EP2858876B1 - Localisation de véhicule - Google Patents

Localisation de véhicule Download PDF

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Publication number
EP2858876B1
EP2858876B1 EP13745372.6A EP13745372A EP2858876B1 EP 2858876 B1 EP2858876 B1 EP 2858876B1 EP 13745372 A EP13745372 A EP 13745372A EP 2858876 B1 EP2858876 B1 EP 2858876B1
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EP
European Patent Office
Prior art keywords
waveguide
route
extension
location
section
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
EP13745372.6A
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German (de)
English (en)
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EP2858876A2 (fr
Inventor
Horst Ernst
Bernhard Evers
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
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Siemens AG
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Publication of EP2858876A2 publication Critical patent/EP2858876A2/fr
Application granted granted Critical
Publication of EP2858876B1 publication Critical patent/EP2858876B1/fr
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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
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/04—Electric devices associated with track, e.g. rail contacts mechanically actuated by a part of the vehicle
    • 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
    • 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
    • B61L1/166—Optical
    • 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
    • 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

Definitions

  • the invention relates to a method having the features according to the preamble of patent claim 1.
  • a waveguide is provided for locating a rail vehicle along a rail track, which is laid along the rail track.
  • Electromagnetic pulses are fed one after the other into the waveguide.
  • At least one backscatter pattern generated by vehicle-induced backscattering of the electromagnetic pulse is received and evaluated for each emitted pulse.
  • the rail vehicle is located on the railway line.
  • the invention has for its object to provide a method for locating a vehicle, which allows a reliable and very accurate location.
  • the invention provides that the waveguide along the route has at least one extension section in which the length of the waveguide is longer than this extension section associated section of the route, the temporal length of the received backscatter patterns is evaluated and a location signal is generated when the Length of the received backscatter patterns extended over time.
  • a significant advantage of the method according to the invention is the fact that in this a vehicle location is possible, which is independent of the period between the transmission of electromagnetic pulses and the reception of the backscatter pattern.
  • a vehicle location can be carried out independently of this time period. This is possible because the at least one extension section alters the backscatter pattern as such, ie temporally stretches, so that it is possible to locate the vehicle on the route using the change of the backscatter pattern as such, namely its extension.
  • the route is equipped with a plurality of extension sections, which are provided spaced apart in the waveguide.
  • a location based on the period of time, which is between the emission of the pulses and the measurement of the associated backscatter pattern in addition can be done. Accordingly, it is considered advantageous if the time period between the feeding of the electromagnetic pulses into the waveguide and the detection of the respectively associated backscatter pattern is measured and on the basis of the period of time the location of the vehicle indicating distance signal is generated.
  • the location of the vehicle can therefore take place in two ways, namely by means of the extension sections provided according to the invention and, moreover, by the time intervals which elapse between the injection of the pulses and the detection of the backscatter patterns. If both the locating signal according to the invention is generated and the distance signal regarded as advantageous is formed, it is provided according to a particularly preferred embodiment of the method that the locating signal and the distance signal are checked for plausibility.
  • Such a plausibility check can be carried out in a particularly simple manner and thus advantageously by comparing the position of the vehicle indicated by the distance signal with the known position of the extension section in the case of the formation of a location signal.
  • an error signal is generated when the distance between the position of the vehicle indicated by the distance signal and the known position of the extension portion exceeds a predetermined threshold.
  • the waveguide along the route has a plurality of extension sections, in which the length of the waveguide is longer than the section of the route assigned to the respective extension section, and in each case a location signal is generated when the length of the received backscatter patterns increases over time.
  • An absolute location on the route can be carried out in a particularly simple manner and thus advantageously, by at a retraction of the vehicle in the route to a the first occurrence of a first location signal, the occurrence of further location signals is counted and an (absolute) location information is formed with the respective counter reading.
