EP3996966B1 - Train protection method and train protection system with a correction function of the wheel diameter value stored in the vehicle - Google Patents

Train protection method and train protection system with a correction function of the wheel diameter value stored in the vehicle Download PDF

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Publication number
EP3996966B1
EP3996966B1 EP20771463.5A EP20771463A EP3996966B1 EP 3996966 B1 EP3996966 B1 EP 3996966B1 EP 20771463 A EP20771463 A EP 20771463A EP 3996966 B1 EP3996966 B1 EP 3996966B1
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EP
European Patent Office
Prior art keywords
wheel
rail vehicle
value
track
track section
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Active
Application number
EP20771463.5A
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German (de)
French (fr)
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EP3996966A1 (en
Inventor
Uwe Kaluscha
Andreas DRIEMEL
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP3996966A1 publication Critical patent/EP3996966A1/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/021—Measuring and recording of train speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the invention relates to a train control method in which at least one data transmission device on the track, which forms a boundary point for a route section, is controlled by a railway signal and in which a radio device assigned to the railway signal, in particular mounted on the railway signal, sends a radio data signal to a device in the approach area of the railway signal located rail vehicle sends.
  • a well-known generic train control method is from the article "First in German local transport: A train control system with radio upgrade", SIGNAL + DRAHT (108) 10/2016 and also from the document “Train control system Trainguard Zub 222c", Siemens AG, 2014, order number: A19100 -V100-B930-V2 (English version: “Trainguard Zub 222c automatic train control system", Siemens AG 2014, Order No.: A19100-V100-B930-V2-7600).
  • print WO 02/47955 A1 describes a generic train control method.
  • a central variable for the functional reliability of such a train control method or such a train control system is the reliable location of the rail vehicle and in particular the reliable determination of a currently covered distance and a current speed, which in a known manner as a function of a current wheel pulse or wheel revolution number determined by the rail vehicle and takes place as a function of a previously known wheel diameter or wheel circumference value of the rail vehicle.
  • a two-channel distance pulse generator is used for measuring distance and speed for safety reasons.
  • a wheel diameter or a wheel circumference changes over the period of operation, mainly due to wear, so that the information obtained - i.e. in particular the determined value for the distance currently covered or the determined value for the current speed - becomes increasingly imprecise if the previously known wheel diameter or wheel circumference value used by the rail vehicle is not corrected (adjusted).
  • a method for the automatic calibration of a measuring sensor of a driven axle of a rail vehicle in which at least one measured value of a diameter of a wheel connected to the axle is determined by measuring a number of revolutions of the axle with a length of at least a reference route is compared.
  • EP 2 223 127 B1 discloses a method for calibrating a wheel speed detection system of a motor vehicle, in which, in order to calculate a navigation route, two route infrastructure units transmit their (geo)position coordinates by radio to the motor vehicle.
  • the object of the invention is to improve the reliable functioning of a train control method of the type specified at the beginning with particularly little maintenance.
  • This object is achieved based on a train control method of the type specified at the outset, according to the invention, in that, depending on a number of wheel pulses or wheel revolutions determined when the rail vehicle drives over a section of track and depending on a reference value for the length of a section of track, a Correction of a previously known wheel diameter or wheel circumference value of the rail vehicle is carried out, with one radio data signal specifying one reference value or one radio data signal specifying a correction value, using which the one reference value is determined for a route target distance.
  • the rail vehicle receives a data signal from it when driving over one track-side data transmission device and receives another data signal when driving over another track-side data transmission device, which forms a further border point for one route section.
  • the data signal preferably signals that of the two data transmission devices which, as a boundary point, forms a starting point for one route section, a starting time assigned to one route section.
  • the data signal preferably signals that of the two data transmission devices which, as a boundary point, forms a destination for one route section, an end time assigned to one route section.
  • the one radio data signal and/or the data signal which signals the one starting point in time indicates the route target distance or a route target value suitable for determining the one route target distance.
  • one wheel pulse number is determined based on a number of wheel pulses or wheel axle pulses determined by the rail vehicle in the time interval from the one start time to the one end time, or the one wheel revolution number is determined based on a number in the time interval from the one start time to the end time Number of wheel revolutions or wheel axle revolutions is determined.
  • a statistical correction of the previously known wheel diameter or wheel circumference value is considered to be particularly advantageous, with further deviations being determined accordingly for the statistical correction of the previously known wheel diameter or wheel circumference value when driving over further road sections, and with the correction of the previously known wheel diameter or wheel circumference value being dependent a mean value of the deviations is carried out.
  • the respective reference value for the length of a respective route section is only taken into account when correcting the previously known wheel diameter or wheel circumference value of the rail vehicle if the respective radio data signal which contains the respective reference value or the respective correction value suitable for forming the respective reference value specifies, additionally specifies suitability information and this suitability information identifies the respective route section as suitable for consideration.
  • the invention also relates to a train control system in which at least one data transmission device on the track, which forms a boundary point for a section of track, is controlled by a railway signal and in which a radio device assigned to the railway signal, in particular mounted on the railway signal, is designed to transmit a radio data signal to a rail vehicle located in the approach area of the railway signal.
  • Such a train control system is also known from the article mentioned at the outset "First in German local transport: A train control system with radio upgrade”, SIGNAL + DRAHT (108) 10/2016 and the document mentioned at the outset “Train control system Trainguard Zub 222c", Siemens AG, 2014, order no. : A19100-V100-B930-V2 (English version: “Trainguard Zub 222c automatic train control system", Siemens AG 2014, Order No.: A19100-V100-B930-V2-7600).
  • the rail vehicle be designed as a function of a number of wheel pulses or wheel revolutions determined when the rail vehicle crosses one section of track and as a function of a reference value for the length of one section of the route to carry out a correction of a previously known wheel diameter or wheel circumference value of the rail vehicle, with one radio data signal specifying one reference value or with one radio data signal specifying a correction value, using which the rail vehicle is suitable for determining the one reference value on a route target distance .
  • the section of a track system GA shown shows a route S formed by a track for a vehicle F and a train control system Z according to the invention.
  • Two trackside data transmission devices 111 and 121 of the train control system Z are shown, which form the boundary points of a route section S k of the route S, which therefore form the route section Limit Sk .
  • the data transmission device 111 forms a starting point SP k for one route section S k as a boundary point.
  • the data transmission device 121 forms a destination point SP k as a boundary point for one route section S k .
  • the data transmission device 111 on the track is designed as a track coupling coil and is controlled by a railway signal 110 .
  • the data transmission device 121 on the track is also designed as a track coupling coil and is controlled by a railway signal 120 .
  • a radio 112 associated with the railroad signal 110 is mounted on the railroad signal 110 .
  • a radio 122 associated with the railroad signal 120 is mounted on the railroad signal 120 .
  • the vehicle F is in an approach area of the railway signal 110.
  • the radio device 112 is designed to send a radio data signal F 112 to the rail vehicle F located in the approach area of the railway signal 110.
  • the rail vehicle F is designed to correct a previously known wheel diameter or Wheel circumference value d of the rail vehicle F to be carried out.
  • the one radio data signal F 112 indicates the one reference value RW k .
  • the one radio data signal F 112 indicates a correction value KW k , using which the rail vehicle is suitable for determining the one reference value RW k for a route target distance ZE k .
  • the train control system Z is formed by trackside equipment 10 and onboard equipment 20 .
  • Trackside equipment 10 includes trackside train control devices 101-104.
  • the trackside train control device 101 comprises the railway signal 110, the data transmission devices 111 controlled by the railway signals 110 and the radio devices 112 assigned to the railway signals 110.
  • the trackside train control device 102 comprises the railway signal 120, the data transmission devices 121 controlled by the railway signals 120 and the radio devices 122 assigned to the railway signals 120.
  • the trackside train control device 103 includes the railway signal 130, the data transmission devices 131 controlled by the railway signals 130 and the radio devices 132 assigned to the railway signals 130.
  • the trackside train control device 104 includes the railway signal 140, the data transmission devices 141 controlled by the railway signals 140 and the data transmission devices 141 controlled by the railway signals 140 assigned radio equipment 142.
  • a control box 113, 123, 133 or 143 is mounted on each of the railway signals 110, 120, 130 and 140, in which a signal connection module 114, 124, 134 or 144 (also known as a signal connection module) and a radio module 116, 126, 136 or 146 of a respective radio module 112, 122, 13 2 and 142 respectively are.
  • a respective control line 115, 125, 135 or 145 leads from one of the signal interface modules 114, 124, 134 or 144 to the respective data transmission device 110, 120, 130 or 140.
  • a respective radio antenna 117, 127, 137 or 147 of the respective radio module 112, 122, 132 or 142 is mounted outside of the respective switch box 113, 123, 133 or 143 on the respective railway signal 110, 120, 130 and 140.
  • the on-board equipment 20 includes an on-board train control device 200, a drive system 300 and a braking system 400 of the vehicle F.
  • the train control device 200 on the vehicle has an on-board device 210 , a data transmission device 211 on the vehicle designed as a vehicle coupling coil, a radio device 212 on the vehicle and a travel encoder 218 .
  • the vehicle-side train control device 200 also includes a display and operating device and a data device, both of which are not shown here, however.
  • the vehicle radio device 212 consists of a radio module 216 and a radio antenna 217.
  • the data transmission devices 121 and 131 on the track form boundary points of a further section S k+i and the data transmission devices 131 and 141 on the track form boundary points of a subsequent further section S k+2 .
  • the trackside data transmission device 111 also forms a border point for a route section S k-1 and the trackside data transmission device 141 also forms a border point for a route section S k+3 .
  • the data transmission devices 111, 121, 131 form starting points SP k , SP k+1 , SP k+2 of the route sections S k , S k+1 , S k+2 .
  • the data transmission devices 121, 131, 141 form destination points ZP k , ZP k+1 , ZP k+2 of the route sections S k , S k+1 , S k+2 .
  • the train control system Z is thus characterized by multi-section signaling known to those skilled in the art, so that each of the starting points is also the destination of the respective preceding section.
  • the figure 2 shows the rail vehicle F in a first position P t1 at a point in time t1 and beyond this—in each case shown with dashed lines in further positions P t2 to P t7 at later points in time t2 to t7.
  • the rail vehicle F is designed to receive a data signal D 111 from the one track-side data transmission device 111 when driving over it and to receive a further data signal D 121 when driving over the other track-side data transmission device 121 .
  • the transmission is inductive and discrete (at specified points along the route).
  • the data signal D 111 of the data transmission device 111 which forms the starting point SP k as a boundary point for one route section S k , signals a starting time assigned to one route section S k --here time t2.
  • the data signal D 112 of the data transmission device 112 which forms the destination point ZP k as a boundary point for one route section S k , signals an end time associated with one route section S k --here time t4.
  • At least the data signal D 111 specifies a route target value ZW k suitable for determining the one route target distance ZE k .
  • the route target value ZW k is a number of steps whose increment—preferably 5 m or 10 m—is known, so that the route target distance ZE k is formed as the product of the route target value ZW k and the increment.
  • the data signal D 111 indicates the distance to the destination ZE k directly.
  • the rail vehicle F is designed to determine a measured value MW k for the length of the one route section S k based on the number of wheel pulses n k determined when the rail vehicle F drove over the one route section S k and the previously known wheel diameter or wheel circumference value d .
  • a number of wheel revolutions could also be determined instead of the number of wheel pulses n k when the rail vehicle F travels over one section S k .
  • the rail vehicle F is also designed to correct the one previously known wheel diameter or wheel circumference value d as a function of a deviation AW k of the one measured value MW k from the one reference value RW k .
  • the wheel diameter or wheel circumference value corrected as a function of a deviation AW k d k which is stored in the vehicle, forms the previously known wheel diameter or wheel circumference value d.
  • the rail vehicle F is designed to determine the number of wheel pulses n k based on a number n1 k of wheel axle pulses of at least one wheel axle A1 of the rail vehicle determined by the rail vehicle F in the time interval from the one start time t2 to the one end time t4.
  • a further number of wheel axle pulses determined in the time interval from the start time t2 to the end time t4 could also be taken into account at least one further wheel axle A2 of the rail vehicle.
  • the one wheel pulse number n k could be determined using a number of wheel pulses of at least one wheel R1 of the rail vehicle determined in the time interval from the one start time t2 to the end time t4.
  • a further number of wheel pulses of at least one further wheel R2 of the rail vehicle determined in the time interval from the one start time t2 to the one end time t4 could also be taken into account.
  • the rail vehicle is designed to statistically correct the previously known wheel diameter or wheel circumference value d when driving over the other route sections S k+1 , S k+2 to determine further deviations AB k+1 , AB k+2 and to correct the previously known wheel diameter or wheel circumference value d as a function of a mean value of the deviations AW k , AW k+1 , AW k+2 .
  • the number of route sections whose deviations are included in the averaging is preferably adjustable.
  • the number of three deviations AW k , AW k+1 , AW k+2 mentioned here is therefore only an example. This is to be understood that when driving over a respective route section, the deviations of two previously traversed route sections are included in the averaging in addition to its deviation. When driving over the route section S k+2 , the averaging is therefore based on the deviations AW k , AW k+1 , AW k+2 . In the previous case, when driving over the route section S k+1 , the averaging took place using the deviations AW k-1 , AW k , AW k+1 etc..
  • the rail vehicle F is designed to only use the respective reference value RW k , RW k+1 , RW k+2 for the length of a respective route section S k , S k+1 , S k+2 when correcting the previously known wheel diameter or Wheel circumference value d of the rail vehicle F must be taken into account if the respective radio data signal F 112 , F 122 , F 132 , which contains the respective reference value RW k , RW k+1 , RW k+2 or the value used to form the respective reference value RW k , RW k+1 , RW k+2 indicates suitable respective correction values KW k , KW k+1 , KW k+2 , additionally indicates suitability information EI k , EI k+1 , EI k+2 and this suitability information EI k , EI k +1 , EI k+2 characterizes the respective route section S k , S k+1 , S k
  • the train control system Z according to the invention is thus designed to be suitable for carrying out the train control method according to the invention, with the train control method according to the invention describing a method by means of which the current wheel diameter d in the train control system Z can be reliably set using the statistical averaging described and is preferably also made.
  • the train control system Z according to the invention offers the operator of the track system GA the advantage that it allows him to have the wheel diameter d automatically readjusted when the route S is used operationally.
  • This correction (adjustment) of the wheel diameter d which takes place on a statistical basis during operation, provides the greatest possible statistical security if for as many passages as possible between data transmission devices on the track (track coupling coils) the difference between the respective reference value (i.e. the respective topographical distance between the respective starting point and the respective destination point) and the respective measured value (i.e. the respective distance measured on the rail vehicle F) is evaluated and then a slow, conservative adjustment of the wheel diameter d is carried out in the train control system.
  • the respective reference value i.e. the respective topographical distance between the respective starting point and the respective destination point
  • the respective measured value i.e. the respective distance measured on the rail vehicle F
  • the train control system now also uses the data transmission of a radio channel - i.e. data transmission by means of radio waves - parallel to the data transmission of the data transmission devices 111-114 (inductive data transmission via track coupling coils).
  • This data transmission by means of radio waves is used, in particular, in a known manner as a so-called upgrade function. In principle, this is used to inform a rail vehicle of its current signal aspect when driving towards a target signal. This takes place indirectly in that the currently valid telegram of the track coupling coil belonging to the target signal (data transmission device serving as target point) is transmitted to the rail vehicle F via the radio channel.
  • the respective radio device 112, 122 or 132 on the route S it is now possible to also transfer the correction value KW k , KW k+1 or KW k+2 for the route target distance, with which the vehicle device calculates the could correct the target distance ZE k , ZE k+1 or ZE k+2 transmitted from the starting point SP k , SP k+1 or SP k+2 to the true value as a basis for comparison.
  • the respective suitability information EI k , EI k+1 or EI k+2 is also stored here, which indicates whether the before the destination signal lying section should be included in the static wheel diameter correction procedure.
  • a sufficiently powerful encryption of the values stored in the radio channel must be provided if they are only stored and processed there in a single channel. This must ensure that a falsification of the data can be detected by security technology.
  • the advantage here is that with the train control method according to the invention, an already existing infrastructure is used and that no additional operational expenses, such as the provision and driving through of a separate measuring section, are necessary.

