EP2870048B1 - Localisation de véhicule ferroviaire - Google Patents

Localisation de véhicule ferroviaire Download PDF

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Publication number
EP2870048B1
EP2870048B1 EP13745371.8A EP13745371A EP2870048B1 EP 2870048 B1 EP2870048 B1 EP 2870048B1 EP 13745371 A EP13745371 A EP 13745371A EP 2870048 B1 EP2870048 B1 EP 2870048B1
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European Patent Office
Prior art keywords
extension
length
waveguide
rail vehicle
section
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EP13745371.8A
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German (de)
English (en)
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EP2870048A2 (fr
Inventor
Bernhard Evers
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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
    • 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
    • B61L1/02—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

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. By evaluating the backscatter patterns, the rail vehicle is located on the railway line.
  • the invention has for its object to provide a method for operating a locating device, which allows improved compared to previously known methods locating. 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.
  • the invention provides that the waveguide along the rail path has at least one extension section in which the length of the waveguide is longer by an excess length than this extension section associated portion of the rail track, the time backward pattern length of the received backscatter pattern is measured, determines the additional period of the backscatter pattern which results when passing the extension section compared to the backscatter pattern length before or after the extension section and the additional time period for generating an error signal or to calibrate the locating device is used.
  • a significant advantage of the method according to the invention is the fact that are used in this extension sections and measured by these induced additional periods measured and evaluated. If the additional periods of the extension sections are known in advance, the additional time periods measured during normal operation of the locating device can be used to generate an error signal if unusual deviations occur between the measured additional periods and the expected additional periods. If the additional periods of the extension sections are not yet known in advance, the additional time periods occurring can be measured and stored or used to calibrate the locating device in the course of a reference run (calibration run), so that subsequently in the further operation of the locating device an error signal formation can take place, as already has been described.
  • an error signal indicating a malfunction of the locating device is generated when the additional time period exceeds or falls below a predefined desired additional time duration by a predetermined amount when an extension section passes.
  • the desired additional period of time is preferably determined by multiplying the excess length of the extension section by a predetermined proportionality factor.
  • a calibration of the locating device takes place, wherein the calibration of the locating device or the extension sections of the waveguide is located and their respective excess length is measured by the rail track is traveled by a reference rail vehicle whose actual length is known , the temporal Backscatter pattern length of the backscatter pattern is measured over time during the travel of the reference rail vehicle, in the event of a time extension of the backscatter pattern on passing one of the extension sections is closed and calculated on the basis of the additional period of the backscatter pattern in the respective section, the excess length of the extension section and / or the measured Additional time is stored as a desired additional period for the respective extension section.
  • the length of the respective rail vehicle is measured, which travels the rail route by closing in the event of an occurring time extension of the backscatter pattern on passing one of the extension sections and on the basis of the additional period of the backscatter pattern in the respective section compared to the backscatter pattern length before or after the extension section, the length of the rail vehicle is calculated.
  • an error signal is generated when the deviation between the length of the rail vehicle measured for one of the extension sections and the length of the rail vehicle measured for another of the extension sections reaches or exceeds a predetermined threshold value.
  • the invention further relates to a locating device for locating a rail vehicle along a railway track with a waveguide laid along the railway track, a pulse generating device for generating and feeding temporally successive electromagnetic pulses into the waveguide, a detection device for detecting backscatter patterns generated by backscattering and a Evaluation device for evaluating the backscatter patterns.
  • the waveguide has at least one extension section along the rail section, in which the length of the waveguide is longer by an excess length than the section of the rail section assigned to this extension section, and the evaluation device is designed such that it delays the time Measures the backscatter pattern length of the received backscatter pattern and determines the additional time duration of the backscatter pattern that results when passing the extension section by the rail vehicle compared to the backscatter pattern length before or after the extension section.
  • the evaluation device is designed such that it generates an error signal indicating a malfunction of the locating device if the additional time duration exceeds or falls below a predefined desired additional time duration by a predetermined amount when passing through the extension section.
  • the evaluation device can be configured such that it locates the extension section or sections of the waveguide for calibration of the locating device, while the rail route is traveled by a reference rail vehicle whose actual length is known, wherein the time backward pattern length of the backscatter pattern over time is measured during the journey of the reference rail vehicle, in the event of an occurring time extension of the backscatter pattern on the passage of one of the extension sections is closed and on the basis of the additional period of the backscatter pattern in the respective section, the excess length of the extension section calculated and / or the measured additional period is stored as a desired additional period for the respective extension section.
