determining track occupation of a track section within a track using the system according to one of the preceding claims.
  • the inventive method comprises:
  • the further counter value is obtained at a further tag counter unit at the other end of the track section analogous to the counter value of the first tag counter unit.
  • the inventive method allows evaluation whether a track section is free or occupied without determining the orientation of the vehicle (in contrast to the system known from US 2011/0130899 A1 comprising only one reader at each end of the section, but two pairs of tags).
  • the present invention merely determines in which direction a tag moves (into or out of a track section) independent of the orientation of the vehicle.
  • the counter is incremented or decremented. In case of both tag reader would detect a tag at the same time (complete overlap of the read lobes) an error is reported.
  • the transmission of the counter value to the axle counter evaluator can be carried out each time the counter is incremented or decremented (triggered transmission). Alternatively the counter value can be transmitted periodically, e.g. every 200 ms.
  • the axle counter evaluator If the counter value of the first tag counter unit and the further counter value of the second tag counter unit are consistent (same number of tags have been counted into a specified track section and out of the same track section) the axle counter evaluator outputs a "track section is free" information. If the counter for a specified track section is greater than the counter of the subsequent (relating to the moving direction of the vehicle) track section (number of tags that have been counted into the specified track section is greater than the number of tags that have been counted out of the same track section), the axle counter evaluator outputs a "track section is occupied" information. If the counter for a specified track section is less than the counter of the subsequent track section, the axle counter evaluator outputs a "track section is disturbed" information for safety reasons.
  • a verification procedure is carried out for determining whether a tag is valid and that an invalid tag is ignored for the further processing.
  • the detected tag signals of exactly one first tag and exactly one second tag of the vehicle can be considered.
  • tag signals of only one tag at each end of the vehicle are required for the inventive method, for redundancy reasons several tags may be provided at each end of the vehicle.
  • the inventive system and method are designed to use existing axel counter evaluator hardware and software to a maximum extend in order to minimize research and development expenses for the electronic interlocking system.
  • Fig. 1 shows a simple embodiment of the inventive system, comprising a first tag 1 and a second tag 2 which are mounted at the front end 3 and the rear end 4 of a vehicle 5 respectively.
  • vehicle 5 is an overhead monorail moving on a track 6 along a track direction 7, thus the tags 1, 2 are mounted at the top of the vehicle 5.
  • inventive system and method can be implemented also for vehicles running on tracks comprising two rails, as well as for any other guided vehicle.
  • the tags are preferably mounted at the bottom or at the sides of the train.
  • each tag counter unit 8, 9 comprises two tag readers 10a, 10b, 11a, 11b, which are separated from each other at a distance along the track direction 7.
  • the tags 1, 2 are detected successively, i.e. first by the first tag reader 10a, 11a followed by the second tag reader 10b, 11b of the respective tag counter unit 8, 9.
  • Detection information is sent to a tag counting device 12, 13 of the corresponding tag counter unit 8.
  • the tag counting device increments or decrements a counter value.
  • the tag counting device 12, 13 is connected with an axle counter evaluator ACE, which evaluates whether a track section is free or occupied on the basis of the counter values of the different tag counter units.
  • both tags 1, 2 of the vehicle 5 passed the first tag counter unit 8 and therefore left section A and entered section B. Both tags have been detected first by the first tag reader 10a followed by the second tag reader 10b.
  • the tag counting device 12 accordingly increments the counter value twice for section B (alternatively decrements the counter value for section A), indicating that that both tags have entered section B and transmits the counter value to an axle counter evaluator ACE.
  • the transmission from tag counting device 12 to the axle counter evaluator ACE can be done, e.g. via IP/UDP within a closed network. Since the two adjacent sections A/B are separated by the tag counter unit 8, the counter value is considered as a "count in" value for section B and as a "count out” value for section A.
  • the axle counter evaluator ACE compares the counter values of the first tag counter unit 8 and the second tag counter unit 9, which limit track section B. For the example shown in fig. 1 the tags, 1, 2 haven't been detected by the tag readers 11a, 11b of the second tag counter unit 13. Thus, the counter values of the first tag counter unit 12 and the second tag counter unit 13 differ from each other and the axle counter evaluator ACE sends an occupied-message to the interlocking module IM.
  • Fig. 2 shows a preferred embodiment of the inventive system with tag counter unit 8', 9' comprising two counting devices 12a, 12b , 13a, 13b each. Additionally the vehicle is provided with redundant tags 1a, 1b, 2a, 2b, i.e. at each end 3, 4 of the vehicle two tags 1a, 1b, 2a, 2b are mounted for redundancy reasons. Thus, despite of a lost or defect tag the entering of the vehicle 5 into a track section A, B, C can be detected.
  • the detection of the tags 1a, 1b, 2a, 2b is carried as analogue to fig. 1 .
  • a detection signal is transmitted to both counting devices 12a, 12b of the first tag counter unit 8'.
  • Both counting devices 12a, 12b determine whether to increment or decrement a counter value (i.e. each tag is counted twice at each tag counter unit).
  • both tag counter modules (tag reader and counting device) communicate via an internal link 14. Accordingly two counter values are created and transmitted to the axle counter evaluator ACE. The transmission is carried out via two independent data links 18a, 18b.
  • the axle counter evaluator ACE compares the received counter values of the tag counter unit 8' against each other with regard to consistency. In case of an inconsistency the tag counter unit is handled as faulty and is set to the status "occupied” or “disturbed”. The section will then be locked for further traffic. The same procedure is carried out for the second tag counter unit 9'.
  • the hardware and software of the tag based tag counter units 8, 8', 9, 9' can be realized on safety integrity level SIL 0, whereas the axle counter evaluator ACE and the interlocking module IM have to comply with SIL 4 requirements.
  • Axle counter evaluators and the interlocking modules complying with SIL 4 requirements are already known from axle counter systems and can therefore be reused for the inventive tag-based system.
  • Fig. 3 shows the usage of the inventive system for testing the technical condition of the tags.
  • a route R e.g. if the vehicle 5 leaves a holding track H it should be ensured that the tags 1a, 1b, 2a, 2b are working properly. Therefore it is proposed to provide at least two consecutive test track sections T1, T2 on which the vehicle 5 runs in order to enter route R.
  • Each test track section T1, T2 is limited by test counter units 15, 16, 17.
  • vehicle 5 stops on a signal/balise 18.
  • the length of the test track sections T1, T2 is configured such that the front end 3 and the rear end 4 of the vehicle 5 cannot be positioned within the same test track section T1, T2 at the same time (in particular the length of each test track section T1, T2 is smaller than the distance between a front end tag 1a, 1b and a rear end tag 2a, 2b).
  • the operator or the interlocking module IM can now check whether the axle counter evaluator ACE reports both test track sections T1, T2 as being occupied. If this is true, vehicle 5 can start to move into route R. In case of no test track section T1, T2 or only one test track section T1, T2 is reported as being occupied the vehicle 5 must not enter route R.
  • the entering of route R is only allowed if both test track sections T1, T2 are occupied. In order to determine whether the test track sections T1, T2 are occupied, it is sufficient to detect one tag 1a, 1b at the front end 3 and one tag 2a, 2b at the rear end 4 of the vehicle 5.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
EP13185194.1A 2013-09-19 2013-09-19 System and method for determining track occupation Active EP2851261B1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP13185194.1A EP2851261B1 (en) 2013-09-19 2013-09-19 System and method for determining track occupation
CN201480051485.5A CN105555636B (zh) 2013-09-19 2014-09-17 用于确定轨道占用的系统和方法
PCT/EP2014/069826 WO2015040076A2 (en) 2013-09-19 2014-09-17 System and method for determining track occupation

