EP3974286A1 - Method for monitoring rail traffic and devices for executing the method - Google Patents

Abstract

The invention relates to a method for monitoring train traffic. An actual position of the vehicle (FZ) is determined in a vehicle (FZ) by means of a locating device (OR1 . . . OR4) located in the vehicle (FZ). The actual position is compared to a target position of the vehicle (FZ). An error is output if the actual position deviates from the target position in an impermissible manner. The target position is determined with the help of a dynamic timetable. The invention also includes a device for monitoring train traffic, a vehicle for train traffic, a control center for train traffic, a computer program product and a provision device. A tolerance interval is determined for the deviation of the actual position from the target position, which depends on: measurement tolerances, measurement inaccuracies, distances to trains traveling ahead and behind, type of train, route properties, environmental influences and operational forecasts.

Description

The invention relates to a method for monitoring train traffic. The invention also relates to a device for monitoring train traffic. Furthermore, the invention relates to a vehicle for train traffic and also a control center for train traffic. 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.

In non-modernized sections of track, there is often no automatic train control. This can lead to the fact that colliding trains can enter a section of track due to miscommunication or inattentiveness on the part of the dispatchers (hereafter abbreviated as TDL). It can also happen that following trains are admitted at an inappropriate speed.

By regulation, there are wording that FDLs use to communicate to ensure which train is being talked about and where it is. However, experience shows that these ready-made conversations are error-prone (in other words, human error cannot be ruled out in individual cases). In the event of delays or disruptions in the sequence of trains, there is also a risk of confusion.

The device in document DE 10 2005 038 025 A1 features a unit in each train that is based on GPS. Each device can confirm the time-dependent actual coordinate position of the associated train via satellite and check whether the train is allowed to move by comparing the coordinate position with a desired coordinate position.

The object of the invention is to provide an efficient method and one suitable for carrying out the method Specify devices with which the location of a train works, for example, based on GPS and can react flexibly to current changes in train traffic. In addition, the object of the invention consists in specifying a computer program product and a provision device for this computer program product, with which the aforementioned method can be carried out.

This object is achieved according to the invention with the subject matter of the claim (method) specified at the outset in that the desired position is determined with the aid of a dynamic timetable.

The use according to the invention of a dynamic timetable for determining the target position has the great advantage that changes to the timetable can be taken into account immediately when the method is processed if they have been detected by the dynamic timetable. This makes it possible to choose the safety distances that have to be maintained between consecutive vehicles to be comparatively small. Uncertainty factors that come about as a result of a deviation from the timetable and would therefore mean that static target positions are no longer up-to-date can be kept as low as possible in this way.

It follows from this that safety margins associated with these uncertainty factors for a comparison of the actual position and the target position can also be kept low. The consequence of this is a more effective handling of the train traffic to the effect that the safety distances between the vehicles can be kept comparatively small. This means that trains can be clocked more closely, particularly on heavily frequented routes. Or if the train frequency remains the same, a train delay that occurs can be accommodated longer in the timetable, which means that subsequent delays can advantageously be avoided for longer.

A deviation of the actual position from the target position is not permitted if it exceeds a previously determined tolerance interval exceeds. The admissibility of a deviation is influenced on the one hand by tolerances that occur when determining the actual position. On the other hand, the admissibility is also influenced by the specifications of the train traffic to be monitored. This means, for example, that certain minimum distances between the trains must be observed in the train traffic to be monitored (more on this below).

The error is output according to the invention with the purpose in a manual or partially manual train operation, d. H. to issue a warning in train operation managed by a TSP if a deviation is detected that could endanger the smooth running of train traffic. In the worst case, this hazard could even lead to an accident, which could at least cause a longer downtime and, in the worst case, even damage to property and personal injury. However, the TSP can evaluate the warning promptly and derive suitable measures to secure train operations.

