EP3787950B1 - Procédé et dispositif de détection de véhicules suivant un véhicule - Google Patents

Procédé et dispositif de détection de véhicules suivant un véhicule Download PDF

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Publication number
EP3787950B1
EP3787950B1 EP19729685.8A EP19729685A EP3787950B1 EP 3787950 B1 EP3787950 B1 EP 3787950B1 EP 19729685 A EP19729685 A EP 19729685A EP 3787950 B1 EP3787950 B1 EP 3787950B1
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EP
European Patent Office
Prior art keywords
vehicle
travelling
location
track
track section
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Active
Application number
EP19729685.8A
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German (de)
English (en)
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EP3787950A1 (fr
Inventor
Nobert GEDUHN
Carlos Del Pozo
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3787950A1 publication Critical patent/EP3787950A1/fr
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Publication of EP3787950B1 publication Critical patent/EP3787950B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction

Definitions

  • route networks in particular railroad route networks, based on vehicles that determine their position themselves regularly or irregularly and transmit it to a central facility is known, for example, in connection with systems according to ETCS Level 3.
  • the central facility can carry out the control and management of the traffic in the route network.
  • the central device does not know all the vehicles traveling in the route network, for example if a vehicle does not transmit its position due to a defect.
  • the document DE 10 2015 210427 A1 relates to a method and a device for determining a driving license for a track-bound vehicle. Based on the determined position of the vehicle, it is checked whether the rail-bound vehicle is completely in an axle counting section of an axle counting system. The number of axles of the rail-bound vehicle is compared with the number of axles located in the relevant axle counting section according to the axle counting system. If they match, a driving license for the track-bound vehicle is determined, with the determination of the driving license being based on the part of the relevant axle counting section located in front of the track-bound vehicle in the direction of travel being assumed to be free of other track-bound vehicles.
  • the object of the invention is to provide a method for detecting a vehicle driving ahead in a predetermined Specify a route section of a route immediately behind the vehicle.
  • a route section monitoring device which monitors a predetermined route section for occupancy or vacancy, generates a vacant notification signal as soon as the route section becomes vacant again after a previous occupancy state, using a route-side time indication of the route section monitoring device that indicates the time of vacancy , location information of the vehicle in front, which has been determined after the vehicle in front has left the section of road at a location determination time, a vehicle-side time specification indicating the location determination time and a speed specification specifying the speed of the vehicle in front, the location of the vehicle end of the vehicle in front at the time the clearance of the route section is calculated, the distance between the section end of the route section Itts and the calculated location of the end of the vehicle is determined and the distance is used to check whether a vehicle is driving directly behind the vehicle in front.
  • a major advantage of the method according to the invention is that a vehicle driving behind, which itself does not emit any location information and is therefore not "visible” for a higher-level central device, can still be recognized by location information from the vehicle driving ahead of this "invisible” vehicle and signals from a route section monitoring device evaluated in the manner specified.
  • a detection signal is generated which indicates a vehicle driving directly behind when the distance between the section end of the route section and the calculated location of the vehicle end is greater than a predetermined triggering length.
  • an output signal is generated which indicates that there is no vehicle driving directly behind if the distance between the section end of the route section and the calculated location of the vehicle end is less than the predetermined triggering length.
  • the route is preferably traveled exclusively by vehicles that are at least as long as the specified triggering length.
  • the vehicles are preferably rail vehicles.
  • the location information of the vehicle driving ahead is preferably determined on the vehicle side on the basis of a beacon signal from a trackside beacon.
  • the positioning can also take place in a different way, for example satellite-based.
  • the route section monitoring device is preferably a track vacancy detection device.
  • the route section monitoring device transmits the trackside time information indicating the time of the release to a trackside central facility
  • the vehicle transmits the location information, the vehicle-side time information and the speed information to the trackside central facility and the central facility checks whether the vehicle traveling in front a vehicle is driving directly behind.
  • the vehicle driving ahead preferably transmits location information directly indicating the location of the end of the vehicle to the central device.
  • the location information of the vehicle driving ahead relates to the beginning of the vehicle and the location of the end of the vehicle is determined using the location information relating to the beginning of the vehicle and a length specification indicating the length of the vehicle driving ahead.
  • the central device is preferably an interlocking, a train protection system or a control center.
  • checking whether a vehicle is driving directly behind the vehicle in front can also be carried out by a testing device in the vehicle driving in front.
  • the invention also relates to a test device for detecting a vehicle driving directly behind a vehicle driving ahead in a predetermined section of road.
