EP3795451B1 - Method for locating a vehicle on a station provided for the vehicle stopping - Google Patents

Description

The invention relates to a method for locating a particularly track-bound vehicle in the area of a station intended for the vehicle to stop, in which a stopping point is approached for the stop and the vehicle is stopped at the stopping point. The invention also relates to a station for a vehicle with a stopping point that marks the position of the vehicle when stopping at the station. The invention also relates to a transmitting and receiving module for a particularly track-bound vehicle with a mobile antenna, which is set up to establish a signaling connection with a stationary anchor antenna to form a first antenna system. Finally, the invention relates to a computer program product and a provision device for this computer program product, the computer program product being equipped with program instructions for carrying out this method.

On platforms with platform screen doors, train doors and platform screen doors may only open if the train has stopped within a limited stopping window. Platform screen doors are therefore primarily used in semi-automatic and fully automatic operation. In semi-automatic and fully automatic operation, the task of precise stopping is carried out by an ATO (Automated Train Operation) system and the verification of the correct train position is carried out by an ATP (Automatic Train Protection) system. This problem also arises, for example, in the autonomous operation of buses when they have to drive to a precise location at the bus stop. When buses operate autonomously, the use of stationary doors at the bus stop also makes sense. Bus stops and platforms/train stations are also collectively referred to as stations below.

In manual operation, responsibility for the exact stop and its verification before opening the doors lies with the driver. However, if the driver makes a mistake or misjudgment, the doors could open outside the specified stopping window. The passenger change cannot then take place properly and there may be a risk of passengers becoming trapped in the door gap that is too small or in the gap between the train and the platform screen door. In this case, in addition to the risk of injury to passengers, there are also delays in operations and the capacity of the line is limited.

In manual operation, the driver brakes to a stop mark and has to make sure the train is in the correct position before opening the door. However, the process is error-prone because the driver has no clear technical support for either stopping or verifying the stopping window. Aids such as mirrors or video screens are used, or the driver has to make sure that the train is in the correct position by looking out the driver's door before stopping. Accordingly, it may be necessary for the train to be repositioned after stopping or for the doors to be opened even though this is actually not permitted.

Even in semi-automatic or fully automatic operation, due to system-related inaccuracies, it can happen that either the ATO does not bring the train to a stop correctly and/or the ATP prevents the door from opening even though the train is positioned in the specified stopping window. The underlying location detection of ATO and ATP is based on multi-sensor technology with location markers, path pulsers and Doppler radars. The position of the train determined from the fusion of the sensor information is subject to a trust interval. In addition, the accuracy of the location determination depends on the quality of the wheel-rail contact when braking.

document WO 2019/169320 A1 describes systems and procedures for decentralized railway signaling and forced train control. A decentralized train control system may include a variety of trackside units configured for placement on or near tracks in a railway network. Each train-mounted unit may be configured to receive communication with any route unit and/or train-mounted unit that comes into range, the communication including the use of ultra-wideband (UWB) signals.

document DE 10 2012 214724 A1 relates to a method and a device for increasing the positional accuracy of a moving object, in particular a rail vehicle, at a predetermined stopping point, in which, after a first stop of the object, a deviation between an actual position and a target position is determined by means of an antenna arrangement on the track side and an antenna arrangement on the object side This deviation results in a repositioning of the object, during which the actual position is corrected.

The object of the invention is to provide a method for locating a vehicle with which the method can be carried out comparatively precisely using comparatively inexpensive components. It is also an object of the invention to provide a station (for example a platform) or a transmitting and receiving module with which the method mentioned can be carried out without the expenditure on components or the costs becoming too high. Finally, it is the object of the invention to provide a computer program product and a machine-readable data carrier with such a computer program product with which the method mentioned can be carried out.

This object is achieved according to the invention with the subject matter of the claim (method) specified at the beginning in that a first is used for locating Antenna system, consisting of a stationary anchor antenna and a mobile antenna installed in the vehicle, is used to monitor the vehicle's stopping at the stopping point, the first antenna system working with broadband signal transmission, in particular in UWB technology.