  • the arrangement of the extension sections and / or the respective excess length of the extension sections relative to the respective associated section of the route forms a location coding and in the evaluation of the time course of the Backscatter pattern recognizes the spatial encoding and a distinction of the extension sections is made based on the spatial encoding.
  • This embodiment makes it possible to perform an absolute location of the vehicle on the route by an identification of the extension sections or by decoding the location coding.
  • the invention further relates to a locating device for locating a vehicle along a driving route with a waveguide laid along the route, a pulse generating device for generating and feeding temporally successive electromagnetic pulses into the waveguide and a detection device for detecting electromagnetic backscatter patterns generated by vehicle-induced backscattering and an evaluation device for evaluating the backscatter patterns.
  • the waveguide has at least one extension section along the route, in which the length of the waveguide is longer than the section of the route assigned to the extension section, and the evaluation device is designed such that it locates the vehicle performs at least also taking into account the time length of the backscatter pattern.
  • the waveguide has a plurality of extension sections along the route, in which the length of the waveguide is longer than the section of the route assigned to the respective extension section.
  • the extension sections provided according to the invention can be formed by meander structures, loop structures or wound or wound waveguide sections. Accordingly, it is considered advantageous if the waveguide in at least one of the extension sections has a meander structure and / or a loop structure and / or a wound or having coiled waveguide gate.
  • the length of the waveguide in the extension sections at least 10 times, preferably at least 100 times, greater than the length of the respective associated section of the route to ensure easy and reliable location.
  • the FIG. 1 shows a locating device 10, a pulse generating device 20, a detection device 30, an optical coupling device 40, a waveguide 50 z. B. in the form of an optical waveguide and an evaluation device 60 includes.
  • the pulse generating device 20 preferably has a laser, which is not further shown, and which makes it possible to generate pulses, for example at a fixed pulse rate, of short electromagnetic, in particular optical, pulses and to feed them into the waveguide 50 via the coupling device 40.
  • the pulse generating device 20 is preferably activated by the evaluation device 60, so that the evaluation device 60 is at least approximately aware of the times of pulse generation.
  • the detection device 30 has, for example, a photodetector which makes it possible to detect electromagnetic radiation.
  • the detection device 30 transmits its measurement signals to the evaluation device 60, which evaluates them.
  • the waveguide 50 is arranged along a rail track 100.
  • a rail vehicle 110 travels along the direction of the arrow P from left to right.
  • the movement of the rail vehicle 110 along the arrow direction P is symbolized by two further positions (see rail vehicle positions 110 'and 110 ").
  • the FIG. 1 shows that the waveguide 50 is provided with extension sections 51, 52 and 53 in which the length of the waveguide 50 is greater than the length of the associated sections of the rail track 100. Outside the extension sections 51 to 53, the waveguide 50 is approximately the same length as the Rail distance 100. The difference in length in the extension sections 51 to 53 is based, for example, on the fact that the waveguide 50 is curved several times in these sections.
  • Embodiments of the embodiment of the extension portions 51 to 53 are in the FIGS. 5 to 7 shown; These figures will be discussed below.
  • the waveguide 50 By traveling on the rail track 100 rail vehicle 110, the waveguide 50 is locally shaken or vibrated; this is in the FIG. 1 indicated by arrows with the reference Ms. Due to these vibrations or due to the vibrations of the waveguide 50, a backscattering of the electromagnetic radiation will occur locally in the area in which the rail vehicle 110 is currently located. The backscattered radiation has a backscatter pattern that is characteristic of the vibration caused by the rail vehicle 110 and coupled into the waveguide 50.
  • the backscattered radiation runs counter to the direction of travel P of the rail vehicle in the direction of the coupling device 40 and in the direction of the detection device 30 and is detected there by the detection device 30.
  • the detection device 30 is designed such that it measures the intensity of the backscattered radiation and forwards a corresponding measurement signal to the evaluation device 60.
  • the intensity of the backscattered radiation is in the FIG. 1 marked with the reference Ir (t).
  • the evaluation device 60 will evaluate the backscattered radiation Ir (t) and the backscatter patterns contained therein. As the length of time of the received backscatter patterns increases in time, it will pass close one of the extension sections 51 to 53 and generate a location signal So. This should be closer to the FIGS. 2 to 4 be explained.
  • the length of the received backscatter pattern Rm1 is in the FIG. 2 marked with the reference numeral dt1.
  • the backscatter pattern Rm1 refers to the position of the rail vehicle according to FIG. 1 as denoted by solid lines and the reference numeral 110.
  • the rail vehicle 110 along the direction of arrow P according to FIG. 1 further and reaches the position indicated by the reference numeral 110 ', it will put the extension portion 51 of the waveguide 50 in mechanical vibration.
