EP3247609B1 - Method and device for automatically influencing track-bound vehicles - Google Patents

Method and device for automatically influencing track-bound vehicles Download PDF

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Publication number
EP3247609B1
EP3247609B1 EP16706382.5A EP16706382A EP3247609B1 EP 3247609 B1 EP3247609 B1 EP 3247609B1 EP 16706382 A EP16706382 A EP 16706382A EP 3247609 B1 EP3247609 B1 EP 3247609B1
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EP
European Patent Office
Prior art keywords
track
vehicle
bound
faulty
vehicles
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Application number
EP16706382.5A
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German (de)
French (fr)
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EP3247609A1 (en
Inventor
Karsten Rahn
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/16—Continuous control along the route
    • 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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur

Definitions

  • the present invention relates to a method for automatically influencing rail-bound vehicles, wherein in a normal operation of the track-bound vehicles their respective position is reported to a trackside device, determined by the trackside device taking into account the reported positions for the tracked vehicles a respective driving license and to the respective track-bound vehicle is transmitted.
  • Such a method for automatically influencing rail-bound vehicles which may be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains, is known, for example, from the company publication "Trainguard® MT - Optimal Performance with the Leading Train Control System for Local Transport” (order no .: A19100-V100-B976, Siemens AG 2014).
  • network capacities and network throughputs are optimized by enabling moving in a mobile space interval (moving block operation) by means of continuous, bidirectional communication between the vehicles and the route.
  • the present invention has for its object to provide a method of the type mentioned, which makes it possible to maintain a high-performance operation of the track-bound vehicles even in the event that one of the track-bound vehicles is disturbed that it can not ensure its integrity, and consequently is unable to report a valid or reliable position.
  • This object is achieved according to the invention for a method of the type mentioned in that in the event that one of the track-bound vehicles is disturbed to the effect that it can not guarantee its integrity, without interrupting the driving operation of the track-bound vehicles is switched to a fault mode, said in the disturbance mode, the disturbed tracked vehicle detects a position of one of its vehicle ends and, together with information that it can not assure its integrity, notifies the trackside device and the travel permits for the tracked vehicles are determined by the trackside device such that with respect to the disturbed track-bound vehicle with respect to the one vehicle end, the reported position and with respect to the other end of the vehicle free field information of a track-side free-reporting system is taken into account.
  • the method according to the invention is characterized firstly by the fact that in the event that one of the tracked vehicles is disturbed to the extent that it can not ensure its integrity, it is switched to a fault mode without interrupting the travel operation of the tracked vehicles.
  • the disturbed track-bound vehicle can not ensure its integrity, that is, completeness, this can be, for example, that a vehicle-side Component has failed or a communication link between the two vehicle ends of the track-bound vehicle is disturbed and thus there is only information about the position of one of the two vehicle ends.
  • a corresponding disturbance may in principle also be caused by the track-bound vehicle having broken down or having lost a vehicle part, for example in the form of one of its carriages, on the track.
  • the track-bound vehicles can consist of any number of driven and / or non-driven, fixed or loosely interconnected or coupled or coupled units in the context of the inventive method. Ensuring the integrity of the tracked vehicles is of high safety relevance, particularly in moving block operation, since the trackside facility currently does not release lane sections for other tracked vehicles occupied by the respective tracked vehicle based on the position reports of the tracked vehicles.
  • the switchover from the normal mode to the interference mode takes place without interrupting the travel mode, that is to say dynamically during the current travel mode.
  • this is done without an interim forced or emergency braking of the disturbed track-bound vehicle or one of the other these preceding or following track-bound vehicles.
  • the disturbed rail-bound vehicle detects a position of one of its vehicle ends and notifies it to the trackside device together with information that it can not assure its integrity.
  • the inventive method is thus characterized by the fact that in the disturbance mode the disturbed track-bound vehicle at least still determines the position of one of its vehicle ends and this together with information that it can not guarantee its integrity and consequently with respect to his other vehicle end can not report a position reports to the trackside facility.
  • the disturbed lane-bound vehicle is not switched over from the moving block operation, that is, from driving in the movable space distance, to driving in fixed space distance based on free field information of a track-side free-field system in the interference mode.
  • the driving licenses for the track-bound vehicles that is for the disturbed track-bound vehicle and other track-bound vehicles whose driving licenses are influenced by the disturbed track-bound vehicle, determined by the trackside device such that with respect to the one vehicle end, for the continued fuse-technically valid position has been reported by the disturbed track-bound vehicle, this reported position is also used in the Stör rehearsal continue. Only with respect to the other end of the vehicle, that is to say the end of the vehicle for which there is no position report due to the fact that the disturbed track-bound vehicle can not guarantee its integrity, free field information of a track-side free-field system is taken into account.
  • the method according to the invention is thus characterized in that, in the event that a track-bound vehicle can no longer ensure its integrity, it is dynamically switched from normal operation to disruptive operation.
  • the disturbance mode then with respect to the two vehicle ends of the disturbed track-bound vehicle are different Methods used for position determination. While the travel permissions for the track-bound vehicles with respect to the one vehicle end are determined taking into account the available reported position, free field information of a track-side free-field system is taken into account with respect to the other vehicle end.
  • This has the advantage that in the disturbance mode still largely a moving block operation can be maintained.
  • the robustness and availability of the system for automatically influencing the track-bound vehicles that is, for example, the CBTC system, is advantageously improved.
  • the inventive method has the particular advantage that usually referred to as Buchbeein.ungssystem systems for automatically influencing track bound vehicles as a fallback level in the event of failure of the automatic train control system often already trackside free-field systems, such as in the form of track-free signaling devices have. This means that the method according to the invention can advantageously be implemented regularly, without the need for new trackside components.
  • the method according to the invention can be developed in such a way that, in the event that the one vehicle end is the front vehicle end with respect to a direction of travel of the disturbed track-bound vehicle, the driving permission for the disturbed track-bound vehicle is determined in consideration of the reported position of the one, front vehicle end , In the event that the one end of the vehicle is the front end of the vehicle and thus there is still a position determined on the vehicle side, the driver's license for the disturbed lane-bound vehicle can advantageously be determined taking into account the reported position of the one front end of the vehicle. This means that for that Disturbed track-bound vehicle itself continues to be a moving block operation is possible.
  • the method according to the invention is embodied such that, in the event that one end of the vehicle is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the respective driving permit for at least one disturbed track-bound vehicle at the other, rear end of the vehicle subsequent track-bound vehicle is determined taking into account the free message information of the track-side Free Message System.
  • a travel permission for at least one tracked vehicle following the disturbed tracked vehicle at the other, rear end of the vehicle can be determined, taking into account the clearance information of the trackside open-field system. This means that the driving operation, at least with respect to the immediately following track-bound vehicle, is switched to driving in a fixed spatial distance by means of corresponding blocks of the track-side free-field system.
  • the method according to the invention can also be so pronounced that, in the event that the one vehicle end is the rear end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the respective ones Driving permission for at least one the tracked vehicle following the faulty tracked vehicle at the one, rear end of the vehicle is determined taking into account the reported position of the one, rear end of the vehicle.
  • This preferred embodiment thus relates to the case where the one vehicle end, for which there is still a reported position, is the rear end of the vehicle of the disturbed track-bound vehicle.
  • the free-of-charge information taken into consideration with regard to the other end of the vehicle may in principle be a free-field information of any free-field reporting system known per se.
  • the method according to the invention can advantageously also be configured in such a way that with regard to the other vehicle end of the disturbed track-bound vehicle, free field information of a track-side free-field system based on track circuits is taken into account.
  • Track circuits are also a tried-and-tested free-field system, which is often available anyway as a fallback, and which can thus advantageously be used in the context of the method according to the invention for providing the status information.
  • the track-side free-field system will usually be either an axle counting system or an on-track free-field signaling system, it is basically also conceivable that a track-side free-field system comprises both axle counters and track circuits.
  • Such a combined track-side free-reporting system can also be used in the context of the method according to the invention.
  • the present invention further relates to a device for automatically influencing rail-bound vehicles, wherein the device comprises vehicle-mounted devices arranged on the track-bound vehicles as well as a trackside device and is designed such that in normal operation the vehicle-mounted devices transmit a position of the respective tracked vehicle to the trackside device report, the track-side device, taking into account the reported positions for the track-bound vehicles determines a respective driving permission and transmits to the vehicle-mounted device of the respective tracked vehicle.
  • Such a device is known from the aforementioned company publication of Siemens AG.
  • the present invention has for its object to provide a device of the aforementioned type, which makes it possible to maintain a high-performance operation of the track-bound vehicles even in the event that one of the track-bound vehicles is disturbed that it does not ensure its integrity and therefore unable to report a valid or reliable position.
  • the device is designed such that it in the event that one of the track-bound vehicles is disturbed that it can not ensure its integrity, without interrupting the driving operation of the track-bound Switching vehicles into a jamming operation in which the on-vehicle device of the abnormal lane-bound vehicle detects a position of one of its vehicle ends and notifies the lane-side device together with information that the failed lane-bound vehicle can not assure its integrity, and the lane-side device Driving permissions for the track-bound vehicles determined such that they related to the disturbed track-bound vehicle with respect to the one vehicle end the reported position and with respect to the other end of the vehicle free field information strec ken.00en Freimeldesystems considered.
  • the device according to the invention can be designed such that, in the event that the one vehicle end is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the trackside device the driving permission for the disturbed track-bound vehicle taking into account the reported position of the one, front Vehicle end determined.
  • the device according to the invention is so pronounced that, in the event that the one vehicle end is the front end of the vehicle in relation to a direction of travel of the disturbed track-bound vehicle, the trackside device will issue the respective driving permit for at least one disturbed track-bound vehicle at the other , rear end of the vehicle subsequent track-bound vehicle, taking into account the free field information of the trackside free-field system determined.
  • the device according to the invention can also be designed such that, in the event that the one end of the vehicle is the rear end of the vehicle in relation to a direction of travel of the disturbed track-bound vehicle, the trackside device will issue the respective driving permission for at least one disturbed track-bound vehicle at the one rear Vehicle subsequent track-bound vehicle, taking into account the reported position of the one, rear end of the vehicle determined.
  • the track-side device takes into account, with respect to the other vehicle end of the disturbed track-bound vehicle, free field information of a track-side free-field system in the form of an axle counting system.
  • the device according to the invention can also be configured such that the trackside device with respect to the other end of the vehicle of the disturbed track-bound vehicle takes into account free field information of a track-based free-field system based on track circuits.
  • FIG. 1 shows in a schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which the track-bound vehicles are operated in a normal mode.
  • the track-bound vehicles 10, 20 are rail vehicles, each having a vehicle-side device 11 and 21 respectively.
  • the vehicle-side devices 11, 21 can be, for example, vehicle devices of an automatic train control system.
  • a track-side device 40 is indicated on the track 30 in the form of a track, which may include, for example, at least one distance device of the automatic train control system.
  • the track-side device 40 may furthermore also have at least one central track-side control device connected to the at least one route device in terms of communication technology.
  • axle counter 50 and 51 are still indicated on the track side.
  • the axle counters 50, 51 are part of a track-side free-field system in the form of an axle counting system, which is provided in the event that an automatic train control operation in moving block operation is not possible due to a fault.
  • the axle counters 50, 51 or a corresponding free message information provided by them are not used in normal operation of the automatic train control system.
  • the track-bound vehicles 10, 20 in normal operation their respective position is reported to the trackside device 40. It is in FIG. 1 by way of example, the position reported by the track-bound vehicle 10 in the form of a "position band" or "position range" 60 is indicated.
  • This position band encompasses the area between the two vehicle ends of the track-bound vehicle 10 and preferably also takes into account additional aspects such as buffer overhangs or safety margins due to the accuracy of the spatial resolution.
  • the track-bound vehicle 20 also cyclically reports its position to the trackside device 40.
  • the train position indicated by the position range 60 can be determined, for example, in a known manner by means of a vehicle-side odometry system, for example using a position encoder in combination with trackside beacons.
  • a vehicle-side odometry system for example using a position encoder in combination with trackside beacons.
  • the positions of the vehicle ends of the track-bound vehicle 10 satellite-based that is, by means of a GNSS (Global Navigation Satellite System) receiver, are determined.
  • GNSS Global Navigation Satellite System
  • a determination of the position of the vehicle ends of the track-bound vehicle 10 for example, by the Locating a vehicle-side receiver done in a wireless network.
  • the wireless network can be, for example, a WLAN (Wireless Local Area Network), for example in accordance with the IEEE 802.11 standard, or a mobile radio network, for example in accordance with one of the Global System for Mobile Communications (GPRS) GPRS (General Packed Radio Service). Universal Mobile Telecommunications System) or LTE (Long Term Evolution).
  • GPRS Global System for Mobile Communications
  • GPRS General Packed Radio Service
  • LTE Long Term Evolution
  • the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20 comprise corresponding means for determining the position of the respective track-bound vehicle 10, 20.
  • a corresponding vehicle-side device or at least means for determining the position of the relevant vehicle end may be provided at the respective other vehicle end.
  • the position of the one, in the present case the front end of the vehicle is determined by the respective vehicle-side device 11, 21 and the integrity of the track-bound vehicles 10 and 20 is ensured by a corresponding vehicle-mounted monitoring. This can be done, for example, by a corresponding communication link between the vehicle ends of the track-bound vehicles 10, 20.
  • the track-bound vehicles 10, 20 differing from the simplified schematic representation of FIG. 1 usually each consist of a plurality of interconnected or coupled or coupled units.
  • a monitoring of the integrity of the track-bound vehicles 10, 20 is generally important, especially in such cases, in which these consist of several units, such as in the form of cars.
  • the track-side device 40 taking into account the positions for the lane-bound vehicles 10, 20 reported by the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20, determines a respective travel permit 70, 71 and transmits it to the respective lane-bound vehicle 10, 20 ,
  • the travel permission 70 of the lane-bound vehicle 10 extends to a point determined by the position of a lane-bound vehicle ahead of the lane-bound vehicle 10 at a shorter distance FIG. 1 not shown is limited.
  • FIG. 2 shows in a further schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which due to the fact that one of the track-bound vehicles can no longer ensure its integrity, has been switched from normal operation to a fault mode.
  • the track-bound vehicle 10 is disturbed in such a way that it can no longer or no longer guarantee its integrity.
  • This is indicated by a "break symbol" 80, which may represent both actual physical separation of the tracked vehicle 10 and units thereof, as well as component failure or communication failure that cause the track bound vehicle 10 to remain intact , but can not make any reliable or valid statement about its integrity.
  • the track-bound vehicle 10 may have a further vehicle-side device arranged at the rear end of the vehicle, which may inter alia determine the position of the relevant vehicle end and / or communicate with the vehicle-side device 11 for the purpose of confirming Integrity of the track bound vehicle 10 may serve.
  • the disturbed rail-bound vehicle 10 further determines a position of one of its vehicle ends, that is, the front end of the vehicle on which the on-vehicle device 11 is located.
  • the determined position of the one vehicle end reports the track-bound vehicle 10 or its vehicle-side device 11 together with information in such a way that it can not guarantee its integrity to the trackside device 40.
  • the travel permits 61 and 72 for the tracked vehicles 10, 20 are now determined such that with respect to the faulty tracked vehicle 10 with respect to the one, the vehicle front end the reported position and with respect to the other, rear end of the vehicle free information of the trackside Free reporting system is taken into account.
  • This is in FIG. 2 indicated by a position band 61, which indicates the position of the track-bound vehicle 10 that is reported in the fault mode or used by the trackside device 40. It can be seen here that there is no change with respect to the one, front vehicle end of the track-bound vehicle 10 in comparison to FIG. This means that the disturbed lane-bound vehicle 10 can continue to travel in moving block mode.
  • the one vehicle end which is based on the direction of travel 25 of the disturbed track-bound vehicle 10 rear end of the vehicle.
  • the respective driving permission for at least one of the disturbed track bound vehicle 10 at the one rear end of the vehicle subsequent track bound vehicle 20 can be determined taking into account the reported position of a rear end of the vehicle. That is, in this case, moving block operation can be maintained with respect to the following lane-bound vehicle 20.
  • the method described above and the associated device are characterized in particular by the fact that the skillful combination of available information improves the performance of the system for automatically affecting the track bound vehicles 10, 20 in the form of the respective train control system in train integrity errors.
  • This applies in particular with regard to the robustness and availability of CBTC systems since a moving block operation is maintained as far as possible and only to the extent absolutely necessary to use the free field information of the trackside free reporting system is changed. As a result, this leads to the fact that even in the event that one of the track bound vehicle 10, 20 can no longer ensure its integrity and therefore is switched to a fault mode, the driving operation can be largely maintained. This has the consequence that even a disturbed track-bound vehicle can advantageously still finish the day before the elimination of the disturbance.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