By using an independent position determination of the train in the station area (that is, provided in addition to at least one further position detection system) based on broadband technology, preferably on ultrawideband transmission (hereinafter referred to as UWB), the driver can advantageously determine the train position in relation to the train position in manual operation to a breakpoint. For this purpose, for example, a UWB tag must be installed on the route, which is implemented by an anchor antenna. In manual operation it is necessary that the position determination is carried out automatically by a computer. The position that is calculated according to the method according to the invention can not only serve a train driver for manual operation, but also for automatic train control operation, which is carried out with the aid of a computer.

The stopping point is defined in particular in such a way that the vehicle comes to a stop in alignment between the vehicle doors on the vehicle side and the platform screen doors on the station side. This advantageously provides an application for the precise positioning of the vehicle in the station. In a broader sense, the platform screen doors can also be installed in a station that is intended for a road vehicle (for example an autonomously operated bus).

A major advantage lies in the flexibility of the position detection method. This can alternatively be used both in manual train operation and in automated train operation. This also makes it possible to equip partially automated routes. Should they finalize these routes? be automated, the infrastructure can continue to be used for automated train operations without any conversion.

In addition, this process is comparatively inexpensive. The first antenna systems advantageously monitor a larger area, for example the entire area of a train platform or a bus station, so that a single stationary component is sufficient to ensure comparatively precise position determination in the entire area to be monitored. In contrast, there is a mobile component in the vehicle that communicates with the stationary component.

• eine insbesondere gleisgebundene Balise zum Einsatz kommt, die neben der Ankerantenne zusätzlich eine Balisenantenne aufweist,
• das gleisgebundene Fahrzeug zusätzlich eine Fahrzeugantenne aufweist, die mit der Balisenantenne ein zweites Antennensystem ausbildet,
• während Überfahrt über die Balise das zweite Antennensystem in einer signaltechnischen Verbindung steht,
• nach der Überfahrt über die Balise die signaltechnische Verbindung des ersten Antennensystems genutzt wird, um eine Position des Fahrzeugs bezüglich der Balisenantenne zu ermitteln.

According to the invention it is also provided that

• a track-bound balise is used, which in addition to the anchor antenna also has a balise antenna,
• the track-bound vehicle additionally has a vehicle antenna which forms a second antenna system with the balise antenna,
• While crossing the Balise, the second antenna system is in a signaling connection,
• After crossing the balise, the signaling connection of the first antenna system is used to determine a position of the vehicle with respect to the balise antenna.

This has the advantage that the anchor antenna for positioning in the station can be arranged in a common housing with the balise antenna of a balise. This allows the cost of components to be reduced. By using a first antenna arrangement, having the anchor antenna and the balise antenna, the possibilities for precise positioning of the vehicle are also advantageously improved because when driving over the balise, a reference position can be determined, which can later be used as the basis for the measurements with the anchor antenna ( more on this below).

Unless otherwise specified in the description below, the terms "create", "compute", "compute", "determine", "generate", "configure", "modify" and the like, preferably refer to actions and/or or processes and/or processing steps that change and/or generate data and/or convert the data into other data. The data is available in particular as physical quantities, for example as electrical impulses or as measured values. The required instructions/program commands are summarized in a computer program as software. Furthermore, the terms “receive,” “send,” “read in,” “read out,” “transmit” and the like refer to the interaction of individual hardware components and/or software components via interfaces. The interfaces can be implemented in hardware technology, for example wired or as a radio connection, and/or in software technology, for example as an interaction between individual program modules or program parts of one or more computer programs.

In connection with the invention, “computer-aided” or “computer-implemented” can be understood to mean, for example, an implementation of the method in which a computer or several computers execute or execute at least one method step of the method. The term "computer" is to be interpreted broadly, covering all electronic devices with data processing capabilities. Computers can therefore be, for example, personal computers, servers, handheld computer systems, pocket PC devices, mobile radio devices and other communication devices that process computer-aided data, processors and other electronic devices for data processing, which can preferably also be combined to form a network. In connection with the invention, a “memory unit” can, for example, mean a computer-readable memory in the form of a random access memory (RAM) or Data storage such as a hard drive or a data carrier can be understood.

