EP3105103B1 - Method and system configuration for re-determining the location of a rail vehicle - Google Patents

Method and system configuration for re-determining the location of a rail vehicle Download PDF

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Publication number
EP3105103B1
EP3105103B1 EP15712554.3A EP15712554A EP3105103B1 EP 3105103 B1 EP3105103 B1 EP 3105103B1 EP 15712554 A EP15712554 A EP 15712554A EP 3105103 B1 EP3105103 B1 EP 3105103B1
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Prior art keywords
rail vehicle
distance
monitoring unit
rail
trackside monitoring
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EP15712554.3A
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German (de)
French (fr)
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EP3105103A1 (en
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Jacob Johannes KOHLRUSS
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Siemens Mobility GmbH
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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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/026—Relative localisation, e.g. using odometer
    • 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
    • B61L27/40—Handling position reports or trackside vehicle data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/34—Control, warnings or like safety means indicating the distance between vehicles or vehicle trains by the transmission of signals therebetween

Definitions

  • the invention relates to a method for reortening a first rail vehicle whose locating function has failed, as well as a corresponding system configuration.
  • the location of rail vehicles that is the permanent location of each individual rail vehicle, is of crucial importance for safety.
  • trackside for example, in a signal box or a control center
  • the current position of the individual rail vehicles must be known at any time.
  • this rail vehicle In case of failure of the localization of a rail vehicle, this rail vehicle must be stopped.
  • Subsequent rail vehicles must also be stopped because the trackside is not known where the rail vehicle with the failed locating function and thus the possibility of collision with another rail vehicle. This significantly affects the performance of the overall system.
  • the causative failure of the locating function can occur, for example, in the case of technical faults or due to certain tolerance violations.
  • the invention has for its object to provide a method and a system configuration, which allow a faster and staff-independent reortening of a first rail vehicle whose locating function has failed.
  • the object is also achieved with a system configuration having the features of claim 3, in which a route monitoring device for on-demand communication with a train control device of a rail vehicle is provided, wherein the Glasêt réelle is connected to a locating device of the rail vehicle and a distance sensor of the rail vehicle for determining the distance to a further rail vehicle located in the direction of travel of the rail vehicle.
  • the delocalized first rail vehicle is located by a second rail vehicle whose location is intact and a track monitor.
  • the second rail vehicle approaches the first rail vehicle up to a safety distance and then determines its distance to the delocalized first rail vehicle by means of a distance sensor.
  • the distance sensor also allows compliance with the safety distance between the trains, which usually corresponds to at least the braking distance. After stopping the second rail vehicle this transmits its own position and the measured distance to the track monitoring device, which determines the position data of the first rail vehicle from these data.
  • the position data determined by the route monitoring device according to step 8 are transmitted to the first rail vehicle, which then undertakes a reconciliation attempt with its own location data, if available.
  • the aim is to restore their own locating function.
  • the now intact locating function of the first rail vehicle is used to continue the regular driving operation of the first rail vehicle.
  • the first rail vehicle transmits the affirmative information to the route monitoring device whose activities are thereby terminated.
  • the track monitoring device undertakes the coordination of the two rail vehicles, with the first rail vehicle being guided with the aid of the second rail vehicle to a safe holding position by the second rail vehicle constantly transmits position and distance to the distance monitoring device, which determines it from current position data of the first rail vehicle and transmits it to the first rail vehicle.
  • a safe passage of the first rail vehicle whose locating function is defective, is virtually possible until a safe stop position, in which passengers can possibly get off, is reached.
  • the stop position may also be a parking facility or a repair depot.
  • the system configuration according to claim 3 consists of components that are already largely available and can be shared for the procedure.
  • the distance sensor according to claim 4 may be formed as a radar sensor, which is usually provided for distance and / or speed measurements on the ground, with only an orientation of the radar sensor in the direction of travel must be possible.
  • other embodiments of the distance sensor are also conceivable, for example based on RFID radio frequency identification or laser scanners.
  • first rail vehicle 1 and a second rail vehicle 2 are located on a common track 3, the second rail vehicle 2 following the first rail vehicle 1.
  • the rail vehicles 1 and 2 are each equipped with a train control unit 4 and 5, which cooperates with a distance sensor 6 and 7 and a locating device 8 and 9 respectively.
  • the train control unit 4 or 5 can be connected via a transmitting / receiving device 10 or 11 with a fixed distance monitoring device 12.
  • This system configuration is designed such that the re-locating of the first rail vehicle 1 is possible, if whose locating device 8 fails.
  • the second rail vehicle 2 by means of the distance sensor 7 and the distance monitoring device 12 as close as possible - while maintaining a safe distance - to the first rail vehicle 1, which was stopped because of Ortungsausfalls introduced.
  • the locating device 9 of the second rail vehicle 2 transmits its locating data to the track monitoring device 12 via the train control device 5 and the transceiver 11.
  • the distance sensor 7 measures the distance to the first rail vehicle 1, the distance data also being transmitted via the train control device 5 and Transceiver 11 are sent to the route monitoring device 12. With the location data and the distance data, the distance monitoring device 12 determines the position of the first rail vehicle 1. The re-location of the first rail vehicle 1 is thus carried out.
  • the system configuration can also be used to guide the rail vehicle 1 with the aid of the second rail vehicle 2 and its distance and location data at a slow speed to a position at which it is possible to restore the locating function of the first rail vehicle 1 or a certain other location. where the train service on track 3 is no longer impaired.
  • This method is automatic and without time delay, with a particular advantage is that personnel deployment to locate the first rail vehicle and its safety-related move out of the danger area is not required.

