EP3445635B1 - Method for operating a positioning device, and positioning device - Google Patents

Description

Reliable information with regard to the respective location or the respective position of the vehicles operated in the respective system is of fundamental importance for the safe operation of track-bound vehicles, which can be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains.

From the international patent application WO 2011/027166 A1 A method for locating a rail vehicle is known in which a waveguide laid along the rail route is provided for locating the rail vehicle on a route in the form of a rail route. Electromagnetic pulses are successively fed into the waveguide. For each emitted pulse, at least one backscatter pattern generated by backscattering the electromagnetic pulse is received and evaluated. By evaluating the backscatter patterns, the respective rail vehicle can be located on the rail route. The technology used is also known under the terms "fiber sensing" or "distributed acoustic sensing". However, the corresponding known systems have the disadvantage that, as such, they are generally not safe in terms of signal technology, ie they do not meet the particularly high safety requirements applicable for use in the area of railway safety technology. The consequence of this is that corresponding systems are not suitable or approved for use in safety-critical, "vital" applications, such as those which represent, for example, guideway protection or control of vehicles by a train control system.

The document WO 2013 114 135 A2 describes a method and devices for controlling traffic networks. The method includes monitoring at least a portion of the rail network by performing distributed acoustic sensing on one or more optical fibers deployed along the network path to provide multiple acoustic sensing parts. The signals detected by the multiple acoustic detection sections are analyzed to detect acoustic signals associated with trains moving on the traffic network. The signals are analyzed to identify the beginning and end of the train and to track the movement of the trains in the network.

The document WO 2014 086 582 A2 relates to a method for locating a rail vehicle along a rail route along which a waveguide is laid. According to the method, successive electromagnetic pulses are fed into the waveguide and at least one backscattering pattern is generated for each pulse emitted by vehicle-related backscattering. The electromagnetic pulse is received and evaluated. The waveguide then has at least one locating section along the rail section in which the vibration sensitivity of the waveguide is greater or smaller than outside the locating section. The amplitude of the received backscatter pattern is evaluated and a locating signal is generated, the amplitude of the received backscatter pattern increasing or decreasing over time.

The document WO 2014 019886 A2 relates to a method for operating a locating device which comprises a waveguide laid along a track segment for locating a rail vehicle on the track segment, wherein electromagnetic pulses are fed into the waveguide one after the other and backscatter patterns generated for each emitted by backscattering of the electromagnetic pulse Impulse received and evaluated. In this case, a vibration device located in the region of the track segment at a known position is activated at a predetermined activation time, and a vibration which causes backscattering of the electromagnetic pulse is generated at the known position.

The document US 5 330 136 A describes a railroad rail system that uses an optical sensor that emits a vehicle detection light signal when a railroad vehicle is in a rail section. A reference light signal is generated by a light emission source. A detector receives the vehicle detection light signal. Information contained in the vehicle identification light signal is processed by a processor to identify the rail vehicle.

The document US 2003 236598 A1 relates to a rail traffic control system that connects each locomotive to a control center to transmit data and control signals. Vehicles continuously communicate position using on-board computers, GPS and two-way communication hardware, and other information for recording in a database and for integration into a comprehensive computerized control system. The database contains train schedules for real-time display on train monitors. The current position of each train is compared online with the planned schedule to determine if corrective action is required. If a train's deviation from its planned schedule exceeds a specified parameter, the system automatically calculates alternative schedules for all trains in the system according to pre-selected operating conditions to minimize the impact of the deviation.

The document " Fiber Optic Sensing in the Railway Sector ", Max Schubert et al, SIGNAL + DRAHT, DVV, Vol. 107, No. 9, 1. September 2015 (2015-09-01), pages 42-46, XP001595881 , states generally that optical fibers used to monitor gas and oil pipelines should also potentially be suitable for use in the rail sector.

The present invention is based on the object of specifying a method for operating a locating device which is comparatively simple to implement and at the same time particularly powerful and meets high safety requirements and which comprises at least one waveguide laid along the route for locating a track-bound vehicle on a route.

This object is achieved according to the invention by a method for operating a locating device which comprises at least one waveguide for locating a track-bound vehicle on a route, at least one electromagnetic pulse relating to the respective track-bound vehicle being measured by a trackside sensor device is fed into the waveguide, at least one backscatter pattern generated by backscattering the at least one electromagnetic pulse is detected and subjected to an evaluation, at least one vehicle-specific parameter determined in the course of the evaluation is verified on the basis of the acquired measurement data and, if the at least one vehicle-specific parameter is successfully verified the locating device provides a locating signal indicating the evaluation of the location of the track-bound vehicle.