  • the length of the waveguide 50 is much greater than the corresponding length of the associated section of the rail track 100, so that a temporal extension of the backscatter pattern occurs. This is in the FIG. 3 shown.
  • the time length dt2 of the backscatter pattern Rm2 is much larger than the time length dt1 of the backscatter pattern Rm1.
  • the magnification of the backscatter pattern Rm2 is due to the extension portion 51 being much longer than the associated portion of the railroad track 100.
  • the rail vehicle 110 leaves the area of the extension section 51 again and enters the area between the two extension sections 51 and 52 according to FIG. 1 (See the position indicated by the reference numeral 110 " of the rail vehicle in FIG. 1 ), the extension of the backscatter pattern will be repeated and the length dt3 of the backscatter pattern Rm3 (cf. FIG. 4 ) is again the original time length dt1 of the backscatter pattern Rm1 according to FIG. 2 correspond.
  • the evaluation device 60 is thus able to use the time lengths dt1, dt2 and dt3 of the backscatter patterns Rm1, Rm2 and Rm3 to determine the location of the rail vehicle 110 on the rail track 100, because the location of the extension sections 51 to 53 along the rail track 100 is known.
  • the detection device 30 can also make a location based on the time periods that result between the feeding of the electromagnetic pulses Pin in the waveguide 50 and the detection of the respective associated backscatter pattern Rm1, Rm2 and Rm3 ,
  • the evaluation device 60 is thus able to determine from the time periods T1, T2 and T3 the distance and thus the location of the rail vehicle 110 and a corresponding Distance signal Se to produce.
  • the time period T2 may be the measurement according to FIG. 3 be removed.
  • the factor 1/2 takes into account that the radiation must pass through the respective waveguide section twice, namely once in the direction of execution and once in the return direction.
  • V c 0 / n where c0 indicates the speed of light and n the refractive index in waveguide 50.
  • the detection device 30 is thus able to additionally determine the location of the rail vehicle 110 on the basis of the time periods T1, T2 and T3, which pass between the transmission of the pulses Pin and the reception of the respective backscatter pattern Rm1, Rm2 and Rm3.
  • the evaluation device 60 additionally carries out a plausibility check in the event of locating the rail vehicle 110 in the region of one of the extension sections 51 to 53 and the generation of a corresponding position signal So.
  • Such a plausibility check can be carried out, for example, such that the evaluation device 60 recognizes one of the extension sections 51 to 53 and the generation of a location signal So the time interval between pulse generation and arrival of the backscatter pattern (cf. FIG. 3 ) and determines the distance Ls of the rail vehicle 110. Subsequently, the evaluation device 60 can check whether the distance signal Se coincides with the formed location signal So.
  • the evaluation device 60 will generate an error signal F if the difference between the position Ls indicated by the distance signal Se and the known position of the recognized extension section 51 exceeds a predetermined threshold value. The same applies to plausibility checks in the other extension sections.
  • FIG. 5 shows an embodiment of an extension portion 300, as it as extension portion 51 to 53 in the locating device 10 according to FIG. 1 can be used.
  • the waveguide 50 is wound several times in the region of the extension section 300 and forms a waveguide coil 310.
  • By winding or winding up the waveguide 50 a substantial extension of the waveguide 50 with respect to the associated section of the rail track 100 is achieved, so that the temporal extension of the backscatter patterns (see backscatter pattern Rm2 in FIG FIG. 3 ) is significant.
  • FIG. 6 shows another embodiment of an extension portion 300, as it as extension portion 51 to 53 in the locating device 10 according to FIG. 1 can be used.
  • the waveguide 50 has a meander structure 320, by means of which a substantial extension of the waveguide 50 with respect to the associated section of the rail track 100 is produced. This leads to the explained time extension of the backscatter pattern, by which a location of the rail vehicle 110 on the rail track 100 according to FIG. 1 is possible.
  • FIG. 7 For example, an embodiment of an extension portion 300 having both a coil portion 310 and a meander portion 320 is shown. With respect to the configuration of the coil portion 310 and the Meander section 320 is based on the above statements in connection with FIGS FIGS. 5 and 6 directed.
  • FIG. 8 shows a further embodiment of a locating device 10 according to the invention, in which the waveguide 50 has a plurality of extension sections 51 to 55, which are arranged so that they form a spatial coding.
  • this location coding it is possible to detect the location of the rail vehicle 110 on the railroad track 100 without having to observe and count the occurrence of the extension sections.
  • the location coding is indicated by a coded arrangement of the extension sections 51 to 55 only by means of a few extension sections; It goes without saying that the location coding can be optimized in terms of its accuracy and readability, if a much larger number of extension sections is used.
  • the spatial coding by a local coding of the arrangement of the extension sections can be effected, for example, by forming binary coding patterns by the extension sections.