Die vorliegende Erfindung betrifft ein Verfahren zur automatischen Beeinflussung spurgebundener Fahrzeuge, wobei in einem Normalbetrieb von den spurgebundenen Fahrzeugen ihre jeweilige Position an eine streckenseitige Einrichtung gemeldet wird, von der streckenseitigen Einrichtung unter Berücksichtigung der gemeldeten Positionen für die spurgebundenen Fahrzeuge eine jeweilige Fahrterlaubnis ermittelt und an das jeweilige spurgebundene Fahrzeug übertragen wird.The present invention relates to a method for automatically influencing rail-bound vehicles, wherein in a normal operation of the track-bound vehicles their respective position is reported to a trackside device, determined by the trackside device taking into account the reported positions for the tracked vehicles a respective driving license and to the respective track-bound vehicle is transmitted.

Ein solches Verfahren zur automatischen Beeinflussung spurgebundener Fahrzeuge, bei denen es sich beispielsweise um Schienenfahrzeuge, spurgeführte Fahrzeuge mit Gummibereifung oder auch Magnetschwebebahnen handeln kann, ist beispielsweise aus der Firmenschrift "Trainguard® MT - Optimale Leistung mit dem führenden Zugbeeinflussungssystem für den Nahverkehr" bekannt (Bestellnr.: A19100-V100-B976, Siemens AG 2014). Diese beschreibt ein CBTC (Communication-Based Train Control)-Zugbeeinflussungssystem zur automatischen Beeinflussung spurgebundener Fahrzeuge in Form von U-Bahnen oder Metros. Hierbei erfolgt eine Optimierung von Netzkapazitäten und Netzdurchsätzen dadurch, dass mittels kontinuierlicher, bidirektionaler Kommunikation zwischen den Fahrzeugen und der Strecke ein Fahren im beweglichem Raumabstand (Moving-Block-Betrieb) ermöglicht wird. Dies setzt voraus, dass die spurgebundenen Fahrzeuge im Betrieb ihre Position zyklisch an eine streckenseitige Einrichtung des Zugbeeinflussungssystems melden. Bei Störungen, das heißt beispielsweise dann, wenn eines der Fahrzeuge seine Position nicht mehr in gesicherter Form an die streckenseitige Einrichtung melden kann, besteht die Möglichkeit, zur Erkennung bzw. Positionsbestimmung der spurgebundenen Fahrzeuge Informationen eines Gleisfreimeldesystems zu verwenden. Dies hat jedoch zur Folge, dass kein Moving-Block-Betrieb mehr möglich ist und sich folglich die Leistungsfähigkeit des Systems deutlich reduziert.Such a method for automatically influencing rail-bound vehicles, which may be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains, is known, for example, from the company publication "Trainguard® MT - Optimal Performance with the Leading Train Control System for Local Transport" (order no .: A19100-V100-B976, Siemens AG 2014). This describes a CBTC (Communication-Based Train Control) train control system for the automatic control of rail-bound vehicles in the form of subways or metros. In this case, network capacities and network throughputs are optimized by enabling moving in a mobile space interval (moving block operation) by means of continuous, bidirectional communication between the vehicles and the route. This assumes that the track-bound vehicles in operation report their position cyclically to a trackside facility of the train control system. In the case of malfunctions, that is to say, for example, when one of the vehicles can no longer report its position to the trackside device in a secured form, it is possible to use information from a train detection system for detecting or determining the position of the track-bound vehicles. However, this has the consequence that no Moving block operation is more possible and thus significantly reduces the performance of the system.

Das Dokument WO 2009 139 327 A2 beschreibt ein Verfahren bzw. eine Vorrichtung gemäß dem Oberbegriff des unabhängigen Anspruchs 1 bzw. 7 der vorliegenden Anmeldung.The document WO 2009 139 327 A2 describes a method and apparatus according to the preamble of independent claims 1 and 7 of the present application.

Der vorliegenden Erfindung liegt die Aufgabe zugrunde, ein Verfahren der eingangs genannten Art anzugeben, das es ermöglicht, einen leistungsfähigen Betrieb der spurgebundenen Fahrzeuge auch für den Fall aufrechtzuerhalten, dass eines der spurgebundenen Fahrzeuge dahingehend gestört ist, dass es seine Integrität nicht gewährleisten kann und folglich nicht in der Lage ist, eine gültige bzw. verlässliche Position zu melden.The present invention has for its object to provide a method of the type mentioned, which makes it possible to maintain a high-performance operation of the track-bound vehicles even in the event that one of the track-bound vehicles is disturbed that it can not ensure its integrity, and consequently is unable to report a valid or reliable position.