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP13185194.1A EP2851261B1 (en) 2013-09-19 2013-09-19 System and method for determining track occupation

Publications (2)

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EP2851261A1 EP2851261A1 (en) 2015-03-25
EP2851261B1 true EP2851261B1 (en) 2016-04-27

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EP13185194.1A Active EP2851261B1 (en) 2013-09-19 2013-09-19 System and method for determining track occupation

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EP (1) EP2851261B1 (zh)
CN (1) CN105555636B (zh)
WO (1) WO2015040076A2 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
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WO2023068948A1 (en) * 2021-10-19 2023-04-27 voestalpine Signaling Poland Sp. z o. o. Rail vehicle wheel sensor provided with secure communication and configuration

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Publication number Priority date Publication date Assignee Title
ES2727574T3 (es) 2016-08-08 2019-10-17 Siemens Mobility GmbH Sistema y procedimiento para la determinación de la ocupación de vía
CN109849963B (zh) * 2018-12-28 2020-12-01 交控科技股份有限公司 数据交互系统
CN111376951B (zh) * 2018-12-29 2022-07-19 交控科技股份有限公司 一种基于全自动运行无cg的可碰撞区域入库方法
CN111452832B (zh) * 2019-01-18 2022-02-08 比亚迪股份有限公司 列车划轴管理方法和管理系统
CN111776012B (zh) * 2020-06-29 2022-07-19 交控科技股份有限公司 基于tmc的列车入口检测方法
CN113859316B (zh) * 2021-10-25 2024-04-30 卡斯柯信号有限公司 一种轨道占用检测系统、方法、电子设备及存储介质
CN114454928B (zh) * 2022-01-13 2024-04-05 通号城市轨道交通技术有限公司 基于射频识别的占用检查方法及系统

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DE3134766A1 (de) * 1981-09-02 1983-03-17 Siemens AG, 1000 Berlin und 8000 München Streckenueberwachungseinrichtung
DE3214304C2 (de) * 1982-04-19 1986-01-16 Siemens AG, 1000 Berlin und 8000 München Streckenüberwachungseinrichtung
DE4220130A1 (de) * 1992-06-17 1993-12-23 Siemens Ag Gleisfreimeldesystem
EP1728700B1 (de) * 2005-05-09 2007-01-17 Alcatel Verfahren und Vorrichtung zur Uberwachung einer Informationsübertragung zwischen einem Zählpunkt und einer Achszählerauswerteeinheit eines Achszählsystems für ein Schienennetz
KR20110044203A (ko) 2008-07-16 2011-04-28 지멘스 에스.에이.에스. 피유도 차량의 이동 특성들을 결정하기 위한 시스템

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023068948A1 (en) * 2021-10-19 2023-04-27 voestalpine Signaling Poland Sp. z o. o. Rail vehicle wheel sensor provided with secure communication and configuration

Also Published As

Publication number Publication date
WO2015040076A3 (en) 2015-05-21
EP2851261A1 (en) 2015-03-25
CN105555636B (zh) 2018-05-22
CN105555636A (zh) 2016-05-04
WO2015040076A2 (en) 2015-03-26

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