In connection with the invention, a “processor” can be understood to mean, for example, a machine such as a sensor for generating measured values or an electronic circuit. A processor can in particular be a main processor (Central Processing Unit, CPU), a microprocessor or a microcontroller, for example an application-specific integrated circuit or a digital signal processor, possibly in combination with a memory unit for storing program instructions, etc . A processor can, for example, also be an IC (integrated circuit), in particular an FPGA (field programmable gate array) or an ASIC (application-specific integrated circuit), or a DSP (Digital Signal Processor). A processor can also be understood as a virtualized processor or a soft CPU. For example, it can also be a programmable processor that is equipped with a configuration for executing a computer-aided method.

According to one embodiment of the invention, it is provided that the location is carried out by the first antenna system using a transit time method.

The transit time method can advantageously be implemented particularly well using broadband technology, in particular UWB technology. The distance between the transmitter and receiver is determined by evaluating the transit time between the antennas required for the signal. The path of the signal from the transmitting antenna to the receiving antenna can be measured. Another possibility is that the receiving antenna gives an impulse response, and the transit time that the antenna signal takes from the Receiving antenna travels to the original transmitting antenna is also taken into account. The original transmitting antenna becomes the receiving antenna. It has been shown that the technology for locating vehicles when traveling slowly in the station area is sufficiently safe and the results of the locating are sufficiently accurate to ensure positioning of the train, especially with automatic platform screen doors.

According to one embodiment of the invention, it is provided that the stopping point lies in a stopping window, the stopping window being defined by a tolerance range within which the vehicle can be stopped.

The definition of a holding window advantageously takes into account the fact that the locating method is subject to tolerances despite its high accuracy. This means that the method can advantageously be used even more reliably within the holding window, since, taking the tolerances into account, errors that have to be compensated for by repositioning the vehicle occur less frequently. The holding window can be defined with regard to the required holding accuracy. If, for example, platform screen doors are provided, they must be aligned with the train-side doors when the train stops to such an extent that passengers can pass through the open doors safely and without injury. For example, it must be prevented that they become trapped in the gap between the platform screen doors and the train doors. In addition, the opening resulting from the platform screen doors being aligned with the train doors must be sufficiently large overall. For example, a deviation of plus/minus 10 cm from the stopping point could be defined for the holding window.

According to one embodiment of the invention, it is provided that a distance of the vehicle from the stopping point in the vehicle is displayed by a display device.

The display device advantageously makes it possible to display the position or the approach to a target position to a vehicle driver when he or she moves the vehicle in manual or partially manual operation. This provides reliable location information so that the vehicle driver does not have to rely on feeling or inaccurate optical aids (as described above). The display device in the vehicle can be a device specifically designed to output the position or a device that is already present in the vehicle for displaying information. According to one embodiment of the invention, it is provided that the first antenna system is additionally used to transmit information using the broadband signal.

This makes it advantageously possible to create an additional information channel for the vehicle to communicate with its surroundings. This takes advantage of the effect that broadband communication, in particular UWB communication, uses antennas that are structurally identical to the antennas used in the method according to the invention. The first antenna system used according to the invention thus advantageously fulfills a double function, namely that of a distance measurement to obtain position information and that of information transmission.

According to one embodiment of the invention, it is provided that the transmitted information contains a lateral door release and/or a temporal door release and/or door opening information and/or door closing information and/or door closed information.

The right-side door release is a release that refers to the train side or vehicle side on which the doors are to be opened. This is because in most cases only one side of the train is adjacent to a platform or curb.

A timed door release takes into account that the train has reached the desired position. Specifically, the position must be within the stopping window, for example if platform screen doors have to be aligned with the train doors as a prerequisite for passengers to be able to get out safely.

Door opening information, door closing information and door closing information refer to the condition of the train doors and possibly also the platform screen doors. Door opening and door closing information is required to describe the process of opening and closing the doors in time, while the door closed information indicates that the doors are locked and so, for example, the vehicle can be allowed to continue driving.

The information mentioned is information that is directly linked to the positioning of the train and boarding or alighting from or into the vehicle. It is particularly advantageous to exchange this information with the first antenna system, as this is also responsible for positioning the train in the station. This combines functions that only ensure successful operation as a whole, with the positioning of the train and the alighting and boarding of passengers being less or less dependent on other systems.