  • the test device is designed in such a way that, using a route-side time indication indicating the time at which the route section became free, location information of the vehicle driving ahead, which was determined after the vehicle driving ahead had left the route section at a location determination time, a time information on the vehicle indicating the time of location determination and a speed information indicating the speed of the vehicle driving ahead, calculates the location of the vehicle end of the vehicle driving ahead at the time when the route section becomes free, determines the distance between the section end of the route section and the calculated location of the vehicle end and based on the distance checks whether a vehicle is driving directly behind the vehicle in front.
  • the testing device has a computer and a memory in which an operating program is stored which, when executed by the computer, prompts the computer to do this, using a route-side time specification indicating the time at which the route section becomes free, location information from the vehicle ahead , which has been determined after the vehicle in front has left the route section at a location determination time, a vehicle-side time specification indicating the location determination time and a speed specification specifying the speed of the vehicle in front, to calculate the location of the vehicle end of the vehicle in front at the time the route section becomes free , to determine the distance between the section end of the route section and the calculated location of the vehicle end and to use the distance to check whether the vehicle in front is a vehicle directly cash behind.
  • the testing device is therefore preferably designed in such a way that it can carry out a method as described above.
  • the testing device preferably forms a component of a central device, in particular a signal box, a train protection system or a control center.
  • the figure 1 shows a route 10 on which a rail vehicle 20 travels.
  • the rail vehicle 20 is located in a section 30 which is monitored by a track vacancy detection device 40 based, for example, on axle counters.
  • a central device 50 is connected to the track vacancy detection device 40 .
  • the track vacancy detection device 40 transmits an occupancy notification signal B to the central device 50, with which the occupancy status of the route section 30 is displayed.
  • the central device 50 is preferably equipped with a testing device 100, such as that described below in connection with the example figure 5 is explained.
  • the figure 2 shows the route 10 at a point in time when the rail vehicle 20 passes the end of the route section 30 and leaves the route section 30 .
  • the track vacancy detection device 40 now transmits a vacancy detection signal F to the central facility 50, with which the vacancy of the route section 30 is indicated, as well as a time specification t1 indicating the time at which it became vacant.
  • the figure 3 shows the route 10 at a later point in time, at which the rail vehicle 20 transmits a data signal D to the central device 50 .
  • the data signal contains location information S(t2) (e.g. in the form of a Route information) of the rail vehicle 20, which has determined this after leaving the section 30 at a location determination time.
  • the data signal D contains a time information t2 on the vehicle that indicates the location determination time and a speed information V that indicates the speed of the rail vehicle 20.
  • the location information S(t2) can be formed, for example, on the basis of information that is received when passing a balise 60; alternatively, the formation of the location information can also be based on another locating method, for example satellite locating such as GPS.
  • the route information S′(t1) will at least approximately correspond to the location of the section end 31 of the route section 30 . So it applies S ′ t 1 ⁇ S 31 where S31 designates the location of the section end 31 of the route section 30, for example in the form of an indication of the route.
  • the central device 50 now checks whether the following condition is met:
  • ⁇ i.e With A S ′ t 1 ⁇ S 31 where d specifies a minimum length that rail vehicles traveling on route 10 always have, and A denotes the distance between section end 31 and the actual location of the vehicle end of rail vehicle 20 at time t1.
  • central device 50 will generate an output signal E1, which indicates that rail vehicle 20 is not immediately followed by another rail vehicle.
  • the figure 4 shows for comparison the situation for the case that the rail vehicle 20, hereinafter referred to as the preceding rail vehicle, is followed by a rail vehicle 21 traveling directly behind it.
  • the release signal F(t1′) is generated at a later point in time, namely only when the rail vehicle 21 driving behind leaves the track section 30.
  • the difference between the times t2 and t1' is much smaller than the difference between the times t2 and t1, so that the following now applies:
  • A S ′ t 1 ′ ⁇ S 31 > i.e
  • the central device 50 If the central device 50 establishes that the latter condition is met, it generates a detection signal E2 which indicates the rail vehicle 21 driving directly behind.
  • the generation of the output signal E1 and the detection signal E2 is carried out by the central device 50.
  • an on-board testing device can also be used of the rail vehicle 20 generate the output signal E1 and the detection signal E2 when the on-board test device is informed of the time t1 or t1′, ie the point in time when the track section 30 becomes free.
  • the figure 5 shows an exemplary embodiment of a test device 100 for detecting a rail vehicle 21 driving directly behind a preceding rail vehicle 20 in the route section 30.
  • the testing device 100 includes a computer 110 and a memory 120 in which an operating program BP is stored.
  • the operating program BP prompts the computer to do this, using the trackside time information t1 or t1′ indicating the time when the route section 30 becomes free, the location information S(t2) of the preceding rail vehicle 20, the vehicle-side information indicating the location determination time Time t2 and the speed of the preceding rail vehicle 20 indicating speed V to calculate the location of the vehicle end of the preceding rail vehicle 20 at the time when the route section 30 becomes free.
  • the computer 110 determines the distance A between the section end 31 of the route section 30 and the calculated location of the vehicle end and uses the distance A to check whether the preceding rail vehicle 20 is followed by a rail vehicle 21 directly behind.
  • a status signal is preferably generated which indicates that no reliable statement can be made regarding vehicles driving behind.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (15)