Diese Aufgabe wird für ein Verfahren der eingangs genannten Art erfindungsgemäß dadurch gelöst, dass in dem Fall, dass eines der spurgebundenen Fahrzeuge dahingehend gestört ist, dass es seine Integrität nicht gewährleisten kann, ohne Unterbrechung des Fahrtbetriebes der spurgebundenen Fahrzeuge in einen Störbetrieb umgeschaltet wird, wobei in dem Störbetrieb das gestörte spurgebundene Fahrzeug eine Position eines seiner Fahrzeugenden ermittelt und zusammen mit einer Information dahingehend, dass es seine Integrität nicht gewährleisten kann, an die streckenseitige Einrichtung meldet, und die Fahrterlaubnisse für die spurgebundenen Fahrzeuge von der streckenseitigen Einrichtung derart ermittelt werden, dass bezogen auf das gestörte spurgebundene Fahrzeug bezüglich des einen Fahrzeugendes die gemeldete Position sowie bezüglich des anderen Fahrzeugendes eine Freimeldeinformation eines streckenseitigen Freimeldesystems berücksichtigt wird.This object is achieved according to the invention for a method of the type mentioned in that in the event that one of the track-bound vehicles is disturbed to the effect that it can not guarantee its integrity, without interrupting the driving operation of the track-bound vehicles is switched to a fault mode, said in the disturbance mode, the disturbed tracked vehicle detects a position of one of its vehicle ends and, together with information that it can not assure its integrity, notifies the trackside device and the travel permits for the tracked vehicles are determined by the trackside device such that with respect to the disturbed track-bound vehicle with respect to the one vehicle end, the reported position and with respect to the other end of the vehicle free field information of a track-side free-reporting system is taken into account.

Gemäß dem ersten kennzeichnenden Merkmal zeichnet sich das erfindungsgemäße Verfahren zunächst dadurch aus, dass in dem Fall, dass eines der spurgebundenen Fahrzeuge dahingehend gestört ist, das es seine Integrität nicht gewährleisten kann, ohne Unterbrechung des Fahrtbetriebes der spurgebundenen Fahrzeuge in einen Störbetrieb umgeschaltet wird. Ursache dafür, dass das gestörte spurgebundene Fahrzeug seine Integrität, das heißt Vollständigkeit, nicht gewährleisten kann, kann hierbei beispielsweise sein, dass eine fahrzeugseitige Komponente ausgefallen oder eine Kommunikationsverbindung zwischen den beiden Fahrzeugenden des spurgebundenen Fahrzeugs gestört ist und somit lediglich eine Information zur Position eines der beiden Fahrzeugenden vorliegt. Alternativ hierzu kann eine entsprechende Störung grundsätzlich jedoch auch dadurch verursacht sein, dass das spurgebundene Fahrzeug auseinandergebrochen ist bzw. einen Fahrzeugteil, etwa in Form eines seiner Wagen, auf der Strecke verloren hat. Dabei ist zu berücksichtigen, dass die spurgebundenen Fahrzeuge im Rahmen des erfindungsgemäßen Verfahrens aus einer beliebigen Anzahl angetriebener und/oder nicht angetriebener, fest oder lose miteinander verbundener bzw. gekoppelter oder gekuppelter Einheiten bestehen können. Die Gewährleistung der Integrität des spurgebundenen Fahrzeuge ist, insbesondere im Moving-Block-Betrieb, von hoher Sicherheitsrelevanz, da die streckenseitige Einrichtung basierend auf den Positionsmeldungen der spurgebundenen Fahrzeuge aktuell nicht von dem jeweiligen spurgebundenen Fahrzeug belegte Streckenabschnitte für andere spurgebundene Fahrzeuge freigibt.According to the first characterizing feature, the method according to the invention is characterized firstly by the fact that in the event that one of the tracked vehicles is disturbed to the extent that it can not ensure its integrity, it is switched to a fault mode without interrupting the travel operation of the tracked vehicles. Cause that the disturbed track-bound vehicle can not ensure its integrity, that is, completeness, this can be, for example, that a vehicle-side Component has failed or a communication link between the two vehicle ends of the track-bound vehicle is disturbed and thus there is only information about the position of one of the two vehicle ends. Alternatively, however, a corresponding disturbance may in principle also be caused by the track-bound vehicle having broken down or having lost a vehicle part, for example in the form of one of its carriages, on the track. It should be noted that the track-bound vehicles can consist of any number of driven and / or non-driven, fixed or loosely interconnected or coupled or coupled units in the context of the inventive method. Ensuring the integrity of the tracked vehicles is of high safety relevance, particularly in moving block operation, since the trackside facility currently does not release lane sections for other tracked vehicles occupied by the respective tracked vehicle based on the position reports of the tracked vehicles.

Erfindungsgemäß erfolgt die Umschaltung von dem Normalbetrieb in den Störbetrieb ohne Unterbrechung des Fahrtbetriebes, das heißt dynamisch im laufenden Fahrtbetrieb. Vorzugsweise geschieht dies ohne eine zwischenzeitliche Zwangs- bzw. Notbremsung des gestörten spurgebundenen Fahrzeugs oder eines der anderen diesem vorausfahrenden oder nachfolgenden spurgebundenen Fahrzeuge.According to the invention, the switchover from the normal mode to the interference mode takes place without interrupting the travel mode, that is to say dynamically during the current travel mode. Preferably, this is done without an interim forced or emergency braking of the disturbed track-bound vehicle or one of the other these preceding or following track-bound vehicles.

Gemäß dem zweiten kennzeichnenden Merkmal ermittelt das gestörte spurgebundene Fahrzeug in dem Störbetrieb eine Position eines seiner Fahrzeugenden und meldet diese zusammen mit einer Information dahingehend, dass es seine Integrität nicht gewährleisten kann, an die streckenseitige Einrichtung. Das erfindungsgemäße Verfahren zeichnet sich somit dadurch aus, dass in dem Störbetrieb das gestörte spurgebundene Fahrzeug zumindest noch die Position eines seiner Fahrzeugenden ermittelt und diese zusammen mit einer Information dahingehend, dass es seine Integrität nicht gewährleisten kann und folglich bezüglich seines anderen Fahrzeugendes keine Position melden kann, an die streckenseitige Einrichtung meldet.According to the second characteristic feature, in the disturbance operation, the disturbed rail-bound vehicle detects a position of one of its vehicle ends and notifies it to the trackside device together with information that it can not assure its integrity. The inventive method is thus characterized by the fact that in the disturbance mode the disturbed track-bound vehicle at least still determines the position of one of its vehicle ends and this together with information that it can not guarantee its integrity and consequently with respect to his other vehicle end can not report a position reports to the trackside facility.

Gemäß dem dritten kennzeichnenden Merkmal wird es hierdurch vorteilhafterweise ermöglicht, dass die Fahrterlaubnisse, die häufig auch als Movement Authorities (MA) bezeichnet werden, für die spurgebundenen Fahrzeuge von der streckenseitigen Einrichtung derart ermittelt werden, dass bezogen auf das gestörte spurgebundene Fahrzeug bezüglich des einen Fahrzeugendes die gemeldete Position sowie bezüglich des anderen Fahrzeugendes eine Freimeldeinformation eines streckenseitigen Freimeldesystems berücksichtigt wird. Dies bedeutet, dass das gestörte spurgebundene Fahrzeug im Störbetrieb nicht aus dem Moving-Block-Betrieb, das heißt aus einem Fahren im beweglichen Raumabstand, in ein Fahren in festem Raumabstand basierend auf Freimeldeinformationen eines streckenseitigen Freimeldesystems umgeschaltet wird. Stattdessen werden die Fahrterlaubnisse für die spurgebundenen Fahrzeuge, das heißt für das gestörte spurgebundene Fahrzeug sowie weitere spurgebundene Fahrzeuge, deren Fahrterlaubnisse durch das gestörte spurgebundene Fahrzeug beeinflusst werden, von der streckenseitigen Einrichtung derart ermittelt, dass in Bezug auf das eine Fahrzeugende, für das weiterhin eine sicherungstechnisch valide Position von dem gestörten spurgebundenen Fahrzeug gemeldet worden ist, diese gemeldete Position auch im Störbetrieb weiterhin verwendet wird. Lediglich bezüglich des anderen Fahrzeugendes, das heißt des Fahrzeugendes, für das aufgrund dessen, dass das gestörte spurgebundene Fahrzeug seine Integrität nicht gewährleisten kann, keine Positionsmeldung vorliegt, wird eine Freimeldeinformation eines streckenseitigen Freimeldesystems berücksichtigt.According to the third characterizing feature, this advantageously makes it possible for the driving permits, which are often referred to as movement authorities (MA), to be determined by the trackside device for the tracked vehicles in such a way that with respect to the one vehicle end with respect to the faulty tracked vehicle the reported position as well as with respect to the other end of the vehicle a free message information of a track-side free-reporting system is taken into account. This means that the disturbed lane-bound vehicle is not switched over from the moving block operation, that is, from driving in the movable space distance, to driving in fixed space distance based on free field information of a track-side free-field system in the interference mode. Instead, the driving licenses for the track-bound vehicles, that is for the disturbed track-bound vehicle and other track-bound vehicles whose driving licenses are influenced by the disturbed track-bound vehicle, determined by the trackside device such that with respect to the one vehicle end, for the continued fuse-technically valid position has been reported by the disturbed track-bound vehicle, this reported position is also used in the Störbetrieb continue. Only with respect to the other end of the vehicle, that is to say the end of the vehicle for which there is no position report due to the fact that the disturbed track-bound vehicle can not guarantee its integrity, free field information of a track-side free-field system is taken into account.

Das erfindungsgemäße Verfahren zeichnet sich somit dadurch aus, dass für den Fall, dass ein spurgebundenes Fahrzeug seine Integrität nicht mehr gewährleisten kann, dynamisch aus dem Normalbetrieb in den Störbetrieb umgeschaltet wird. In dem Störbetrieb werden sodann in Bezug auf die beiden Fahrzeugenden des gestörten spurgebundenen Fahrzeugs unterschiedliche Methoden zur Positionsbestimmung verwendet. Während die Fahrterlaubnisse für die spurgebundenen Fahrzeuge bezüglich des einen Fahrzeugendes unter Berücksichtigung der verfügbaren gemeldeten Position ermittelt werden, wird bezüglich des anderen Fahrzeugendes eine Freimeldeinformation eines streckenseitigen Freimeldesystems berücksichtigt. Dies hat den Vorteil, dass im Störbetrieb noch weitgehend ein Moving-Block-Betrieb aufrechterhalten werden kann. Hierdurch wird letztlich vorteilhafterweise die Robustheit und Verfügbarkeit des Systems zur automatischen Beeinflussung der spurgebundenen Fahrzeuge, das heißt beispielsweise des CBTC-Systems, verbessert. Dadurch wird es insbesondere auch möglich, dass ein gestörtes spurgebundenes Fahrzeug den jeweiligen Betriebstag beenden kann, bevor eine Fehlerbeseitigung vorgenommen wird. Darüber hinaus weist das erfindungsgemäße Verfahren insbesondere den Vorteil auf, dass üblicherweise auch als Zugbeeinflussungssystem bezeichnete Systeme zur automatischen Beeinflussung spurgebundener Fahrzeuge als Rückfallebene für den Fall eines Ausfalls des automatischen Zugbeeinflussungssystems häufig bereits streckenseitige Freimeldesysteme, etwa in Form von Gleisfreimelde-Einrichtungen, aufweisen. Dies bedeutet, dass das erfindungsgemäße Verfahren vorteilhafterweise regelmäßig realisierbar ist, ohne dass hierfür neue streckenseitige Komponenten erforderlich sind.The method according to the invention is thus characterized in that, in the event that a track-bound vehicle can no longer ensure its integrity, it is dynamically switched from normal operation to disruptive operation. In the disturbance mode then with respect to the two vehicle ends of the disturbed track-bound vehicle are different Methods used for position determination. While the travel permissions for the track-bound vehicles with respect to the one vehicle end are determined taking into account the available reported position, free field information of a track-side free-field system is taken into account with respect to the other vehicle end. This has the advantage that in the disturbance mode still largely a moving block operation can be maintained. As a result, the robustness and availability of the system for automatically influencing the track-bound vehicles, that is, for example, the CBTC system, is advantageously improved. This also makes it possible, in particular, for a disturbed track-bound vehicle to be able to finish the respective operating day before troubleshooting is carried out. In addition, the inventive method has the particular advantage that usually referred to as Zugbeeinflussungssystem systems for automatically influencing track bound vehicles as a fallback level in the event of failure of the automatic train control system often already trackside free-field systems, such as in the form of track-free signaling devices have. This means that the method according to the invention can advantageously be implemented regularly, without the need for new trackside components.