Description

Die Erfindung betrifft ein Zugbeeinflussungsverfahren bei dem zumindest eine gleisseitige Datenübertragungseinrichtung, welche einen Grenzpunkt für einen Streckenabschnitt bildet, von einem Eisenbahnsignal gesteuert wird und bei dem eine dem Eisenbahnsignal zugeordnete, insbesondere am Eisenbahnsignal montierte, Funkeinrichtung ein Funk-Datensignal an ein sich im Anrückbereich des Eisenbahnsignals befindliches Schienenfahrzeug sendet.The invention relates to a train control method in which at least one data transmission device on the track, which forms a boundary point for a route section, is controlled by a railway signal and in which a radio device assigned to the railway signal, in particular mounted on the railway signal, sends a radio data signal to a device in the approach area of the railway signal located rail vehicle sends.

Ein bekanntes gattungsgemäßes Zugbeeinflussungsverfahren ist aus dem Artikel "Erstmals im deutschen Nahverkehr: Ein Zugbeeinflussungssystem mit Funkaufwertung", SIGNAL + DRAHT (108) 10/2016 und auch aus dem Dokument "Zugbeeinflussungssystem Trainguard Zub 222c", Siemens AG, 2014, Bestellnr.: A19100-V100-B930-V2 (in englischer Fassung: "Trainguard Zub 222c automatic train control system", Siemens AG 2014, Order No.: A19100-V100-B930-V2-7600) bekannt.A well-known generic train control method is from the article "First in German local transport: A train control system with radio upgrade", SIGNAL + DRAHT (108) 10/2016 and also from the document "Train control system Trainguard Zub 222c", Siemens AG, 2014, order number: A19100 -V100-B930-V2 (English version: "Trainguard Zub 222c automatic train control system", Siemens AG 2014, Order No.: A19100-V100-B930-V2-7600).

Auch die Druckschrift WO 02/47955 A1 beschreibt ein gattungsgemäßes Zugbeeinflussungsverfahren.Also the print WO 02/47955 A1 describes a generic train control method.