  • the evaluation device can be designed such that during operation of the locating device it measures the length of the respective rail vehicle that travels along the rail route by closing the passage of one of the extension sections in the event of an occurring time extension of the backscatter pattern and by means of the additional period of time of the backscatter pattern in the respective section compared to the backscatter pattern length before or after the extension section calculates the length of the rail vehicle.
  • the waveguide preferably has a multiplicity of extension sections along the rail track. If a plurality of extension sections are present, then it is considered advantageous if the excess lengths of the extension sections differ in that at least two different overlengths are present.
  • At least two of the extension portions are separated from each other by waveguide portions which have no excess length.
  • the arrangement of the extension sections preferably forms a location coding.
  • 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 portion of the rail track, in order to ensure a simple 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 (compare 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 section 100. The difference in length or the excess 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 locating device 10 according to FIG. 1 can be operated to locate the rail vehicle 110, for example, as follows:
  • the evaluation device 60 controls the pulse generating device 20 in such a way that it feeds electromagnetic pulses Pin in succession via the coupling device 40 into the waveguide 50.
  • the generated electromagnetic pulses travel along the arrow direction P in FIG. 1 from left to right and are preferably absorbed at the waveguide end 50a by an absorber 200.
  • 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 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. If the time length of the received backscatter patterns extends over time, it will infer the passage of one of the extension sections 51 to 53 and produce a location signal S o. 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.
  • time length dt2 of the backscatter pattern Rm2 is much larger than the time length dt1 of the backscatter pattern Rm1.
  • the enlargement or temporal extension of the backscatter pattern Rm2 is due to the fact that the extension section 51 is much longer than the assigned section of the rail track 100.
  • the calculated additional period dtz can now be used to check the operation of the locating device, to calibrate the locating device or to measure the length of rail vehicles, as will be explained below by way of example:
  • the calculated additional time duration dtz can be compared with a desired additional time duration dtsoll specified for the extension section 51. If the deviation between the calculated additional time duration dtz and the desired additional time duration dtsoll is too great or greater than a predefined threshold value Dmax, the evaluation device 60 generates an error signal F indicating a malfunction of the positioning device: dtz - dtSoll ⁇ Dmax ⁇ error signal
  • the excess length dL of the extension portion 51 may be measured (see below in the section "Calibrating the Locator") or known from laying the waveguide 50.
  • the extension sections 51-53 of the waveguide 50 can be located and their respective excess length measured by the rail line 100 from a reference rail vehicle (eg the rail vehicle 110 according to FIG. 1 ), whose length is known in advance.
  • a reference rail vehicle eg the rail vehicle 110 according to FIG. 1
  • the temporal backscatter pattern length of the backscatter pattern is measured over time.
  • a time extension of the backscatter pattern see backscatter pattern Rm2 in FIG. 3
  • the extension portions eg, extension portion 51 in FIG. 1
  • the excess length dL of the extension section can be calculated and / or the measured additional period dtz can be stored as the desired additional period dtsoll for the respective extension section 51.
  • the factor 1/2 takes into account that the radiation must pass through the extension section 51 twice, namely once in execution and once in return.
  • V c 0 / n where c0 indicates the speed of light and n the refractive index in waveguide 50.
  • the rail vehicle length Lsf is determined for each of the extension sections 51-53, then a comparison with the values in the previously traveled extension sections is preferably carried out. If it is determined that the rail vehicle length Lsf has changed while driving, an error signal F is generated by the evaluation device 60, which indicates that either the locating device 10 is defective or the rail vehicle 110 has changed its length. The latter case may occur, for example, when a train separation has occurred, e.g. B. the rail vehicle 110 has lost a car by uncoupling.
  • 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 FIG. 1 (See the position of the rail vehicle indicated by reference numeral 110 "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 to perform a calibration of the locating device 10 based on a reference travel of a reference rail vehicle to determine the length of the extension sections 51-53 or their Sollzusatzzeitdauern, and / or to determine the length of the rail vehicles.
  • 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 use the time periods T1, T2 and T3 to determine the distance and thus the location of the rail vehicle 110 and to generate a corresponding distance signal Se.
  • 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 in the case of locating the rail vehicle 110 in the region of one of the extension sections 51 to 53 and the generation of a corresponding location signal So additionally performs a plausibility check.
  • 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 meandering structure 320, through which a considerable extension of the waveguide 50 with respect to the associated portion of the rail line 100 is caused. 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, one embodiment of an extension portion 300 having both a waveguide coil 310 and a meandering structure 320 is shown.
  • the configuration of the waveguide coil 310 and the meander structure 320 reference is made to 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)