Description

Die Erfindung betrifft ein Verfahren zum Reorten eines ersten Schienenfahrzeuges, dessen Ortungsfunktion ausgefallen ist, sowie eine entsprechende Systemkonfiguration.The invention relates to a method for reortening a first rail vehicle whose locating function has failed, as well as a corresponding system configuration.

Bei Bahnsystemen ist die Ortung der Schienenfahrzeuge, das heißt die permanente Lokalisierung jedes einzelnen Schienenfahrzeuges, von entscheidender Bedeutung für die Sicherheit. Insbesondere bei dichter Fahrzeugfolge, beispielsweise bei Metrosystemen, muss streckenseitig, beispielsweise in einem Stellwerk oder einer Leitzentrale, zu jedem Zeitpunkt die aktuelle Position der einzelnen Schienenfahrzeuge bekannt sein. Bei Ausfall der Lokalisierung eines Schienenfahrzeuges muss dieses Schienenfahrzeug angehalten werden. Auch nachfolgende Schienenfahrzeuge müssen angehalten werden, da streckenseitig nicht bekannt ist, wo sich das Schienenfahrzeug mit der ausgefallenen Ortungsfunktion befindet und somit die Möglichkeit einer Kollision mit einem anderen Schienenfahrzeug besteht. Dadurch wird die Performance des Gesamtsystems erheblich beeinträchtigt. Der verursachende Ausfall der Ortungsfunktion kann beispielsweise bei technischen Störungen oder aufgrund bestimmter Toleranzüberschreitungen auftreten.In railway systems, the location of rail vehicles, that is the permanent location of each individual rail vehicle, is of crucial importance for safety. Especially with dense vehicle sequence, for example in metro systems, trackside, for example, in a signal box or a control center, the current position of the individual rail vehicles must be known at any time. In case of failure of the localization of a rail vehicle, this rail vehicle must be stopped. Subsequent rail vehicles must also be stopped because the trackside is not known where the rail vehicle with the failed locating function and thus the possibility of collision with another rail vehicle. This significantly affects the performance of the overall system. The causative failure of the locating function can occur, for example, in the case of technical faults or due to certain tolerance violations.