Ferner ist aus der Druckschrift DE 196 30 575 A1 eine Signalübertragung von einer einem Eisenbahnsignal zugeordneten Funkeinrichtung bekannt.Furthermore, from the pamphlet DE 196 30 575 A1 a signal transmission from a radio device assigned to a railway signal is known.

Eine zentrale Größe für die Funktionssicherheit eines derartigen Zugbeeinflussungsverfahrens bzw. eines derartigen Zugbeeinflussungssystems ist die sichere Ortung des Schienenfahrzeugs und insbesondere die sichere Ermittlung eines aktuell zurückgelegten Weges und einer aktuellen Geschwindigkeit, welche in bekannter Weise in Abhängigkeit einer durch das Schienenfahrzeug ermittelten aktuellen Radimpuls- oder Radumdrehungszahl und in Abhängigkeit eines vorbekannten Raddurchmesser- oder Radumfangwertes des Schienenfahrzeugs erfolgt.A central variable for the functional reliability of such a train control method or such a train control system is the reliable location of the rail vehicle and in particular the reliable determination of a currently covered distance and a current speed, which in a known manner as a function of a current wheel pulse or wheel revolution number determined by the rail vehicle and takes place as a function of a previously known wheel diameter or wheel circumference value of the rail vehicle.

Für die sicherungstechnische Weg- und Geschwindigkeitsmessung kommt bei dem bekannten Zugbeeinflussungsverfahren bzw. Zugbeeinflussungssystem beispielsweise ein zweikanalig aufgebauter Wegimpulsgeber zum Einsatz. Ein Raddurchmesser bzw. ein Radumfang verändert sich jedoch über die Betriebsdauer vorwiegend durch Abnutzung, so dass gewonnenen Informationen - also insbesondere der ermittelte Wert für den aktuell zurückgelegten Weg bzw. der ermittelte Wert für die aktuelle Geschwindigkeit - immer ungenauer werden, wenn der vorbekannte Raddurchmesser- oder Radumfangwert, welcher vom Schienenfahrzeug verwendet wird, nicht korrigiert (nachgestellt) wird.In the known train control method or train control system, for example, a two-channel distance pulse generator is used for measuring distance and speed for safety reasons. However, a wheel diameter or a wheel circumference changes over the period of operation, mainly due to wear, so that the information obtained - i.e. in particular the determined value for the distance currently covered or the determined value for the current speed - becomes increasingly imprecise if the previously known wheel diameter or wheel circumference value used by the rail vehicle is not corrected (adjusted).

Aus der Druckschrift WO 2017/121579 A1 ist ein Verfahren zur automatischen Kalibrierung eines Messsensors einer angetriebenen Achse eines Schienenfahrzeugs bekannt, bei dem wenigstens ein Messwert eines Durchmessers eines mit der Achse verbundenen Rades dadurch ermittelt wird, dass eine beim Befahren wenigstens einer Referenzstrecke ermittelten Anzahl von Umdrehungen der Achse mit einer Länge der wenigstens einen Referenzstrecke verglichen wird.From the pamphlet WO 2017/121579 A1 a method for the automatic calibration of a measuring sensor of a driven axle of a rail vehicle is known, in which at least one measured value of a diameter of a wheel connected to the axle is determined by measuring a number of revolutions of the axle with a length of at least a reference route is compared.

Ferner ist aus der Europäischen Patentschrift EP 2 223 127 B1 ein Verfahren zur Kalibrierung eines Raddrehzahlerfassungssystems eines Kraftfahrzeugs bekannt, bei dem zur Berechnung einer Navigations-Wegstrecke zwei Streckeninfrastruktureinheiten ihre (Geo)-Positionskoordinaten per Funk an das Kraftfahrzeug übermitteln.Furthermore, from the European patent specification EP 2 223 127 B1 discloses a method for calibrating a wheel speed detection system of a motor vehicle, in which, in order to calculate a navigation route, two route infrastructure units transmit their (geo)position coordinates by radio to the motor vehicle.

Der Erfindung liegt die Aufgabe zugrunde, die sichere Funktion eines Zugbeeinflussungsverfahrens der eingangs angegebenen Art mit besonders wenig Wartungsaufwand zu verbessern.The object of the invention is to improve the reliable functioning of a train control method of the type specified at the beginning with particularly little maintenance.

Gelöst wird diese Aufgabe ausgehend von einem Zugbeeinflussungsverfahren der eingangs angegebenen Art erfindungsgemäß dadurch, dass in Abhängigkeit einer beim Überfahren des einen Streckenabschnitts durch das Schienenfahrzeug ermittelten Radimpuls- oder Radumdrehungszahl und in Abhängigkeit eines Referenzwertes für die Länge des einen Streckenabschnitts eine Korrektur eines vorbekannten Raddurchmesser- oder Radumfangwertes des Schienenfahrzeugs durchgeführt wird, wobei das eine Funk-Datensignal den einen Referenzwert angibt oder wobei das eine Funk-Datensignal einen Korrekturwert angibt, unter Anwendung dessen auf eine Streckenzielentfernung der eine Referenzwert bestimmt wird.This object is achieved based on a train control method of the type specified at the outset, according to the invention, in that, depending on a number of wheel pulses or wheel revolutions determined when the rail vehicle drives over a section of track and depending on a reference value for the length of a section of track, a Correction of a previously known wheel diameter or wheel circumference value of the rail vehicle is carried out, with one radio data signal specifying one reference value or one radio data signal specifying a correction value, using which the one reference value is determined for a route target distance.

Vorteilhafte Ausgestaltungen des erfindungsgemäßen Zugbeeinflussungsverfahren sind in den Unteransprüchen 2 bis 9 angegeben.Advantageous refinements of the train influencing method according to the invention are specified in subclaims 2 to 9.

So wird es als vorteilhaft angesehen, wenn das Schienenfahrzeug beim Überfahren der einen gleisseitigen Datenübertragungseinrichtung von dieser ein Datensignal empfängt und beim Überfahren einer weiteren gleisseitigen Datenübertragungseinrichtung, welche einen weiteren Grenzpunkt für den einen Streckenabschnitt bildet, ein weiteres Datensignal empfängt.It is thus considered advantageous if the rail vehicle receives a data signal from it when driving over one track-side data transmission device and receives another data signal when driving over another track-side data transmission device, which forms a further border point for one route section.

Vorzugsweise signalisiert das Datensignal derjenigen der beiden Datenübertragungseinrichtungen, welche als Grenzpunkt einen Startpunkt für den einen Streckenabschnitt bildet, einen dem einen Streckenabschnitt zugeordneten Startzeitpunkt.The data signal preferably signals that of the two data transmission devices which, as a boundary point, forms a starting point for one route section, a starting time assigned to one route section.

Und vorzugsweise signalisiert das Datensignal derjenigen der beiden Datenübertragungseinrichtungen, welche als Grenzpunkt einen Zielpunkt für den einen Streckenabschnitt bildet, einen dem einen Streckenabschnitt zugeordneten Endzeitpunkt.And the data signal preferably signals that of the two data transmission devices which, as a boundary point, forms a destination for one route section, an end time assigned to one route section.

Außerdem wird es als vorteilhaft angesehen, wenn das eine Funk-Datensignal und/oder das Datensignal, welches den einen Startzeitpunkt signalisiert, die Streckenzielentfernung oder einen zur Bestimmung der einen Streckenzielentfernung geeigneten Streckenzielwert angibt.In addition, it is considered advantageous if the one radio data signal and/or the data signal which signals the one starting point in time indicates the route target distance or a route target value suitable for determining the one route target distance.

Weiterhin wird es als vorteilhaft angesehen, wenn basierend auf der beim Überfahren des einen Streckenabschnitts durch das Schienenfahrzeug ermittelten einen Radimpuls- oder Radumdrehungszahl und dem vorbekannten Raddurchmesser- bzw. Radumfangwert ein Messwert für die Länge des einen Streckenabschnitts bestimmt wird und wenn der eine vorbekannte Raddurchmesser- bzw. Radumfangwert in Abhängigkeit einer Abweichung des einen Messwertes von dem einen Referenzwert korrigiert wird.Furthermore, it is considered advantageous if this is based on the number of wheel pulses or wheel revolutions determined when the rail vehicle drives over the one section and the previously known wheel diameter or wheel circumference value a measured value for the length of one route section is determined and when the one previously known wheel diameter or wheel circumference value is corrected as a function of a deviation of the one measured value from the one reference value.

Ferner wird es als vorteilhaft angesehen, wenn die eine Radimpulszahl anhand einer vom Schienenfahrzeug im Zeitintervall von dem einen Startzeitpunkt bis zu dem einen Endzeitpunkt ermittelten Anzahl von Radimpulsen oder Radachsenimpulsen bzw. die eine Radumdrehungszahl anhand einer im Zeitintervall von dem einen Startzeitpunkt bis zu dem Endzeitpunkt ermittelten Anzahl von Radumdrehungen oder Radachsenumdrehungen ermittelt wird.It is also considered advantageous if one wheel pulse number is determined based on a number of wheel pulses or wheel axle pulses determined by the rail vehicle in the time interval from the one start time to the one end time, or the one wheel revolution number is determined based on a number in the time interval from the one start time to the end time Number of wheel revolutions or wheel axle revolutions is determined.