  1. Procédé de détection d'un véhicule (21) circulant directement derrière un véhicule (20) précédent dans un tronçon (30) de voie donné à l'avance d'une voie (10) de circulation, dans lequel, par un dispositif de contrôle de tronçon de voie, qui contrôle que le tronçon (30) de voie donné à l'avance est occupé ou est inoccupé, on produit un signal (F(t1)) d'annonce libre, dès que le tronçon (30) de voie redevient sans véhicule après un état occupé précédent, caractérisé en ce que :
    - en tirant parti
    - d'une indication (t1) de temps, du côté de la voie et indiquant l'instant où le tronçon devient libre, du dispositif de contrôle de tronçon de voie,
    - d'une information (S(t2)) de l'emplacement du véhicule (20) précédent, qui a été déterminée à un instant de détermination de l'emplacement, après que le véhicule (20) précédent a quitté le tronçon (30) de voie,
    - d'une indication (t2) de temps, du côté du véhicule et indiquant l'instant de détermination de l'emplacement, et
    - d'une indication (V) de vitesse indiquant la vitesse du véhicule (20) précédent,
    on calcule l'emplacement (S'(t1), S'(t1')) de la fin du véhicule (20) précédent à l'instant où le tronçon (30) de voie devient libre,
    - on détermine la distance (A) entre la fin (31) du tronçon (30) de voie et l'emplacement (S`(t1), S'(t1')) calculé de la fin du véhicule et
    - à l'aide de la distance (A) on contrôle si un véhicule (21) circule directement derrière le véhicule (20) précédent.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    l'on produit un signal (E2) de détection, qui indique un véhicule (21) circulant directement derrière, si la distance (A) entre la fin (31) du tronçon (30) de voie et l'emplacement (S' (t1), S'(t1')) calculé de la fin du véhicule est plus grande qu'une longueur (d) de déclenchement donnée à l'avance.
  3. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    l'on produit un signal (E1) initial, qui indique qu'il n'y a pas de véhicule (21) circulant directement derrière, si la distance (A) entre la fin (31) du tronçon (30) de voie et l'emplacement (S'(t1), S'(t1')) calculé de la fin du véhicule est plus petite que la longueur (d) de déclenchement donnée à l'avance.
  4. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    - les véhicules (20, 21) sont des véhicules ferroviaires et
    - la voie (10) de circulation est empruntée exclusivement par des véhicules (20, 21), qui sont au moins aussi longs que la longueur (d) de déclenchement.
  5. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    l'on détermine l'information (S(t2)) de déclenchement du véhicule (20) précédent du côté du véhicule, sur la base d'un signal de balise d'une balise (60) du côté de la voie.
  6. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    le dispositif de contrôle de tronçon de voie est un dispositif (40) de contrôle de libération de la voie.
  7. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    - le dispositif de contrôle de tronçon de voie transmet, à un dispositif (50) central du côté de la voie, l'indication (t1) de temps du côté de la voie et indiquant l'instant où le tronçon de voie devient libre,
    - le véhicule (20) transmet, au dispositif (50) central du côté de la voie, l'information (S(t2)) d'emplacement, l'indication (t1) de temps du côté du véhicule et l'indication (V) de vitesse et
    - le dispositif (50) central contrôle si un véhicule (21) circule immédiatement derrière le véhicule (20) précédent.
  8. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    le véhicule (20) précédent transmet au dispositif (50) central, comme information (S(t2)) d'emplacement, une information (S(t2)) d'emplacement indiquant directement l'emplacement (S'(t1), S'(t1')) de la fin du véhicule.
  9. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    - l'information (S(t2)) d'emplacement du véhicule (20) précédent se rapporte au début du véhicule et
    - on détermine l'emplacement (S' (t1), S'(t1')) de la fin du véhicule, à l'aide de l'information (S(t2)) d'emplacement se rapportant au début du véhicule et d'une indication de longueur indiquant la longueur du véhicule (20) précédent.