Vorteilhafterweise kann das erfindungsgemäße Verfahren derart weitergebildet sein, dass für den Fall, dass das eine Fahrzeugende das bezogen auf eine Fahrtrichtung des gestörten spurgebundenen Fahrzeugs vordere Fahrzeugende ist, die Fahrterlaubnis für das gestörte spurgebundene Fahrzeug unter Berücksichtigung der gemeldeten Position des einen, vorderen Fahrzeugendes ermittelt wird. Für den Fall, dass es sich bei dem einen Fahrzeugende um das vordere Fahrzeugende handelt und für dieses somit weiterhin eine fahrzeugseitig ermittelte Position verfügbar ist, kann somit die Fahrerlaubnis für das gestörte spurgebundene Fahrzeug vorteilhafterweise unter Berücksichtigung der gemeldeten Position des einen vorderen Fahrzeugendes ermittelt werden. Dies bedeutet, dass für das gestörte spurgebundene Fahrzeug selbst weiterhin ein Moving-Block-Betrieb möglich ist. Hierdurch wird es somit vorteilhafterweise vermieden, dass in Bezug auf das gestörte spurgebundene Fahrzeug bei der Ermittlung seiner Fahrterlaubnis auf eine Freimeldeinformation eines streckenseitigen Freimeldesystems zurückgegriffen werden muss. Damit wird zumindest in Bezug auf das gestörte spurgebundene Fahrzeug selbst weiterhin ein reibungsloser Betrieb im Sinne eines Fahrens in beweglichem Raumabstand ermöglicht, das heißt eine Umschaltung auf ein Fahren in festem Raumabstand basierend auf entsprechenden Blöcken eines streckenseitigen Freimeldesystems ist vorteilhafterweise nicht erforderlich.Advantageously, the method according to the invention can be developed in such a way that, in the event that the one vehicle end is the front vehicle end with respect to a direction of travel of the disturbed track-bound vehicle, the driving permission for the disturbed track-bound vehicle is determined in consideration of the reported position of the one, front vehicle end , In the event that the one end of the vehicle is the front end of the vehicle and thus there is still a position determined on the vehicle side, the driver's license for the disturbed lane-bound vehicle can advantageously be determined taking into account the reported position of the one front end of the vehicle. This means that for that Disturbed track-bound vehicle itself continues to be a moving block operation is possible. As a result, it is thus advantageously avoided that, with regard to the disturbed track-bound vehicle, it is necessary to make use of free field information of a route-side free-field system when determining its driving permission. Thus, at least in relation to the disturbed track-bound vehicle itself, a smooth operation in the sense of driving in a movable space distance allows, that is, a switch to driving in fixed space distance based on corresponding blocks of a trackside free-field system is advantageously not required.

Gemäß einer weiteren bevorzugten Ausführungsform ist das erfindungsgemäße Verfahren derart ausgeführt, dass für den Fall, dass das eine Fahrzeugende das bezogen auf eine Fahrtrichtung des gestörten spurgebundenen Fahrzeugs vordere Fahrzeugende ist, die jeweilige Fahrterlaubnis für zumindest ein dem gestörten spurgebundenen Fahrzeug an dem anderen, hinteren Fahrzeugende nachfolgendes spurgebundenes Fahrzeug unter Berücksichtigung der Freimeldeinformation des streckenseitigen Freimeldesystems ermittelt wird. Für den Fall, dass in Bezug auf das vordere Fahrzeugende der streckenseitigen Einrichtung weiterhin eine gemeldete Position vorliegt, kann somit eine Fahrterlaubnis für zumindest ein dem gestörten spurgebundenen Fahrzeug am anderen, hinteren Fahrzeugende nachfolgendes spurgebundenes Fahrzeug unter Berücksichtigung der Freimeldeinformation des streckenseitigen Freimeldesystems ermittelt werden. Dies bedeutet, dass der Fahrtbetrieb zumindest in Bezug auf das unmittelbar nachfolgende spurgebundene Fahrzeug auf ein Fahren in festem Raumabstand mittels entsprechenden Blöcken des streckenseitigen Freimeldesystems umgeschaltet wird.According to a further preferred embodiment, the method according to the invention is embodied such that, in the event that one end of the vehicle is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the respective driving permit for at least one disturbed track-bound vehicle at the other, rear end of the vehicle subsequent track-bound vehicle is determined taking into account the free message information of the track-side Free Message System. In the event that there is still a reported position with regard to the front end of the trackside device, a travel permission for at least one tracked vehicle following the disturbed tracked vehicle at the other, rear end of the vehicle can be determined, taking into account the clearance information of the trackside open-field system. This means that the driving operation, at least with respect to the immediately following track-bound vehicle, is switched to driving in a fixed spatial distance by means of corresponding blocks of the track-side free-field system.

Vorteilhafterweise kann das erfindungsgemäße Verfahren auch derart ausgeprägt sein, dass für den Fall, dass das eine Fahrzeugende das bezogen auf eine Fahrtrichtung des gestörten spurgebundenen Fahrzeugs hintere Fahrzeugende ist, die jeweilige Fahrterlaubnis für zumindest ein dem gestörten spurgebundenen Fahrzeug an dem einen, hinteren Fahrzeugende nachfolgendes spurgebundenes Fahrzeug unter Berücksichtigung der gemeldeten Position des einen, hinteren Fahrzeugendes ermittelt wird. Diese bevorzugte Weiterbildung betrifft somit den Fall, dass es sich bei dem einen Fahrzeugende, für das weiterhin eine gemeldete Position vorliegt, um das hintere Fahrzeugende des gestörten spurgebundenen Fahrzeugs handeln. In diesem Fall besteht somit vorteilhafterweise die Möglichkeit, die jeweilige Fahrterlaubnis für zumindest ein den gestörten spurgebundenen Fahrzeug an den einen, hinteren Fahrzeugende nachfolgendes spurgebundenes Fahrzeug unter Berücksichtigung der gemeldeten Position des einen, hinteren Fahrzeugendes zu ermitteln. Auch in dieser Situation wird somit vorteilhafterweise die durch das gestörte spurgebundene Fahrzeug im Gesamtsystem verursachte Störung im Betriebsablauf minimiert.Advantageously, the method according to the invention can also be so pronounced that, in the event that the one vehicle end is the rear end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the respective ones Driving permission for at least one the tracked vehicle following the faulty tracked vehicle at the one, rear end of the vehicle is determined taking into account the reported position of the one, rear end of the vehicle. This preferred embodiment thus relates to the case where the one vehicle end, for which there is still a reported position, is the rear end of the vehicle of the disturbed track-bound vehicle. In this case, there is thus advantageously the possibility of determining the respective travel permission for at least one track-bound vehicle following the disturbed track-bound vehicle at the one, rear end of the vehicle taking into account the reported position of the one, rear end of the vehicle. Even in this situation, therefore, the disruption in the operation caused by the disturbed track-bound vehicle in the overall system is advantageously minimized.

Im Rahmen des erfindungsgemäßen Verfahrens kann es sich bei der bezüglich des anderen Fahrzeugendes berücksichtigten Freimeldeinformation grundsätzlich um eine Freimeldeinformation eines beliebigen, für sich bekannten streckenseitigen Freimeldesystems handeln.In the context of the method according to the invention, the free-of-charge information taken into consideration with regard to the other end of the vehicle may in principle be a free-field information of any free-field reporting system known per se.

Gemäß einer weiteren besonders bevorzugten Ausführungsform des erfindungsgemäßen Verfahrens wird bezüglich des anderen Fahrzeugendes des gestörten spurgebundenen Fahrzeugs eine Freimeldeinformation eines streckenseitigen Freimeldesystems in Form eines Achszählsystems berücksichtigt. Dies ist vorteilhaft, da es sich bei einem Achszählsystem um ein weitverbreitetes und bewährtes streckenseitiges Freimeldesystem handelt.According to a further particularly preferred embodiment of the method according to the invention, with regard to the other end of the vehicle of the disturbed track-bound vehicle, free field information of a track-side free-field system in the form of an axle counting system is taken into account. This is advantageous since an axle counting system is a widespread and proven track-side free-reporting system.

Zusätzlich oder alternativ zu der zuvor genannten bevorzugten Weiterbildung kann das erfindungsgemäße Verfahren vorteilhafterweise auch derart ausgestaltet sein, dass bezüglich des anderen Fahrzeugendes des gestörten spurgebundenen Fahrzeugs eine Freimeldeinformation eines auf Gleisstromkreisen basierenden streckenseitigen Freimeldesystems berücksichtigt wird.In addition or as an alternative to the aforementioned preferred development, the method according to the invention can advantageously also be configured in such a way that with regard to the other vehicle end of the disturbed track-bound vehicle, free field information of a track-side free-field system based on track circuits is taken into account.

Auch bei Gleisstromkreisen handelt es sich um ein bewährtes, häufig ohnehin als Rückfallebene vorhandenes streckenseitiges Freimeldesystem, welches somit vorteilhafterweise im Rahmen des erfindungsgemäßen Verfahrens zur Bereitstellung der Freimeldeinformation verwendet werden kann. Auch wenn das streckenseitige Freimeldesystem in der Regel entweder ein Achszählsystem oder ein auf Gleisstromkreisen basierendes Freimeldesystem sein wird, so ist es grundsätzlich auch denkbar, dass ein streckenseitiges Freimeldesystem sowohl Achszähler als auch Gleisstromkreise umfasst. Auch ein solches kombiniertes streckenseitiges Freimeldesystem kann im Rahmen des erfindungsgemäßen Verfahrens verwendet werden.Track circuits are also a tried-and-tested free-field system, which is often available anyway as a fallback, and which can thus advantageously be used in the context of the method according to the invention for providing the status information. Even if the track-side free-field system will usually be either an axle counting system or an on-track free-field signaling system, it is basically also conceivable that a track-side free-field system comprises both axle counters and track circuits. Such a combined track-side free-reporting system can also be used in the context of the method according to the invention.