Bisher wird bei der Delokarisierung eines Schienenfahrzeuges mit erheblichem Personalaufwand reagiert. Zunächst wird Personal zu dem Schienenfahrzeug geschickt, um das Schienenfahrzeug manuell über die nächstgelegene Absolutortungseinrichtung, zum Beispiel über eine Balise, zu fahren. Der Zugfahrer übernimmt dabei die Funktion des Auffahrschutzes und kann außerdem anhand der Streckenkilometrierung fernmündlich dem streckenseitigen Überwachungssystem mitteilen, wo sich das Schienenfahrzeug gerade befindet. Auch das streckenseitige Überwachungssystem ist dabei mit Personal besetzt. Nachdem das Schienenfahrzeug über die Absolutortungseinrichtung gefahren wurde, ist die ordnungsgemäße Lokalisierung wieder hergestellt, so dass das Schienenfahrzeug automatisch weiterfahren kann. Sollte die Reortung mittels der Absolutortungseinrichtung nicht möglich sein, liegt ein technischer Defekt des Ortungssystems vor und der Zugfahrer fährt nur bis zu einem nächstliegenden Haltepunkt, an dem gegebenenfalls die Evakuierung der Fahrgäste erfolgen kann. Das Dokument DE 195 23 726 A1 beschreibt ein Verfahren zur Reortung eines Schienenfahrzeugs durch ein einem LZB-System unterlagertes Gleisfreimeldesystem mit Achszählern.So far, the Delokarisierung a rail vehicle with considerable staff effort is reacted. First, personnel are sent to the rail vehicle to manually drive the rail vehicle through the nearest absolute location device, for example via a balise. The train driver assumes the function of Auffahrschutzes and can also communicate on the basis of the track kilometrization by telephone the trackside monitoring system, where the rail vehicle is currently. The trackside monitoring system is also staffed. After the rail vehicle has driven over the absolute locating device has been restored, the proper localization, so that the rail vehicle can continue automatically. Should the re-location by means of the absolute location device not be possible, there is a technical defect of the positioning system and the train driver drives only up to a nearest stopping point, where the evacuation of the passengers may take place. The document DE 195 23 726 A1 describes a method for re-locating a rail vehicle by means of a track-free reporting system with axle counters which is subordinate to a LZB system.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren und eine Systemkonfiguration anzugeben, welche ein schnelleres und personalunabhängiges Reorten eines ersten Schienenfahrzeugs, dessen Ortungsfunktion ausgefallen ist, ermöglichen.The invention has for its object to provide a method and a system configuration, which allow a faster and staff-independent reortening of a first rail vehicle whose locating function has failed.

Die Aufgabe wird durch ein Verfahren mit den Merkmalen des Anspruchs 1 gelöst, bei dem folgende Schritte vorgesehen sind:

  1. 1. Anhalten des ersten Schienenfahrzeuges,
  2. 2. Übertragen der Ausfallinformation durch das erste Schienenfahrzeug an ein Streckenüberwachungsgerät,
  3. 3. Übertragen der Ausfallinformation durch das Schienenüberwachungsgerät an ein zweites Schienenfahrzeug, welches dem ersten Schienenfahrzeug nachfolgt,
  4. 4. Annähern des zweiten Schienenfahrzeuges an das erste Schienenfahrzeug,
  5. 5. Aktivieren eines Abstandssensors des zweiten Schienenfahrzeuges und Messen des Abstandes zum ersten Schienenfahrzeug,
  6. 6. Anhalten des zweiten Schienenfahrzeuges an einer Position mit Sicherheitsabstand zum ersten Schienenfahrzeug,
  7. 7. Übertragen der Position des zweiten Schienenfahrzeuges und dessen Abstand zu dem ersten Schienenfahrzeug an das Streckenüberwachungsgerät und
  8. 8. Ermitteln der Positionsdaten des ersten Schienenfahrzeuges durch das Streckenüberwachungsgerät aus den in Schritt 7 empfangenden Daten.
The object is achieved by a method having the features of claim 1, in which the following steps are provided:
  1. 1. stopping the first rail vehicle,
  2. 2. transmitting the failure information by the first rail vehicle to a route monitoring device,
  3. 3. transmission of the failure information by the rail monitoring device to a second rail vehicle, which follows the first rail vehicle,
  4. 4. approximating the second rail vehicle to the first rail vehicle,
  5. 5. activating a distance sensor of the second rail vehicle and measuring the distance to the first rail vehicle,
  6. 6. stopping the second rail vehicle at a position at a safe distance from the first rail vehicle,
  7. 7. Transferring the position of the second rail vehicle and its distance to the first rail vehicle to the distance monitoring device and
  8. 8. Determining the position data of the first rail vehicle by the route monitoring device from the data received in step 7.