Als besonders vorteilhaft wird eine statistische Korrektur des vorbekannten Raddurchmesser- bzw. Radumfangwertes angesehen, wobei für die statistische Korrektur des vorbekannten Raddurchmesser- bzw. Radumfangwertes beim Überfahren weiterer Streckenabschnitte entsprechend weitere Abweichungen bestimmt werden und wobei die Korrektur des vorbekannten Raddurchmesser- bzw. Radumfangwertes in Abhängigkeit eines Mittelwertes der Abweichungen durchgeführt wird.A statistical correction of the previously known wheel diameter or wheel circumference value is considered to be particularly advantageous, with further deviations being determined accordingly for the statistical correction of the previously known wheel diameter or wheel circumference value when driving over further road sections, and with the correction of the previously known wheel diameter or wheel circumference value being dependent a mean value of the deviations is carried out.

Vorzugsweise wird dabei der jeweilige Referenzwert für die Länge eines jeweiligen Streckenabschnitts nur dann bei der Korrektur des vorbekannten Raddurchmesser- bzw. Radumfangwertes des Schienenfahrzeugs berücksichtigt, wenn das jeweilige Funk-Datensignal, welches den jeweiligen Referenzwert bzw. den zur Bildung des jeweiligen Referenzwertes geeigneten jeweiligen Korrekturwert angibt, zusätzlich eine Eignungsinformation angibt und diese Eignungsinformation den jeweiligen Streckenabschnitt als zur Berücksichtigung geeignet kennzeichnet.Preferably, the respective reference value for the length of a respective route section is only taken into account when correcting the previously known wheel diameter or wheel circumference value of the rail vehicle if the respective radio data signal which contains the respective reference value or the respective correction value suitable for forming the respective reference value specifies, additionally specifies suitability information and this suitability information identifies the respective route section as suitable for consideration.

Die Erfindung betrifft auch ein Zugbeeinflussungssystem bei dem zumindest eine gleisseitige Datenübertragungseinrichtung, welche einen Grenzpunkt für einen Streckenabschnitt bildet, von einem Eisenbahnsignal gesteuert ist und bei dem eine dem Eisenbahnsignal zugeordnete, insbesondere am Eisenbahnsignal montierte, Funkeinrichtung ausgebildet ist, ein Funk-Datensignal an ein sich im Anrückbereich des Eisenbahnsignals befindliches Schienenfahrzeug zu senden.The invention also relates to a train control system in which at least one data transmission device on the track, which forms a boundary point for a section of track, is controlled by a railway signal and in which a radio device assigned to the railway signal, in particular mounted on the railway signal, is designed to transmit a radio data signal to a rail vehicle located in the approach area of the railway signal.

Ein derartiges Zugbeeinflussungssystem ist ebenfalls aus dem eingangs genannten Artikel "Erstmals im deutschen Nahverkehr: Ein Zugbeeinflussungssystem mit Funkaufwertung", SIGNAL + DRAHT (108) 10/2016 und dem eingangs genannten Dokument "Zugbeeinflussungssystem Trainguard Zub 222c", Siemens AG, 2014, Bestellnr.: A19100-V100-B930-V2 (in englischer Fassung: "Trainguard Zub 222c automatic train control system", Siemens AG 2014, Order No.: A19100-V100-B930-V2-7600) bekannt.Such a train control system is also known from the article mentioned at the outset "First in German local transport: A train control system with radio upgrade", SIGNAL + DRAHT (108) 10/2016 and the document mentioned at the outset "Train control system Trainguard Zub 222c", Siemens AG, 2014, order no. : A19100-V100-B930-V2 (English version: "Trainguard Zub 222c automatic train control system", Siemens AG 2014, Order No.: A19100-V100-B930-V2-7600).

Um die sichere Funktion eines derartigen Zugbeeinflussungssystem mit besonders wenig Wartungsaufwand zu verbessern, wird erfindungsgemäß vorgeschlagen, dass das Schienenfahrzeug ausgebildet ist, in Abhängigkeit einer beim Überfahren des einen Streckenabschnitts durch das Schienenfahrzeug ermittelten Radimpuls- oder Radumdrehungszahl und in Abhängigkeit eines Referenzwertes für die Länge des einen Streckenabschnitts eine Korrektur eines vorbekannten Raddurchmesser- oder Radumfangwertes des Schienenfahrzeugs durchzuführen, wobei das eine Funk-Datensignal den einen Referenzwert angibt oder wobei das eine Funk-Datensignal einen Korrekturwert angibt, unter Anwendung dessen auf eine Streckenzielentfernung das Schienenfahrzeug geeignet ist, den einen Referenzwert zu bestimmen.In order to improve the safe functioning of such a train control system with particularly little maintenance, it is proposed according to the invention that the rail vehicle be designed as a function of a number of wheel pulses or wheel revolutions determined when the rail vehicle crosses one section of track and as a function of a reference value for the length of one section of the route to carry out a correction of a previously known wheel diameter or wheel circumference value of the rail vehicle, with one radio data signal specifying one reference value or with one radio data signal specifying a correction value, using which the rail vehicle is suitable for determining the one reference value on a route target distance .

Vorteilhafte Ausgestaltungen des erfindungsgemäßen Zugbeeinflussungssystems sind in den Unteransprüchen 11 bis 18 angegeben. Die Vorteile des erfindungsgemäßen Zugbeeinflussungssystems und die der vorteilhaften Ausgestaltungen des erfindungsgemäßen Zugbeeinflussungssystems entsprechen den Vorteilen des erfindungsgemäßen Zugbeeinflussungsverfahren und dessen Weiterbildungen.Advantageous configurations of the train control system according to the invention are specified in dependent claims 11 to 18. The advantages of the train control system according to the invention and the advantageous refinements of the train control system according to the invention correspond to the advantages of the train control method according to the invention and its developments.

Zur Erläuterung der Erfindung zeigt die

Figur 1
einen Ausschnitt Gleisanlage, auf der sich ein Schienenfahrzeug bewegt, mit einem erfindungsgemäßen Zugbeeinflussungssystem, mit dem sich auch das erfindungsgemäße Verfahren durchführen lässt, und die
Figur 2
einen erweiterten Ausschnitt der Gleisanlage.
To explain the invention shows the
figure 1
a section of track system on which a rail vehicle moves, with a train control system according to the invention, with which the method according to the invention can also be carried out, and
figure 2
an extended section of the track system.

Der in Figur 1 gezeigte Ausschnitt einer Gleisanlage GA zeigt eine von einem Gleis gebildete Strecke S für ein Fahrzeug F und ein erfindungsgemäßes Zugbeeinflussungssystem Z. Gezeigt sind zwei gleisseitige Datenübertragungseinrichtung 111 und 121 des Zugbeeinflussungssystems Z, welche Grenzpunkte eines Streckenabschnitts Sk der Strecke S bilden, welche also den Streckenabschnitts Sk begrenzen. Die Datenübertragungseinrichtung 111 bildet dabei als Grenzpunkt einen Startpunkt SPk für den einen Streckenabschnitt Sk. Die Datenübertragungseinrichtung 121 bildet hingegen als Grenzpunkt einen Zielpunkt SPk für den einen Streckenabschnitt Sk.the inside figure 1 The section of a track system GA shown shows a route S formed by a track for a vehicle F and a train control system Z according to the invention. Two trackside data transmission devices 111 and 121 of the train control system Z are shown, which form the boundary points of a route section S k of the route S, which therefore form the route section Limit Sk . The data transmission device 111 forms a starting point SP k for one route section S k as a boundary point. The data transmission device 121, on the other hand, forms a destination point SP k as a boundary point for one route section S k .

Die gleisseitige Datenübertragungseinrichtung 111 ist als eine Gleiskoppelspule ausgebildet und von einem Eisenbahnsignal 110 gesteuert. Die gleisseitige Datenübertragungseinrichtung 121 ist ebenfalls als eine Gleiskoppelspule ausgebildet und von einem Eisenbahnsignal 120 gesteuert.The data transmission device 111 on the track is designed as a track coupling coil and is controlled by a railway signal 110 . The data transmission device 121 on the track is also designed as a track coupling coil and is controlled by a railway signal 120 .

Eine dem Eisenbahnsignal 110 zugeordnete Funkeinrichtung 112 ist an dem Eisenbahnsignal 110 montiert. In gleicher Weise ist eine dem Eisenbahnsignal 120 zugeordnete Funkeinrichtung 122 ist an dem Eisenbahnsignal 120 montiert.A radio 112 associated with the railroad signal 110 is mounted on the railroad signal 110 . Likewise, a radio 122 associated with the railroad signal 120 is mounted on the railroad signal 120 .

In der Figur 1 befindet sich das Fahrzeug F in einem Anrückbereich des Eisenbahnsignals 110. Die Funkeinrichtung 112 ist ausgebildet, ein Funk-Datensignal F112 an das sich in dem Anrückbereich des Eisenbahnsignals 110 befindliche Schienenfahrzeug F zu senden.In the figure 1 the vehicle F is in an approach area of the railway signal 110. The radio device 112 is designed to send a radio data signal F 112 to the rail vehicle F located in the approach area of the railway signal 110.