According to one embodiment of the invention, it is provided that the location is used by the first antenna system to correct location information from an automatic train control system.

This advantageously takes into account the fact that automatic train control systems are often operated using odometry. This particularly involves obtaining location information on sections of the route are not equipped with suitable sensors to enable location detection. Odometry uses the vehicle's wheel rotations to determine a change in position. However, this acquisition of location information is subject to errors, which are caused, for example, by wheel slip. The longer the vehicle has to go without a new reference point, the greater the error tolerance. This is where the invention comes into play by using the relatively precise location information of the method according to the invention to reset a correction of location information that may contain errors from an automatic train control system.

According to one embodiment of the invention, it is provided that the signaling connection is used during the vehicle's passage over the balise in order to determine a reference position, with the reference position being given priority over the position that is determined after the vehicle has passed over the balise becomes.

This embodiment of the invention takes into account the fact that the known position determination is most accurate when the vehicle passes over the balise. Any measurement errors that may occur when determining the position between two balises can therefore be corrected by treating the accompanying signal as a reference position. According to the invention, the passage over the balises thus acts as a kind of calibration in order to compensate for any measurement errors that may occur when determining the position (even if, as already mentioned, these are significantly smaller than with conventional and odometric methods).

According to one embodiment of the invention, it is provided that the first antenna system transmits the signals in the direction of travel of the vehicle with a preferred direction of propagation.

Aligning the radiation of the antenna signals has two advantages. On the one hand, the sensitivity in the direction of the route, especially the track, increases, so that more precise location is possible. In addition, the signals emitted by the antenna can have a greater intensity without exceeding the applicable limit values for the load on, for example, the train passengers, whose position is therefore above the preferred direction of propagation of the antenna signals.

Furthermore, a computer program product with program instructions for carrying out the method according to the invention and/or its exemplary embodiments is claimed, wherein the method according to the invention and/or its exemplary embodiments can be carried out by means of the computer program product.

In addition, a provision device for storing and/or providing the computer program product is claimed. The provision device is, for example, a data storage medium that stores and/or provides the computer program product. Alternatively and/or additionally, the provision device is, for example, a network service, a computer system, a server system, in particular a distributed computer system, a cloud-based computer system and/or virtual computer system, which stores and/or provides the computer program product, preferably in the form of a data stream.

The provision is made, for example, as a download in the form of a program data block and/or command data block, preferably as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the complete computer program product. This provision can, for example, also take place as a partial download, which consists of several parts and is downloaded in particular via a peer-to-peer network or provided as a data stream. One like this Computer program product is, for example, read into a system using the provision device in the form of the data carrier and executes the program commands, so that the method according to the invention is carried out on a computer or the creation device is configured in such a way that it generates the workpiece according to the invention.

Further details of the invention are described below with reference to the drawing. The same or corresponding drawing elements are each provided with the same reference numbers and are only explained several times to the extent that there are differences between the individual figures.

The stated task is alternatively achieved according to the invention with the subject matter of the claim (station) specified at the outset in that an anchor antenna is installed in the station, which, viewed in the direction of travel of the vehicle, has a predetermined distance from the stopping point, with a broadband signal, in particular a UWB, being transmitted through the antenna signal can be sent out. In particular, it is advantageously provided that a method according to one of the claims directed to the method can be carried out in the station. The computer program product mentioned and the provision device intended for it can also be used. With the station according to the invention, the advantages already explained for the methods mentioned above are achieved.

According to one embodiment of the invention, it is provided that the predetermined distance is standardized in such a way that it is also maintained at other stations.

If the distance between the anchor antenna and the stopping point is standardized, the location process is advantageously simplified in that the distance to be maintained is the same at all stations. This therefore does not have to be passed on and taken into account as a reference value. The process can be optimized to achieve the standardized distance value Advantageously makes the method more precise and leads to savings in the selection of the components carrying out the method (antennas, software, hardware).