Die vorliegende Erfindung betrifft weiterhin eine Vorrichtung zur automatischen Beeinflussung spurgebundener Fahrzeuge, wobei die Vorrichtung auf den spurgebundenen Fahrzeugen angeordnete fahrzeugseitige Einrichtungen sowie eine streckenseitige Einrichtung umfasst und derart ausgebildet ist, dass in einem Normalbetrieb die fahrzeugseitigen Einrichtungen eine Position des jeweiligen spurgebundenen Fahrzeugs an die streckenseitige Einrichtung melden, die streckenseitige Einrichtung unter Berücksichtigung der gemeldeten Positionen für die spurgebundenen Fahrzeuge eine jeweilige Fahrterlaubnis ermittelt und an die fahrzeugseitige Einrichtung des jeweiligen spurgebundenen Fahrzeugs überträgt.The present invention further relates to a device for automatically influencing rail-bound vehicles, wherein the device comprises vehicle-mounted devices arranged on the track-bound vehicles as well as a trackside device and is designed such that in normal operation the vehicle-mounted devices transmit a position of the respective tracked vehicle to the trackside device report, the track-side device, taking into account the reported positions for the track-bound vehicles determines a respective driving permission and transmits to the vehicle-mounted device of the respective tracked vehicle.

Auch eine solche Vorrichtung ist aus der bereits genannten Firmenschrift der Siemens AG bekannt.Such a device is known from the aforementioned company publication of Siemens AG.

Hinsichtlich der Vorrichtung liegt der vorliegenden Erfindung die Aufgabe zugrunde, eine Vorrichtung der zuvor genannten Art anzugeben, die es ermöglicht, einen leistungsfähigen Betrieb der spurgebundenen Fahrzeuge auch für den Fall aufrechtzuerhalten, dass eines der spurgebundenen Fahrzeuge dahingehend gestört ist, dass es seine Integrität nicht gewährleisten kann und folglich nicht in der Lage ist, eine gültige bzw. verlässliche Position zu melden.With regard to the device, the present invention has for its object to provide a device of the aforementioned type, which makes it possible to maintain a high-performance operation of the track-bound vehicles even in the event that one of the track-bound vehicles is disturbed that it does not ensure its integrity and therefore unable to report a valid or reliable position.

Diese Aufgabe wird für eine Vorrichtung der zuvor genannten Art erfindungsgemäß dadurch gelöst, dass die Vorrichtung derart ausgebildet ist, dass sie in dem Fall, dass eines der spurgebundenen Fahrzeuge dahingehend gestört ist, dass es seine Integrität nicht gewährleisten kann, ohne Unterbrechung des Fahrtbetriebes der spurgebundenen Fahrzeuge in einen Störbetrieb umschaltet, in dem die fahrzeugseitige Einrichtung des gestörten spurgebundenen Fahrzeugs eine Position eines seiner Fahrzeugenden ermittelt und zusammen mit einer Information dahingehend, dass das gestörte spurgebundene Fahrzeug seine Integrität nicht gewährleisten kann, an die streckenseitige Einrichtung meldet, und die streckenseitige Einrichtung die Fahrterlaubnisse für die spurgebundenen Fahrzeuge derart ermittelt, dass sie bezogen auf das gestörte spurgebundene Fahrzeug bezüglich des einen Fahrzeugendes die gemeldete Position sowie bezüglich des anderen Fahrzeugendes eine Freimeldeinformation eines streckenseitigen Freimeldesystems berücksichtigt.This object is achieved for a device of the aforementioned type according to the invention in that the device is designed such that it in the event that one of the track-bound vehicles is disturbed that it can not ensure its integrity, without interrupting the driving operation of the track-bound Switching vehicles into a jamming operation in which the on-vehicle device of the abnormal lane-bound vehicle detects a position of one of its vehicle ends and notifies the lane-side device together with information that the failed lane-bound vehicle can not assure its integrity, and the lane-side device Driving permissions for the track-bound vehicles determined such that they related to the disturbed track-bound vehicle with respect to the one vehicle end the reported position and with respect to the other end of the vehicle free field information strec kenseitigen Freimeldesystems considered.

Die Vorteile der erfindungsgemäßen Vorrichtung entsprechen denjenigen des erfindungsgemäßen Verfahrens, so dass diesbezüglich auf die entsprechenden vorstehenden Erläuterungen verwiesen wird. Gleiches gilt hinsichtlich der im Folgenden genannten bevorzugten Weiterbildungen der erfindungsgemäßen Vorrichtung in Bezug auf die entsprechenden bevorzugten Weiterbildungen des erfindungsgemäßen Verfahrens, so dass auch diesbezüglich auf die entsprechenden vorstehenden Ausführungen verwiesen wird.The advantages of the device according to the invention correspond to those of the method according to the invention, so that in this regard reference is made to the corresponding explanations above. The same applies with regard to the following mentioned preferred developments of the device according to the invention in relation to the corresponding preferred developments of the method according to the invention, so that reference is also made in this regard to the corresponding above statements.

Vorteilhafterweise kann die erfindungsgemäße Vorrichtung derart ausgebildet sein, dass für den Fall, dass das eine Fahrzeugende das bezogen auf eine Fahrtrichtung des gestörten spurgebundenen Fahrzeugs vordere Fahrzeugende ist, die streckenseitige Einrichtung die Fahrterlaubnis für das gestörte spurgebundene Fahrzeug unter Berücksichtigung der gemeldeten Position des einen, vorderen Fahrzeugendes ermittelt.Advantageously, the device according to the invention can be designed such that, in the event that the one vehicle end is the front end of the vehicle with respect to a direction of travel of the disturbed track-bound vehicle, the trackside device the driving permission for the disturbed track-bound vehicle taking into account the reported position of the one, front Vehicle end determined.

Gemäß einer besonders bevorzugten Weiterbildung ist die erfindungsgemäße Vorrichtung derart ausgeprägt, dass für den Fall, dass das eine Fahrzeugende das bezogen auf eine Fahrtrichtung des gestörten spurgebundenen Fahrzeugs vordere Fahrzeugende ist, die streckenseitige Einrichtung die jeweilige Fahrterlaubnis für zumindest ein dem gestörten spurgebundenen Fahrzeug an dem anderen, hinteren Fahrzeugende nachfolgendes spurgebundenes Fahrzeug unter Berücksichtigung der Freimeldeinformation des streckenseitigen Freimeldesystems ermittelt.According to a particularly preferred development, the device according to the invention is so pronounced that, in the event that the one vehicle end is the front end of the vehicle in relation to a direction of travel of the disturbed track-bound vehicle, the trackside device will issue the respective driving permit for at least one disturbed track-bound vehicle at the other , rear end of the vehicle subsequent track-bound vehicle, taking into account the free field information of the trackside free-field system determined.

Vorzugsweise kann die erfindungsgemäße Vorrichtung auch derart ausgeführt sein, dass für den Fall, dass das eine Fahrzeugende das bezogen auf eine Fahrtrichtung des gestörten spurgebundenen Fahrzeugs hintere Fahrzeugende ist, die streckenseitige Einrichtung die jeweilige Fahrterlaubnis für zumindest ein dem gestörten spurgebundenen Fahrzeug an dem einen, hinteren Fahrzeugende nachfolgendes spurgebundenes Fahrzeug unter Berücksichtigung der gemeldeten Position des einen, hinteren Fahrzeugendes ermittelt.Preferably, the device according to the invention can also be designed such that, in the event that the one end of the vehicle is the rear end of the vehicle in relation to a direction of travel of the disturbed track-bound vehicle, the trackside device will issue the respective driving permission for at least one disturbed track-bound vehicle at the one rear Vehicle subsequent track-bound vehicle, taking into account the reported position of the one, rear end of the vehicle determined.

Gemäß einer weiteren besonders bevorzugten Ausführungsform der erfindungsgemäßen Vorrichtung berücksichtigt die streckenseitige Einrichtung bezüglich des anderen Fahrzeugende des gestörten spurgebundenen Fahrzeugs eine Freimeldeinformation eines streckenseitigen Freimeldesystems in Form eines Achszählsystems.According to a further particularly preferred embodiment of the device according to the invention, the track-side device takes into account, with respect to the other vehicle end of the disturbed track-bound vehicle, free field information of a track-side free-field system in the form of an axle counting system.

Vorteilhafterweise kann die erfindungsgemäße Vorrichtung auch derart ausgestaltet sein, dass die streckenseitige Einrichtung bezüglich des anderen Fahrzeugendes des gestörten spurgebundenen Fahrzeugs eine Freimeldeinformation eines auf Gleisstromkreisen basierenden streckenseitigen Freimeldesystems berücksichtigt.Advantageously, the device according to the invention can also be configured such that the trackside device with respect to the other end of the vehicle of the disturbed track-bound vehicle takes into account free field information of a track-based free-field system based on track circuits.

Im Folgenden wird die Erfindung anhand von Ausführungsbeispielen näher erläutert. Hierzu zeigt

Figur 1
in einer schematischen Skizze eine Vorrichtung zur automatischen Beeinflussung spurgebundener Fahrzeuge in einer Situation, in der die spurgebundenen Fahrzeuge in einem Normalbetrieb betrieben werden, und
Fig. 2
in einer weiteren schematischen Skizze eine Vorrichtung zur automatischen Beeinflussung spurgebundener Fahrzeuge in einer Situation, in der aufgrund dessen, dass eines der spurgebundenen Fahrzeuge seine Integrität nicht mehr gewährleisten kann, aus dem Normalbetrieb in einen Störbetrieb umgeschaltet worden ist.
In the following the invention will be explained in more detail by means of exemplary embodiments. This shows
FIG. 1
in a schematic sketch, a device for automatically influencing track-bound vehicles in a situation in which the track-bound vehicles are operated in a normal mode, and
Fig. 2
in a further schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which due to the fact that one of the track-bound vehicles can no longer ensure its integrity has been switched from normal operation to a fault mode.

In den Figuren werden für gleiche Komponenten jeweils identische Bezugszeichen verwendet.In the figures, identical reference numerals are used for identical components.

Figur 1 zeigt in einer schematischen Skizze eine Vorrichtung zur automatischen Beeinflussung spurgebundener Fahrzeuge in einer Situation, in der die spurgebundenen Fahrzeuge in einem Normalbetrieb betrieben werden. Konkret sei angenommen, dass es sich bei den spurgebundene Fahrzeugen 10, 20 um Schienenfahrzeuge handelt, die jeweils eine fahrzeugseitige Einrichtung 11 bzw. 21 aufweisen. Dabei kann es sich bei den fahrzeugseitigen Einrichtungen 11, 21 z.B. um Fahrzeuggeräte eines automatischen Zugbeeinflussungssystems handeln. FIG. 1 shows in a schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which the track-bound vehicles are operated in a normal mode. Specifically, it is assumed that the track-bound vehicles 10, 20 are rail vehicles, each having a vehicle-side device 11 and 21 respectively. In this case, the vehicle-side devices 11, 21 can be, for example, vehicle devices of an automatic train control system.