Dabei ist das Schienenfahrzeug F ausgebildet, in Abhängigkeit einer beim Überfahren des einen Streckenabschnitts Sk durch das Schienenfahrzeug F ermittelten Radimpuls- oder Radumdrehungszahl nk und in Abhängigkeit eines Referenzwertes RWk für die Länge des einen Streckenabschnitts Sk eine Korrektur eines vorbekannten Raddurchmesser- oder Radumfangwertes d des Schienenfahrzeugs F durchzuführen. The rail vehicle F is designed to correct a previously known wheel diameter or Wheel circumference value d of the rail vehicle F to be carried out.

Hierzu gibt das eine Funk-Datensignal F112 den einen Referenzwert RWk an. Alternativ hierzu gibt das eine Funk-Datensignal F112 einen Korrekturwert KWk an, unter Anwendung dessen auf eine Streckenzielentfernung ZEk das Schienenfahrzeug geeignet ist, den einen Referenzwert RWk zu bestimmen.For this purpose, the one radio data signal F 112 indicates the one reference value RW k . As an alternative to this, the one radio data signal F 112 indicates a correction value KW k , using which the rail vehicle is suitable for determining the one reference value RW k for a route target distance ZE k .

Der in Figur 2 gezeigte Ausschnitt der Gleisanlage GA zeigt weitere Einzelheiten des erfindungsgemäßen Zugbeeinflussungssystem Z, so dass dieses im Weiteren im Detail anhand der Figur 2 beschrieben ist.the inside figure 2 The section of the track system GA shown shows further details of the train control system Z according to the invention, so that this is described in detail below with reference to FIG.

Das Zugbeeinflussungssystem Z ist von einer streckenseitigen Ausrüstung 10 und einer fahrzeugseitige Ausrüstung 20 gebildet.The train control system Z is formed by trackside equipment 10 and onboard equipment 20 .

Zur streckenseitige Ausrüstung 10 gehören streckenseitige Zugbeeinflussungseinrichtungen 101-104.Trackside equipment 10 includes trackside train control devices 101-104.

Dabei umfasst die streckenseitige Zugbeeinflussungseinrichtung 101 das Eisenbahnsignal 110, die von dem Eisenbahnsignalen 110 gesteuerte Datenübertragungseinrichtungen 111 und die dem Eisenbahnsignalen 110 zugeordnete Funkeinrichtungen 112.The trackside train control device 101 comprises the railway signal 110, the data transmission devices 111 controlled by the railway signals 110 and the radio devices 112 assigned to the railway signals 110.

Die streckenseitige Zugbeeinflussungseinrichtung 102 umfasst das Eisenbahnsignal 120, die von dem Eisenbahnsignalen 120 gesteuerte Datenübertragungseinrichtungen 121 und die dem Eisenbahnsignalen 120 zugeordnete Funkeinrichtungen 122.The trackside train control device 102 comprises the railway signal 120, the data transmission devices 121 controlled by the railway signals 120 and the radio devices 122 assigned to the railway signals 120.

Entsprechend umfasst die streckenseitige Zugbeeinflussungseinrichtung 103 das Eisenbahnsignal 130, die von dem Eisenbahnsignalen 130 gesteuerte Datenübertragungseinrichtungen 131 und die dem Eisenbahnsignalen 130 zugeordnete Funkeinrichtungen 132. Und die streckenseitige Zugbeeinflussungseinrichtung 104 umfasst das Eisenbahnsignal 140, die von dem Eisenbahnsignalen 140 gesteuerte Datenübertragungseinrichtungen 141 und die dem Eisenbahnsignalen 140 zugeordnete Funkeinrichtungen 142.Correspondingly, the trackside train control device 103 includes the railway signal 130, the data transmission devices 131 controlled by the railway signals 130 and the radio devices 132 assigned to the railway signals 130. And the trackside train control device 104 includes the railway signal 140, the data transmission devices 141 controlled by the railway signals 140 and the data transmission devices 141 controlled by the railway signals 140 assigned radio equipment 142.

An den Eisenbahnsignalen 110, 120, 130 und 140 ist jeweils ein Schaltkasten 113,123,133 bzw. 143 montiert, in dem jeweils ein Signalanschaltmodule 114,124,134 bzw. 144 (auch bekannt als Signalanschaltbaugruppe) und eine Funkbaugruppe 116,126,136 bzw. 146 eines jeweiligen Funkmoduls 112,122,132 bzw. 142 angeordnet sind.A control box 113, 123, 133 or 143 is mounted on each of the railway signals 110, 120, 130 and 140, in which a signal connection module 114, 124, 134 or 144 (also known as a signal connection module) and a radio module 116, 126, 136 or 146 of a respective radio module 112, 122, 13 2 and 142 respectively are.

Von einer jeweiligen der Signalanschaltbaugruppen 114,124,134 bzw. 144 führt eine jeweilige Steuerleitung 115,125,135 bzw. 145 zur jeweiligen Datenübertragungseinrichtung 110,120,130 bzw. 140.A respective control line 115, 125, 135 or 145 leads from one of the signal interface modules 114, 124, 134 or 144 to the respective data transmission device 110, 120, 130 or 140.

Eine jeweilige Funkantenne 117,127,137 bzw. 147 des jeweiligen Funkmoduls 112,122,132 bzw. 142 ist außerhalb des jeweiligen Schaltkasten 113,123,133 bzw. 143 an dem jeweiligen Eisenbahnsignal 110, 120, 130 und 140 montiert.A respective radio antenna 117, 127, 137 or 147 of the respective radio module 112, 122, 132 or 142 is mounted outside of the respective switch box 113, 123, 133 or 143 on the respective railway signal 110, 120, 130 and 140.

Zur fahrzeugseitigen Ausrüstung 20 gehören eine fahrzeugseitige Zugbeeinflussungseinrichtung 200, ein Antriebssystem 300 und ein Bremssystem 400 des Fahrzeugs F.The on-board equipment 20 includes an on-board train control device 200, a drive system 300 and a braking system 400 of the vehicle F.

Die fahrzeugseitige Zugbeeinflussungseinrichtung 200 weist ein Fahrzeuggerät 210, eine als Fahrzeugkoppelspule ausgebildete fahrzeugseitige Datenübertragungseinrichtung 211, eine fahrzeugseitige Funkeinrichtung 212 und einen Wegimpulsgeber 218 auf. Zur fahrzeugseitige Zugbeeinflussungseinrichtung 200 gehören auch eine Anzeige- und Bedieneinrichtung und ein Datengerät, welche jedoch beide hier nicht gezeigt sind.The train control device 200 on the vehicle has an on-board device 210 , a data transmission device 211 on the vehicle designed as a vehicle coupling coil, a radio device 212 on the vehicle and a travel encoder 218 . The vehicle-side train control device 200 also includes a display and operating device and a data device, both of which are not shown here, however.

Die fahrzeugseitige Funkeinrichtung 212 besteht aus einer Funkbaugruppe 216 und einer Funkantenne 217.The vehicle radio device 212 consists of a radio module 216 and a radio antenna 217.

Die gleisseitigen Datenübertragungseinrichtung 121 und 131 bilden Grenzpunkte eines weiteren Streckenabschnitts Sk+i und die gleisseitigen Datenübertragungseinrichtung 131 und 141 bilden Grenzpunkte eines darauffolgenden weiteren Streckenabschnitts Sk+2. Die gleisseitige Datenübertragungseinrichtung 111 bildet außerdem einen Grenzpunkt für einen Streckenabschnitts Sk-1 und die gleisseitige Datenübertragungseinrichtung 141 bildet außerdem einen Grenzpunkt für einen Streckenabschnitts Sk+3.The data transmission devices 121 and 131 on the track form boundary points of a further section S k+i and the data transmission devices 131 and 141 on the track form boundary points of a subsequent further section S k+2 . The trackside data transmission device 111 also forms a border point for a route section S k-1 and the trackside data transmission device 141 also forms a border point for a route section S k+3 .

Beidem gezeigten Zugbeeinflussungssystem Z bilden also die Datenübertragungseinrichtungen 111, 121,131 Startpunkte SPk, SPk+1, SPk+2 der Streckenabschnitte Sk, Sk+1, Sk+2. Und die Datenübertragungseinrichtungen 121, 131,141 bilden Zielpunkte ZPk, ZPk+1, ZPk+2 der Streckenabschnitte Sk, Sk+1, Sk+2. Das Zugbeeinflussungssystem Z ist also durch eine dem Fachmann bekannte Mehrabschnittssignalisierung gekennzeichnet, so dass ein jeweiliger der Startpunkte zugleich Zielpunkt des jeweils vorhergehenden Streckenabschnitts ist.In the train control system Z shown, the data transmission devices 111, 121, 131 form starting points SP k , SP k+1 , SP k+2 of the route sections S k , S k+1 , S k+2 . And the data transmission devices 121, 131, 141 form destination points ZP k , ZP k+1 , ZP k+2 of the route sections S k , S k+1 , S k+2 . The train control system Z is thus characterized by multi-section signaling known to those skilled in the art, so that each of the starting points is also the destination of the respective preceding section.