In particular, operating states can be prevented by the warning signal, which can come about as a result of misunderstandings or errors in manual train operation. The procedure is only supportive here, with the decisions having to be made by the TDL due to the manual train operation.

• Auf dem Triebfahrzeug ist die Ortungseinrichtung installiert, welche die Position vorzugsweise über GPS feststellen kann. Für diesen Zweck kann auch das (Dienst)-Mobiltelefon des Fahzeugführers verwendet werden (hierzu im Folgenden noch mehr).
• Diese Ortungseinrichtung meldet die Zugnummer oder eine andere eindeutige Identifikation und die Position beispielsweise mittels GSM-R an den nächsten FDL oder eine andere dispositive Einrichtung, wie zum Beispiel die Leitzentrale.
• Befindet sich der Zug in einem Bereich ohne Zugbeeinflussung, wird ein Abgleich der Daten mit dem gültigen Fahrplan (dynamischer Fahrplan) vorgenommen.
• Bei Diskrepanzen zum geplanten Ablauf werden der FDL und ggf. der Fahrzeugführer informiert.

The course of the procedure is essentially influenced by the following conditions.

• The locating device is installed on the traction vehicle, which can determine the position preferably via GPS. The (service) mobile phone of the driver can also be used for this purpose (more on this below).
• This locating device reports the train number or another unique identification and the position, for example by means of GSM-R, to the next FDL or another dispatching device, such as the control center.
• If the train is in an area without train control, the data is compared with the valid timetable (dynamic timetable).
• In the event of discrepancies with the planned process, the dispatcher and, if necessary, the vehicle driver are informed.

In connection with the invention, “computer-aided” or “computer-implemented” can be understood to mean an implementation of the method in which at least one computer or processor executes at least one method step of the method.

The term "calculator" or "computer" covers any electronic device with data processing properties. Computers can be, for example, personal computers, servers, handheld computers, mobile phones 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 “processor” can be understood to mean, for example, a converter, a sensor for generating measurement signals, or an electronic circuit. A processor can in particular be a main processor (Central Processing Unit, CPU), a microprocessor, a microcontroller, or a digital signal processor, possibly in combination with a memory unit for storing program instructions, etc. A processor can also be understood to mean a virtualized processor or a soft CPU.

In the context of the invention, a “memory unit” can be understood to mean, for example, a computer-readable memory in the form of a random-access memory (RAM) or data memory (hard disk or data carrier).

"Interfaces" can be hardware-related, for example wired or as a radio connection, and/or software-related, for example interaction between individual program modules or program parts of one or more Computer programs to be realized.

"Cloud" is to be understood as an environment for "cloud computing" (German computer cloud or data cloud). What is meant is an IT infrastructure that is made available via interfaces of a network such as the Internet. It usually includes storage space, computing power or software as a service, without these having to be installed on the local computer using the cloud. The services offered as part of cloud computing cover the entire spectrum of information technology and include infrastructure, platforms and software, among other things.

"Program modules" are to be understood as meaning individual functional units which enable a program sequence of method steps according to the invention. These functional units can be implemented in a single computer program or in several computer programs that communicate with one another. The interfaces implemented here can be implemented in terms of software within a single processor or in terms of hardware if multiple processors are used.

According to one embodiment of the invention, a fixed tolerance interval is determined for the admissibility of the deviation of the actual position from the target position.

If, in connection with this invention, a tolerance interval is mentioned, this is the interval on the route in which a train may be without potential hazards arising from following or preceding trains, so that a safety measure is initiated must become. This means that train traffic can be handled more conveniently the larger the tolerance interval for the train in question.

This is advantageously a particularly simple method for determining the tolerance interval. Additional tools are not required, but the tolerance interval can be corrected during operation. the Determination of the tolerance interval is based on empirical values, whereby these must take into account the worst-case scenario based on experience. The worst case means operating conditions that can occur, for example, in a specific route section and that experience has shown to have produced the greatest deviations. These then determine the size of the tolerance interval.