The method according to the invention for operating a locating device which comprises at least one waveguide laid along the route for locating a track-bound vehicle on a route is initially characterized in that measurement data relating to the respective track-bound vehicle from a trackside Sensor device can be detected. The trackside sensor device is a component that is independent of the waveguide and components assigned to it, ie the “fiber sensing” system. The trackside sensor device preferably fulfills high security requirements, so that the measured data recorded can be regarded as trustworthy.

According to the two following steps of the method according to the invention, at least one electromagnetic pulse is fed into the waveguide in a manner known per se and thereupon at least one backscatter pattern generated by backscattering the at least one electromagnetic pulse is detected and subjected to an evaluation. Corresponding "fiber sensing" systems suitable for this purpose are known as such and are available from various manufacturers.

According to the next step of the method according to the invention, at least one vehicle-specific parameter determined in the course of the evaluation is verified on the basis of the acquired measurement data. The verification can be carried out, for example, by comparing the at least one vehicle-specific parameter with the acquired measurement data or at least part of the same. Depending on the type of the size or sizes compared with one another, a complete agreement in terms of an identity may be required for successful verification, or a tolerance range may be permitted in the context of the comparison. Irrespective of this, the use of the recorded measurement data as a reference results in a statement or check as to whether the at least one vehicle-specific parameter (possibly with a sufficiently high probability for the respective application) is correct, ie corresponds to reality, or not.

According to the last step of the method according to the invention, in the event of a successful verification of the at least one vehicle-specific parameter, the locating device provides a locating signal based on the evaluation of the at least one backscatter pattern and indicating the respective location of the track-bound vehicle. This means that this is based on the evaluation of the at least one backscatter pattern, i.e. based on the information of the "Fiber Sensing" system, the location signal indicating the respective location of the track-bound vehicle is provided only when the measurement data acquired by means of the trackside sensor device has successfully verified the evaluation result based on the detected backscatter patterns. Conversely, this means that in the event that the at least one vehicle-specific parameter contradicts the measurement data recorded by the trackside sensor device, the result of the evaluation of the backscatter pattern is not trusted, and thus no location signal is provided that is based on this evaluation based. If a corresponding location signal has already been generated, it is rejected or at least marked as untrustworthy.

The method according to the invention has the advantage that it enables the correct functioning of the “fiber sensing” system to be checked independently on the basis of the measurement data recorded by the trackside sensor device. In the event of a successful check, there is the possibility of classifying the measured values detected by means of the optical waveguide as a sensor or the result of their evaluation as trustworthy. A corresponding reliability of the acquisition of the measurement data by the trackside sensor device and the process of the verification of the at least one vehicle-specific parameter on the basis of the acquired measurement data provided that this opens up the possibility of also using the location signal based on the evaluation of the at least one backscatter pattern for safety-relevant applications, such as track vacancy detection or train control. On the one hand, this offers the advantage that the location signal based on the evaluation of the at least one backscatter pattern generally has a very good resolution, so that the position of the respective track-bound vehicle can be determined, for example, with an accuracy of the order of 5 to 10 m. In addition, waveguides, for example in the form of optical waveguides, are often already installed or can be laid with comparatively little effort on the routes of track-bound vehicles, as a result of which the effort and costs for the installation and operation of other trackside components can be saved.

In the context of the present invention, the track-bound vehicle can be a track-bound vehicle of any kind. An example of this is a locomotive with one or more coupled passenger or freight cars. As an alternative to this, the track-bound vehicle can also be designed, for example, as a locomotive, which in each case can comprise one or more driven and / or non-driven vehicles or wagons. Furthermore, the track-bound vehicle can also consist, for example, of one or more freight wagons, which are driven by gravity and move along a maneuvering system.

The method according to the invention can preferably be developed in such a way that the measurement data are recorded by the trackside sensor device when the track-bound vehicle enters a route area assigned to the locating device, and the recorded measurement data during the stay of the track-bound vehicle are used in the route area for verification of the respectively determined at least one vehicle-specific parameter and the location device provides the location signal in the event of successful verification of the at least one vehicle-specific parameter. This embodiment of the method according to the invention has the advantage that the measurement data are recorded by the trackside sensor device when the relevant track-bound vehicle enters the route area assigned to the locating device, and this measurement data subsequently during the entire subsequent stay of the track-bound vehicle in the relevant route area are used to verify or check the at least one vehicle-specific parameter determined in the course of evaluating the at least one backscatter pattern. This presupposes that the recorded measurement data relate to one measurement variable or a plurality of measurement variables which do not change or change only in a predictable manner during the stay of the track-bound vehicle in the route area. This makes it possible to use the route-side sensor device to verify the at least one vehicle-specific parameter over a potentially very large route area. Further trackside sensor devices are consequently not required in the track area assigned to the locating device. A corresponding one-time recording of the measurement data can thus save considerable costs and effort.

