EP3381766B1 - Method for preventing collisions between rail vehicles - Google Patents

Description

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

Extensive coordination of the routes is necessary for the operation of rail vehicles on railway lines, so that rail vehicles do not occupy the same track sections at approximately the same time. If there is insufficient 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 a risk that several trains will travel on the same section of track and possibly collide as a result.

To prevent such dangerous situations, there is currently only the option of warning the drivers of the rail vehicles by mobile radio or via emergency call systems so that they can take suitable countermeasures.

However, on the one hand, this procedure presupposes that such dangers are recognized in good time, on the other hand, this type of contacting the vehicle driver is prone to errors because, among other things, the wrong vehicle driver could be contacted in the short time. In addition, this type of contacting the vehicle driver is complex and relatively lengthy.

So far is from the DE 44 34 789 A1 known a GPS-based security system for traffic routes.

The DE 201 14 284 U1 discloses a way to transmit information through railroad tracks and / or overhead lines.

Finally, the shows EP 0 704 366 A1 an arrangement for securing railway lines, GPS technology also being used and additional information, such as a braking distance, being transmitted.

It is therefore an object of the present invention to provide a method and a technical device for presenting drivers 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. The invention is defined by the combinations of features of the independent claims. Advantageous further developments are the subject of the dependent claims. According to the invention, a rail vehicle sends a message cyclically and waits for the reception of messages from other rail vehicles between the individual transmission breaks.

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

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

This makes it possible to distinguish the transmission times and the reception times, which are also preferably determined via the synchronous time signal, of the individual messages from one another by means of a unique time stamp. The method is preferably able to determine the distances and directions of movement of rail vehicles in relation to the own rail vehicle in the vicinity of the own rail vehicle by means of the information contained in the received messages and the information of the own messages. The term “close range” is described in more detail in the exemplary embodiments.

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

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

where the transit time preferably represents the difference between the time of reception and the time of transmission: $$\mathrm{running\; time}=\mathrm{Time\; of\; receipt}-\mathrm{Time\; of\; transmission}$$

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

The invention is described below on the basis of specific exemplary embodiments. Possible technical implementations are also discussed.

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

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

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

In a further advantageous embodiment of the invention, the method also preferably 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.

This can 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 evaluate 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.

For example, this can only be an indication corresponding to "direction of travel: A to B" or "direction of travel: B to A", or, if a coordinate system exists, a sign.

This information can also be used to evaluate whether the distance is further reduced, ie the rail vehicles are moving towards one another, or the distance is further increasing if the rail vehicles are moving away from one another.

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

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

This information can also be used to evaluate how quickly the distance has changed or will change during transmission, or how long 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 sending rail vehicle.

For example, this can be a unique track number known to all rail vehicles.

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

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

This can be, for example, a train number for unique identification.

This information can also be used to carry out a comparison with data known to the method for plausibility checking or to determine a possible braking distance.

According to the invention, the transmitted message additionally contains at least one piece of information about the sending rail vehicle.

This is an indication of the total weight.

According to the invention, this information is used to evaluate how large a possible braking distance would be.

The embodiments for the content of the messages are not limited to the described embodiments. Rather, a message can also contain combinations of the described embodiments and contents that go beyond this.

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

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

The method then evaluates the driving situation described in this way, preferably by comparing the distance between the two rail vehicles with a predetermined limit value for the minimum distance. This limit value can 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 that adapts preferably taking into account topographical data and avoidance options.

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 limit value can also include combinations of the described embodiments and criteria that go beyond this.

In the following, the invention will be further explained on the basis of possible driving situations.

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

Situation 1:

The rail vehicle receives no message. This is the case if there are no other vehicles in the vicinity of the rail vehicle that could send messages. This situation should be viewed as uncritical.

The rail vehicle receives a message from another rail vehicle located in front of the rail vehicle in the direction of travel. The following situations can now be differentiated by comparing the speeds and directions of movement of both vehicles:

Situation 2:

The distance between the vehicles is above a critical limit and both vehicles are moving in the same direction. In addition, the speed of the vehicle in front is greater than that of your own rail vehicle. This automatically increases the distance between the two vehicles, which means that the situation can essentially be classified as uncritical.

Situation 3:

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

Situation 4:

The distance between the vehicles is below a critical limit and both vehicles are moving in the same direction. The speed of the vehicle in front is slower than or equal to that of your own rail vehicle. As a result, the distance between the two vehicles remains the same or decreases further, which essentially means that the situation has to be classified as critical. Measures must be taken to increase the distance again above the critical limit.