Die Figur 2 zeigt das Schienenfahrzeug F in einer ersten Position Pt1 zu einem Zeitpunkt t1 und darüber hinaus - jeweils mit gestrichelten Linien dargestellt in weiteren Position Pt2 bis Pt7 zu späteren Zeitpunkten t2 bis t7.The figure 2 shows the rail vehicle F in a first position P t1 at a point in time t1 and beyond this—in each case shown with dashed lines in further positions P t2 to P t7 at later points in time t2 to t7.

Das Schienenfahrzeugs F ist ausgebildet, beim Überfahren der einen gleisseitigen Datenübertragungseinrichtung 111 von dieser ein Datensignal D111 zu empfangen und beim Überfahren der weiteren gleisseitigen Datenübertragungseinrichtung 121 ein weiteres Datensignal D121 zu empfangen. Die Übertragung erfolgt dabei induktiv und dabei diskret (an vorgegebenen Punkten der Strecke).The rail vehicle F is designed to receive a data signal D 111 from the one track-side data transmission device 111 when driving over it and to receive a further data signal D 121 when driving over the other track-side data transmission device 121 . The transmission is inductive and discrete (at specified points along the route).

Das Datensignale D111 der Datenübertragungseinrichtung 111, welche als Grenzpunkt den Startpunkt SPk für den einen Streckenabschnitt Sk bildet, signalisiert einen dem einen Streckenabschnitt Sk zugeordneten Startzeitpunkt - hier der Zeitpunkt t2.The data signal D 111 of the data transmission device 111, which forms the starting point SP k as a boundary point for one route section S k , signals a starting time assigned to one route section S k --here time t2.

Das Datensignale D112 der Datenübertragungseinrichtung 112, welche als Grenzpunkt den Zielpunkt ZPk für den einen Streckenabschnitt Sk bildet, signalisiert einen dem einen Streckenabschnitt Sk zugeordneten Endzeitpunkt - hier der Zeitpunkt t4.The data signal D 112 of the data transmission device 112, which forms the destination point ZP k as a boundary point for one route section S k , signals an end time associated with one route section S k --here time t4.

Zumindest das Datensignal D111 gibt eine zur Bestimmung der einen Streckenzielentfernung ZEk geeigneten Streckenzielwert ZWk an. Beispielsweise handelt es sich bei dem Streckenzielwert ZWk um eine Anzahl von Schritten, deren Schrittweite - vorzugsweise 5m oder 10m - bekannt ist, so dass die Streckenzielentfernung ZEk als Produkt aus dem Streckenzielwert ZWk und der Schrittweite gebildet wird. Alternativ kann aber auch vorgesehen sein, dass das Datensignal D111 die Streckenzielentfernung ZEk direkt angibt.At least the data signal D 111 specifies a route target value ZW k suitable for determining the one route target distance ZE k . For example, the route target value ZW k is a number of steps whose increment—preferably 5 m or 10 m—is known, so that the route target distance ZE k is formed as the product of the route target value ZW k and the increment. Alternatively, however, it can also be provided that the data signal D 111 indicates the distance to the destination ZE k directly.

Das Schienenfahrzeug F ist ausgebildet, basierend auf der beim Überfahren des einen Streckenabschnitts Sk durch das Schienenfahrzeug F ermittelten Radimpulszahl nk und dem vorbekannten Raddurchmesser- bzw. Radumfangwert d einen Messwert MWk für die Länge des einen Streckenabschnitts Sk zu bestimmen.The rail vehicle F is designed to determine a measured value MW k for the length of the one route section S k based on the number of wheel pulses n k determined when the rail vehicle F drove over the one route section S k and the previously known wheel diameter or wheel circumference value d .

Alsternativ hierzu könnte anstelle der Radimpulszahl nk beim Überfahren des einen Streckenabschnitts Sk durch das Schienenfahrzeug F auch eine Radumdrehungszahl ermittelt werden.As an alternative to this, a number of wheel revolutions could also be determined instead of the number of wheel pulses n k when the rail vehicle F travels over one section S k .

Das Schienenfahrzeug F ist außerdem ausgebildet, den einen vorbekannte Raddurchmesser- bzw. Radumfangwert d in Abhängigkeit einer Abweichung AWk des einen Messwertes MWk von dem einen Referenzwert RWk zu korrigieren. Der in Abhängigkeit einer Abweichung AWk korrigierte Raddurchmesser- bzw. Radumfangwert dk, welcher im Fahrzeug abgespeichert wird, bildet im Weiteren den vorbekannte Raddurchmesser- bzw. Radumfangwert d.The rail vehicle F is also designed to correct the one previously known wheel diameter or wheel circumference value d as a function of a deviation AW k of the one measured value MW k from the one reference value RW k . The wheel diameter or wheel circumference value corrected as a function of a deviation AW k d k , which is stored in the vehicle, forms the previously known wheel diameter or wheel circumference value d.

Das Schienenfahrzeug F ist ausgebildet, die eine Radimpulszahl nk anhand einer vom Schienenfahrzeug F im Zeitintervall von dem einen Startzeitpunkt t2 bis zu dem einen Endzeitpunkt t4 ermittelten Anzahl n1k von Radachsenimpulsen zumindest einer Radachse A1 des Schienenfahrzeugs zu ermitteln. Bei der Ermittlung der Radimpulszahl nk könnte aber zusätzlich auch eine im Zeitintervall von dem einen Startzeitpunkt t2 bis zu dem einen Endzeitpunkt t4 ermittelten weitere Anzahl von Radachsenimpulsen zumindest einer weiteren Radachse A2 des Schienenfahrzeugs berücksichtigt werden.The rail vehicle F is designed to determine the number of wheel pulses n k based on a number n1 k of wheel axle pulses of at least one wheel axle A1 of the rail vehicle determined by the rail vehicle F in the time interval from the one start time t2 to the one end time t4. When determining the number of wheel pulses n k , a further number of wheel axle pulses determined in the time interval from the start time t2 to the end time t4 could also be taken into account at least one further wheel axle A2 of the rail vehicle.

Alternativ könnte die eine Radimpulszahl nk anhand einer im Zeitintervall von dem einen Startzeitpunkt t2 bis zu dem Endzeitpunkt t4 ermittelten Anzahl von Radimpulsen zumindest eines Rades R1 des Schienenfahrzeugs ermittelt werden. Bei der Ermittlung der Radimpulszahl nk könnte aber zusätzlich auch eine im Zeitintervall von dem einen Startzeitpunkt t2 bis zu dem einen Endzeitpunkt t4 ermittelten weitere Anzahl von Radimpulsen zumindest eines weiteren Rades R2 des Schienenfahrzeugs berücksichtigt werden.Alternatively, the one wheel pulse number n k could be determined using a number of wheel pulses of at least one wheel R1 of the rail vehicle determined in the time interval from the one start time t2 to the end time t4. When determining the number of wheel pulses n k , a further number of wheel pulses of at least one further wheel R2 of the rail vehicle determined in the time interval from the one start time t2 to the one end time t4 could also be taken into account.

Das Schienenfahrzeug ist ausgebildet ist für eine statistische Korrektur des vorbekannten Raddurchmesser- bzw. Radumfangwertes d beim Überfahren der weiterer Streckenabschnitte Sk+1, Sk+2 entsprechend weitere Abweichungen ABk+1, ABk+2 zu bestimmen und die Korrektur des vorbekannten Raddurchmesser- bzw. Radumfangwertes d in Abhängigkeit eines Mittelwertes der Abweichungen AWk, AWk+1, AWk+2 auszuführen.The rail vehicle is designed to statistically correct the previously known wheel diameter or wheel circumference value d when driving over the other route sections S k+1 , S k+2 to determine further deviations AB k+1 , AB k+2 and to correct the previously known wheel diameter or wheel circumference value d as a function of a mean value of the deviations AW k , AW k+1 , AW k+2 .

Die Anzahl der Streckenabschnitte, deren Abweichungen in die Mittelung eingehen, ist dabei vorzugsweise einstellbar.The number of route sections whose deviations are included in the averaging is preferably adjustable.

Die hier genannte Anzahl von drei Abweichungen AWk, AWk+1, AWk+2 ist daher nur beispielshaft. Dies ist so zu verstehen, dass beim Überfahren eines jeweiligen Streckenabschnitts neben dessen Abweichung auch die Abweichungen zweier zuvor überfahrener Streckenabschnitte in die Mittelung eingeht. Beim Überfahren des Streckenabschnittes Sk+2 erfolgt die Mittelung also anhand der Abweichungen AWk, AWk+1, AWk+2. Beim Zuvor erfolgte beim Überfahren des Streckenabschnittes Sk+1 die Mittelung anhand der Abweichungen AWk-1, AWk, AWk+1 etc..The number of three deviations AW k , AW k+1 , AW k+2 mentioned here is therefore only an example. This is to be understood that when driving over a respective route section, the deviations of two previously traversed route sections are included in the averaging in addition to its deviation. When driving over the route section S k+2 , the averaging is therefore based on the deviations AW k , AW k+1 , AW k+2 . In the previous case, when driving over the route section S k+1 , the averaging took place using the deviations AW k-1 , AW k , AW k+1 etc..

