EP3381766A1 - Method for preventing collisions between rail vehicles - Google Patents

Abstract

A method for collision avoidance of a first rail vehicle (1) with a second rail vehicle (10), wherein
the first rail vehicle (1) sends a message (8) cyclically, and
the second rail vehicle (10) waits to receive a message (8) if it does not itself send a message (8) cyclically, wherein
the second rail vehicle (10) after receiving the message (8) from the content of the message (8) determines a distance (11) of the first rail vehicle (1) from the second rail vehicle (10),
this distance (11) is compared for evaluating a current driving situation with criteria which describe a critical situation, wherein
the method triggers at least one action in the second rail vehicle (10) upon detection of a critical situation, wherein
the method is designed so that it can be combined with the existing in a modern rail vehicle devices, or can fall back on these.

Description

The present invention relates to a method for collision avoidance of rail vehicles, especially on single-track routes by determining other rail vehicles in the vicinity of a rail vehicle and an extension to multi-track routes and its technical implementation and design.

For the operation of rail vehicles on railway lines extensive coordination of the routes is necessary so that rail vehicles do not occupy the same track sections at approximately the same time. Inadequate coordination of the occupancy of the track sections, there is a risk of collisions or accidents.

Due to human error or faulty technical devices, there is the danger that several trains travel on the same track section and possibly collide as a result.

To prevent such dangerous situations, there is currently only the possibility to warn the leaders of rail vehicles by mobile or emergency systems, so that they can take appropriate countermeasures.

However, this procedure requires, on the one hand, that such dangers are recognized in good time; on the other hand, this type of contacting of the vehicle driver is error-prone, since in the short time, among other things, the wrong driver could be contacted. In addition, this type of contacting the driver is complicated and relatively tedious.

Therefore, it is an object of the present invention to provide a method and a technical device available to leaders of rail vehicles to warn of potential collisions with other rail vehicles or to prevent potential collisions.

This object is achieved by means of the independent claims. Advantageous developments are the subject of the dependent claims.

According to the invention, a rail vehicle cyclically sends a message and waits between the individual transmission pauses for the reception of messages from other rail vehicles.

The messages thus sent preferably contain a central signal, for example in the form of a time signal or time stamp, in order to notify the sending time of the message to the receiving rail vehicle.

The time signal, which is used to determine the transmission times, is preferably provided centrally so that each rail vehicle using this method has the same synchronous time signal.

This makes it possible to distinguish between the transmission times and the reception times, which are also preferably determined via the synchronous time signal, of the individual messages by means of a unique time stamp.

The method is preferably able, by means of the information contained in the received messages and the information of its own messages, to determine the distances and directions of movement of rail vehicles with respect to their own rail vehicle in the vicinity of their own rail vehicle. The term "near range" is described in more detail in the embodiments.

wobei die Laufzeit vorzugsweise die Differenz des Empfangs- vom Sendezeitpunkt darstellt: $$\mathrm{Laufzeit}=\mathrm{Empfangszeitpunkt}-\mathrm{Sendzeitpunkt}$$

und die Ausbreitungsgeschwindigkeit die physikalische Ausbreitungsgeschwindigkeit der Nachricht beschreibt, welche dem Verfahren bekannt ist.Preferably, the distance between two rail vehicles can be calculated by means of the following formula: $$\mathrm{distance}=\mathrm{running\; time}*\mathrm{propagation\; speed}$$

wherein the transit time is preferably the difference of the reception from the transmission time: $$\mathrm{running\; time}=\mathrm{Reception\; time}-\mathrm{End\; time}$$

and the propagation velocity describes the physical propagation velocity of the message known to the method.

Hereinafter, the description of the invention based on specific embodiments. In addition, possible technical implementation will be discussed.

According to the invention, the active rail vehicle waits for the receipt of a message as long as it does not itself cyclically send a message.

The method is thus able, by means of its own and the received information from the message, to determine whether a critical situation in which a rail vehicle is approaching its own vehicle, that is to say a collision, is present.

According to a development of the invention, the method can determine the distance of two rail vehicles according to the above calculation rule.

In a further advantageous embodiment of the invention, the method preferably also takes into account the transit time of the messages in the transmission medium.