Entsprechend der Darstellung in Figur 1 bewegen sich die spurgebundenen Fahrzeuge 10, 20 in einer Fahrtrichtung 25, das heißt von rechts nach links. Dabei ist an dem Fahrweg 30 in Form eines Gleises eine streckenseitige Einrichtung 40 angedeutet, die beispielsweise zumindest ein Streckengerät des automatischen Zugbeeinflussungssystems umfassen kann. Darüber hinaus kann die streckenseitige Einrichtung 40 weiterhin auch zumindest eine an das zumindest eine Streckengerät kommunikationstechnisch angebundene zentrale streckenseitige Steuereinrichtung aufweisen. Nachdem entsprechende streckenseitige Komponenten automatischer Zugbeeinflussungssysteme für sich genommen hinlänglich bekannt sind, sind sie in der Figur 1 aus Gründen der Übersichtlichkeit ausschließlich in Form der streckenseitigen Einrichtung 40 dargestellt.As shown in FIG. 1 the track-bound vehicles 10, 20 move in a direction of travel 25, that is, from right to left. In this case, a track-side device 40 is indicated on the track 30 in the form of a track, which may include, for example, at least one distance device of the automatic train control system. In addition, the track-side device 40 may furthermore also have at least one central track-side control device connected to the at least one route device in terms of communication technology. After appropriate trackside components of automatic train control systems for themselves are well known, they are in the FIG. 1 for clarity, shown only in the form of the trackside device 40.

Neben der streckenseitigen Einrichtung 40 sind streckenseitig weiterhin Achszähler 50 und 51 angedeutet. Dabei sind die Achszähler 50, 51 Bestandteil eines streckenseitigen Freimeldesystems in Form eines Achszählsystems, das für den Fall vorgesehen ist, dass ein automatischer Zugbeeinflussungsbetrieb im Moving-Block-Betrieb aufgrund einer Störung nicht möglich ist. Dies bedeutet, dass die Achszähler 50, 51 bzw. eine entsprechende von ihnen bereitgestellte Freimeldeinformation im Normalbetrieb des automatischen Zugbeeinflussungssystems nicht verwendet werden. Stattdessen wird von den spurgebundenen Fahrzeugen 10, 20 im Normalbetrieb ihre jeweilige Position an die streckenseitige Einrichtung 40 gemeldet. Dabei ist in Figur 1 exemplarisch die seitens des spurgebundenen Fahrzeugs 10 gemeldete Position in Form eines "Positionsbandes" bzw. "Positionsbereiches" 60 angedeutet. Dieses Positionsband umfasst den Bereich zwischen den beiden Fahrzeugenden des spurgebundenen Fahrzeugs 10 und berücksichtigt vorzugsweise darüber hinaus zusätzliche Aspekte wie beispielsweise Pufferüberhänge oder durch die Genauigkeit der Ortsauflösung bedingte Sicherheitszuschläge. In entsprechender Weise meldet auch das spurgebundene Fahrzeug 20 seine Position zyklisch an die streckenseitige Einrichtung 40.In addition to the trackside device 40 axle counter 50 and 51 are still indicated on the track side. In this case, the axle counters 50, 51 are part of a track-side free-field system in the form of an axle counting system, which is provided in the event that an automatic train control operation in moving block operation is not possible due to a fault. This means that the axle counters 50, 51 or a corresponding free message information provided by them are not used in normal operation of the automatic train control system. Instead, the track-bound vehicles 10, 20 in normal operation their respective position is reported to the trackside device 40. It is in FIG. 1 by way of example, the position reported by the track-bound vehicle 10 in the form of a "position band" or "position range" 60 is indicated. This position band encompasses the area between the two vehicle ends of the track-bound vehicle 10 and preferably also takes into account additional aspects such as buffer overhangs or safety margins due to the accuracy of the spatial resolution. In a corresponding manner, the track-bound vehicle 20 also cyclically reports its position to the trackside device 40.

Seitens des spurgebundenen Fahrzeugs 10 kann die durch den Positionsbereich 60 angedeutete Zugposition beispielsweise in bekannter Weise mittels eines fahrzeugseitigen Odometriesystems, etwa unter Verwendung eines Wegimpulsgebers in Kombination mit streckenseitigen Balisen, ermittelt werden. Alternativ hierzu ist es beispielsweise auch denkbar, dass die Positionen der Fahrzeugenden des spurgebundenen Fahrzeugs 10 satellitengestützt, das heißt mittels eines GNSS (Globales Navigations-Satelliten-System)-Empfängers, bestimmt werden. Weiterhin kann eine Bestimmung der Position der Fahrzeugenden des spurgebundenen Fahrzeugs 10 zum Beispiel auch durch die Ortung eines fahrzeugseitigen Empfängers in einem Funknetz erfolgen. Dies kann beispielsweise derart geschehen, dass fahrzeugseitig die von streckenseitigen Zugangspunkten des Funknetzes empfangenen Signale ausgewertet und die Position des spurgebundenen Fahrzeugs relativ zu den Zugangspunkten bestimmt wird. Dabei kann als Funknetz zum Beispiel ein WLAN (Wireless Local Area Network), beispielsweise gemäß dem Standard IEEE 802.11, oder ein Mobilfunknetz, beispielsweise gemäß einem der Standards GSM (Global System for Mobile Communications), GPRS (General Packed Radio Service), UMTS (Universal Mobile Telecommunications System) oder LTE (Long Term Evolution), verwendet werden.On the part of the track-bound vehicle 10, the train position indicated by the position range 60 can be determined, for example, in a known manner by means of a vehicle-side odometry system, for example using a position encoder in combination with trackside beacons. Alternatively, for example, it is also conceivable that the positions of the vehicle ends of the track-bound vehicle 10 satellite-based, that is, by means of a GNSS (Global Navigation Satellite System) receiver, are determined. Furthermore, a determination of the position of the vehicle ends of the track-bound vehicle 10, for example, by the Locating a vehicle-side receiver done in a wireless network. This can be done, for example, such that the signals received by the trackside access points of the radio network are evaluated on the vehicle side and the position of the tracked vehicle is determined relative to the access points. In this case, the wireless network can be, for example, a WLAN (Wireless Local Area Network), for example in accordance with the IEEE 802.11 standard, or a mobile radio network, for example in accordance with one of the Global System for Mobile Communications (GPRS) GPRS (General Packed Radio Service). Universal Mobile Telecommunications System) or LTE (Long Term Evolution).

Im Rahmen des beschriebenen Ausführungsbeispiels sei angenommen, dass die fahrzeugseitigen Einrichtungen 11, 21 der spurgebundenen Fahrzeuge 10, 20 entsprechende Mittel zur Bestimmung der Position des jeweiligen spurgebundenen Fahrzeugs 10, 20 umfassen. In Abhängigkeit von der jeweiligen Ausführungsform ist es hierbei möglich, dass auch an dem jeweils anderen Fahrzeugende eine entsprechende fahrzeugseitige Einrichtung oder zumindest Mittel zur Bestimmung der Position des betreffenden Fahrzeugendes vorgesehen sind. Alternativ hierzu kann es auch ausreichen, dass seitens der jeweiligen fahrzeugseitigen Einrichtung 11, 21 die Position des einen, im vorliegenden Fall vorderen Fahrzeugendes ermittelt wird und die Integrität der spurgebundenen Fahrzeuge 10 bzw. 20 durch eine entsprechende fahrzeugseitige Überwachung gewährleistet wird. Dies kann beispielsweise durch eine entsprechende Kommunikationsverbindung zwischen den Fahrzeugenden der spurgebundenen Fahrzeuge 10, 20 erfolgen.In the context of the exemplary embodiment described, it is assumed that the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20 comprise corresponding means for determining the position of the respective track-bound vehicle 10, 20. Depending on the particular embodiment, it is possible in this case for a corresponding vehicle-side device or at least means for determining the position of the relevant vehicle end to be provided at the respective other vehicle end. Alternatively, it may also be sufficient that the position of the one, in the present case the front end of the vehicle is determined by the respective vehicle-side device 11, 21 and the integrity of the track-bound vehicles 10 and 20 is ensured by a corresponding vehicle-mounted monitoring. This can be done, for example, by a corresponding communication link between the vehicle ends of the track-bound vehicles 10, 20.

An dieser Stelle sei darauf hingewiesen, dass die spurgebundenen Fahrzeuge 10, 20 abweichend von der vereinfachten schematischen Darstellung der Figur 1 in der Regel jeweils aus einer Mehrzahl miteinander verbundener bzw. gekoppelter oder gekuppelter Einheiten bestehen werden. So ist eine Überwachung der Integrität der spurgebundenen Fahrzeuge 10, 20 in der Regel insbesondere gerade in solchen Fällen von Bedeutung, in denen diese aus mehreren Einheiten, etwa in Form von Wagen, bestehen.At this point it should be noted that the track-bound vehicles 10, 20 differing from the simplified schematic representation of FIG. 1 usually each consist of a plurality of interconnected or coupled or coupled units. Thus, a monitoring of the integrity of the track-bound vehicles 10, 20 is generally important, especially in such cases, in which these consist of several units, such as in the form of cars.

Im Normalbetrieb wird von der streckenseitigen Einrichtung 40 unter Berücksichtigung der von den fahrzeugseitigen Einrichtungen 11, 21 der spurgebundenen Fahrzeuge 10, 20 gemeldeten Positionen für die spurgebundenen Fahrzeuge 10, 20 eine jeweilige Fahrterlaubnis 70, 71 ermittelt und an das jeweilige spurgebundene Fahrzeug 10, 20 übertragen. Dabei sind die jeweiligen Fahrterlaubnisse 70, 71 in Figur 1 durch Kurven angedeutet, welche insbesondere den Punkt zeigen, bis zu dem die jeweilige Fahrterlaubnis 70, 71 des jeweiligen spurgebundenen Fahrzeugs 10, 20 reicht. Hierbei ist zu erkennen, dass bezüglich des dem spurgebundenen Fahrzeug 10 nachfolgenden spurgebundenen Fahrzeug 20 die Fahrterlaubnis 71 durch die mittels des Bereichs 60 angedeutete Position des in Fahrtrichtung 25 hinteren Fahrzeugendes des spurgebundenen Fahrzeugs 10 begrenzt ist. Dies bedeutet, dass ein Fahren im beweglichen Raumabstand, das heißt ein Moving-Block-Betrieb, erfolgt, der vorteilhafterweise eine bestmögliche Auslastung in Bezug auf Netzkapazitäten und Netzdurchsätzen erlaubt. In analoger Weise erstreckt sich die Fahrterlaubnis 70 des spurgebundenen Fahrzeugs 10 bis zu einem Punkt, der durch die Position einem dem spurgebundenen Fahrzeug 10 in einem kürzeren Abstand vorausfahrenden spurgebundenen Fahrzeug, das in Figur 1 nicht gezeigt ist, begrenzt ist.In normal operation, the track-side device 40, taking into account the positions for the lane-bound vehicles 10, 20 reported by the vehicle-side devices 11, 21 of the track-bound vehicles 10, 20, determines a respective travel permit 70, 71 and transmits it to the respective lane-bound vehicle 10, 20 , The respective driving permits 70, 71 in FIG. 1 indicated by curves, which in particular show the point to which the respective travel permit 70, 71 of the respective track-bound vehicle 10, 20 extends. It can be seen here that with regard to the track-bound vehicle 20 following the track-bound vehicle 10, the travel permission 71 is limited by the position of the rear end of the vehicle 10 in the direction of travel 25 as indicated by the area 60. This means that a driving in the mobile space distance, that is, a moving block operation, takes place, which advantageously allows the best possible utilization in terms of network capacity and network throughputs. Similarly, the travel permission 70 of the lane-bound vehicle 10 extends to a point determined by the position of a lane-bound vehicle ahead of the lane-bound vehicle 10 at a shorter distance FIG. 1 not shown is limited.