According to a further particularly preferred embodiment of the method according to the invention, the measurement data recorded by the trackside sensor device comprise at least one of the following measurement variables: location of the track-bound vehicle, speed of the track-bound vehicle, vehicle length of the track-bound vehicle, Number of axles of the track-bound vehicle. This is advantageous since the measurement variables mentioned are those which can usually be determined by evaluating recorded backscatter patterns using "fiber sensing" systems. In particular, the vehicle length of the track-bound vehicle and the number of axles of the track-bound vehicle continue to have the advantage as measured variables that they should not change over time in the operation of the track-bound vehicle, so that the relevant measured variables are also suitable as reference or comparison variables at a later point in time are.

The method according to the invention can preferably also be developed in such a way that the measurement data are recorded by a signal-safe sensor-side sensor device. The use of a trackside sensor device that is safe in terms of signal technology is advantageous, since a corresponding sensor device ensures that it meets the high safety requirements of railway signaling technology. This therefore also applies in relation to the measurement data recorded by such a signal-technically safe route-side sensor device, as a result of which this is particularly suitable as a reference or comparison standard for the at least one vehicle-specific parameter determined based on the backscatter patterns. Depending on the respective requirements and circumstances, the results of the comparison of the evaluation of the "fiber sensing" system can also be classified as signal-safe in the result of the comparison, as a result of which the "fiber sensing" system can also be used for safety-relevant applications.

The trackside sensor device can in principle be a sensor device of any known type. This includes, for example, cameras or light barriers and other systems known per se to determine the speed, the vehicle length and / or the number of axles of the respective track-bound vehicle.

According to a further particularly preferred embodiment of the method according to the invention, the measurement data are recorded by a trackside sensor device in the form of an axle counter. This is advantageous since axle counters are sensor devices that are widespread in the field of railway signaling technology and are highly reliable and regularly implemented with reliable signaling technology. By means of a corresponding axle counter, which is essentially a two-channel wheel sensor, and an axle counter evaluation device which may be spaced apart from the actual sensor, it is possible to determine the number of axles of the track-bound vehicle. In addition, a corresponding axle counter can determine the speed of each axle of the track-bound vehicle and, based on the speed and the duration of the assignment of the axle counter, calculate the length of the track-bound vehicle from the first to reading out the last axle. At the same time, the location of the vehicle at the time of the detection, which in this case corresponds to the location of the axle counter, is also recognized by the detection of the track-bound vehicle. The use of an axle counter as a track-side sensor device is also advantageous in that axle counters are often already installed along the routes of the track-bound vehicle. Such an axle counter, which is present anyway, can advantageously be used in the course of operating the locating device.

The method according to the invention can preferably also be developed in such a way that the at least one ascertained vehicle-specific parameter is monitored with respect to its time profile and the location signal is provided, provided the time profile of the at least one vehicle-specific parameter is assessed as plausible. By monitoring the time profile of the at least one determined vehicle-specific parameter, a further check or plausibility check of the vehicle-specific parameter is advantageously possible. When using the vehicle length or the number of axles as a vehicle-specific parameter, it can be checked that this, as expected, remains constant. Furthermore, when using the speed of the track-bound vehicle as a vehicle-specific parameter, it can be checked that no implausible speed changes occur. The acceleration and braking capacity of track-bound vehicles is known as such and can therefore be taken into account in the plausibility check. With other vehicle-specific parameters too, if the "fiber sensing" system is functioning correctly, it is generally to be expected that these will show no jumps or the like over time. Monitoring the chronological course of the at least one determined vehicle-specific parameter thus offers a further possibility of plausibility checking of the data acquired by means of the waveguide as a sensor. In this case, the location signal is only provided if the time course of the at least one vehicle-specific parameter is assessed as plausible. If this is not the case, a corresponding error message is advantageously output and any location signal that has already been generated is discarded or identified as faulty or doubtful.

The method according to the invention can preferably also be designed such that specific vehicle data for the respective track-bound vehicle are received by the locating device from a control device of a train control system, the received vehicle data from the locating device as part of a check or plausibility check of the at least one vehicle-specific one Characteristic are used and the location signal is provided by the location device in the event of a successful check or plausibility check. Corresponding vehicle data can be, for example, the length or number of axles of the track-bound vehicle or the braking capacity of the same. With regard to the length or number of axles of the track-bound vehicle, a direct comparison with the corresponding vehicle-specific parameter is possible. In contrast to this, the braking capacity can be used to evaluate a vehicle-specific parameter in the form of the speed of the vehicle with regard to its plausibility. In this case too, the locating signal is only output when a comparison or evaluation of a match or consistency of the vehicle data with the at least one vehicle-specific parameter is found. This therefore provides a further possibility of carrying out a consistency check of the data or results supplied by the "fiber-sensing" system.