If no empirical values are available, a specific standard interval can also be assumed for the tolerance interval, in which case this must then be selected to be particularly large due to safety considerations.

According to one embodiment of the invention, a variable tolerance interval is determined for the admissibility of the deviation of the actual position from the target position, which tolerance interval is dependent on the measuring accuracy when determining the target position.

The determination of a variable tolerance interval does not preclude the establishment of a fixed tolerance interval. The specified tolerance interval can then be used as the default setting if, for example, a variable tolerance interval cannot yet be determined due to a lack of data. If it is possible to determine a variable tolerance interval in the method according to the invention, this can then take the place of the fixed tolerance interval. In these cases, a variable tolerance interval takes precedence over a fixed, fixed tolerance interval, which, however, can always remain stored as a default value in a memory device.

Determining a variable tolerance interval has the advantage that it can always be adapted to the current situation. The tolerance interval should therefore always be as large as necessary and as small as possible. The smaller the tolerance interval that can be selected, the more precisely the train control operation can be supported by the TSP by generating warning messages. This also has the advantage that warning messages have to be issued less frequently and False alarms can also occur less frequently.

According to one embodiment of the invention, a variable tolerance interval is defined for the admissibility of the deviation of the actual position from the target position, which depends on the distance of the vehicle from a preceding vehicle and a following vehicle.

The greater the distance between the vehicle and a vehicle driving in front or a vehicle following behind, the larger the available tolerance interval can be selected. It is advantageous to take into account a required minimum distance between the vehicles, which is specified by the operating conditions of the train service. It should also be taken into account that measurement inaccuracies can also occur when determining the actual position; these can be taken into account, for example, by increasing the required minimum distance by this measurement tolerance. A specific value can be specified for the measurement tolerances (depending, for example, on the quality of the measurement system being used or the accuracy of a GPS signal that has just been received).

Overall, the determined distance between successive trains represents a measured value that is easy to determine, which is a reliable criterion for determining a tolerance interval that is variable on the one hand and taking into account applicable safety criteria on the other. For this purpose, the GPS signals of consecutive trains (ie a vehicle, the vehicle driving ahead and the following vehicle) can be evaluated, which are determined for localization in the method according to the invention. An additional comparison with the dynamic timetable also makes it possible to reliably determine the sequence of trains (that is, to determine which is the vehicle driving ahead and which is the vehicle following for a vehicle in question).

According to one embodiment of the invention it is provided that the tolerance interval by half the amount of the measurement tolerance in the location of the vehicle and by half the measurement tolerance when locating the vehicle ahead and the vehicle following.

This calculation of the tolerance interval for measurements between two vehicles assumes that the measurement tolerance when locating the vehicle can produce a measurement error in both directions, ie in front of the vehicle and behind the vehicle. In the context of this invention, the measurement tolerance is understood to be the tolerance zone that includes measurement errors in front of and behind the vehicle. When locating the vehicle, the measurement tolerance is therefore symmetrical in front of and behind the vehicle. This allows half the amount of measurement tolerance to be taken into account when it comes to a distance to be measured to a preceding or following vehicle. Of course, this also applies to the vehicle driving in front or behind, so that the amount of half the measurement tolerance must also be taken into account here.

Advantageously, this is a method that is easy to standardize in order to calculate the tolerance interval more precisely. A more precise calculation for the above-mentioned advantages of more efficient processing of train operations if there are deviations from the timetable.

According to one embodiment of the invention, it is provided that the tolerance interval is determined as a function of a recognized vehicle type.

For example, the tolerance field required for a slow-moving train, in particular a freight train, is lower than for a fast-moving train, in particular a long-distance train for people. This has to do with the fact that longer braking distances also occur at higher speeds and, moreover, the reaction times up to the initiation of a braking process at higher speeds mean that a longer distance is covered in this time. Certain tolerance fields can be specified for different types of vehicle, for example from a library in a Storage device is stored, can be read.