Bei dem in Figur 1 dargestellten Szenario handelt es sich somit um den Normalbetrieb eines CBTC-Zugbeeinflussungssystems. Für die entsprechende Betriebsweise ist es eine wesentliche Voraussetzung, dass die spurgebundenen Fahrzeuge 10, 20 die Positionen ihrer Fahrzeugenden bzw. eine Positionsangabe verbunden mit einer expliziten oder impliziten Information dahingehend, dass das jeweilige spurgebundene Fahrzeug 10, 20 seine Integrität gewährleisten kann, an die streckenseitige Einrichtung 40 melden. Sofern dies nun beispielsweise für das spurgebundene Fahrzeug 10 nicht mehr möglich sein sollte, so würde dies üblicherweise dazu führen, dass bezüglich der beiden spurgebundenen Fahrzeuge 10 und 20 eine Zwangsbremsung veranlasst wird und in einem Rückfallbetrieb auf eine vollständige Verwendung des Achszählsystems mit den Achszählern 50, 51 zwecks Beeinflussung und Sicherung der spurgebundenen Fahrzeuge 10 und 20 umgeschaltet wird.At the in FIG. 1 The scenario illustrated is thus the normal operation of a CBTC train control system. For the corresponding mode of operation, it is an essential prerequisite that the track-bound vehicles 10, 20, the positions of their vehicle ends or a position indication associated with an explicit or implicit information to the effect that the respective track-bound vehicle 10, 20 can ensure its integrity to the trackside Facility 40 report. If this is no longer possible, for example, for the track-bound vehicle 10, then this would usually lead to the fact that with respect to the two Track-bound vehicles 10 and 20, an emergency braking is initiated and is switched in a fallback operation on a full use of Achszählsystems with the axle counters 50, 51 for the purpose of influencing and securing the track-bound vehicles 10 and 20.

Figur 2 zeigt in einer weiteren schematischen Skizze eine Vorrichtung zur automatischen Beeinflussung spurgebundener Fahrzeuge in einer Situation, in der aufgrund dessen, dass eines der spurgebundenen Fahrzeuge seine Integrität nicht mehr gewährleisten kann, aus dem Normalbetrieb in einen Störbetrieb umgeschaltet worden ist. FIG. 2 shows in a further schematic sketch of a device for automatically influencing track-bound vehicles in a situation in which due to the fact that one of the track-bound vehicles can no longer ensure its integrity, has been switched from normal operation to a fault mode.

In der in Figur 2 dargestellten Situation ist das spurgebundene Fahrzeug 10 dahingehend gestört, dass es seine Integrität nicht bzw. nicht mehr gewährleisten kann. Dies ist durch ein "Unterbrechungssymbol" 80 angedeutet, das sowohl für eine tatsächliche physikalische Trennung des spurgebundenen Fahrzeugs 10 bzw. von Einheiten desselben stehen kann als auch für einen Komponentenausfall oder eine Kommunikationsstörung, die dazu führen, dass das spurgebundene Fahrzeug 10 zwar weiterhin intakt ist, jedoch selbst keine belastbare bzw. valide Aussage zu seiner Integrität mehr machen kann. So könnte das spurgebundene Fahrzeug 10 beispielsweise neben der am vorderen Fahrzeugende angeordneten fahrzeugseitigen Einrichtung 11 eine weitere am hinteren Fahrzeugende angeordnete entsprechende fahrzeugseitige Einrichtung aufweisen, welche unter anderem der Bestimmung der Position des betreffenden Fahrzeugendes und/oder der Kommunikation mit der fahrzeugseitigen Einrichtung 11 zwecks Bestätigung der Integrität des spurgebundenen Fahrzeugs 10 dienen kann. Im Falle eines Ausfalls der weiteren fahrzeugseitigen Einrichtung oder auch im Falle einer Störung der Kommunikation zwischen der fahrzeugseitigen Einrichtung 11 und der weiteren fahrzeugseitigen Einrichtung entsteht die Situation, dass es es dem spurgebundenen Fahrzeug 10 nicht möglich ist, in Bezug auf beide seiner Fahrzeugenden eine zuverlässige, sicherungstechnisch belastbare Aussage hinsichtlich der Position zu tätigen.In the in FIG. 2 In the situation illustrated, the track-bound vehicle 10 is disturbed in such a way that it can no longer or no longer guarantee its integrity. This is indicated by a "break symbol" 80, which may represent both actual physical separation of the tracked vehicle 10 and units thereof, as well as component failure or communication failure that cause the track bound vehicle 10 to remain intact , but can not make any reliable or valid statement about its integrity. For example, in addition to the vehicle-mounted device 11 located at the front of the vehicle, the track-bound vehicle 10 may have a further vehicle-side device arranged at the rear end of the vehicle, which may inter alia determine the position of the relevant vehicle end and / or communicate with the vehicle-side device 11 for the purpose of confirming Integrity of the track bound vehicle 10 may serve. In the case of a failure of the further vehicle-side device or even in the event of a disruption of the communication between the vehicle-side device 11 and the further vehicle-side device, the situation arises that it is the track-bound vehicle 10 is not possible with respect to both its vehicle ends a reliable, secure statement regarding the position.

Im Rahmen des beschriebenen Ausführungsbeispiels sei nun angenommen, dass aufgrund der betreffenden Störung des spurgebundenen Fahrzeugs 10 ohne Unterbrechung des Fahrtbetriebes der spurgebundenen Fahrzeuge 10 und 20 aus dem Normalbetrieb des Zugbeeinflussungssystems in einen Störbetrieb umgeschaltet wird. Dies bedeutet, dass die Umschaltung aus dem Normalbetrieb in den Störbetrieb dynamisch erfolgt, wobei in diesem Zusammenhang vorzugsweise keine Zwangsbremsung der spurgebundenen Fahrzeuge 10, 20 erforderlich ist.In the context of the exemplary embodiment described, it is now assumed that, due to the respective disturbance of the track-bound vehicle 10 without interrupting the driving operation, the track-bound vehicles 10 and 20 are switched over from normal operation of the train control system into a fault mode. This means that the switchover from the normal mode to the interference mode takes place dynamically, in which context preferably no emergency braking of the track-bound vehicles 10, 20 is required.

In dem Störbetrieb ermittelt das gestörte spurgebundene Fahrzeug 10 weiterhin eine Position eines seiner Fahrzeugenden, das heißt vorliegend des vorderen Fahrzeugendes, an dem die fahrzeugseitige Einrichtung 11 angeordnet ist. Die ermittelte Position des einen Fahrzeugendes meldet das spurgebundene Fahrzeug 10 bzw. dessen fahrzeugseitige Einrichtung 11 zusammen mit einer Information dahingehend, dass es seine Integrität nicht gewährleisten kann, an die streckenseitige Einrichtung 40.In the disturbance operation, the disturbed rail-bound vehicle 10 further determines a position of one of its vehicle ends, that is, the front end of the vehicle on which the on-vehicle device 11 is located. The determined position of the one vehicle end reports the track-bound vehicle 10 or its vehicle-side device 11 together with information in such a way that it can not guarantee its integrity to the trackside device 40.

Von der streckenseitigen Einrichtung 40 werden die Fahrterlaubnisse 61 und 72 für die spurgebundenen Fahrzeuge 10, 20 nun derart ermittelt, dass bezogen auf das gestörte spurgebundene Fahrzeug 10 bezüglich des einen, vorderen Fahrzeugendes die gemeldete Position sowie bezüglich des anderen, hinteren Fahrzeugendes eine Freimeldeinformation des streckenseitigen Freimeldesystems berücksichtigt wird. Dies ist in Figur 2 durch ein Positionsband 61 angedeutet, das die im Störbetrieb gemeldete bzw. seitens der streckenseitigen Einrichtung 40 verwendete Position des spurgebundenen Fahrzeugs 10 andeutet. Hierbei ist erkennbar, dass sich bezüglich des einen, vorderen Fahrzeugendes des spurgebundenen Fahrzeugs 10 im Vergleich zu Figur 10 keine Änderung ergibt. Dies bedeutet, dass das gestörte spurgebundene Fahrzeug 10 weiterhin im Moving-Block-Betrieb fahren kann.From the trackside device 40, the travel permits 61 and 72 for the tracked vehicles 10, 20 are now determined such that with respect to the faulty tracked vehicle 10 with respect to the one, the vehicle front end the reported position and with respect to the other, rear end of the vehicle free information of the trackside Free reporting system is taken into account. This is in FIG. 2 indicated by a position band 61, which indicates the position of the track-bound vehicle 10 that is reported in the fault mode or used by the trackside device 40. It can be seen here that there is no change with respect to the one, front vehicle end of the track-bound vehicle 10 in comparison to FIG. This means that the disturbed lane-bound vehicle 10 can continue to travel in moving block mode.

Bezüglich des anderen, das heißt hinteren, Fahrzeugendes wird bei der Steuerung der spurgebundenen Fahrzeuge 10, 20 hingegen eine Freimeldeinformation eines streckenseitigen Freimeldesystems in Form des Achszählsystems mit den Achszählern 50 und 51 berücksichtigt. Basierend auf der verfügbaren Freimeldeinformation ist es der streckenseitigen Einrichtung 40 hierbei möglich, das hintere Fahrzeugende des spurgebundenen Fahrzeugs 10 durch die Position des Achszählers 50 zu begrenzen. Der zusätzliche Positionsbereich, in dem sich das spurgebundene Fahrzeug 10 oder Teile desselben somit aufhalten könnten, ist in Figur 2 durch einen gestrichelten Teil des Positionsbandes 61 gekennzeichnet.With regard to the other, that is, the rear end of the vehicle, in the control of the track-bound vehicles 10, 20, on the other hand, free field information of a track-side free-field system in the form of the axle counting system with the axle counters 50 and 51 is taken into account. Based on the available clearance information, it is possible for the track-side device 40 to limit the rear end of the vehicle of the track-bound vehicle 10 by the position of the axle counter 50. The additional position range in which the track-bound vehicle 10 or parts thereof could thus be located is in FIG FIG. 2 characterized by a dashed part of the position band 61.

Nachdem beim Fahren im festen Raumabstand in der Regel zumindest ein freier Block zwischen den spurgebundenen Fahrzeugen 10 und 20 erforderlich ist, führt dies in der in Figur 2 dargestellten Situation dazu, dass die dem spurgebundenen Fahrzeug 20, das dem gestörten spurgebundenen Fahrzeug 10 nachfolgt, im Normalbetrieb erteilte Fahrterlaubnis 71 widerrufen und durch eine neue Fahrterlaubnis 72 ersetzt wird. Dabei ist diese neue Fahrterlaubnis 72 durch die Position des Achszählers 51 begrenzt.After driving in the fixed space distance usually at least one free block between the track-bound vehicles 10 and 20 is required, this leads to the in FIG. 2 shown situation that the track-bound vehicle 20, which follows the disturbed track-bound vehicle 10, issued in normal operation issued driving permission 71 and replaced by a new driving permission 72. In this case, this new travel permission 72 is limited by the position of the axle counter 51.