Das Schienenfahrzeug F ist ausgebildet, den jeweilige Referenzwert RWk, RWk+1, RWk+2 für die Länge eines jeweiligen Streckenabschnitts Sk, Sk+1, Sk+2 nur dann bei der Korrektur des vorbekannten Raddurchmesser- bzw. Radumfangwertes d des Schienenfahrzeugs F zu berücksichtigen, wenn das jeweilige Funk-Datensignal F112, F122, F132, welches den jeweiligen Referenzwert RWk, RWk+1, RWk+2 bzw. den zur Bildung des jeweiligen Referenzwertes RWk, RWk+1, RWk+2 geeigneten jeweiligen Korrekturwert KWk, KWk+1, KWk+2 angibt, zusätzlich eine Eignungsinformation EIk, EIk+1, EIk+2 angibt und diese Eignungsinformation EIk, EIk+1, EIk+2 den jeweiligen Streckenabschnitt Sk, Sk+1, Sk+2 als zur Berücksichtigung geeignet kennzeichnet.The rail vehicle F is designed to only use the respective reference value RW k , RW k+1 , RW k+2 for the length of a respective route section S k , S k+1 , S k+2 when correcting the previously known wheel diameter or Wheel circumference value d of the rail vehicle F must be taken into account if the respective radio data signal F 112 , F 122 , F 132 , which contains the respective reference value RW k , RW k+1 , RW k+2 or the value used to form the respective reference value RW k , RW k+1 , RW k+2 indicates suitable respective correction values KW k , KW k+1 , KW k+2 , additionally indicates suitability information EI k , EI k+1 , EI k+2 and this suitability information EI k , EI k +1 , EI k+2 characterizes the respective route section S k , S k+1 , S k+2 as being suitable for consideration.

Damit ist das erfindungsgemäße Zugbeeinflussungssystem Z zur Ausführung des erfindungsgemäßen Zugbeeinflussungsverfahrens geeignet ausgebildet, wobei mit dem erfindungsgemäßen Zugbeeinflussungsverfahrens eine Methode beschrieben ist, mittels derer eine Einstellung des aktuellen Raddurchmessers d im Zugbeeinflussungssystem Z zuverlässig über die beschriebene statistische Mittelung vorgenommen werden kann und vorzugsweise auch vorgenommen wird. Das erfindungsgemäße Zugbeeinflussungssystem Z bietet dem Betreiber der Gleisanlage GA den Vorteil, dass es ihm gestattet, beim betrieblichen befahrenen der Strecke S eine automatische Nachstellung des Raddurchmessers d vornehmen zu lassen.The train control system Z according to the invention is thus designed to be suitable for carrying out the train control method according to the invention, with the train control method according to the invention describing a method by means of which the current wheel diameter d in the train control system Z can be reliably set using the statistical averaging described and is preferably also made. The train control system Z according to the invention offers the operator of the track system GA the advantage that it allows him to have the wheel diameter d automatically readjusted when the route S is used operationally.

Diese, auf statistischer Basis im Betrieb ablaufende Korrektur (Angleichung) des Raddurchmessers d bringt die größtmögliche statistische Sicherheit, wenn für möglichst viele Passagen zwischen gleisseitigen Datenübertragungseinrichtungen (Gleiskoppelspulen) die Differenz zwischen dem jeweiligen Referenzwert (also der jeweiligen topographischen Entfernung zwischen dem jeweiligen Startpunkt und dem jeweiligen Zielpunkt) und dem jeweiligen Messwert (also der jeweiligen auf dem Schienenfahrzeug F gemessenen Wegstrecke) ausgewertet wird und dann aus den gemittelten Abweichungen eine langsame, konservative Angleichung des Raddurchmessers d in dem Zugsicherungssystem vorgenommen wird.This correction (adjustment) of the wheel diameter d, which takes place on a statistical basis during operation, provides the greatest possible statistical security if for as many passages as possible between data transmission devices on the track (track coupling coils) the difference between the respective reference value (i.e. the respective topographical distance between the respective starting point and the respective destination point) and the respective measured value (i.e. the respective distance measured on the rail vehicle F) is evaluated and then a slow, conservative adjustment of the wheel diameter d is carried out in the train control system.

Dabei werden durch die Berücksichtigung der Eignungsinformationen in vorteilhafter Weise gezielt nur diejenigen Streckenabschnitte in die Bewertung aufgenommen, in denen die Topographie ein sanftes Fahren und Bremsen begünstigt, in denen also im Regelfall kein übermäßiges Gleiten bzw. Schleudern der zur Wegmessung genutzten Radachsen auftreten wird.By taking into account the suitability information, only those route sections are advantageously included in the evaluation in which the topography favors gentle driving and braking, i.e. in which the wheel axles used for distance measurement do not normally slide or skid excessively.

Das Zugbeeinflussungssystem verwendet parallel zur Datenübertragung der Datenübertragungseinrichtungen 111-114 (induktive Datenübertragung via Gleiskoppelspulen) nun auch die Datenübertragung eines Funkkanals - also die Datenübertragung mittels Funkwellen. Diese Datenübertragung mittels Funkwellen dient insbesondere in bekannter Weise als sogenannte Aufwertefunktion. Über diese wird prinzipiell einem Schienenfahrzeug bei Fahrt auf ein Zielsignal dessen aktueller Signalbegriff mitgeteilt. Dies erfolgt indirekt, indem das aktuell gültige Telegramm der zum Zielsignal gehörenden Gleiskoppelspule (als Zielpunkt dienende Datenübertragungseinrichtung) über den Funkkanal an das Schienenfahrzeug F übertragen wird. Über die beschriebene Projektierung der jeweiligen Funkeinrichtung 112, 122 bzw. 132 an der Strecke S ist es nun möglich, dabei auch den Korrekturwert KWk,KWk+1 bzw. KWk+2 zur Streckenzielentfernung zu übertragen, mit dem die Fahrzeugeinrichtung die aus dem Startpunkt SPk, SPk+1 bzw. SPk+2 übermittelte Streckenzielentfernung ZEk, ZEk+1 bzw. ZEk+2 auf den wahren Wert als Vergleichsbasis korrigieren könnte. Gleichzeit ist hier auch die jeweilige Eignungsinformation EIk, EIk+1 bzw. EIk+2 hinterlegt, welche angibt, ob der vor dem Zielsignal liegende Abschnitt in das statische Raddurchmesser-Korrekturverfahren eingehen soll.The train control system now also uses the data transmission of a radio channel - i.e. data transmission by means of radio waves - parallel to the data transmission of the data transmission devices 111-114 (inductive data transmission via track coupling coils). This data transmission by means of radio waves is used, in particular, in a known manner as a so-called upgrade function. In principle, this is used to inform a rail vehicle of its current signal aspect when driving towards a target signal. This takes place indirectly in that the currently valid telegram of the track coupling coil belonging to the target signal (data transmission device serving as target point) is transmitted to the rail vehicle F via the radio channel. About the described configuration of the respective radio device 112, 122 or 132 on the route S, it is now possible to also transfer the correction value KW k , KW k+1 or KW k+2 for the route target distance, with which the vehicle device calculates the could correct the target distance ZE k , ZE k+1 or ZE k+2 transmitted from the starting point SP k , SP k+1 or SP k+2 to the true value as a basis for comparison. At the same time, the respective suitability information EI k , EI k+1 or EI k+2 is also stored here, which indicates whether the before the destination signal lying section should be included in the static wheel diameter correction procedure.

Alternativ ist - wie beschrieben die Lösung denkbar, bei der nicht der jeweilige Korrekturwert KWk, KWk+1 bzw. KWk+2, sondern der jeweilige Referenzwerte RWk, RWk+1 bzw. RWk+2 für die Länge des jeweiligen Streckenabschnittes Sk, Sk+1 bzw. Sk+2 über die jeweilige Funkeinrichtung 112, 122 bzw. 132 übertragen wird.Alternatively - as described - the solution is conceivable in which not the respective correction value KW k , KW k+1 or KW k+2 , but rather the respective reference values RW k , RW k+1 or RW k+2 for the length of the respective route section S k , S k+1 or S k+2 is transmitted via the respective radio device 112, 122 or 132.

In jedem Fall ist eine ausreichend mächtige Verschlüsselung der im Funkkanal hinterlegten Werte vorzusehen, sofern diese dort nur einkanalig gespeichert und verarbeitet werden. Diese muss sicherstellen, dass eine Verfälschung der Daten sicherungstechnisch erkannt werden kann.In any case, a sufficiently powerful encryption of the values stored in the radio channel must be provided if they are only stored and processed there in a single channel. This must ensure that a falsification of the data can be detected by security technology.

Mit dem erfindungsgemäßen Verfahren lässt sich eine zuverlässige automatische Korrektur des Raddurchmessers d auf statistischer Basis realisieren.With the method according to the invention, a reliable automatic correction of the wheel diameter d can be implemented on a statistical basis.