The advantage of this embodiment of determining the tolerance interval is that train-specific conditions can be included in the calculation. This makes it possible to modify and specify the applicable tolerance intervals for each individual train, which can lead to an increase or decrease in the relevant tolerance interval depending on the class - this depends on whether the relevant train class is less critical or more critical than the standard case considered. As previously mentioned, higher train speeds tend to lead to more critical situations and slower trains to less critical situations.

According to one embodiment of the invention, it is provided that the tolerance zone is determined as a function of geographic circumstances and/or environmental conditions of the route.

The geographic conditions can consist, for example, of the course of the route, in particular the curves present in the course of the route, and of the geographical conditions, in particular uphill and downhill gradients. These circumstances influence the driving behavior of the vehicle and can therefore be taken into account through different tolerance specifications. For example, the braking distance of vehicles increases when driving downhill (downhill gradients), while the braking distance decreases when driving uphill (uphill gradients). Curves can mean that vehicle speeds have to be reduced and the remaining braking distance is therefore shorter. The geographical conditions of the route can be taken from a route map, for example, which is stored in a memory device.

The evaluation of the geographic conditions thus advantageously enables a more precise determination of the tolerance intervals to be taken into account. As a result, these can be calculated with lower residual uncertainties and thus more precisely. The advantages associated with this have already been explained above.

According to one embodiment of the invention, it is provided that the tolerance zone is determined as a function of an operating prognosis for the vehicle and/or a vehicle driving ahead and/or a vehicle following behind.

An operating prognosis within the meaning of the invention should be understood to mean an evaluation of the driving behavior of the vehicle in question. Here, for example, empirical values can flow in, at which speeds the vehicle in question is expected to be traveling. This prognosis can be supported by evaluating timetable data and knowledge of the type of train already mentioned above. However, the empirical values can be made dependent on the type of train because the speeds to be expected can be derived from the type of train.

However, the operating prognosis can also include dynamic changes in the driving behavior of the vehicles in question (that is to say the vehicle, the vehicle in front or the vehicle behind). For example, it is possible that a freight train is not braked on a downhill run if it is known that an uphill run will follow. The aim of such an operating regime is to use the built-up kinetic energy for the ascent, since the freight train then slows down again anyway. Such an operating prognosis therefore allows the distance between the freight train and a vehicle traveling in front to be briefly reduced if a minimum safety distance is maintained. The operating prognosis states that the distance will increase again when driving uphill.

The determination of the tolerance interval as a function of one of the methods described above does not rule out that other influencing factors for the determination of the tolerance field, in particular according to other methods described above, are taken into account at the same time. As a result, the tolerance field resulting from the calculations takes into account several influencing factors.

Each influencing factor is added to the calculation of the resulting tolerance field if the influencing factors under consideration can occur simultaneously, since in the worst case they all occur simultaneously, reducing the tolerance field (because the determination uncertainties for the location of the vehicle increase). An example of this are inaccuracies in the determination of the distance between successive trains and the measurement accuracy of the instantaneous location.

However, an influencing factor can also be included as a factor in the calculation of the resulting tolerance field. This is the case when the influencing factor exacerbates or weakens the situation. An example of this has already been mentioned above. The speed of the train or the determined type of train can, for example, exacerbate the situation (factor < 1 for fast-moving trains) or weaken it (factor > 1 for slow-moving trains).

According to one embodiment of the invention, it is provided that the locating device receives a GPS signal and evaluates it to determine the location.

Advantageously, a GPS signal is already available in large parts of train traffic networks, so that this technology can be economically upgraded.

According to one embodiment of the invention, it is provided that the error outputs and/or the actual position and/or a train identifier are transmitted to a control center.