Claims (14)

  1. Procédé pour faire fonctionner un dispositif (10) de localisation qui comprend, pour localiser un véhicule (110) ferroviaire sur une voie (100) ferrée, un guide d'ondes (50) posé le long de la voie (100) ferrée, procédé dans lequel on injecte dans le guide d'ondes (50) des impulsions (Pin) électromagnétiques se succédant dans le temps et, pour chaque impulsion émise, on reçoit et on exploite un modèle (Rm1-Rm3) de rétrodiffusion produit par rétrodiffusion de l'impulsion électromagnétique,
    caractérisé en ce que
    - le guide d'ondes (50) le long de la voie (100) ferrée a au moins un tronçon (51 à 55) de rallonge, dans lequel le guide d'ondes (50) est plus long d'une surlongueur que le tronçon de la voie (100) ferrée associé à ce tronçon (51 à 55) de rallonge,
    - l'on mesure la longueur dans le temps du modèle (Rm1-Rm3) de rétrodiffusion reçue,
    - l'on détermine la durée supplémentaire du modèle (Rm1-Rm3) de rétrodiffusion, qui est obtenue lorsque l'on passe devant le tronçon (51 à 55) de rallonge par rapport à la longueur du motif de rétrodiffusion avant ou après le tronçon (51 à 55) de rallonge et
    - l'on tire parti de la durée supplémentaire pour produire un signal (F) d'erreur ou pour étalonner le dispositif (10) de localisation.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    l'on produit un signal (F) d'erreur indiquant un fonctionnement défectueux du dispositif (10) de localisation si, lorsque l'on passe devant le tronçon (51 à 55) de rallonge, la durée supplémentaire devient supérieure ou inférieure, d'une valeur donnée à l'avance, à une durée supplémentaire de consigne donnée à l'avance.
  3. Procédé suivant la revendication 2,
    caractérisé en ce que
    on détermine la durée supplémentaire de consigne en multipliant la surlongueur (51 à 55) du tronçon de rallonge par un facteur de proportionnalité donné à l'avance.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    pour l'étalonnage du dispositif (10) de localisation, on localise et on mesure le ou les tronçons (51 à 55) de rallonge du guide d'ondes (50) en
    - faisant rouler sur la voie (100) ferrée un véhicule ferroviaire de référence, dont la longueur réelle est connue,
    - en mesurant en fonction du temps la longueur du modèle (Rm1-Rm3) de rétrodiffusion pendant le parcours du véhicule ferroviaire de référence,
    - s'il se produit un allongement en fonction du temps du motif (Rm1-Rm3) de rétrodiffusion, on conclut au passage de l'un des tronçons (51 à 55) de rallonge et
    - à l'aide de la durée supplémentaire du modèle (Rm1-Rm3) de rétrodiffusion dans le tronçon respectif, on calcule la surlongueur du tronçon (51 à 55) de rallonge et/ou on mémorise la durée supplémentaire mesurée comme durée supplémentaire de consigne pour le tronçon (51 à 55) de rallonge respectif.
  5. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    pendant le fonctionnement du dispositif (10) de localisation, on mesure la longueur du véhicule (110) ferroviaire qui parcourt la voie (100) ferrée en
    - décidant s'il se produit un allongement dans le temps du modèle (Rm1-Rm3) de rétrodiffusion lorsque l'on passe devant l'un des tronçons (51 à 55) de rallonge et