Es sei darauf hingewiesen, dass es abweichend von der Darstellung der Figuren 1 und 2 auch möglich ist, dass das eine Fahrzeugende, das bezogen auf die Fahrtrichtung 25 des gestörten spurgebundenen Fahrzeugs 10 hintere Fahrzeugende ist. In diesem Fall kann vorteilhafterweise die jeweilige Fahrterlaubnis für zumindest ein dem gestörten spurgebundenen Fahrzeug 10 an dem einen hinteren Fahrzeugende nachfolgendes spurgebundenes Fahrzeug 20 unter Berücksichtigung der gemeldeten Position des einen hinteren Fahrzeugendes ermittelt werden. Dies bedeutet, dass in diesem Fall in Bezug auf das nachfolgende spurgebundene Fahrzeug 20 ein Moving-Block-Betrieb aufrecht erhalten werden kann.It should be noted that it deviates from the representation of Figures 1 and 2 It is also possible that the one vehicle end, which is based on the direction of travel 25 of the disturbed track-bound vehicle 10 rear end of the vehicle. In this case, advantageously, the respective driving permission for at least one of the disturbed track bound vehicle 10 at the one rear end of the vehicle subsequent track bound vehicle 20 can be determined taking into account the reported position of a rear end of the vehicle. That is, in this case, moving block operation can be maintained with respect to the following lane-bound vehicle 20.

Das zuvor beschriebene Verfahren sowie die zugehörige Vorrichtung zeichnen sich insbesondere dadurch aus, dass durch die geschickte Kombination der verfügbaren Informationen die Leistungsfähigkeit des Systems zur automatischen Beeinflussung der spurgebundenen Fahrzeuge 10, 20 in Form des jeweiligen Zugbeeinflussungssystems bei Zugintegritäts-Fehlern verbessert wird. Dies gilt insbesondere in Bezug auf die Robustheit und Verfügbarkeit von CBTC-Systemen, da ein Moving-Block-Betrieb soweit möglich aufrechterhalten wird und lediglich in dem zwingend erforderlichen Umfang auf eine Verwendung der Freimeldeinformation des streckenseitigen Freimeldesystems umgestellt wird. Im Ergebnis führt dies somit dazu, dass auch in dem Fall, dass eines der spurgebundenen Fahrzeige 10, 20 seine Integrität nicht mehr gewährleisten kann und daher in einen Störbetrieb umgeschaltet wird, der Fahrtbetrieb weitgehend aufrecht erhalten werden kann. Dies hat zur Folge, dass auch ein gestörtes spurgebundenes Fahrzeug vorteilhafterweise den Betriebstag zunächst noch beenden kann, bevor eine Beseitigung der Störung erfolgt. Hierdurch können somit durch Zugintegritätsfehler verursachte betriebliche Störungen minimiert sowie im Falle ihres Auftretens schnellstmöglich aufgelöst werden. Vorteilhafterweise werden hierbei in dem entsprechenden System häufig bereits vorhandene Komponenten und Mechanismen derart dynamisch kombiniert, dass eine Erhöhung der Robustheit und damit der Leistungsfähigkeit des Gesamtsystems resultiert.The method described above and the associated device are characterized in particular by the fact that the skillful combination of available information improves the performance of the system for automatically affecting the track bound vehicles 10, 20 in the form of the respective train control system in train integrity errors. This applies in particular with regard to the robustness and availability of CBTC systems, since a moving block operation is maintained as far as possible and only to the extent absolutely necessary to use the free field information of the trackside free reporting system is changed. As a result, this leads to the fact that even in the event that one of the track bound vehicle 10, 20 can no longer ensure its integrity and therefore is switched to a fault mode, the driving operation can be largely maintained. This has the consequence that even a disturbed track-bound vehicle can advantageously still finish the day before the elimination of the disturbance. As a result, operational disturbances caused by train integrity errors can thus be minimized and resolved as quickly as possible in the event of their occurrence. Advantageously, components and mechanisms already present in the corresponding system are frequently dynamically combined in such a way that an increase in the robustness and thus in the performance of the overall system results.

Claims (12)

  1. Method for automatically influencing track-bound vehicles (10, 20), wherein in a normal operating mode
    - the respective position of the track-bound vehicles (10, 20) is signalled by them to a track-side device (40),
    - a respective travel permission (70, 71) is determined by the track-side device (40), taking account of the signalled positions for the track-bound vehicles (10, 20) and said travel permission is transmitted to the respective track-bound vehicle (10, 20),
    characterised in that
    - in the event that one of the track-bound vehicles (10, 20) is faulty such that it cannot guarantee its integrity, without interrupting the travel operation of the track-bound vehicles (10, 20), switching over into a fault mode takes place,
    wherein in the fault mode
    - the faulty track-bound vehicle (10) determines a position of one of its vehicle ends and signals said position to the track-side device (40) together with an item of information to the effect that it cannot guarantee its integrity, and
    - the travel permissions (70, 72) for the track-bound vehicles (10, 20) are determined by the track-side device (40) such that in relation to the faulty track-bound vehicle (10), in respect of the one vehicle end, the signalled position is taken into account and, in respect of the other vehicle end, an item of vacancy signalling information of a track-side vacancy signalling system is taken into account.
  2. Method according to claim 1,
    characterised in that
    in the event that a vehicle end which, in relation to a travel direction (25) of the faulty track-bound vehicle (10), is the front vehicle end, the travel permission (70) for the faulty track-bound vehicle (10) is determined taking account of the signalled position of the one, front vehicle end.
  3. Method according to claim 1 or 2,
    characterised in that
    in the event that the one vehicle end which, in relation to a travel direction (25) of the faulty track-bound vehicle (10), is the front vehicle end, the respective travel permission (72) for at least one track-bound vehicle (20) following the faulty track-bound vehicle (10) at the other, rear, vehicle end is determined taking account of the vacancy signalling information of the track-side vacancy signalling system.
  4. Method according to claim 1,
    characterised in that
    in the event that the one vehicle end which, in relation to a travel direction (25) of the faulty track-bound vehicle (10), is the rear vehicle end, the respective travel permission for at least one track-bound vehicle (20) following the faulty track-bound vehicle (10) at the one, rear, vehicle end is determined taking account of the signalled position of the one, rear, vehicle end.
  5. Method according to one of the preceding claims,
    characterised in that
    in respect of the other vehicle end of the faulty track-bound vehicle (10), an item of vacancy signalling information of a track-side vacancy signalling system (40) in the form of an axle counting system (50, 51) is taken into account.
  6. Method according to one of the preceding claims,
    characterised in that
    in respect of the other vehicle end of the faulty track-bound vehicle (10), an item of vacancy signalling information of a track-side vacancy signalling system on the basis of track circuits is taken into account.
  7. Device for automatically influencing track-bound vehicles (10, 20), wherein the device comprises vehicle-side devices (11, 21) arranged on the track-bound vehicles (10, 20) and a track-side device (40) and is configured such that in a normal operating mode,
    - the vehicle-side devices (11, 21) signal a position of the respective track-bound vehicle (10, 20) to the track-side device (40),
    - the track-side device (40) determines a respective travel permission (70, 71), taking account of the signalled positions of the track-bound vehicles (10, 20) and transmits said travel permission (70, 71) to the vehicle-side device (11, 21) of the respective track-bound vehicle (10, 20),
    characterised in that
    the device is configured such that in the event that one of the track-bound vehicles (10, 20) is faulty to the effect that it cannot guarantee its integrity, without interrupting the travel operation of the track-bound vehicles (10, 20), said device switches over into a fault mode, in which
    - the vehicle-side device (11) of the faulty track-bound vehicle (10) determines a position of one of its vehicle ends and signals said position to the track-side device (40) together with an item of information to the effect that the faulty track-bound vehicle (10) cannot guarantee its integrity, and
    - the track-side device (40) determines the travel permissions (70, 72) for the track-bound vehicles (10, 20) such that with regard to the faulty track-bound vehicle (10), it takes account, in respect of the one vehicle end, of the signalled position and, in respect of the other vehicle end, of an item of vacancy signalling information of a track-side vacancy signalling system.
  8. Device according to claim 7,
    characterised in that
    in the event that the one vehicle end which, in relation to a travel direction (25) of the faulty track-bound vehicle (10), is the front vehicle end, the track-side device (40) determines the travel permission (70) for the faulty track-bound vehicle (10), taking account of the signalled position of the one, front vehicle end.
  9. Device according to claim 7 or 8,
    characterised in that
    in the event that the one vehicle end which, in relation to a travel direction (25) of the faulty track-bound vehicle (10), is the front vehicle end, the track-side device (40) determines the respective travel permission for at least one track-bound vehicle (20) following the faulty track-bound vehicle (10) at the other, rear, vehicle end, taking account of the vacancy signalling information of the track-side vacancy signalling system.
  10. Device according to claim 7,
    characterised in that
    in the event that the one vehicle end which, in relation to a travel direction (25) of the faulty track-bound vehicle (10), is the rear vehicle end, the track-side device (40) determines the respective travel permission (72) for at least one track-bound vehicle (20) following the faulty track-bound vehicle (10) at the one, rear, vehicle end, taking account of the signalled position of the one, rear, vehicle end.
  11. Device according to one of claims 7 to 10,
    characterised in that
    in respect of the other vehicle end of the faulty track-bound vehicle (10), the track-side device (40) takes account of an item of vacancy signalling information of a track-side vacancy signalling system in the form of an axle counting system (50, 51) .
  12. Device according to one of claims 7 to 11,
    characterised in that
    in relation to the other vehicle end of the faulty track-bound vehicle (10), the track-side device (40) takes account of an item of vacancy signalling information of a track-side vacancy signalling system on the basis of track circuits.
EP16706382.5A 2015-03-17 2016-02-26 Method and device for automatically influencing track-bound vehicles Active EP3247609B1 (en)

Applications Claiming Priority (2)

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DE102015204769.5A DE102015204769A1 (en) 2015-03-17 2015-03-17 Method and device for automatically influencing track-bound vehicles
PCT/EP2016/054099 WO2016146365A1 (en) 2015-03-17 2016-02-26 Method and device for automatically influencing track-bound vehicles

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EP3247609B1 true EP3247609B1 (en) 2019-08-14

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EP (1) EP3247609B1 (en)
CN (1) CN107406089B (en)
DE (1) DE102015204769A1 (en)
ES (1) ES2757727T3 (en)
WO (1) WO2016146365A1 (en)

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Publication number Publication date
WO2016146365A1 (en) 2016-09-22
EP3247609A1 (en) 2017-11-29
CN107406089A (en) 2017-11-28
CN107406089B (en) 2019-09-27
US20180105192A1 (en) 2018-04-19
ES2757727T3 (en) 2020-04-30
DE102015204769A1 (en) 2016-09-22
US10457300B2 (en) 2019-10-29

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