In a further advantageous embodiment of the invention, the transmitted message additionally contains information about the position of the rail vehicle.

These may be GPS coordinates, or a specific mileage of a track section.

This information can be used in addition to determining the distance from the running time to assess the driving situation.

In a further advantageous embodiment of the invention, the transmitted message additionally contains information about the current direction of movement of the rail vehicle.

This may, for example, merely be an indication according to "direction of travel: A to B" or "direction of travel: B to A", or, in the case of a coordinate system, a sign.

This information can additionally be used to evaluate whether the distance is further reduced, ie the rail vehicles approach each other, or the distance increases further if the rail vehicles move away from each other.

In a further advantageous embodiment of the invention, the transmitted message additionally contains information about the current speed of the rail vehicle.

This may be, for example, a speed determined by GPS, or a speed calculated from the wheel speed.

This information may additionally be used to evaluate how fast the distance has changed or will change during transmission, or how large a possible braking distance would be.

In a further advantageous embodiment of the invention, the transmitted message additionally contains information about the track currently being traveled by the transmitting rail vehicle.

This may, for example, be a clear track number known to all railway vehicles.

This information can also be used to assess whether, in multi-track operation, a rail vehicle is on the same track.

In a further advantageous embodiment of the invention, the transmitted message additionally contains information about the transmitting rail vehicle.

This may, for example, be a train number for unambiguous identification.

In addition, this information can be used to carry out a comparison with plausibility data known to the method or a determination of a possible braking distance.

In a further advantageous embodiment of the invention, the transmitted message additionally contains at least information about the transmitting rail vehicle.

This may, for example, be an indication of the total weight.

This information can also be used to assess how big a possible braking distance would be.

The embodiments of the content of the messages are not limited to the described embodiments. Rather, a message may also contain combinations of the described embodiments and content that goes beyond

The method preferably has suitable evaluation regulations in order to evaluate the current driving situation from the available information.

As described above, preferably information about the position, the speed, the direction of movement and the transmission times in the Messages contain, from which the method determines how large the distance between the two rail vehicles.

The method then evaluates the driving situation thus described preferably based on a comparison of the distance between the two rail vehicles with a predetermined limit value for the minimum distance. This limit value may preferably be a fixed value, which is predetermined by the method.

In a further advantageous embodiment of the invention, this limit value is a variable limit value, which preferably adapts taking into account topographical data and alternatives.

This has the advantage that situations can be better differentiated on the basis of boundary conditions, which in turn opens up more options for action.

In a further advantageous embodiment of the invention, the direction of movement and the speed are included in the determination of the limit value.

The embodiments for designing the limit value are not limited to the described embodiments. Rather, a threshold may also include combinations of the described embodiments and criteria that go beyond

The invention will be further explained with reference to possible driving situations.

Essentially, the following uncritical or critical situations can occur on single-track routes:

Situation 1:

The rail vehicle does not receive a message. This is the case if there are no other vehicles in the vicinity of the rail vehicle that could send messages. This situation is considered uncritical.

The rail vehicle receives a message of another, located in the direction of travel in front of the rail vehicle rail vehicle. Based on the comparison of the speeds and directions of movement of both vehicles, the following situations can now be distinguished:

Situation 2:

The distance of the vehicles is above a critical limit and both vehicles are moving in the same direction. In addition, the speed of the preceding vehicle is greater than that of its own rail vehicle. As a result, the distance of both vehicles automatically increases, whereby the situation can be classified as essentially uncritical.

Situation 3:

The distance of the vehicles is above a critical limit and both vehicles are moving in the same direction. However, the speed of the preceding vehicle is lower than that of the own rail vehicle. This reduces the distance between the two vehicles, which means that the situation can essentially still be classified as uncritical, as long as a corresponding minimum distance has not yet fallen below, but it is advisable to take measures to ensure that the distance is not too small.

Situation 4:

The distance of the vehicles is below a critical limit and both vehicles are moving in the same direction. The speed of the preceding vehicle is less than or equal to that of the own rail vehicle. As a result, the distance between the two vehicles remains the same or continues to decline, making the situation essentially critical. Measures must be taken to increase the distance above the critical limit again.