Die Aufgabe wird auch mit einer Systemkonfiguration mit den Merkmalen des Anspruchs 3 gelöst, bei der ein Streckenüberwachungsgerät zur bedarfsweisen Kommunikation mit einem Zugsteuergerät eines Schienenfahrzeuges vorgesehen ist, wobei das Zugsteuergerät mit einer Ortungseinrichtung des Schienenfahrzeuges und einem Abstandssensor des Schienenfahrzeuges zur Ermittlung des Abstandes zu einem in Fahrtrichtung des Schienenfahrzeuges befindlichen weiteren Schienenfahrzeug verbunden ist.The object is also achieved with a system configuration having the features of claim 3, in which a route monitoring device for on-demand communication with a train control device of a rail vehicle is provided, wherein the Zugsteuergerät is connected to a locating device of the rail vehicle and a distance sensor of the rail vehicle for determining the distance to a further rail vehicle located in the direction of travel of the rail vehicle.

Auf diese Weise wird das delokalisierte erste Schienenfahrzeug durch ein zweites Schienenfahrzeug, dessen Ortung intakt ist, und ein Streckenüberwachungsgerät lokalisiert. Dabei fährt das zweite Schienenfahrzeug bis auf einen Sicherheitsabstand an das erste Schienenfahrzeug heran und ermittelt dann seinen Abstand zu dem delokalisierten ersten Schienenfahrzeug mittels eines Abstandssensors. Der Abstandssensor ermöglicht auch die Einhaltung des Sicherheitsabstandes zwischen den Zügen, der üblicherweise mindestens dem Bremsweg entspricht. Nach dem Anhalten des zweiten Schienenfahrzeuges überträgt dieses seine eigene Position und den gemessenen Abstand an das Streckenüberwachungsgerät, welches aus diesen Daten die Positionsdaten des ersten Schienenfahrzeuges ermittelt. Damit ist das Reorten eines Schienenfahrzeuges ohne momentane Ortungsfunktion mit technischen Mitteln möglich, wobei keinerlei Personaleinsatz erforderlich ist.In this way, the delocalized first rail vehicle is located by a second rail vehicle whose location is intact and a track monitor. In this case, the second rail vehicle approaches the first rail vehicle up to a safety distance and then determines its distance to the delocalized first rail vehicle by means of a distance sensor. The distance sensor also allows compliance with the safety distance between the trains, which usually corresponds to at least the braking distance. After stopping the second rail vehicle this transmits its own position and the measured distance to the track monitoring device, which determines the position data of the first rail vehicle from these data. Thus, the reortening of a rail vehicle without instantaneous locating function with technical means is possible, with no staffing required.

Gemäß Anspruch 2 wird das Verfahren mit folgenden Schritten fortgesetzt:

  • 9. Übertragen der Positionsdaten des ersten Schienenfahrzeuges durch das Streckenüberwachungsgerät an das erste Schienenfahrzeug und
  • 10. Ermitteln, ob mit den empfangenen Positionsdaten ein Wiederherstellen der eigenen Ortungsfunktion möglich ist durch das erste Schienenfahrzeug, wobei
    • 10.1 bei Bejahung diese Information an das Streckenüberwachungsgerät übertragen wird und der reguläre Betrieb durch das erste Schienenfahrzeug fortgesetzt wird oder
    • 10.2 bei Verneinung diese Information durch das erste Schienenfahreug an das Streckenüberwachungsgerät übertragen wird, welches daraufhin Fahrtaufträge an das erste Schienenfahrzeug zur Langsamfahrt und an das zweite Schienenfahrzeug zum Verfolgen des ersten Schienenfahrzeuges im Sicherheitsabstand erteilt, wobei permanent die Schritte 7, 8 und 9 bis zum Erreichen sicherer Haltepositionen der beiden Schienenfahrzeuge zyklisch wiederholt werden.
According to claim 2, the method is continued with the following steps:
  • 9. Transferring the position data of the first rail vehicle by the route monitoring device to the first rail vehicle and
  • 10. Determine whether with the received position data, a restoration of the own locating function is possible by the first rail vehicle, wherein
    • 10.1 if this information is affirmatively transmitted to the route monitoring device and regular operation continues through the first rail vehicle or
    • 10.2, if this information is negatively transmitted by the first rail vehicle to the route monitoring device, which then travel orders to the first rail vehicle for slow travel and to the second Rail vehicle for tracking the first rail vehicle issued at a safe distance, wherein the steps 7, 8 and 9 are repeated cyclically until reaching safe stop positions of the two rail vehicles.

Nach dem Reorten werden die durch das Streckenüberwachungsgerät gemäß Schritt 8 ermittelten Positionsdaten an das erste Schienenfahrzeug übertragen, welches daraufhin einen Abgleichversuch mit eigenen Ortungsdaten, sofern diese verfügbar sind, unternimmt. Dabei wird angestrebt, die eigene Ortungsfunktion wieder herzustellen.After reortening, the position data determined by the route monitoring device according to step 8 are transmitted to the first rail vehicle, which then undertakes a reconciliation attempt with its own location data, if available. The aim is to restore their own locating function.

Bei Bejahung wird die nunmehr wieder intakte Ortungsfunktion des ersten Schienenfahrzeuges zur Fortsetzung des regulären Fahrbetriebes des ersten Schienenfahrzeuges genutzt. Gleichzeitig überträgt das erste Schienenfahrzeug die Bejahungsinformation an das Streckenüberwachungsgerät, dessen Aktivitäten dadurch beendet werden.If affirmative, the now intact locating function of the first rail vehicle is used to continue the regular driving operation of the first rail vehicle. At the same time, the first rail vehicle transmits the affirmative information to the route monitoring device whose activities are thereby terminated.

Bei Verneinung, das heißt bei Unmöglichkeit einer Selbstortung des ersten Schienenfahrzeuges, zum Beispiel aufgrund eines technischen Defektes, übernimmt das Streckenüberwachungsgerät die Koordinierung der beiden Schienenfahrzeuge, wobei das erste Schienenfahrzeug mit Hilfe des zweiten Schienenfahrzeuges bis zu einer sicheren Halteposition geführt wird, indem das zweite Schienenfahrzeug ständig Position und Abstand an das Streckenüberwachungsgerät überträgt, welches daraus aktuelle Positionsdaten des ersten Schienenfahrzeuges ermittelt und diese an das erste Schienenfahrzeug überträgt. Dadurch ist quasi ein sicheres Geleit des ersten Schienenfahrzeuges, dessen Ortungsfunktion defekt ist, bis zum Erreichen einer sicheren Halteposition, bei der gegebenenfalls Fahrgäste aussteigen können, möglich. Bei der Halteposition kann es sich auch um eine Abstellanlage oder ein Reparaturdepot handeln. Falls bei der Geleitfahrt ein Tunnel durchquert werden muss, entfällt bei dem beanspruchten automatischen Verfahren auch eine Tunnelsperrung, bei der der gesamte Betrieb stillgelegt werden müsste, da Personen den Tunnel nicht betreten müssen. Besonders vorteilhaft ist darüber hinaus, dass unmittelbar nach Feststellung des Ausfalls der Ortungsfunktion des ersten Schienenfahrzeuges eine Reaktion erfolgt und während des Reortens mit Hilfe des zweiten Schienenfahrzeuges keinerlei Verzögerungen auftreten. Eine Beeinträchtigung des Betriebsablaufes und dessen Performance wird auf ein Minimum reduziert.In the case of negation, that is to say in the event of impossibility of self-locating the first rail vehicle, for example because of a technical defect, the track monitoring device undertakes the coordination of the two rail vehicles, with the first rail vehicle being guided with the aid of the second rail vehicle to a safe holding position by the second rail vehicle constantly transmits position and distance to the distance monitoring device, which determines it from current position data of the first rail vehicle and transmits it to the first rail vehicle. As a result, a safe passage of the first rail vehicle, whose locating function is defective, is virtually possible until a safe stop position, in which passengers can possibly get off, is reached. The stop position may also be a parking facility or a repair depot. If during the escort a tunnel has to be crossed, eliminated in the claimed automatic method also a tunnel closure, in which the entire operation should be shut down because people do not have to enter the tunnel. In addition, it is particularly advantageous that a reaction takes place immediately after detection of the failure of the locating function of the first rail vehicle and no delays occur during sharpening with the aid of the second rail vehicle. Impairment of the operation and its performance is reduced to a minimum.