The stated object is alternatively achieved according to the invention with the subject matter of the claim specified at the beginning (transmitting and receiving module) in that a first antenna system (AS1) can be used to monitor stopping of the vehicle (FZ) at a stopping point (HP) of a station, wherein the first antenna system works with broadband signal transmission, in particular in UWB technology. In particular, it is advantageously provided that a method according to one of the claims directed to the method can be carried out in the transmitting and receiving module. The computer program product mentioned and the provision device intended for it can also be used. With the transmitting and receiving module according to the invention, the advantages already explained for the methods mentioned above are achieved.

The following advantages can be achieved through the embodiments according to the invention described above.

The invention increases the availability of operations by avoiding repositioning or inadequate passenger changes.

The invention also enables the implementation of platform screen doors when continuous automatic train control (ATO) is not yet present on the route, since, as already stated above, both manual operation (for example using the display device) and automated operation of trains or autonomous vehicles on the road. This makes it easier to migrate routes without interrupting operations.

When using UWB transmission technology, distance determination with resolution and accuracy in the centimeter range is possible. The simultaneous transmission of data also enables clear identification and the necessary verification for the door control via one and the same infrastructure, which results in cost advantages.

The system increases the capacity and reliability of operations. The use in manual operation creates a new market segment for semi-automation. The side effect is a simplification of project planning with a reduction in the number of placemarks in the station area.

The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that can be viewed independently of one another, which also develop the invention independently of one another and are therefore to be viewed as part of the invention individually or in a combination other than that shown. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.

FIG. 1

Ein Ausführungsbeispiel für eine Anordnung des erfindungsgemäßen Sende- und Empfangsmoduls sowie der erfindungsgemäßen Station zur Durchführung eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens (schematisch als Seitenansicht),

FIG. 2

das Zusammenspiel von Ausführungsbeispielen der erfindungsgemäßen Komponenten in einem schematisch dargestellten Ausführungsbeispiel des erfindungsgemäßen Verfahrens und

FIG. 3

ein Ausführungsbeispiel des erfindungsgemäßen Verfahrens als schematisches Flussdiagramm.

Show it:

FIG. 1

An exemplary embodiment of an arrangement of the transmitting and receiving module according to the invention and the station according to the invention for carrying out an exemplary embodiment of the method according to the invention (schematic as a side view),

FIG. 2

the interaction of exemplary embodiments of the components according to the invention in a schematically illustrated exemplary embodiment of the method according to the invention and

FIG. 3

an exemplary embodiment of the method according to the invention as a schematic flow diagram.

In FIG. 1 The vehicle FZ is a train that travels on a GS track. A first Balise BL1 and a second Balise BL2 are installed in the track. Both balises are also equipped with an energy storage ES1, ES2 (first energy storage ES1, second energy storage ES2), the function of which is explained in more detail below.

The GS track is located on a BS platform. The vehicle FZ should stop at a stopping point HP, which is indicated by a traffic sign, as in FIG. 1 shown, is marked. A tolerance range within which the train may come to a standstill is indicated by a stopping window HF, which preferably encloses the stopping point in its center.

The BS platform is equipped with a TA door system, which is equipped with BT platform screen doors. The platform screen doors BT are arranged so that they correspond to the train doors ZT of the vehicle FZ. A correspondence results both for the door distance TA of adjacent doors of vehicle FZ and platform BS as well as for the door dimensions TM, in particular with regard to the width of the doors of vehicle FZ and platform BS, as in FIG 1 indicated. When the vehicle FZ stops at the stop HP, the train doors ZT are exactly aligned with the platform screen doors BT so that passengers can get off the train. The holding window HF thus defines the tolerance range within which the platform screen doors BT and the train doors CT still overlap sufficiently so that passengers can safely get off and on at the platform BS.

A transmitting and receiving module SEM is arranged in the vehicle FZ. This activates the respective function of the balises when the vehicle FZ passes over the balises BL1, BL2. This is done through a radio signal achieved, the energy content of which is also used to trigger the activity of the balises BL1, BL2. In addition, part of the energy that is generated in the balises BL1, BL2 is stored in the correspondingly assigned energy storage ES1, ES2 (first energy storage ES1, second energy storage ES2). The energy stored in the energy storage ES1 can be used as the vehicle FZ continues to travel to the stopping point HP in order to maintain the activity of the Balise BL1 over a longer period of time. This means that antennas built into the Balise BL1 can be used to determine the distance of the transmitting and receiving unit SEM from the first Balise BL1 and thus indirectly draw conclusions about the distance that still needs to be covered to the stopping point HP. The position or the distance still to be covered to the stopping point can be displayed to the train driver in the vehicle FZ using a display device AZ, which is connected to the transmitting and receiving device SEM. How this is done in detail will be explained in more detail below.