Situation 5:

The distance between the vehicles is above a critical limit and both vehicles are moving towards each other. This further reduces the distance between the two vehicles, making the situation essentially critical. Measures must be taken to prevent it from falling below the critical limit value or to prevent a collision.

Situation 6:

The distance between the vehicles is below a critical limit and both vehicles are moving towards each other. This further reduces the distance between the two vehicles, making the situation essentially critical. In particular, this situation represents the most critical of the driving situations listed here, as it will inevitably lead to a collision of the two rail vehicles. Measures must be taken to prevent a collision.

In addition, the rail vehicle may receive a message from a vehicle located behind the rail vehicle. However, these are essentially situations that can be described in situations 2 to 6. However, another situation can be described:

Situation 7:

A second rail vehicle is behind the rail vehicle and moves away from it, which further increases the distance. This situation can be rated as uncritical. It is irrelevant whether the distance between the two Vehicles are less than or greater than a threshold because the vehicles are moving away from each other.

The method is preferably designed such that a determination / classification / weighing of the individual situations can take place and the method then triggers at least one action in the rail vehicle.

In an advantageous embodiment of the invention, a deceleration of the rail vehicle is triggered to a standstill in situation 6 in the rail vehicle to prevent an impending collision.

In a further advantageous embodiment of the invention, an alarm is triggered in situation 6 in the rail vehicle to the driver in order to point this to the risk of impending collision.

In a further advantageous embodiment of the invention, in situation 6, the rail vehicle sends a message to the other rail vehicle, which triggers at least one action in the other rail vehicle in order to prevent an impending collision.

In a further advantageous embodiment of the invention in situation 4 by the method, the speed of the rail vehicle is reduced in order to increase the distance to the preceding rail vehicle.

In a further advantageous embodiment of the invention, an indication is transmitted in situation 4 by the method to the driver of the rail vehicle in order to point it to a slower rail vehicle on the track.

Preferably, an ideal speed is transmitted to it, with which the rail vehicle should drive in order not to approach the preceding vehicle dangerously.

The described embodiments of the actions of the rail vehicle for collision avoidance are not limited to the aforementioned actions and situations. Rather, a triggering of various actions and combinations thereof in situations 1 to 7 is conceivable.

Preferably, the method uses the power supply line of the rail vehicles as a transmission medium for sending and receiving the periodically sent messages.

For this purpose, a message signal is preferably modulated onto the power supply line, or messages received therefrom are demodulated.

As a carrier frequency, on which the messages are modulated, preferably serves a frequency which is substantially higher than the frequency of the supply voltage of the power supply line of the rail vehicles.

Preferably, this can be realized via the principle of power line communication (PLC). This method is i.a. known from telecommunications. Examples include the transmission of messages via high-voltage line between facilities of energy companies, or the Internet access via Powerline, in which over the power lines, outlets to transformer stations Internet connections are provided.

The invention preferably utilizes the property that the signals modulated by PLC on the power supply line reduce their amplitude over the transmission link. This is essentially due to the physical damping of an electrical oscillation within an electrical conductor.

This ensures that only short-range messages can be received by the rail vehicle for distance determination, whereby the messages are first filtered according to rail vehicles which are located close to their own rail vehicle. This also ensures that not too many messages circulate on certain sections of the supply line and overlap each other.

The method described so far is preferably intended for implementation on single-track routes. In addition, however, an extension to multi-track operation is conceivable.

By adding additional detailed information to the messages sent via the PLC, the position of other active rail vehicles can also be monitored in multi-track areas. In addition to the above-mentioned information, it is also preferable to be able to transmit used route or track numbers with the messages sent. This information must also be taken into account in the evaluation procedure. Thus, a potential collision can be detected or prevented at an early stage solely by the information of the track number.

This is preferably possible regardless of the course of the power supply line.

In a further advantageous embodiment of the invention, the transmission of the messages between the rail vehicles takes place wirelessly via suitable radio links, whereby the method can also be used on routes without overhead line, on which e.g. drive only diesel-powered rail vehicles.

The method is preferably present as a computer program program product with machine-readable code which can be transferred to a suitable device for implementation in the rail vehicle.

The invention can be present in a further advantageous embodiment as a control device which uses a computer program product which processes the method described above, and which is preferably stored on a machine-readable carrier. Such a control device has the advantage that it can be retrofitted independently of existing devices.