  10. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    le dispositif (50) central est un poste d'aiguillage, un système de protection des trains ou une centrale de contrôle.
  11. Procédé suivant l'une des revendications précédentes, caractérisé en ce que
    l'on effectue le contrôle du point de savoir si un véhicule (21) circule immédiatement derrière le véhicule (20) précédent, au moins également par un dispositif (100) de contrôle du véhicule (20) précédent.
  12. Dispositif (100) de contrôle pour détecter un véhicule (21) circulant directement derrière un véhicule (20) précédent dans un tronçon (30) de voie donné à l'avance,
    caractérisé en ce que
    - le dispositif (100) de contrôle est constitué de manière à ce que, en tirant partie
    - d'une indication (t1) de temps, du côté de la voie et indiquant l'instant où le tronçon (30) devient libre, du dispositif de contrôle de tronçon de voie,
    - d'une information (S(t2)) de l'emplacement du véhicule (20) précédent, qui a été déterminée à un instant de détermination de l'emplacement, après que le véhicule (20) précédent a quitté le tronçon (30) de voie,
    - d'une indication (t2) de temps, du côté du véhicule et indiquant l'instant de détermination de l'emplacement, et
    - d'une indication (V) de vitesse indiquant la vitesse du véhicule (20) précédent,
    il calcule l'emplacement (S' (t1), S'(t1')) de la fin du véhicule (20) précédent à l'instant où le tronçon (30) de voie devient libre,
    - il détermine la distance (A) entre la fin (31) du tronçon (30) de voie et l'emplacement (S'(t1), S'(t1')) calculé de la fin du véhicule et
    - à l'aide de la distance (A), il contrôle si un véhicule (21) circule directement derrière le véhicule (20) précédent.
  13. Dispositif (100) de contrôle suivant la revendication 12, caractérisé en ce que
    - le dispositif (100) de contrôle a un ordinateur (110) et une mémoire (120), dans laquelle est mis en mémoire un programme (BP) de fonctionnement qui, lorsqu'il est réalisé par l'ordinateur (110) fait que celui-ci, en tirant parti
    - d'une indication (t1) de temps, du côté de la voie et indiquant l'instant où le tronçon (30) devient libre, du dispositif de contrôle de tronçon de voie,
    - d'une information (S(t2)) de l'emplacement du véhicule (20) précédent, qui a été déterminée à un instant de détermination de l'emplacement, après que le véhicule (20) précédent a quitté le tronçon (30) de voie,
    - d'une indication (t2) de temps, du côté du véhicule et indiquant l'instant de détermination de l'emplacement, et
    - d'une indication (V) de vitesse indiquant la vitesse du véhicule (20) précédent,
    il calcule l'emplacement (S' (t1), S'(t1')) de la fin du véhicule (20) précédent à l'instant où le tronçon (30) de voie devient libre,
    - il détermine la distance (A) entre la fin (31) du tronçon (30) de voie et l'emplacement (S'(t1), S'(t1')) calculé de la fin du véhicule et
    - à l'aide de la distance (A), il contrôle si un véhicule (21) circule directement derrière le véhicule (20) précédent.
  14. Dispositif (100) de contrôle suivant l'une des revendications 12 à 13 précédentes,
    caractérisé en ce que
    le dispositif (100) de contrôle est constitué pour effectuer un procédé suivant l'une des revendications 1 à 11 précédentes.
  15. Dispositif (100) de contrôle suivant l'une des revendications 12 à 14 précédentes,
    caractérisé en ce que
    le dispositif (100) de contrôle forme un composant d'un dispositif (50) central, notamment d'un poste d'aiguillage, d'un système de protection des trains ou d'une centrale de contrôle.
EP19729685.8A 2018-06-25 2019-06-03 Procédé et dispositif de détection de véhicules suivant un véhicule Active EP3787950B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018210326.7A DE102018210326A1 (de) 2018-06-25 2018-06-25 Verfahren und Einrichtung zum Erkennen hinterherfahrender Fahrzeuge
PCT/EP2019/064336 WO2020001924A1 (fr) 2018-06-25 2019-06-03 Procédé et dispositif de détection de véhicules suivant un véhicule