This advantageously allows tasks to be distributed between the vehicle and the control center. Either the error output is already generated in the vehicle, which presupposes that it knows the target position (this can, for example, be transmitted to the vehicle by the control center on the basis of the dynamic timetable), so that the control center only receives a message in the event of an error. This can be advantageously compared with the train traffic on the relevant route in the control center, so that warning messages can be displayed, for example preceding or following trains can be transmitted. Another possibility is that the vehicle reports the actual position and, if necessary, an error message is generated in the control center. In this case, a larger part of the data processing takes place in the control center.

The train identifier is advantageously used to assign the error output or the actual position to a vehicle. This is required if the control center is not constantly monitoring the vehicle. If permanent monitoring takes place, the actual position or the error output can be assigned at any time without the transmission of the train identification.

According to one embodiment of the invention, it is provided that data relating to the dynamic timetable are transmitted from the control center to the vehicle.

This has the advantage that the current timetable is also visible to the vehicle driver. In addition, the vehicle can automatically take timetable changes into account and already correlate these with information obtained from the vehicle location. As a result, the entire process can be processed in a way that is convenient for the AGV, in that not only the control center but also the vehicles involved make computing capacities available for semi-automatic support of manual operation.

According to one embodiment of the invention, it is provided that a traffic area is defined in which only vehicles that carry out the method according to one of the preceding claims are allowed to travel.

Depending on the application, the traffic area can be a specific route section or an entire route network (in particular a self-contained route network, such as a tram network or an underground railway network, which is not connected to another network). If it is impossible for vehicles to be traveling in said traffic area, the method according to the invention does not are involved, the tolerance intervals can advantageously be chosen larger. At the same time, the dispatcher can rest assured that he does not have to monitor any trains that are in the traffic area and do not provide any data to support train control operations. This advantageously further improves the safety of the use of the method.

The fact that it is ruled out that vehicles which cannot carry out the method are operating in the named traffic area ensures that no vehicles remain undetected, so to speak, when the method according to the invention is carried out. In other words, it is ensured that the vehicle in question can always take into account the preceding or following vehicle, because these have been taken into account in the dynamic timetable.

At the same time, the latter vehicles are able to keep their distance from the vehicle in question. This advantageously creates redundancy, which is why the method is more secure. In other words, the failure of the components required to carry out the method in the vehicle in question can be compensated for if the neighboring vehicles, i.e. the vehicle in front and the vehicle behind, are informed of the failure via the control center in order to initiate suitable safety measures.

The stated object is alternatively achieved according to the invention with the subject matter of the claim (device) specified at the outset in that it is set up to be used in a vehicle belonging to train traffic, to be involved in the vehicle in carrying out a method according to one of the preceding claims.

According to one embodiment of the invention, it is provided that the device is designed as a personal device of a train driver controlling the vehicle, in particular as a smartphone.

In many cases it can be advantageous to equip train drivers with a personal device. They then take the device in an unequipped train. This makes it possible to operate non-equipped trains with the method, where they can be located and send information using the train driver's personal device. This variant can be more economical. It is also possible to operate a mixed train fleet, in which there are trains that are already equipped and trains that are not yet equipped.

As an alternative, the stated object is also achieved according to the invention with the initially specified subject of the claim (vehicle) in that it is set up to be involved in the implementation of the stated method.

Alternatively, the object mentioned is also achieved according to the invention with the subject matter of the claim (control center) specified at the outset in that it is set up to be involved in the implementation of the method mentioned.

With the devices mentioned, the advantages can be achieved which have already been explained in connection with the method described in more detail above. What has been said about the method according to the invention also applies correspondingly to the device according to the invention.

Furthermore, a computer program product with program instructions for carrying out the method according to the invention and/or its exemplary embodiments is claimed, with the method according to the invention and/or its exemplary embodiments being able to be carried out in each case 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 storage unit 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, for example 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 takes place in the form of a program data block as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the computer program product. However, this provision can also be made, for example, as a partial download consisting of several parts. Such a computer program product is read into a system, for example using the provision device, so that the method according to the invention is executed on a computer.