When the vehicle FZ leaves the stopping point HP again (for example the train continues its journey after stopping at the platform BS), the vehicle FZ with the transmitting and receiving module SEM passes over the second balise BL2 located behind the platform BS, whereby the position of the vehicle FZ is precisely determined and this reference position determined in this way can be used for further train control.

In FIG. 2 The interaction of the balises BL1, BL2 with the transmitting and receiving module SEM is shown in detail. A situation is shown here in which the transmitting and receiving module SEM is already above the second balise BL2, viewed in the direction of travel FR. It can be seen that a balise antenna BA with a vehicle antenna FZA forms a second antenna system AS2, which is suitable in a manner known per se for transmitting signals between the transmitting and receiving module SEM and the second balise BL2. In addition, a transmission of energy from the transmitting and Receiving module SEM to the second Balise BL2 via the second antenna system AS2 possible.

In the same way (although not shown), the first balise BL1, which lies in front of the second balise BL2 as seen in the direction of travel FR, was activated, with the first energy storage ES1 (cf. FIG. 1 ) it allows the first antenna arrangement AA1 to still be active. However, it is not the balise antenna BA of the first balise BL1 (as well as the second balise BL2) that transmits, but rather an anchor antenna AA which forms a first antenna system AS1 with a mobile antenna MA in the transmitter and receiver module SEM. The first antenna system AS1 is suitable for determining a distance D between the first balise BL1 and the transmitting and receiving module SEM. This makes it possible to determine the distance of the transmitting and receiving module SEM and thus also the vehicle FZ from the first balise BL1. This distance signal can be used to determine the position, because the reference position that was obtained when crossing the balise BL1 results in the position POS of the train, taking into account the distance D from the first balise BL1.

As can be seen from the method described above, for optimal function, the first antenna arrangement AA1 and the second antenna arrangement AA2 each require two antennas, which are optimized for the transmission of the balise signals and for distance measurement. The vehicle antenna FZA and the balise antenna BA are responsible in a manner known per se for the communication between the balise BL1, BL2 and the transmitting and receiving module SEM. These can, for example, be designed according to the ETCS standard.

In addition, according to the invention, the use of the first antenna system AS1 for distance measurement is provided, for this purpose the first antenna arrangement AA1 with an anchor antenna AA and the second antenna arrangement AA2 with a mobile antenna MA are equipped. These can be designed as UWB antennas, for example.

The preferred radiation direction of the signals, both of the mobile antenna MA and of the anchor antenna AA, has the shape of a lobe KL, which is aligned in the direction of travel FR (indicated only for the mobile antenna MA, but intended in the same way for the anchor antenna AA). How FIG. 2 As can be seen, the sensitivity of the distance measurement in the direction of travel FR realized by the mobile antenna MA and the anchor antenna AA is particularly high, which advantageously leads to comparatively precise results.

In FIG. 2 It is also indicated that the anchor antenna AA and the mobile antenna MA can also transmit in both directions parallel to the direction of travel FR. If this is the case, it is also possible that the mobile antenna MA instead of the first balise BL1 that has already been passed over (as in FIG. 2 shown) also to a balise in front (in FIG. 2 not shown) can contact. This improves security against a loss of connection, since in the best case two anchor antennas AA are always available for distance measurement.

The FIG. 3 Further details about the process can be found. For this purpose, the process has been divided into three important sub-areas: FIG. 3 are shown separately and are separated from each other by dashed lines. In the middle is the part of the procedure that is linked to the TRACK route. To the left of this is the signal level SIG for position determination. To the right of this, the information level INF is shown, which concerns information that is transmitted with the first antenna system AS1 and relates to the door opening.