According to a further particularly preferred embodiment of the method according to the invention, a test signal specific to this acoustic transmitter is generated by means of an acoustic transmitter arranged on the route, and a function check of the locating device is carried out on the basis of the test signal. The acoustic transmitter is thus a component that generates a test signal specific to this acoustic transmitter in the form of an acoustic signal or a vibration. Since the test signal is a signal that is generated at a known location and possibly at a known point in time and has a known shape, it is possible to carry out a function check of the locating device on the basis of the test signal. A corresponding test signal can be generated at regular intervals and / or by the acoustic transmitter Request can be generated by a higher-level monitoring component. Because the test signal is specific to the respective acoustic transmitter, crosstalk of the test signal and thus an erroneous status message is advantageously avoided. This means that the test signal, which may have a specific or configured bit pattern, for example, can be used to clearly verify that this test signal was actually generated by the acoustic transmitter arranged on the route. This is therefore particularly important for cases in which a plurality of optical fibers and / or a plurality of acoustic transmitters are arranged in the region of the route.

In principle, the location signal provided in the case of a positive verification can be used for any purpose. This includes in particular applications in the area of track vacancy detection and train control or train protection.

According to a further particularly preferred embodiment of the method according to the invention, the location signal provided is used for a free or occupied message from virtual free reporting sections configured in the location device. This embodiment of the method according to the invention has the advantage that corresponding virtual vacancy reporting sections can be defined or configured in terms of their length or granularity in accordance with the respective requirements. By using the provided location signal for a free or busy report of corresponding virtual free reporting sections, which thus do not correspond to any physical free reporting sections limited by corresponding devices on the route, the location device can advantageously generate and output information that is similar to that known track vacancy detection systems, for example using axle counters or track circuits. The corresponding occupancy information can, for example, be transmitted to an interlocking and subsequently taken into account by the latter when securing the route. If the virtual vacancy reporting sections are chosen to be sufficiently small, it is possible to approach driving in a moving space, ie to a "moving block" operation. Alternatively, the location signal provided can of course also be used for a real "moving block" operation and thus, for example, in connection with the corresponding train control systems in local transport or with ETCS (European Train Control System) Level 3.

The present invention also relates to a locating device.

With regard to the location device, the object of the present invention is to provide a location device which is comparatively simple to implement and at the same time particularly powerful and meets high safety requirements and which comprises at least one waveguide laid along the route for locating a track-bound vehicle on a route.

This object is achieved according to the invention by a locating device with at least one waveguide laid along a route of a track-bound vehicle, a trackside sensor device for detecting measurement data relating to the respective track-bound vehicle, a pulse generating device for generating and feeding electromagnetic pulses into the waveguide, and a detection device for detecting of backscatter patterns generated by backscattering the electromagnetic pulses and an evaluation device for evaluating the detected backscatter patterns, the Locating device is designed to verify at least one vehicle-specific parameter determined in the course of the evaluation on the basis of the acquired measurement data and, in the event of successful verification of the at least one vehicle-specific parameter, to provide a location signal based on the evaluation of the at least one backscatter pattern and indicating the respective location of the track-bound vehicle.

The advantages of the locating device according to the invention essentially correspond to those of the method according to the invention, so that in this regard reference is made to the corresponding statements above. The same applies correspondingly with regard to the preferred further developments of the locating device according to the invention mentioned below in relation to the corresponding preferred further developments of the method according to the invention, so that reference is also made in this regard to the respective above explanations.

According to a particularly preferred development, the locating device according to the invention is designed to store measurement data acquired by the trackside sensor device when the track-bound vehicle enters a route area assigned to the locating device, and the stored measurement data during the stay of the track-bound vehicle in the route area for verification of the at least one determined in each case to use vehicle-specific parameter and to provide the location signal in each case in the event of successful verification of the at least one vehicle-specific parameter.

Preferably, the locating device according to the invention can also be designed such that the trackside sensor device is designed to detect measurement data comprising at least one of the following measured variables: Location of the track-bound vehicle, speed of the track-bound vehicle, vehicle length of the track-bound vehicle, number of axles of the track-bound vehicle.

According to a further particularly preferred embodiment of the locating device according to the invention, the line-side sensor device is a signal-technically safe line-side sensor device.

According to another particularly preferred embodiment of the locating device according to the invention, this is an axle counter.