Further details of the invention are described below with reference to the drawing. Identical or corresponding drawing elements are each provided with the same reference symbols and are only explained several times insofar as there are differences between the individual figures.

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 to be considered independently of one another, which also develop the invention independently of one another and are therefore also to be regarded as part of the invention individually or in a combination other than the one shown. Furthermore, the components described can also be combined with the features of the invention described above.

• Figur 1 ein Ausführungsbeispiel der erfindungsbemäßen Vorrichtung mit ihren Wirkzusammenhängen schematisch,
• Figur 2 ein Ausführungsbeispiel einer Computer-Infrastruktur der Vorrichtung gemäß Figur 1 als Blockschaltbild, wobei die einzelnen Funktionseinheiten Programmmodule enthalten, die jeweils in einem oder mehreren Prozessoren ablaufen können und die Schnittstellen demgemäß softwaretechnisch oder hardwaretechnisch ausgeführt sein können,
• Figur 3 ein Ausführungsbeispiel des erfindungsgemäßen Verfahrens als Flussdiagramm, wobei die einzelnen Verfahrensschritte einzeln oder in Gruppen durch Programmmodule verwirklicht sein können und wobei die Funktionseinheiten und Schnittstellen gemäß Figur 2 beispielhaft angedeutet sind.

Show it:

• figure 1 an exemplary embodiment of the device according to the invention with its functional relationships schematically,
• figure 2 an embodiment of a computer infrastructure of the device according to figure 1 as a block diagram, the individual functional units containing program modules, each in a or several processors can run and the interfaces can accordingly be implemented in terms of software or hardware,
• figure 3 an embodiment of the method according to the invention as a flow chart, wherein the individual method steps can be implemented individually or in groups by program modules and wherein the functional units and interfaces according to figure 2 are indicated as examples.

In figure 1 a vehicle FZ and a preceding vehicle FZV and a following vehicle FZN are shown, which are driving behind one another on a track section GLA. All vehicles maintain a direction of travel FR. All vehicles FZ, FZV, FZN are equipped with at least the following functional elements, these having an extension "1" for the vehicle FZV driving ahead, an extension "2" in the vehicle FZ and an extension "3" for the following vehicle FZN. Accordingly, each of the vehicles FZ, FZV, FZN has an antenna system A1, A2, A3 and a locating device OR1, OR2, OR3 and a computer CP1, CP2, CP3. The antenna systems are in accordance with the embodiment figure 1 suitable for both locating signals from a GPS satellite GPS via the interfaces S1 (to the vehicle FZV driving ahead), S2 (to the vehicle FZ) and S3 (to the following vehicle FZN) and from a control center LZ via an antenna system A4 via the interfaces S4 (for vehicle FZV driving ahead), S5 (to the vehicle FZ) and S6 (to the following vehicle FZN). A fourth computer CP4 and a memory unit SE are arranged in the control center LZ, which in turn is connected to the fourth computer CP4 via an interface S10.

In figure 2 the interaction of the individual system components can be better understood. You can see blocks that represent the vehicle FZ and the following vehicle FZN and the preceding vehicle FZV. The signal from the GPS satellite GPS is via the first interface S1, the first locating device OR1, via the second interface S2, the second locating device OR2 and via the interface S3 third locating device OR3 made available. The first locating device OR1 is connected to the first computer CP1 via a seventh interface S7, the second locating device OR2 is connected to the second computer CP2 via an eighth interface S8, and the third locating device OR3 is connected to the third computer CP3 via a third interface S3. The computers CP1, CP2, CP3 can thus process location information that was generated via the locating device OR1, OR2, OR3. Furthermore, the computers CP1, CP2, CP3 are responsible for controlling the vehicles FZ, FZV, FZN.