Starting with the TRACK route, there is a NORAD section of the route, which is so far away from any balises that no radio signals can be received. However, during this time, an odometry method or ODO is used to obtain information about the current position of the train, which can be used as position signals POS1, for example to operate automatic or manual train control.

When crossing the Balise (for example BL1 in Figure 1 ) the vehicle receives a direct radio signal BLRAD from the balise antenna BA, which is used at the signal level SIG to determine a reference position REFPOS. This also makes it possible to correct a position POS1 that was previously determined using the odometric method ODO in the manner already described.

Alternatively, the method also works without a balise, so that only the first antenna system AS1 is used for the method. The step of receiving the balise signal BLRAD is then skipped, as the dash-dotted fourth arrow P indicates. In this case, no reference position signal REFPOS is generated, but the position signal POS1 originating from the odometry is directly compared with the received UWB signal UWBRAD (more on this below).

If the vehicle moves away from the balise (for example BL1 in FIG. 1 ) the energy content in the Balise BL1 is still sufficient to supply energy to the in FIG. 2 anchor antenna AA shown and in this way to generate a broadband signal UWBRAD. This can be used at the signal level SIG to determine a change in position POS2 based on the reference position REFPOS.

At the information level, information regarding door opening is managed - accompanying the train along the route of the station. To transmit the information the first Antenna system AS1 is used, whereby the transmission can be bidirectional. The information about door opening must be made available synchronously, both for the ZT train doors and for the BT platform screen doors. The only exception is usually the side-correct door release STF, which only applies to the train, since when entering the station the side on which the train doors (namely those on the side facing the platform) must open must be determined.

The correct side door release STF can be sent immediately after driving over the Balise BL1 with the UWBRAD reception of the UWB signal, like FIG. 3 can be seen. The only immediate consequence of this is that the correct side of the train can be activated to open the doors.

In order for the doors to actually open, the FZ vehicle must first have approached the HP stop (cf. FIG. 1 ). Only then do both the platform screen doors BT and the train doors ZT receive a timed door release ZTF on the correct side, so that they can open automatically or be opened manually (for example by passengers or train staff). The doors now send door opening information TOI. Once a door opening information TOI has been sent, the train cannot proceed until every open door has issued a door closing information TSI. Only then is door closed information TXI transmitted via UWB so that the train can receive permission to travel. If no door opening information TOI is sent (because no door is opened), the train can directly transmit the door closing information TXI before continuing its journey, as in FIG. 3 is also indicated.

Of course, the door opening information TOI, as well as the door closing information TSI, can be transmitted via UWB, even if this is the case FIG. 3 is not shown. In this way, the station stop process is monitored more closely.

After the station stop, the train leaves the transmission range of the anchor antenna AA (UWBOUT), so that the location method according to the invention ends. The vehicle is then again in the area without radio contact with a Balise NORAD.

Reference symbol list

G.S

Track

FZ

vehicle

ZT

Train door

BL1, BL2

Balise

ES1, ES2

Energy storage

B.S

platform

TA

Door system (platform side)

BT

Platform screen door

TM

Door size

TA

Door clearance

HP

Breakpoint

HF

holding window

SEM

Transmitting and receiving module

AZ

Advertisement

AA1

first antenna arrangement (balise side)

AA2

second antenna arrangement (traction side)

AS1

first antenna system

AS2

second antenna system (preferably UWB standard)

FZA

Vehicle antenna

B.A

balise antenna

AA

Anchor antenna (preferably UWB standard)

M.A

mobile antenna (preferably UWB standard)

FR

Direction of travel

D

distance

KL

club

TRACK

Route

SIG

Signal level

INF

Information level

NORAD

Operation without radio contact

ODO

odometric method

UWBRAD

Reception of a UWB signal

BLRAD

Reception of a balise signal

UWBOUT

Leaving the <UWB transmit/receive range

P

Arrow

STF

Correct door release

ZTF

timed door release

TOI

Door opening information

TSI

Door closing information

TXI

Door closed information

REFPOS

Reference position

POS

Position (preferably UWB positioning)

Claims (13)