Preferably, the locating device according to the invention can also be developed in such a way that the locating device is designed to monitor the at least one determined vehicle-specific parameter with respect to its time profile and to provide the location signal, provided that the time profile of the at least one vehicle-specific parameter is assessed as plausible.

The locating device according to the invention can preferably also be developed in such a way that the locating device has a receiving device for receiving vehicle data specific to the respective track-bound vehicle from a control device of a train control system and is designed to provide the received vehicle data as part of a check or plausibility check of the at least one vehicle-specific parameter use and provide the location signal in the event of a successful review or plausibility check.

According to a further particularly preferred embodiment of the locating device according to the invention, the locating device comprises at least one acoustic transmitter arranged on the route, which is designed to generate a test signal specific to this acoustic transmitter is, the locating device is designed to carry out a functional check of the locating device on the basis of the test signal.

Figur

zur Erläuterung eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens in einer schematischen Skizze eine Anordnung mit einem Ausführungsbeispiel der erfindungsgemäßen Ortungseinrichtung.

According to a particularly preferred embodiment, the locating device according to the invention is designed to use the provided locating signal for a free or occupied message from virtual free reporting sections configured in the locating device.
The invention is explained in more detail below on the basis of exemplary embodiments. The

Figure

to explain an embodiment of the method according to the invention in a schematic sketch an arrangement with an embodiment of the locating device according to the invention.

The figure shows a locating device 10, which comprises a pulse generating device 20, a detection device 30, a coupling device 40, a waveguide 50, an evaluation device 60, a safe location computer 70, trackside sensor devices 80, 81 and 82 and an axle counting computer 90.

The pulse generating device 20 preferably has a laser (not shown further) which makes it possible to generate short electromagnetic, in particular optical, pulses at regular intervals, for example at a fixed predetermined pulse rate, and to feed them into the waveguide 50 via the coupling device 40. The pulse generating device 20 is preferably controlled by the evaluation device 60, so that the timing of the pulse generation is at least approximately known to the evaluation device 60.

The detection device 30 has, for example, a photodetector which enables the detection of electromagnetic radiation. The detection device 30 transmits its measurement signals to the evaluation device 60, which evaluates it. The pulse generating device 20, the detection device 30, the coupling device 40, the waveguide 50 and the evaluation device 60 thus form a sensor system, which is usually referred to as a "fiber sensing" or "distributed acoustic sensing" system and is known as such and on Market is available.

It can be seen in the figure that the waveguide 50 is arranged along a route 200. A track-bound vehicle 210 in the form of a rail vehicle travels on route 200. It is assumed here that the track-bound vehicle 210 moves from right to left in the exemplary embodiment shown.

The trackside sensor devices 80, 81 and 82 are designed as axle counters within the scope of the exemplary embodiment described, it being assumed that these are designed to be safe in terms of signaling, i.e. meet the high safety requirements of railway signaling technology. According to the illustration of the figure, the trackside sensor devices 80, 81, 82 are connected to the axle counting computer 90 in terms of communication technology, which in turn, like the evaluation device 60, is connected to the safe location computer 70 in terms of communication technology. The location computer 70 is "safe" to the extent that it is implemented in a signal-safe manner and thus fulfills the high safety requirements of railway safety technology.

It should be noted that, in accordance with the exemplary embodiments described below, the trackside sensor device 80 is in itself sufficient is, so that the trackside sensor devices 81 and 82 could in principle be omitted.

At this point it should also be pointed out that the communication connections indicated in the figure by means of corresponding lines can be designed for unidirectional or also bidirectional communication. If a corresponding direction is indicated by corresponding arrows, this is only used to illustrate the communication or signal flow relevant in connection with the description of the exemplary embodiments of the present invention, and thus in particular does not exclude bidirectional communication between the relevant components.

The secure location computer 70 is in turn connected to a signal box 100 for communication purposes. The task of the safe location computer 70 is, in particular, to transmit a signaling-safe location signal to the signal box 100. On the part of the signal box 100, this location signal or the location information contained therein is taken into account when securing a route of the track-bound vehicle 210 and other track-bound vehicles traveling on the route 200.

The secure location computer 70 and the signal box 100 are also connected via a communication interface 110 to secure location computers assigned to adjacent route areas.

The locating device 10 shown in the figure can now be operated, for example, such that the track-side sensor device 81, for example, when the track-bound vehicle 210 enters a locating device 10, in the exemplary embodiment of the figure from the track side Sensor device 81 up to the location of the coupling device 40 stretching area-related measurement data relating to the track-bound vehicle 210 are recorded or have been recorded in the situation of the figure. A corresponding route area could, for example, correspond to the distance between two stations and thus, depending on the particular circumstances, have a length in the range between 10 km and 40 km, for example.