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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 (11)

  1. Procédé de localisation d'un véhicule ( 110 ) sur une voie ( 100 ) de circulation le long de laquelle est posé un guide d'ondes ( 50 ), procédé dans lequel on injecte dans le guide d'ondes ( 50 ) des impulsions ( Pin ) électromagnétiques les unes après les autres dans le temps et on reçoit pour chaque impulsion émise respectivement au moins un modèle ( Rm1, Rm2, Rm3 ) de rétrodiffusion, produit par la rétrodiffusion induite par le véhicule, de l'impulsion électromagnétique et on l'exploite,
    caractérisé en ce que
    - le guide d'ondes a, le long de la voie ( 100 ) de circulation au moins un tronçon ( 51 à 55 ) de rallonge, dans lequel la longueur du guide d'ondes ( 50 ) est plus grande que celle du tronçon de la voie ( 100 ) de circulation associé à ce tronçon ( 51 à 55 ) de rallonge,
    - on exploite la longueur ( dt1 à dt3 ) en fonction du temps du modèle ( Rm1, Rm2, Rm3 ) de rétrodiffusion reçu et
    - on produit un signal ( So ) de localisation, si la longueur ( dt1 à dt3 ) du modèle ( Rm1, Rm2, Rm3 ) de rétrodiffusion reçu augmente au cours du temps.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    - on mesure le laps de temps ( T1, T2, T3 ) entre l'injection des impulsions électromagnétiques dans le guide d'ondes ( 50 ) et la détection du modèle ( Rm1, Rm2, Rm3 ) de rétrodiffusion associé respectivement et
    - à l'aide du laps de temps ( T1, T2, T3 ), on produit un signal ( Se ) d'éloignement indiquant la localisation ( Ls ) du véhicule ( 110 ).
  3. Procédé suivant la revendication 2,
    caractérisé en ce que
    dans le cas de la formation du signal ( So ) de localisation, on exploite le signal ( Se ) d'éloignement et on contrôle la vraisemblance du signal ( So ) de localisation et du signal ( Se ) d'éloignement.
  4. Procédé suivant la revendication 2 ou 3,
    caractérisé en ce que
    dans le cas de la formation du signal ( So ) de localisation, on compare la position du véhicule ( 110 ) indiquée par le signal ( Se ) d'éloignement à la position connue du tronçon ( 51 à 55 ) de rallonge.
  5. Procédé suivant la revendication 3 ou 4,
    caractérisé en ce que
    on produit un signal ( F ) d'erreur, si la distance entre la position du véhicule ( 110 ) indiquée par le signal ( Se ) d'éloignement et la position connue du tronçon ( 51 à 55 ) de rallonge dépasse une valeur de seuil donnée à l'avance.
  6. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    - le guide d'ondes ( 50 ) a, le long de la voie ( 100 ) de circulation, une pluralité de tronçons ( 51 à 55 ) de rallonge, dans lesquels la longueur du guide d'ondes ( 50 ) est plus grande respectivement que celle du tronçon de la voie ( 100 ) de circulation associé au tronçon ( 51 à 55 ) de rallonge respectif et
    - on produit respectivement un signal ( So ) de localisation, si, au cours du temps, la longueur du modèle ( Rm1, Rm2, Rm3 ) de rétrodiffusion reçu augmente.
  7. Procédé suivant la revendication 6,
    caractérisé en ce que
    lorsqu'un véhicule ( 110 ) entre dans la voie ( 100 ) de circulation, on compte, après une production pour la première fois du signal ( So ) de localisation, l'apparition d'autres signaux ( So ) de localisation et on forme une information de localisation avec l'état respectif du compteur.
  8. Procédé suivant l'une des revendications précédentes 6 ou 7, caractérisé en ce que
    - l'agencement des tronçons ( 51 à 55 ) de rallonge et/ou les surlongueurs respectives des tronçons ( 51 à 55 ) de rallonge par rapport au tronçon de la voie ( 100 ) de circulation associé respectivement forme un codage de localisation et
    - dans l'exploitation de la variation en fonction du temps du modèle ( Rm1, Rm2, Rm3 ) de rétrodiffusion, on détecte le codage de localisation et on effectue une distinction entre les tronçons ( 51 à 55 ) de rallonge à l'aide du codage de localisation.
  9. Dispositif de localisation pour localiser un véhicule ( 110 ) sur une voie ( 100 ) de circulation, comprenant
    - un guide d'ondes ( 50 ) posé le long de la voie ( 100 ) de circulation,
    - un dispositif ( 20 ) de production d'impulsions pour produire et injecter des impulsions ( Pin ) électromagnétiques se succédant dans le temps dans le guide d'ondes ( 50 ),
    - un dispositif ( 30 ) de détection pour détecter des modèles ( Rm1, Rm2, Rm3 ) de rétrodiffusion électromagnétiques produits par une rétrodiffusion induite par le véhicule et
    - un dispositif ( 60 ) d'exploitation pour exploiter le modèle ( Rm1, Rm2, Rm3 ) de rétrodiffusion,
    caractérisé en ce que
    - le guide d'ondes ( 50 ) a, le long de la voie ( 100 ) de circulation, au moins un tronçon ( 51 à 55 ) de rallonge, dans lequel la longueur du guide d'ondes ( 50 ) est plus grande que celle du tronçon de la voie ( 100 ) de circulation associé au tronçon ( 51 à 55 ) de rallonge et
    - le dispositif ( 60 ) d'exploitation est conformé de manière à effectuer une localisation du véhicule ( 110 ) au moins en tirant parti aussi de la longueur en fonction du temps du modèle ( Rm1, Rm2, Rm3 ) de rétrodiffusion.
  10. Procédé suivant la revendication 9,
    caractérisé en ce que
    le guide d'ondes ( 50 ) a, le long de la voie ( 100 ) de circulation, une pluralité de tronçons ( 51 à 55 ) de rallonge, dans lesquels la longueur du guide d'ondes ( 50 ) est plus grande respectivement que celle du tronçon de la voie ( 100 ) de circulation associé au tronçon ( 51 à 55 ) de rallonge respectif.
  11. Procédé suivant la revendication 9 ou 10,
    caractérisé en ce que
    le guide d'ondes ( 50 ) a, dans au moins l'un des tronçons ( 51 à 55 ) de rallonge, une structure sinueuse et/ou une structure en boucle et/ou une partie de guide d'ondes enroulée ou embobinée.
EP13745372.6A 2012-07-31 2013-07-23 Localisation de véhicule Active EP2858876B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012213499.9A DE102012213499A1 (de) 2012-07-31 2012-07-31 Fahrzeugortung
PCT/EP2013/065489 WO2014019890A2 (fr) 2012-07-31 2013-07-23 Localisation de véhicule