1. Method for locating a, in particular rail-bound, vehicle (FZ) in the region of a station intended for stopping of the vehicle (FZ), in which a stopping point (HP) is approaching for the stop and the vehicle (FZ) is stopped at the stopping point (HP),

   wherein a first antenna system (AS1), consisting of a anchor antenna (AA) at a fixed location and a mobile antenna (MA) installed in the vehicle (FZ), is used for the locating, in order to monitor the stopping of the vehicle (FZ) at the stopping point (HP), in particular with aligning agreement of vehicle-side vehicle doors with station-side platform screen doors, wherein the first antenna system (AS1) works with a wideband signal transfer, in particular in UWB technology,

   characterised in that

   • a, in particular rail-bound, balise (BL1, BL2) is used, which as well as the anchor antenna (AA) additionally has a balise antenna (BA),

   • the rail-bound vehicle (FZ) additionally has a vehicle antenna (FZA), which embodies a second antenna system (AS2) with the balise antenna (BA),

   • while travelling over the balise (BL1, BL2), the second antenna system (AS2) has a signal-related connection,

   • after travelling over the balise (BL1, BL2), the signal-related connection of the first antenna system (AS1) is used, in order to ascertain a position (POS) of the vehicle (FZ) in relation to the balise antenna (BA).
2. Method according to claim 1,
   characterised in that
   the locating is carried out by the first antenna system (AS1) according to a transit time method.
3. Method according to one of the preceding claims,
   characterised in that
   the stopping point (HP) lies in a stopping window (HF), wherein the stopping window (HF) is defined by a tolerance region, within which the train (FZ) is permitted to stop.
4. Method according to one of the preceding claims,
   characterised in that
   a distance of the vehicle (FZ) from the stopping point (HP) is displayed in the vehicle (FZ) by a display apparatus.
5. Method according to one of the preceding claims,
   characterised in that
   the first antenna system (AS1) is additionally used to transfer information using the wideband signal.
6. Method according to claim 5,
   characterised in that
   the transferred information contains a non-reversed door release (STF) and/or a timed door release (ZTF) and/or an item of door opening information (TOI) and/or an item of door closing information (TSI) and/or door closed information (TXI).
7. Method according to one of the preceding claims,
   characterised in that
   the locating is used by the first antenna system (AS1) to correct an item of location information of an automatic train control system.
8. Method according to one of the preceding claims,
   characterised in that
   the signal-related connection while the vehicle (FZ) is travelling over the balise (BL1, BL2) is used to determine the reference position (REFPOS), wherein the reference position (REFPOS) is handled with priority compared to the position (POS) ascertained after the vehicle (FZ) has travelled over the balise (BL1, BL2).
9. Method according to one of the preceding claims,
   characterised in that
   the first antenna system (AS1) transmits with a preferred propagation direction of the signals in the direction of travel of the vehicle (FZ).
10. Computer program product with program commands, which carry out the method steps of the method according to one of claims 1 to 9 when run on a computer.
11. Station for a vehicle (FZ) with a stopping point (HP), which marks the position of the vehicle (FZ) when stopping at the station, wherein an anchor antenna (AA), which has a predefined distance from the stopping point (HP) when viewed in the direction of travel of the vehicle (FZ), is installed in the station, wherein a wideband signal, in particular a UWB signal, can be transmitted by the antenna,
    characterised in that
    a, in particular rail-bound, balise (BL1, BL2) is installed in the station, which as well as the anchor antenna (AA) additionally has a balise antenna (BA), wherein the station is configured to perform a method according to one of the preceding claims.
12. Station according to claim 11,
    characterised in that
    the predefined distance is standardised in such a manner that it is also maintained at other stations.
13. Transceiver module (SEM) for a, in particular rail-bound, vehicle (FZ) with a mobile antenna (MA), which is configured to establish a signal-related connection with an anchor antenna (AA) at a fixed location, embodying a first antenna system (AS1),

    wherein the first antenna system (AS1) can be used to monitor a stopping of the vehicle (FZ) at a stopping point (HP) of a station,

    wherein the first antenna system (AS1) works with a wideband signal transfer, in particular in UWB technology, characterised in that

    the transceiver module (SEM) additionally has a vehicle antenna (FZA), which is configured to embody a second antenna system (AS2) with a balise antenna (BA), wherein the station is configured to perform a method according to one of the preceding claims.

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