Die Systemkonfiguration gemäß Anspruch 3 besteht aus Komponenten, die weitgehend bereits vorhanden sind und für den Verfahrensablauf mitbenutzt werden können. Dabei kann der Abstandssensor gemäß Anspruch 4 als Radarsensor ausgebildet sein, der üblicherweise für Abstands-/und Geschwindigkeitsmessungen über Grund vorgesehen ist, wobei lediglich eine Ausrichtung des Radarsensors in Fahrtrichtung möglich sein muss. Denkbar sind aber auch andere Ausführungsformen des Abstandssensors, beispielsweise auf Basis von RFID - Radio Frequency Identification oder Laserscanner.The system configuration according to claim 3 consists of components that are already largely available and can be shared for the procedure. In this case, the distance sensor according to claim 4 may be formed as a radar sensor, which is usually provided for distance and / or speed measurements on the ground, with only an orientation of the radar sensor in the direction of travel must be possible. However, other embodiments of the distance sensor are also conceivable, for example based on RFID radio frequency identification or laser scanners.

Wesentliche Komponenten einer Systemkonfiguration zum Reorten eines Schienenfahrzeuges mit ausgefallener Ortungsfunktion veranschaulicht die einzige Figur.Essential components of a system configuration for the reortening of a rail vehicle with a failed locating function are illustrated by the single figure.

Es ist ersichtlich, dass ein erstes Schienenfahrzeug 1 und ein zweites Schienenfahrzeug 2 auf einem gemeinsamen Gleis 3 befindlich sind, wobei das zweite Schienenfahrzeug 2 dem ersten Schienenfahrzeug 1 nachfolgt. Die Schienenfahrzeuge 1 und 2 sind jeweils mit einem Zugsteuergerät 4 beziehungsweise 5 ausgestattet, welches mit einem Abstandssensor 6 beziehungsweise 7 und einer Ortungseinrichtung 8 beziehungsweise 9 zusammenwirkt. Außerdem ist das Zugsteuergerät 4 beziehungsweise 5 über eine Sende-/Empfangseinrichtung 10 beziehungsweise 11 mit einem ortsfesten Streckenüberwachungsgerät 12 verbindbar.It can be seen that a first rail vehicle 1 and a second rail vehicle 2 are located on a common track 3, the second rail vehicle 2 following the first rail vehicle 1. The rail vehicles 1 and 2 are each equipped with a train control unit 4 and 5, which cooperates with a distance sensor 6 and 7 and a locating device 8 and 9 respectively. In addition, the train control unit 4 or 5 can be connected via a transmitting / receiving device 10 or 11 with a fixed distance monitoring device 12.