Publications (2)

Publication Number Publication Date
EP2858876A2 EP2858876A2 (fr) 2015-04-15
EP2858876B1 true EP2858876B1 (fr) 2016-06-01

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EP13745372.6A Active EP2858876B1 (fr) 2012-07-31 2013-07-23 Localisation de véhicule

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EP (1) EP2858876B1 (fr)
DE (1) DE102012213499A1 (fr)
ES (1) ES2589202T3 (fr)
WO (1) WO2014019890A2 (fr)

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CN113056407B (zh) * 2018-11-26 2023-07-07 普拉塞-陶依尔铁路出口股份有限公司 用于监测轨道区段的测量系统

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1490496B2 (de) * 1963-12-12 1971-04-01 Sumitomo Electric Industries. Ltd , Osaka (Japan) Im schienenbereich angeordneter oberflaechenwellenleiter mit gezahnter oberflaeche bei zugsteuersystemen
DE2703931A1 (de) * 1977-01-31 1978-08-03 Siemens Ag Einrichtung zur datenuebertragung und entfernungsmessung zwischen schienenfahrzeugen und einer ortsfesten station
DE3610045A1 (de) * 1986-03-22 1987-09-24 Licentia Gmbh Einrichtung zur ortung auf streckengebundenen fahrzeugen
US5330136A (en) * 1992-09-25 1994-07-19 Union Switch & Signal Inc. Railway coded track circuit apparatus and method utilizing fiber optic sensing
EP2351680B1 (fr) * 2004-03-29 2012-12-12 The Hong Kong Polytechnic University Système et procédé de surveillance d'une voie ferrée
GB0915322D0 (en) 2009-09-03 2009-10-07 Westinghouse Brake & Signal Railway systems using fibre optic hydrophony systems

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Publication number Publication date
EP2858876A2 (fr) 2015-04-15
WO2014019890A2 (fr) 2014-02-06
DE102012213499A1 (de) 2014-02-06
WO2014019890A3 (fr) 2014-09-25
ES2589202T3 (es) 2016-11-11

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