    - à l'aide de la durée supplémentaire du modèle (Rm1-Rm3) de rétrodiffusion dans le tronçon respectif par rapport à la longueur du modèle de rétrodiffusion avant ou après le tronçon (51 à 55) de rallonge, on calcule la longueur du véhicule (110) ferroviaire.
  6. Procédé suivant la revendication 5,
    caractérisé en ce que
    l'on produit un signal (F) d'erreur si l'écart entre la longueur du véhicule (110) ferroviaire, mesurée pour l'un des tronçon (51 à 55) de rallonge, et la longueur du véhicule (110) ferroviaire, mesurée pour un autre des tronçons (51 à 55) de rallonge, atteint ou dépasse une valeur de seuil donnée à l'avance.
  7. Dispositif (10) de localisation d'un véhicule (110) ferroviaire le long d'une voie (100) ferrée, comprenant
    - un guide d'ondes (50) posé le long de la voie (100) ferrée,
    - 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 de modèles (Rm1-Rm3) de rétrodiffusion produits par rétrodiffusion et
    - un dispositif (60) d'exploitation des modèles (Rm1-Rm3) de rétrodiffusion,
    caractérisé en ce que
    le guide d'ondes (50), le long de la voie (100) ferrée a au moins un tronçon (51 à 55) de rallonge, dans lequel le guide d'ondes (50) est plus long d'une surlongueur que le tronçon de la voie (100) ferrée associé au tronçon (51 à 55) de rallonge et
    - le dispositif (60) d'exploitation est conformé de manière à mesurer la longueur dans le temps du modèle (Rm1-Rm3) de rétrodiffusion reçue et à déterminer la durée supplémentaire du modèle (Rm1-Rm3) de rétrodiffusion qui est obtenue lorsque le véhicule (110) ferroviaire passe devant le tronçon (51 à 55) de rallonge par rapport à la longueur du modèle de rétrodiffusion avant ou après le tronçon (51 à 55) de rallonge.
  8. Dispositif (10) de localisation suivant la revendication 7,
    caractérisé en ce que
    le dispositif (60) d'exploitation est conformé de manière à produire un signal (F) d'erreur indiquant un fonctionnement défectueux du dispositif (10) de localisation si, lorsque l'on passe devant le tronçon (51 à 55) de rallonge, la durée supplémentaire devient supérieure ou inférieure, d'une valeur donnée à l'avance, à une durée supplémentaire de consigne donnée à l'avance.
  9. Dispositif (10) de localisation suivant la revendication 7 ou 8,
    caractérisé en ce que
    le dispositif (60) d'exploitation est conformé de manière à localiser et mesurer pour l'étalonnage du dispositif (10) de localisation le ou les tronçons (51 à 55) de rallonge du guide d'ondes (50) pendant qu'un véhicule ferroviaire de référence, dont la longueur réelle est connue, roule sur la voie (100) ferrée,
    - dans lequel en mesurant en fonction du temps la longueur du modèle (Rm1-Rm3) de rétrodiffusion pendant le parcours du véhicule ferroviaire de référence,
    - s'il se produit un allongement en fonction du temps du motif (Rm1-Rm3 ) de rétrodiffusion, on conclut que l'on est passé devant l'un des tronçons (51 à 55) de rallonge et
    - à l'aide de la durée supplémentaire du modèle (Rm1-Rm3) de rétrodiffusion dans le tronçon respectif, on calcule la surlongueur du tronçon (51 à 55) de rallonge et/ou on mémorise la durée supplémentaire mesurée, comme durée supplémentaire de consigne, pour le tronçon (51 à 55) de rallonge respectif.