Diese Systemkonfiguration ist derart ausgebildet, dass das Reorten des ersten Schienenfahrzeuges 1 möglich ist, wenn dessen Ortungseinrichtung 8 ausfällt. Dazu wird das zweite Schienenfahrzeug 2 mittels des Abstandssensors 7 und des Streckenüberwachungsgerätes 12 möglichst dicht - bei Einhaltung eines Sicherheitsabstandes - an das erste Schienenfahrzeug 1, das wegen des Ortungsausfalls angehalten wurde, herangeführt. In dieser Halteposition überträgt die Ortungseinrichtung 9 des zweiten Schienenfahrzeuges 2 über das Zugsteuergerät 5 und die Sende-/Empfangseinrichtung 11 seine Ortungsdaten an das Streckenüberwachungsgerät 12. Der Abstandssensor 7 misst den Abstand zum ersten Schienenfahrzeug 1, wobei auch die Abstandsdaten über das Zugsteuergerät 5 und die Sende-/Empfangseinrichtung 11 an das Streckenüberwachungsgerät 12 gesendet werden. Mit den Ortungsdaten und den Abstandsdaten ermittelt das Streckenüberwachungsgerät 12 die Position des ersten Schienenfahrzeuges 1. Die Reortung des ersten Schienenfahrzeuges 1 ist somit erfolgt.This system configuration is designed such that the re-locating of the first rail vehicle 1 is possible, if whose locating device 8 fails. For this purpose, the second rail vehicle 2 by means of the distance sensor 7 and the distance monitoring device 12 as close as possible - while maintaining a safe distance - to the first rail vehicle 1, which was stopped because of Ortungsausfalls introduced. In this holding position, the locating device 9 of the second rail vehicle 2 transmits its locating data to the track monitoring device 12 via the train control device 5 and the transceiver 11. The distance sensor 7 measures the distance to the first rail vehicle 1, the distance data also being transmitted via the train control device 5 and Transceiver 11 are sent to the route monitoring device 12. With the location data and the distance data, the distance monitoring device 12 determines the position of the first rail vehicle 1. The re-location of the first rail vehicle 1 is thus carried out.

Die Systemkonfiguration kann auch dazu genutzt werden, das Schienenfahrzeug 1 mit Hilfe des zweiten Schienenfahrzeuges 2 und dessen Abstands- sowie Ortungsdaten in langsamer Fahrt zu einer Position zu geleiten, an der eine Wiederherstellung der Ortungsfunktion des ersten Schienenfahrzeugs 1 möglich ist oder einen bestimmten anderen Ort, an dem der Zugverkehr auf dem Gleis 3 nicht mehr beeinträchtigt ist. Dieses Verfahren erfolgt automatisch und ohne Zeitverzögerung, wobei ein besonderer Vorteil darin besteht, dass Personaleinsatz zum Auffinden des ersten Schienenfahrzeuges und dessen sicherheitstechnisches Herausfahren aus dem Gefahrenbereich nicht erforderlich ist.The system configuration can also be used to guide the rail vehicle 1 with the aid of the second rail vehicle 2 and its distance and location data at a slow speed to a position at which it is possible to restore the locating function of the first rail vehicle 1 or a certain other location. where the train service on track 3 is no longer impaired. This method is automatic and without time delay, with a particular advantage is that personnel deployment to locate the first rail vehicle and its safety-related move out of the danger area is not required.

Claims (4)