It is assumed that the trackside sensor device 81 or the axle counting computer 90, which can also be viewed together as a corresponding sensor device, has acquired measurement data which include, as measurement variables, a speed, a vehicle length and a number of axles of the track-bound vehicle 210. In addition, there is a further measurement variable in that the track-bound vehicle 210 has reached the location of the trackside sensor device 81 at the point in time at which the trackside sensor device 81 detects its first axis. It should be pointed out that, as an alternative to this, the trackside sensor device 81 could also detect only one or more of the measurement variables mentioned.

By means of the pulse generating device 20, at least one electromagnetic pulse is then fed into the waveguide 50 via the coupling device 40, which is assumed in the exemplary embodiment described to be an optical waveguide. The detection device 30 then detects at least one backscatter pattern generated by backscattering the at least one electromagnetic pulse and evaluates it on the part of the evaluation device 60. By means of a corresponding modulation, which is triggered by the vibration caused by the track-bound vehicle 210, the evaluation device 60 is hereby able to determine the presence of the track-bound vehicle To detect vehicle 210 on the route 200. Taking into account the transit time of the electromagnetic pulse fed into the waveguide 50 and the backscatter pattern generated by backscattering, the evaluation device 60 is also enabled to determine the position of the track-bound vehicle 210. Systems currently available on the market typically achieve resolutions in the range of approximately 5-10 m, so that the position of the track-bound vehicle 210 can be determined with comparatively high accuracy. However, corresponding "fiber sensing" systems usually do not meet the high requirements of railway signaling technology in terms of their signaling safety. This means that the location of the rail vehicle 210 determined by means of the optical waveguide 50 cannot be used for safety-critical applications, for example in connection with a track vacancy detection for securing the route or in connection with a train control system, without further measures.

In order to make the corresponding information usable for security-relevant applications or to increase the security and reliability of the system for other applications as well, the at least one vehicle-specific parameter determined in the evaluation by the evaluation device 60 is determined by the safe location computer 70 on the basis of Track-side sensor device 81 detected and verified by the or from the axle counting computer 90 transmitted to the safe location computer 70 measurement data. At least the moment when the track-bound vehicle 210 enters the relevant route area, ie has just reached the track-side sensor device 81, the location of the track-bound vehicle 210 or the speed of the track-bound vehicle 210 can be used, for example, as the vehicle-specific parameter.

Using the “fiber sensing” system, it is also possible to determine the length and number of axles of the track-bound vehicle 210 as a vehicle-specific parameter. Since these variables can also be determined on the basis of the measurement data recorded by the trackside sensor device 81, these parameters can also be used to verify the at least one vehicle-specific parameter using the measurement data. In addition, the vehicle length and the number of axles offer the advantage that these parameters should not change during the travel of the track-bound vehicle 210 in the route area. Consequently, the corresponding measurement data are still available as a comparison reference for verifying the vehicle-specific parameter (s) when the track-bound vehicle 210 has already left the trackside sensor device 81 behind. This advantageously makes it possible for at least one vehicle-specific parameter to be ascertained by the “fiber sensing” system and transmitted by it together with a determined location of the track-bound vehicle 210 to the safe location computer 70 over a longer period of time, even without passing further trackside sensor devices to verify. A corresponding verification can be carried out, for example, by a corresponding comparison of the recorded measurement data with the at least one vehicle-specific parameter determined in the course of the evaluation, the verification being successful depending on the respective vehicle-specific parameter, provided the corresponding parameters are in the sense of an identity or in the Within a tolerance range.

By means of a corresponding verification of the data or information supplied by the “fiber sensing” system, it is now advantageously possible for the secure location computer 70 to subsequently consider the relevant information or the “fiber sensing” system as to recognize such as trustworthy and thus as a supplier of reliable, depending on the respective requirements and circumstances signaling secure location information. This therefore offers the advantage that the location device 10 or the safe location computer 70 of the same provides a location signal based on the evaluation of the at least one backscatter pattern, determined by the evaluation device 60 and transmitted to the safe location computer 70, indicating the respective location of the track-bound vehicle 210 or output and this can therefore also be used for applications with requirements relating to the security or reliability of the information. If, on the other hand, the verification is not successful, the location device 10 does not provide a location signal or discards an already generated location signal or marks it as untrustworthy.

It should be pointed out that the trackside sensor devices 81, 82, 82 are advantageously not an independent track vacancy detection system, at least in relation to the track section under consideration. The trackside sensor device 81 thus only serves to initially or once when entering the relevant track area to record the corresponding measurement data. These can then be used in the sequence without the need for further trackside sensor devices.