About the in figure 2 not shown according to antenna systems figure 1 the vehicle FZ communicates via the interface S5, the vehicle FZV via the interface S4, and the vehicle FZN via the interface S6 with the computer CP4 of the control center LZ. In the control center LZ there is also a storage unit SE, which is connected to the computer CP4 via the interface S10.

An embodiment of the method according to the invention could figure 3 expire. In train operation, both the vehicle FZ and the preceding vehicle FZV and the following vehicle FZN and the control center LZ are started. the figure 3 represents a flowchart for the various process steps. A special feature in figure 3 is given by the fact that the vertical should also indicate a certain passage of time. Therefore, the processes of the preceding vehicle FZV (topmost), the vehicle FZ (middle) and the following vehicle FZN (bottommost) are in figure 3 shown in staggered order, as they enter the GLA track section one after the other.

In an initial input step FP IN for the timetable, the control center LZ has loaded a dynamic timetable that corresponds to the current processes in train traffic. The preceding vehicle FZV, the vehicle FZ and the following vehicle FZN are now driving one after the other into the track section GLA according to FIG figure 1 a. As soon as these move in, a locating step LOC takes place, so that location information is available in the respective computer CP1, CP2, CP3 of the train in question.

Subsequently, an output step D1 OUT for the train data, which also contains a train identifier in addition to the location information, takes place first in the vehicle FZV driving ahead, the train data being read into the computer CP4 of the control center LZ via the associated input step D1 IN. This is followed by an update step UPD, in which, for example, deviations from the timetable can be recorded.

A short time later, the vehicle FZ drives into the track section GLA according to figure 1 a. There is also the locating step LOC and then the output step D2 OUT in the vehicle FZ and the input step D2 IN in the control center LZ with a subsequent update step UPD.

A short time later, the vehicle FZN moves to the track section GLA according to figure 1 a. There is also the locating step LOC and then the output step D2 OUT in the vehicle FZN and the input step D2 IN in the control center LZ with a subsequent update step UPD.

The vehicle FZ, the vehicle FZV driving ahead and the vehicle FZN following behind are treated in the same way with regard to communication with the control center LZ. It should be noted that if, for example, the following vehicle FZN is followed by another vehicle, the following vehicle FZN is treated as the vehicle FZ with regard to this vehicle, while the vehicle FZ is then treated as the vehicle FZV driving ahead with regard to the vehicle FZN. In other words, all vehicles are treated equally in the procedures, with the designations only being chosen so that they are based on the Figures 1 to 3 The processing of the data can be shown in the three vehicles shown.

In the vehicles FZ, FZV, FZN as well as in the control center LZ, a query step CRIT? carried out whether the collected data is a critical situation can be taken. If this is not the case, there is a second interrogation step GLA?, whether the journey in the track section in question is GLA according to figure 1 still continues. If this is not the case, then the method is stopped in the vehicle in question, since it is again integrated into another train control operation, for example. However, if the vehicle is still in the track section GLA, the initially performed locating step LOC is repeated and the method continues in the manner described.

However, if a critical situation occurs in the query step CRIT? established, a case distinction must be made.

If this critical state is determined by the control center LZ, a warning message is output in an output step WM OUT. This is followed by an input step WM IN for the warning message in each of the vehicles FZ, FZN, FZV, so that the train driver can carry out a security measure SEC.

The other case is when the query step CRIT? leads to a positive result in one of the vehicles FZ, FZV, FZN. In this case, the security measure SEC is initiated immediately by the train driver. In any case, the implementation of the security measure SEC in the vehicles FZ, FZV, FZN is also reported to the control center LZ, whereupon the query step CRIT?, whether the critical situation still exists, is run through again. In the positive case, as already mentioned, an output step WM OUT for the warning message is carried out, so that the other vehicles FZ, FZV, FZN now also receive a warning message.