Publications (2)

Publication Number Publication Date
EP3787950A1 EP3787950A1 (fr) 2021-03-10
EP3787950B1 true EP3787950B1 (fr) 2022-05-25

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EP (1) EP3787950B1 (fr)
DE (1) DE102018210326A1 (fr)
WO (1) WO2020001924A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019212177A1 (de) * 2019-08-14 2021-02-18 Siemens Mobility GmbH Verfahren und Streckenzentrale zum Betreiben einer Schienenstrecke
CN113954930B (zh) * 2021-11-08 2024-04-26 交控科技股份有限公司 基于后车感知的自动解锁降级车路径方法和装置
DE102022202752A1 (de) 2022-03-21 2023-09-21 Siemens Mobility GmbH Geisterzugerkennung

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Publication number Priority date Publication date Assignee Title
WO2003013935A1 (fr) * 2001-08-06 2003-02-20 Hermanus Adriaan Bernard Integrite d'un train
DE102012217591A1 (de) * 2012-09-27 2014-03-27 Siemens Aktiengesellschaft Verfahren und Anordnung zum Überwachen eines durch zwei Achszähl-Sensoreinheiten begrenzten Streckenabschnitts
WO2016113916A1 (fr) * 2015-01-16 2016-07-21 三菱電機株式会社 Système sans fil de train et procédé de calcul de longueur de train
DE102015210427A1 (de) * 2015-06-08 2016-12-08 Siemens Aktiengesellschaft Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug
DE102017209926A1 (de) * 2017-06-13 2018-12-13 Siemens Aktiengesellschaft Verfahren zum Betreiben eines spurgebundenen Verkehrssystems

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WO2020001924A1 (fr) 2020-01-02
EP3787950A1 (fr) 2021-03-10

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