In addition to the verification described above, there is also the possibility that the evaluation device 60 monitors the at least one determined vehicle-specific parameter with respect to its time profile and provides the location signal, provided that the time profile of the at least one vehicle-specific parameter is assessed as plausible .

Conversely, this means that the location signal is not provided or rejected if there are unexpected changes in the course of the at least one vehicle-specific parameter. This can involve changes in the number of axles or the length of the train, as well as implausible changes in speed or unexpected jumps over time.

In addition, there is also the possibility that specific vehicle data is received by the control device of a train control system for the track-bound vehicle 210 by the locating device 10 and this received vehicle data from the locating device 10 or the safe location computer 70 of the same for further plausibility checking or checking of the at least one vehicle-specific one Characteristic can be used. The specific vehicle data received can be, for example, the vehicle length of the track-bound vehicle 210 or the braking capacity thereof. While the braking capacity can be used, for example, as part of a plausibility check of speed changes, the number of axles or vehicle length can be used directly for a corresponding comparison with a corresponding vehicle-specific parameter. On the basis of the vehicle data received from the control device of the train control system, a further check of the function of the "fiber sensing" system is thus possibly possible, with the locating device 10 also issuing the locating signal only in this case if there is a match or a match in the comparison Consistency of the vehicle data with the at least one vehicle-specific parameter is determined.

A further functional check of the locating device 10 is advantageously possible by means of an acoustic transmitter arranged on the route 200, which is shown in the figure Not shown for reasons of clarity. If the acoustic transmitter generates a test signal specific to this, this test signal can be used on the one hand to check the function of the detection device 30, the coupling device 40, the waveguide 50 and the evaluation device 60. Appropriate coding of the test signal for the respective acoustic transmitter precludes crosstalk of signals and ensures that the received test signal actually comes from the assigned acoustic transmitter.

The location signal provided by the secure location computer 70 to the location device 10 can advantageously be used for a free or busy message from the free reporting sections configured in the location device 10. These virtual free reporting sections are limited by free reporting points, which are indicated in the figure by the reference numerals 220, 221, 222 and 223. This means that, after the comparisons and consistency checks mentioned above have been carried out, the location computer 70, which is secure in terms of signal technology, transmits free or occupancy reports relating to these virtual vacancy reporting sections to the signal box 100. The position of the virtual vacancy reporting points 220, 221, 222, 223 or the length of the vacancy reporting sections formed by them can advantageously be selected according to the respective requirements and needs.

According to the above statements in connection with the described exemplary embodiments of the method according to the invention and the locating device according to the invention, these have the particular advantage that they make it possible to use location or position information supplied by a “fiber sensing” system for such applications as well which the security provided by the system in question as such In relation to the reliability of the information is not sufficient. Advantageously, it is only necessary to record sensor data that is independent of the “fiber sensing” system, which can then be used permanently for verification of the “fiber sensing” system. If the verification according to the exemplary embodiments described above is carried out by a location computer 70 which is secure in terms of signaling technology and the trackside sensor device 81 used is also designed to be signaling-safe, this leads to the reliability of the "fiber sensing" system being able to be checked in a reliable manner and this system or the location signal output by it, if appropriate, can itself be granted signaling security due to its integration in the location device 10. As a result, the "fiber sensing" system can advantageously also be used for applications with high demands on the security of the information provided, which opens up new application possibilities in the field of railway signaling technology.

Claims (18)

1. Method for operating a locating device (10) that, for the purpose of locating a track-bound vehicle (210) on a line section (200), includes at least one waveguide (50) that is laid along the line section (200), wherein

   - measurement data relating to the respective track-bound vehicle (210) is detected by a trackside sensor device (81),

   - at least one electromagnetic pulse is supplied to the waveguide (50),

   - at least one backscatter pattern, produced by backscattering of the at least one electromagnetic pulse, is detected and undergoes an evaluation,

   - at least one vehicle-specific parameter that was determined in the course of the evaluation is verified using the detected measurement data, and

   - in the event of a successful verification of the at least one vehicle-specific parameter by the locating device (10), a location signal that specifies the respective location of the track-bound vehicle (210) on the basis of the evaluation of the at least one backscatter pattern is provided.
2. Method according to claim 1,
   characterised in that

   - the measurement data is detected by the trackside sensor device (81) when the track-bound vehicle (210) enters a section area that is assigned to the locating device (10),

   - while the track-bound vehicle (210) remains in the section area the detected measurement data is used to verify the respectively determined at least one vehicle-specific parameter, and

   - every time there is a successful verification of the at least one vehicle-specific parameter, the location signal is provided by the locating device (10).
3. Method according to claim 1 or 2,
   characterised in that
   the measurement data detected by the trackside sensor device (81) includes at least one of the following measurement parameters:

   - location of the track-bound vehicle (210),

   - speed of the track-bound vehicle (210),

   - vehicle length of the track-bound vehicle (210),

   - number of axles of the track-bound vehicle (210).
4. Method according to one of the preceding claims,
   characterised in that
   the measurement data is detected by a trackside sensor device (81) with reliable signalling.
5. Method according to one of the preceding claims,
   characterised in that
   the measurement data is detected by a trackside sensor device (81) in the form of an axle counter.
6. Method according to one of the preceding claims,
   characterised in that

   - the at least one vehicle-specific parameter that is determined is monitored regarding its temporal course, and

   - the location signal is provided if the temporal course of the at least one vehicle-specific parameter is evaluated as plausible.
7. Method according to one of the preceding claims,
   characterised in that

   - the locating device (10) receives vehicle data specific to the respective track-bound vehicle (210), from a control device of a train control system,

   - the received vehicle data is used by the locating device (10) in the course of a check test or plausibility check of the at least one vehicle-specific parameter, and

   - the location signal is provided by the locating device (10) in the event of a successful check test or plausibility check.
8. Method according to one of the preceding claims,
   characterised in that

   - an acoustic transmitter arranged on the line section (200) is used to generate a test signal specific to this acoustic transmitter, and

   - on the basis of the test signal a function check of the locating device (10) is performed.
9. Method according to one of the preceding claims,
   characterised in that
   the provided location signal is used for a clear or occupied message of virtual clear message sections that are projected in the locating device (10).
10. Locating device (10), having

    - at least one waveguide (50) that is laid along a line section (200) of a track-bound vehicle (210),

    - a trackside sensor device (81) for detecting measurement data relating to the respective track-bound vehicle (210),

    - a pulse generating device (20) for generating and supplying electromagnetic pulses to the waveguide (50),

    - a detection device (30) for detecting backscatter patterns produced by backscattering of the electromagnetic pulses, and

    - an evaluation device (60) for evaluating the detected backscatter patterns,

    - wherein the locating device (10) is configured

    - to verify at least one vehicle-specific parameter that was determined in the course of the evaluation, using the detected measurement data, and

    - in the event of a successful verification of the at least one vehicle-specific parameter, to provide a location signal that specifies the respective location of the track-bound vehicle (210) on the basis of the evaluation of the at least one backscatter pattern.
11. Locating device according to claim 10,
    characterised in that
    the locating device (10) is configured

    - to store measurement data that is detected by the trackside sensor device (81) when the track-bound vehicle (210) enters a section area assigned to the locating device (10),

    - to use the stored measurement data while the track-bound vehicle (210) remains in the section area for verifying the respectively determined at least one vehicle-specific parameter, and

    - every time there is a successful verification of the at least one vehicle-specific parameter, to provide the location signal.
12. Locating device according to claim 10 or 11,
    characterised in that
    the trackside sensor device (81) is configured to detect measurement data including at least one of the following measurement parameters:

    - location of the track-bound vehicle (210),

    - speed of the track-bound vehicle (210),

    - vehicle length of the track-bound vehicle (210),

    - number of axles of the track-bound vehicle (210).
13. Locating device according to one of claims 10 to 12,
    characterised in that
    the trackside sensor device (81) is a trackside sensor device with reliable signalling.
14. Locating device according to one of claims 10 to 13,
    characterised in that
    the trackside sensor device (81) is an axle counter.
15. Locating device according to one of claims 10 to 14,
    characterised in that
    the locating device (10) is configured

    - to monitor the at least one determined vehicle-specific parameter regarding its temporal course, and

    - to provide the location signal if the temporal course of the at least one vehicle-specific parameter is evaluated as plausible.
16. Locating device according to one of claims 10 to 15,
    characterised in that

    - the locating device (10) has a receiving device for receiving vehicle data specific to the respective track-bound vehicle (210), from a control device of a train control system, and is configured

    - to use the received vehicle data in the course of a check test or plausibility check of the at least one vehicle-specific parameter, and

    - to provide the location signal in the event of a successful check test or plausibility check.
17. Locating device according to one of claims 10 to 16,
    characterised in that

    - the locating device (10) comprises at least one acoustic transmitter arranged on the line section (200) and configured to generate a test signal specific to this acoustic transmitter, and

    - the locating device (10) is configured to perform a function check of the locating device (10) on the basis of the test signal.
18. Locating device according to one of claims 10 to 17,
    characterised in that
    the locating device (10) is configured to use the provided location signal for a clear or occupied message of virtual clear message sections that are projected in the locating device (10).

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