  1. Method for re-determining the location of a rail vehicle (1) whose locating function has failed,
    with the following steps:
    1. stopping the first rail vehicle (1),
    2. transmission of the failure information by the first rail vehicle (1) to a trackside monitoring unit (12),
    3. transmission of the failure information by the trackside monitoring unit (12) to a second rail vehicle (2) following behind the first rail vehicle (1),
    4. moving the second rail vehicle (2) closer to the first rail vehicle (1),
    5. activating a distance sensor (7) of the second rail vehicle (2) and measuring the distance from the first rail vehicle (1),
    6. stopping the second rail vehicle (2) at a safe distance from the first rail vehicle (1),
    7. transmitting the position of the second rail vehicle (2) and its distance from the first rail vehicle (1) to the trackside monitoring unit (12), and
    8. determination of the position data of the first rail vehicle (1) by the trackside monitoring unit (12) from the data received in step 7.
  2. Method according to claim 1,
    characterised by the following further steps:
    9. transmission of the position data of the first rail vehicle (1) by the trackside monitoring unit (12) to the first rail vehicle (1), and
    10. determining whether the received position data makes it possible for the first rail vehicle (1) to restore its own locating function, wherein
    10.1 if so, this information is transmitted to the trackside monitoring unit (12) and regular operation is resumed by the first rail vehicle (1), or
    10.2 if not, this information is transmitted by the first rail vehicle (1) to the trackside monitoring unit (12) which thereupon issues instructions to the first rail vehicle (1) to proceed at slow speed and to the second rail vehicle (2) to follow the first rail vehicle (1) at a safe distance, wherein steps 7, 8 and 9 are continuously repeated cyclically until a safe stopping point for the two rail vehicles (1, 2) is reached.
  3. System configuration for carrying out the method according to one of the preceding claims,
    wherein a trackside monitoring unit (12) is designed to communicate with a train control unit (5) of a second rail vehicle (2), wherein the train control unit (5) is connected to a locating device (9) of the second rail vehicle (2) and to a distance sensor (7) of the second rail vehicle (2) for determining the distance from a first rail vehicle (1) in the direction of travel of the second rail vehicle (2),
    wherein the trackside monitoring unit (12) is embodied to determine the position of the first rail vehicle (1) from the location data of the locating device (9) of the second rail vehicle (2) and the determined distance from the first rail vehicle.
  4. System configuration according to claim 3,
    characterised in that
    the distance sensor (6; 7) is implemented as a radar sensor.
EP15712554.3A 2014-04-08 2015-03-17 Method and system configuration for re-determining the location of a rail vehicle Active EP3105103B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014206741.3A DE102014206741A1 (en) 2014-04-08 2014-04-08 Method and system configuration for the reortening of a rail vehicle
PCT/EP2015/055500 WO2015154950A1 (en) 2014-04-08 2015-03-17 Method and system configuration for re-determining the location of a rail vehicle

Publications (2)

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EP3105103A1 EP3105103A1 (en) 2016-12-21
EP3105103B1 true EP3105103B1 (en) 2017-12-13

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EP15712554.3A Active EP3105103B1 (en) 2014-04-08 2015-03-17 Method and system configuration for re-determining the location of a rail vehicle

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EP (1) EP3105103B1 (en)
CN (1) CN106103236B (en)
DE (1) DE102014206741A1 (en)
DK (1) DK3105103T3 (en)
ES (1) ES2662612T3 (en)
HU (1) HUE038476T2 (en)
NO (1) NO2748793T3 (en)
WO (1) WO2015154950A1 (en)

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CN107878513B (en) * 2017-09-11 2020-07-24 浙江众合科技股份有限公司 Rescue method for unpositioning of unmanned train
CN108216302B (en) * 2017-12-22 2020-02-14 交控科技股份有限公司 Train virtual linkage rescue method based on active identification
DE102018203665A1 (en) * 2018-03-12 2019-09-12 Siemens Aktiengesellschaft Position and speed determination through cooperation between a plurality of vehicles
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CN114524003B (en) * 2022-04-24 2022-07-15 北京北交信通科技有限公司 Method for calculating distance between tail and staying vehicle in operation of transferring vehicle to roof

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NO2748793T3 (en) 2018-03-10
HUE038476T2 (en) 2018-10-29
DE102014206741A1 (en) 2015-10-08
WO2015154950A1 (en) 2015-10-15
DK3105103T3 (en) 2018-02-26
CN106103236A (en) 2016-11-09
EP3105103A1 (en) 2016-12-21
ES2662612T3 (en) 2018-04-09
CN106103236B (en) 2018-06-22

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