  10. Dispositif (10) de localisation suivant l'une des revendications précédentes 7 à 9,
    caractérisé en ce que
    le dispositif (60) d'exploitation est conformé de manière à mesurer pendant le fonctionnement du dispositif (10) de localisation la longueur du véhicule (110) ferroviaire qui parcourt la voie (110) ferrée, en
    - décidant dans le cas où il se produit un allongement dans le temps du modèle (Rm1-Rm3) de rétrodiffusion, que l'on est passé devant l'un des tronçons (51 à 55) de rallonge et
    - en calculant la longueur du véhicule (110) ferroviaire à l'aide de la durée supplémentaire du modèle (Rm1-Rm3) de rétrodiffusion dans le tronçon respectif par rapport à la longueur du modèle de rétrodiffusion avant ou après le tronçon (51 à 55) de rallonge.
  11. Dispositif (10) de localisation suivant l'une des revendications précédentes 7 à 10,
    caractérisé en ce que
    le guide d'ondes (50) le long de la voie (100) ferrée a une pluralité de tronçons (51 à 55) de rallonge.
  12. Dispositif (10) de localisation suivant la revendication 11,
    caractérisé en ce que
    les surlongueurs des tronçons (51 à 55) de rallonge se distinguent par le fait qu'il y a au moins deux surlongueurs différentes.
  13. Dispositif (10) de localisation suivant l'une des revendications précédentes 7 à 12,
    caractérisé en ce que
    au moins deux des tronçons (51 à 55) de rallonge, de préférence tous les tronçons (51 à 55) de rallonge, sont séparés les uns des autres par des tronçons de guide d'ondes qui n'ont pas de surlongueur.
  14. Dispositif (10) de localisation suivant l'une des revendications précédentes 7 à 13,
    caractérisé en ce que
    l'agencement des tronçons (51 à 55) de rallonge forme un codage spatial.
EP13745371.8A 2012-07-31 2013-07-23 Localisation de véhicule ferroviaire Active EP2870048B1 (fr)

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DE102012213487.5A DE102012213487A1 (de) 2012-07-31 2012-07-31 Schienenfahrzeugortung
PCT/EP2013/065478 WO2014019889A2 (fr) 2012-07-31 2013-07-23 Localisation de véhicule ferroviaire

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EP2870048A2 EP2870048A2 (fr) 2015-05-13
EP2870048B1 true EP2870048B1 (fr) 2016-04-27

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Publication number Priority date Publication date Assignee Title
DE102016210968A1 (de) 2016-06-20 2017-12-21 Siemens Aktiengesellschaft Verfahren zum Betreiben einer Ortungseinrichtung sowie Ortungseinrichtung
EP3925850A1 (fr) * 2020-06-16 2021-12-22 Frauscher Sensor Technology Group GmbH Procédé de surveillance d'une voie ferrée et système de surveillance pour surveiller une voie ferrée

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1154502B (de) * 1959-04-09 1963-09-19 Hermann Lagershausen Dr Ing Sicherungssystem fuer Fahrzeuge, insbesondere Eisenbahnfahrzeuge
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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DE102012213487A1 (de) 2014-02-06
EP2870048A2 (fr) 2015-05-13
WO2014019889A3 (fr) 2014-09-25

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