In a further advantageous embodiment, the control device has suitable interfaces for triggering an action in the rail vehicle. These may e.g. in the form of controllable warning lights in the cab or controllable adjusting devices of the brake system.

The invention is not limited only to the embodiments described above. Rather, further embodiments are conceivable, which results from a combination of at least two of the embodiments described above.

In the following, the description of the invention with reference to preferred embodiments with reference to the accompanying drawings.

Fig. 1

eine prinzipielle Seitenansicht einer Fahrsituation auf einem eingleisigen Streckenabschnitt auf dem Schienenfahrzeuge mit unterschiedlichen Abständen aufeinander zufahren

Fig. 2

eine prinzipielle Draufsicht einer Fahrsituation auf einem zweigleisigen Streckenabschnitt, um eine weitere Ausführungsform der Erfindung aufzuzeigen.

In detail shows:

Fig. 1

a fundamental side view of a driving situation on a single-track section on the rail vehicles with different distances approach each other

Fig. 2

a basic plan view of a driving situation on a two-track section to show a further embodiment of the invention.

Fig. 1 shows a schematic side view of a driving situation of a rail vehicle 1 on a single track 2. The rail vehicle 1 moves from left to right. About the one pantograph 4 is the rail vehicle 1 with the power supply line 6 in contact, about which the rail vehicle 1 refers to the power required for operation.

At the same time, the rail vehicle 1 transmits a message 8 via the power supply line 6 both in the direction of travel and in the opposite direction.

This is modulated by means of the control device 5 via the current collector 4 to the power supply line 6 according to the PLC method.

In this case, the modulated on the power supply line 6, message 8 is attenuated in amplitude more and more, until the signal is finally too weak to be received by other rail vehicles can.

Thus, due to the effective propagation length of the message 8, a near zone 9 of the rail vehicle 1 is obtained. Thus, messages 8 of the rail vehicle 1 can only be received in this area.

In the illustrated driving situation, two vehicles drive towards the rail vehicle 1. The second rail vehicle 10 is in this case with its current collector 12 in the vicinity of the first rail vehicle 1 1 and receives its message. 8

The device 13 of the second rail vehicle 10 thereby demodulates the message 8 received via the current collector 12. From the contents of the message 8, the device 13 and thus the second rail vehicle 10, in accordance with the above description, can analyze the driving situation and determine the distance 11 between the vehicle first rail vehicle 1 and the second rail vehicle 10 determine.

If a critical situation is detected, the device 13 triggers an action in the second rail vehicle 10. This action may be, for example, a deceleration of the second rail vehicle 10 to a standstill, a notification to the driver of the second rail vehicle 10 or a further message to the first rail vehicle 1.

The third rail vehicle 14 is not located in the vicinity 9 of the first rail vehicle 1 and the second rail vehicle 10. As a result, no message 8 is received which could result in influencing the driving operation.

The device 17 of the third rail vehicle 14 rates this situation as uncritical since no message 8 from another rail vehicle 1, 10 is received has been. The track 2 is free for the third rail vehicle 14 because the first rail vehicle 1 and the second rail vehicle 10 are not yet in critical proximity to the third rail vehicle 14.

For the third rail vehicle 14, this driving situation corresponds to situation 1 described above.

So that all transmission and reception times of the message 8 are taken from the same synchronous time signal, all rail vehicles 1, 10, 14 receive a central signal 7 from a central source.

Fig. 2 shows a plan view of a basic driving situation on a two-track route. The first rail vehicle 1 travels on the track 2. On the same track 2, the second rail vehicle 10 moves toward the first rail vehicle. A fourth rail vehicle 18 also moves on a track 3, running parallel thereto, from right to left, like the second rail vehicle 10.

The message 8 contains, in addition to the current position of the rail vehicle and the speed vector, additional information, such as the number of the currently occupied track 2, 3rd

By the distance 9, the direction of movement and the track number, which can be obtained from the information of the message 8, a risk of collision for the second rail vehicle 10 with the first rail vehicle 1 can be clearly identified.

The fourth rail vehicle 18, which is located on the siding 3, is not endangered because it receives from the first rail vehicle 1, the message 8 that this is located on the adjacent track 2.