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, which essentially means that the situation has to be classified as critical. Measures must be taken to prevent the critical limit value from falling below 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, which essentially means that the situation has to be classified as critical. In particular, this situation represents the most critical of the driving situations listed here, since 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 can receive a message from a vehicle that is located behind the rail vehicle. However, these are essentially situations that can be described with situations 2 to 6. However, another situation can be described:

Situation 7:

A second rail vehicle is located behind the rail vehicle and moves away from it, which further increases the distance. This situation can be assessed as uncritical. It is irrelevant whether the distance between the two Vehicles is smaller or larger than a limit because the vehicles move away from each other.

The method is preferably designed in such a way that the individual situations can be determined / classified / weighed and the method then triggers at least one action in the rail vehicle.

In an advantageous embodiment of the invention, situation 6 in the rail vehicle triggers a braking of the rail vehicle to a standstill in order to prevent an impending collision.

In a further advantageous embodiment of the invention, an alarm is triggered in the rail vehicle in situation 6 in order to inform the driver of the danger of an 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 the speed of the rail vehicle is reduced by the method in order to increase the distance to the rail vehicle in front.

In a further advantageous embodiment of the invention in situation 4, the method transmits a message to the vehicle driver of the rail vehicle in order to inform him of a slower rail vehicle on the route.

In this case, an ideal speed is preferably transmitted to him at which the rail vehicle is to travel in order not to dangerously approach the vehicle in front.

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

The method preferably 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 from there are demodulated.

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

This can preferably be implemented using the principle of power line communication (PLC). This procedure is among others known from communications engineering. Examples of this are the transmission of messages via high-voltage lines between facilities of energy supply companies, or the Internet access using Powerline, in which Internet connections are provided via the power lines, sockets and transformer stations.

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

This ensures that only messages from the close range can be received by the rail vehicle for determining the distance, which results in a first filtering of the messages for rail vehicles which are in the vicinity of the own rail vehicle. This also ensures that there are not too many messages on certain sections of the supply line and that they are mutually superior.

The method described so far is preferably intended to be carried out on single-track routes. However, an extension to multi-track operation is also conceivable.

By adding additional detailed information to the messages sent via PLC, the position of other active rail vehicles can also be monitored in multi-track areas. In addition to the information mentioned above, the route can also be used to transmit route or track numbers. This information must also be taken into account in the evaluation process. In this way, a potential collision can be recognized or prevented early simply by informing 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 messages are transmitted wirelessly between the rail vehicles via suitable radio connections, as a result of which the method can also be used on routes without an overhead line, on which e.g. only drive diesel-powered rail vehicles.

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

In a further advantageous embodiment, the invention can be in the form of 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 can e.g. in the form of controllable warning lights in the driver's cab or controllable actuators of the brake system.

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

In the following, the description of the invention is based on preferred exemplary 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 basic side view of a driving situation on a single-track section on the rail vehicles to approach each other at different distances

Fig. 2

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

Fig. 1 shows a basic 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. The rail vehicle 1 is in contact with the power supply line 6 via the one pantograph 4, via which the rail vehicle 1 obtains the electricity required for operation.

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

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

The amplitude of the message 8, which is modulated on the power supply line 6, is attenuated more and more until the signal is finally too weak to be able to be received by other rail vehicles.

The effective propagation length of the message 8 thus results in a close range 9 of the rail vehicle 1. Messages 8 of the rail vehicle 1 can therefore only be received in this area.

In the driving situation shown, two vehicles approach the rail vehicle 1. The second rail vehicle 10 is located with its current collector 12 in the vicinity 9 of the first rail vehicle 1 and receives its message 8.

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

If a critical situation is identified, the device 13 triggers an action in the second rail vehicle 10. This action can be, for example, braking 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 in the vicinity 9 of the first rail vehicle 1 and the second rail vehicle 10. This also means that no message 8 is received, which could influence driving operations.

The device 17 of the third rail vehicle 14 evaluates this situation as uncritical since no message 8 from another rail vehicle 1, 10 is received has been. The route 2 is free for the third rail vehicle 14, since 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 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 top view of a basic driving situation on a double track. The first rail vehicle 1 travels on track 2. On the same track 2, the second rail vehicle 10 moves towards the first rail vehicle. A fourth rail vehicle 18 also moves from right to left on a track 3 running parallel to it, like the second rail vehicle 10.