As soon as the query step CRIT? leads to the result that there is no critical situation, the process is repeated in the control center LZ with the initial input step FP IN for the dynamic timetable, which can be updated in this way. Unlike for the vehicles, there is no query in the control center LZ as to whether the corresponding vehicles have left the track section GLA, since the control center LZ is available for other vehicles must be available. The procedure in the control center LZ is only stopped at the end of the working day.

Reference List

car

vehicle

FZN

following vehicle

FZV

vehicle ahead

GLA

track section

FR

driving direction

LZ

control center

GPS

GPS satellite

A1...A4

antenna system

CP1...CP4

computer

OR1 ... OR4

tracking device

SE

storage unit

S1...10

interface

LOC

locating step

D1 OUT ... D3 OUT

Output step train data

FP IN

Timetable input step

D1 IN ... D3 IN

Input step train data

UPD

update step

CRIT?

Query step (critical situation?)

WM OUT

Output step warning message

WM IN

Input step warning message

SEC

security measure

GLA?

Query step (journey on track section?)

Claims (18)

Method for monitoring train traffic, in which • an actual position of the vehicle (FZ) is determined in a vehicle (FZ) by means of a locating device (OR1 ... OR4) located in the vehicle (FZ), • the actual position is compared with a target position of the vehicle (FZ), • an error is output if the actual position deviates from the target position in an impermissible manner, characterized,
that the target position is determined with the help of a dynamic timetable. Method according to claim 1,
characterized,
that a fixed tolerance interval is determined for the admissibility of the deviation of the actual position from the target position. Method according to one of the preceding claims,
characterized,
that a variable tolerance interval is determined for the admissibility of the deviation of the actual position from the target position, which is dependent on the measurement accuracy when determining the target position. Method according to claim 1 or 3,
characterized,
that a variable tolerance interval is defined for the admissibility of the deviation of the actual position from the target position, which depends on the distance of the vehicle (FZ) from a vehicle driving ahead (FZV) and from a following vehicle (FZN). Method according to claim 4,
characterized,
that the tolerance interval is half the amount of the measurement tolerance when locating the vehicle (FZ) and half the amount of the Measurement tolerance when locating the vehicle ahead (FZV) and the following vehicle (FZN) is reduced. Method according to one of claims 3, 4 or 5,
characterized,
that the tolerance interval is determined depending on a recognized type of vehicle. Method according to one of the preceding claims,
characterized,
that the tolerance zone is determined as a function of geographical conditions and/or environmental conditions of the route. Method according to one of the preceding claims,
characterized,
that the tolerance zone is determined as a function of an operating prognosis for the vehicle (FZ) and/or a preceding vehicle (FZV) and/or a following vehicle (FZN). Method according to one of the preceding claims,
characterized,
that the locating device (OR1 ... OR4) receives a GPS signal and evaluates it to determine the location. Method according to one of the preceding claims,
characterized,
that the error outputs and/or the actual position and/or a train identifier is transmitted to a control center (LZ). Method according to claim 10,
characterized,
that data relating to the dynamic timetable are transmitted from the control center (LZ) to the vehicle (FZ). Method according to one of the preceding claims,
characterized,
that a traffic area is defined in which only vehicles (FZ) may operate that carry out the method according to one of the preceding claims. Device for monitoring train traffic,
characterized,
that this is set up • to be used in a vehicle (FZ) belonging to train traffic, • to be involved in the implementation of a method according to one of the preceding claims in the vehicle (FZ). Device according to one of the preceding claims,
characterized,
that the device is designed as a personal device of a train driver controlling the vehicle (FZ), in particular as a smartphone. Vehicle (FZ) for a train service,
characterized,
that this is set up to be involved in the implementation of a method according to one of claims 1 to 12. Control center (LZ) for a train service,
characterized,
that this is set up to be involved in the implementation of a method according to one of claims 1 to 12. Computer program product with program instructions for carrying out the method according to one of Claims 1 - 12. Provision device for the computer program product according to the last preceding claim, wherein the provision device stores and/or provides the computer program product.

Images