Thus, this embodiment of the method realizes monitoring of single-track and multi-track sections which are located in the vicinity of a rail vehicle 1, 10, 18, comparable to the radar image in aircraft.

LIST OF REFERENCE NUMBERS

1

first rail vehicle

2

first track

3

second track

4

Current collector first rail vehicle

5

Control device first rail vehicle

6

catenary

7

central signal

8th

Message from first rail vehicle

9

Close range of the first rail vehicle

10

second rail vehicle

11

distance

12

Current collector second rail vehicle

13

Control device second rail vehicle

14

third rail vehicle

16

Pantograph third rail vehicle

17

Control device second rail vehicle

18

fourth rail vehicle

Claims (18)

A method for collision avoidance of a first rail vehicle (1) with a second rail vehicle (10), wherein
the first rail vehicle (1) sends a message (8) cyclically, and
the second rail vehicle (10) waits to receive a message (8) if it does not itself send a message (8) cyclically, wherein
the second rail vehicle (10) after receiving the message (8) from the content of the message (8) determines a distance (11) of the first rail vehicle (1) from the second rail vehicle (10),
this distance (11) is compared for evaluating a current driving situation with criteria which describe a critical situation, wherein
the method triggers at least one action in the second rail vehicle (10) when a critical situation is detected. The method of claim 1, wherein
both the first rail vehicle (1) and the second rail vehicle (10) accesses a central signal (7) for synchronization. A method according to claim 2, wherein
the message (8) of the first rail vehicle (1) contains at least one information about the transmission time of the message (8). A method according to claim 3, wherein
at least one receiving time of the message (8) of the first rail vehicle (1) in the second rail vehicle (10) is determined. Method according to at least one of claims 1 to 4, wherein the message (8) contains at least one additional piece of information
about the current position, and / or
about the current direction of movement, and / or
about the current speed, and / or
over a currently used track, and / or
for identification, and / or
contains other type of the first rail vehicle (1). A method according to claim 4 or 5, wherein
the method in the second rail vehicle (10) determines the distance (11) of the first rail vehicle (1) to the second rail vehicle (10) by means of the transmission time and the reception time of the message (8). A method according to claim 5 or 6, wherein
the method of the current position information of the received message (8) and a separate position information, the distance (11) of the first rail vehicle (1) to the second rail vehicle (10) determined. A method according to any one of claims 5 to 7, wherein
the method of the current direction of movement from the received message (8) and a separate direction of movement, determines whether the distance (11) of the first rail vehicle (1) and the second rail vehicle (10) increases or decreases. A method according to any one of claims 5 to 8, wherein
the method of the current speed from the received message (8) and a separate speed, the change of the distance (11) of the first rail vehicle (1) of the second rail vehicle (10) determined. A method according to any one of claims 5 to 9, wherein
the method uses the current track number from the received message (8) of the first rail vehicle (1) and a current track number of the second rail vehicle (10) to assess whether the first rail vehicle (1) and the second rail vehicle (10) are on the same track , A method according to any one of claims 6 to 10, wherein
the determined distance (8) for the evaluation of the current driving situation is compared with a limit value, wherein
the current driving situation is assessed as critical if the limit falls below the limit value. The method of claim 11, wherein
the limit is a fixed value, or
is designed speed-dependent. A method according to claim 11 or 12, wherein
the threshold is designed according to the additional information from the message (8). Method according to at least one of the preceding claims, wherein
the action triggered upon detection of a critical situation by the method in the second rail vehicle (10)
a notification of the driver, and / or
an automatically triggered deceleration of the rail vehicle, preferably to a standstill, and / or
the sending of another message to the first rail vehicle (1), said message in the first rail vehicle (1) triggers at least one further action. Method according to at least one of the preceding claims, wherein
the method can be combined with other, existing methods for collision avoidance. Computer program product with program code stored on a machine-readable carrier for carrying out the method according to at least one of Claims 1 to 15. Control device for carrying out the method according to at least one of claims 1 to 15, wherein
the control device is provided in a rail vehicle, wherein
the control device has suitable interfaces to the power supply line in order to modulate or demodulate the message (8) on the power supply line. A control device according to claim 17, wherein
the control device has interfaces for triggering at least one action in the rail vehicle.

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