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

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

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

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

REFERENCE SIGN LIST

1

first rail vehicle

2nd

first track

3rd

second track

4th

Pantograph first rail vehicle

5

Control device first rail vehicle

6

Catenary

7

central signal

8th

Message from the first rail vehicle

9

Close range of the first rail vehicle

10th

second rail vehicle

11

distance

12th

Pantograph second rail vehicle

13

Control device second rail vehicle

14

third rail vehicle

16

Pantograph third rail vehicle

17th

Control device second rail vehicle

18th

fourth rail vehicle

Claims (18)

1. A method for preventing collisions between a first rail vehicle (1) and a second rail vehicle (10),
   the first rail vehicle (1) cyclically sending a message (8) and
   the second vehicle (10) waiting to receive a message (8) unless it cyclically sends a message (8) itself,
   after receiving the message (8), the second rail vehicle (10) determining a distance (11) between the first rail vehicle (1) and the second rail vehicle (10) from the content of the message (8),
   this distance (11) being compared with criteria describing a critical situation in order to evaluate a current driving situation,
   on identification of a critical situation the method triggering at least one action in the second rail vehicle (10), characterised in that
   the message (8) contains information on the total weight of the first rail vehicle (1) from which it determines a value of a possible stopping distance.
2. A method according to claim 1,
   both the first rail vehicle (1) and the second rail vehicle (10) accessing a central signal (7) for synchronisation.
3. A method according to claim 2,
   the message (8) from the first rail vehicle (1) containing at least one item of information about the transmission time of the message (8).
4. A method according to claim 3,
   at least one reception time of the message (8) from the first rail vehicle (1) being determined in the second rail vehicle (10).
5. A method according to at least one of claims 1 to 4,
   the message (8) containing at least one additional item of information
   about the current position and/or
   about the current direction of travel and/or
   about the current speed and/or
   about a track currently in use and/or
   for identification and/or
   any other kind of information about the first rail vehicle (1).
6. A method according to claim 4 or 5, if claim 5 is dependent on claim 4,
   the method determining the distance (11) between the first rail vehicle (1) and the second vehicle (10) by means of the time of transmission and the time of reception of the message (8) in the second rail vehicle (10).
7. A method according to claim 5 or 6,
   the method determining the distance (11) between the first rail vehicle (1) and the second rail vehicle (10) from the current position information contained in the message (8) received and its own position information.
8. A method according to at least one of claims 5 to 7,
   the method determining whether the distance (11) between the first rail vehicle (1) and the second rail vehicle (10) is increasing or decreasing from the current direction of travel contained in the message (8) received and from its own direction of travel information.
9. A method according to at least one of claims 5 to 8,
   the method determining the change in the distance (11) between the first rail vehicle (1) and the second rail vehicle (10) from the current speed contained in the message (8) received and from its own speed.
10. A method according to at least one of claims 5 to 9,
    the method evaluating whether the first rail vehicle (1) and the second rail vehicle (10) are located on the same track by means of the current track number contained in the message (8) received from the first rail vehicle (1) and from a current track number of the second rail vehicle (10).
11. A method according to at least one of claims 6 to 10,
    the distance (11) determined being compared with a limit value in order to evaluate the current driving situation,
    the current driving situation being adjudged critical if the distance falls below the limit value.
12. A method according to claim 11,
    the limit value being a fixed value or
    being set dependent on speed.
13. A method according to claim 11 or 12,
    the limit value being set dependent on the additional information contained in the message (8).
14. A method according to at least one of the preceding claims,
    the action triggered by the method in the second rail vehicle (10) on detection of a critical situation triggering
    the notification of the vehicle driver, and/or
    the automatically triggered braking of the rail vehicle, preferably until it reaches a standstill, and/or
    the sending of a further message to the first rail vehicle (1), this message triggering at least one further action in the first rail vehicle (1).
15. A method according to at least one of the preceding claims, it being possible to combine the method with other existing methods for collision avoidance.
16. A computer program product having program code stored on a machine-readable data carrier for carrying out the steps of the method, which are carried out by the second rail vehicle (10) according to at least one of claims 1 to 15, and which also comprises the steps of the method carried out by the first rail vehicle (1) according to at least one of claims 1 to 15.
17. A control device for carrying out the method according to at least one of claims 1 to 15,
    the control device being configured to use a computer program product according to claim 16 that executes the method according to any one of claims 1 to 15, and
    the control device being provided in a rail vehicle,
    the control device having appropriate interfaces to the power supply line in order to modulate the message (8) to the power supply line if the control device is provided in the first rail vehicle, and from there to demodulate it again if the control device is provided in the second rail vehicle (10), the message (8) containing information on the total weight of the first rail vehicle (1) and the control device being configured so as to determine a value of a possible braking distance.
18. A control device according to claim 17,
    the control device having interfaces for triggering at least one action in the rail vehicle.

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