Vorteilhaft ist dabei, dass bei dem erfindungsgemäßen Zugbeeinflussungsverfahren eine bereits vorhandene Infrastruktur genutzt wird und dass keine betrieblichen Mehraufwände, wie beispielsweise das Bereitstellen und Durchfahren einer separaten Messtrecke, notwendig sind. Außerdem ist es vorteilhaft, dass dabei - im Unterschied zu einer einmaligen Messung auf einer separaten Messtrecke - aufgrund der statistischen Mittelung eine höhere Genauigkeit erzielt wird.The advantage here is that with the train control method according to the invention, an already existing infrastructure is used and that no additional operational expenses, such as the provision and driving through of a separate measuring section, are necessary. In addition, it is advantageous that - in contrast to a one-time measurement on a separate test section - greater accuracy is achieved due to the statistical averaging.

BezugszeichenlisteReference List

ZZ
Zugbeeinflussungssystemtrain control system
SS
Strecke (Gleis einer Gleisanlage)route (track of a railway system)
Ff
Schienenfahrzeugrail vehicle
Pt1-Pt7Pt1-Pt7
Positionen des Schienenfahrzeugs zu verschiedenen Zeitpunkten t1-t7Positions of the rail vehicle at different points in time t1-t7
R1, R2R1, R2
Räder des SchienenfahrzeugsWheels of the rail vehicle
A1, A2A1, A2
Achsen des Fahrzeugsaxles of the vehicle
Sk-1, Sk, Sk+1, Sk+2, Sk+3Sk-1, Sk, Sk+1, Sk+2, Sk+3
Streckenabschnitte der Strecke SSections of the route S
SPk, SPk+1, SPk+2SPk, SPk+1, SPk+2
Startpunkte (Grenzpunkte) der Streckenabschnitte Sk, Sk+1, Sk+2 Starting points (boundary points) of the route sections S k , S k+1 , S k+2
ZPk, ZPk+1,ZPk+2ZPk, ZPk+1,ZPk+2
Zielpunkte (Grenzpunkte) der Streckenabschnitte Sk,Sk+1, Sk+2 Target points (boundary points) of the route sections S k , S k+1 , S k+2
ZEk,Ek+1,ZEk+2ZEk,Ek+1,ZEk+2
Streckenzielentfernungen der Zielpunkte ZPk, ZPk+1,ZPk+2 zu den Startpunkten SPk, SPk+1,SPk+2 Route target distances of the target points ZP k , ZP k+1 , ZP k+2 to the starting points SP k , SP k+1 , SP k+2
RWk, RWk+1,RWk+2RWk, RWk+1,RWk+2
Referenzwerte für die Längen der Streckenabschnitte Sk,Sk+1, Sk+2 Reference values for the lengths of the track sections S k , S k+1 , S k+2
KWk, KWk+1,KWk+2KWk, KWk+1,KWk+2
Korrekturwerte zur Bestimmung der Referenzwerte RWk, RWk+1,RWk+2 Correction values for determining the reference values RW k , RW k+1 ,RW k+2
EIk, EIk+1, EIk+2EIk, EIk+1, EIk+2
Eignungsinformationen für die Streckenabschnitte Sk,Sk+1, Sk+2 Suitability information for the route sections S k , S k+1 , S k+2
MWk,MWk+1,MWk+2MWk,MWk+1,MWk+2
Messwerte für die Längen der Streckenabschnitte Sk,Sk+1, Sk+2 Measured values for the lengths of the route sections S k , S k+1 , S k+2
AWk,AWBk+1,AWBk+2AWk,AWBk+1,AWBk+2
Abweichungen für Streckenabschnitte Sk,Sk+1, Sk+2 Deviations for route sections S k , S k+1 , S k+2
1010
streckenseitige Ausrüstungtrackside equipment
2020
fahrzeugseitige Ausrüstungon-board equipment
100100
streckenseitige Zugbeeinflussungseinrichtungtrackside train control device
110,120,130,140110,120,130,140
Eisenbahnsignalerailway signals
111,121,131,141111,121,131,141
von den Eisenbahnsignalen 110,120,130,140 gesteuerte, gleisseitige Datenübertragungseinrichtungen (hier Gleiskoppelspulen)Trackside data transmission devices controlled by the railway signals 110,120,130,140 (here track coupling coils)
D111,D121,D131,D141D111,D121,D131,D141
Datensignale der Datenübertragungseinrichtungen 111, 121, 131Data signals of the data transmission devices 111, 121, 131
112,122,132,142112,122,132,142
den Eisenbahnsignalen 110,120,130,140 zugeordnete Funkeinrichtungen (streckenseitige Funkmodule)Radio equipment assigned to railway signals 110,120,130,140 (trackside radio modules)
F112,F122,F132F112,F122,F132
Funk-Datensignale der Funkeinrichtungen 112, 122, 132Radio data signals from radio devices 112, 122, 132
113,123,133,143113,123,133,143
Schaltkästen der Eisenbahnsignale 110,120,130,140Railway signal boxes 110,120,130,140
114,124,134,144114,124,134,144
Signalanschaltmodule der Eisenbahnsignale 110,120,130,140Signal connection modules for railway signals 110,120,130,140
115,125,135,145115,125,135,145
Steuerleitungen der Eisenbahnsignale 110,120,130,140 zu den Datenübertragungseinrichtungen 111,121,131,141Control lines of the railway signals 110,120,130,140 to the data transmission devices 111,121,131,141
116,126,136,146116,126,136,146
Funkbaugruppen der streckenseitigen Funkmodule 112,122,132,142Radio assemblies of the trackside radio modules 112,122,132,142
117,127,137,147117,127,137,147
Funkantennen der streckenseitigen Funkmodule 112,122,132,142Radio antennas of the trackside radio modules 112,122,132,142
200200
fahrzeugseitige Zugbeeinflussungseinrichtung des Fahrzeuges Fon-board train control device of the vehicle F
210210
Fahrzeuggerät des Fahrzeuges FOn-board device of the vehicle F
211211
fahrzeugseitige Datenübertragungseinrichtung (hier Fahrzeugkoppelspule) des Fahrzeuges Fvehicle data transmission device (here vehicle coupling coil) of vehicle F
212212
fahrzeugseitige Funkeinrichtung des Fahrzeuges Fon-board radio equipment of the vehicle F
216216
Funkbaugruppe des Fahrzeugs FVehicle radio assembly F
217217
Funkantenne des Fahrzeugs FVehicle radio antenna F
218218
Wegimpulsgeber des Fahrzeugs FVehicle displacement encoder F
n1k,n1k+1,n1k+2n1k,n1k+1,n1k+2
Anzahlen der für die Streckenabschnitte Sk,Sk+1, Sk+2 vom Wegimpulsgeber 218 ermittelten RadachsenimpulseNumbers of the wheel axle pulses determined by the distance pulse generator 218 for the route sections S k , S k+1 , S k+2
nk,nk+1,nk+2nk,nk+1,nk+2
für die Streckenabschnitte Sk,Sk+1,Sk+2 ermittelte Radimpulszahlenwheel pulse numbers determined for the route sections S k , S k+1 , S k+2
300300
Antriebssystem des Fahrzeugs FDrive system of the vehicle F
400400
Bremssystem des Fahrzeugs FVehicle braking system F

Claims (18)

  1. Train protection method
    - with which at least one track-side data transmission device (111), which forms a cut-off point (SPk) for a track section (Sk), is controlled by a railway signal (110) and
    - with which radio equipment (112) mounted in particular on the railway signal (110) and assigned to the railway signal (110) sends a radio data signal (F112) to a rail vehicle (F) approaching the railway signal (110),
    wherein
    - a correction of a previously known wheel diameter or wheel circumference value (d) of the rail vehicle (F) is carried out as a function of a number of wheel impulses or wheel revolutions (nk) determined when the rail vehicle (F) traverses the one track section (Sk) and as a function of a reference value (RWk) for the length of the one track section (Sk),
    - wherein the one radio data signal (F112) specifies the one reference value (RWk) or wherein the one radio data signal (F112) specifies a correction value (KWk), and by applying the same to a track target distance (ZEk) the one reference value (RWk) is determined.
  2. Train protection method according to claim 1,
    characterised in that
    when the one track-side data transmission device (111) is traversed, the rail vehicle (F) receives a data signal (D111) herefrom and when a further track-side data transmission device (121) which forms a further cut-off point (ZPk) for the one track section (Sk) is traversed, the rail vehicle receives a further data signal (D121).
  3. Train protection method according to claim 2,
    characterised in that
    the data signal (D111) signals a start time instant (t2) assigned to the one track section (Sk) to the data transmission device (111) of the two data transmission devices (111, 112) which forms a starting point (SPk) for the one track section (Sk) as a cut-off point.
  4. Train protection method according to one of claims 2 or 3,
    characterised in that
    the data signal (D112) signals an end time instant (t4) assigned to the one track section (Sk) to the data transmission device (112) of the two data transmission devices (111, 112) which forms a target point (ZPk) for the one track section (Sk) as a cut-off point.
  5. Train protection method according to one of claims 3 or 4,
    characterised in that
    the one radio data signal (F112) and/or the data signal (D111), which signals the one start time instant (t2), specifies the track target distance (ZEk) or a track target value (ZWk) suited to determining the one track target distance (ZEk).
  6. Train protection method according to one of claims 1 to 5,
    characterised in that
    - a measured value (MWk) is determined for the length of the one track section (Sk) on the basis of the one number of wheel impulses or wheel revolutions (nk) determined when the rail vehicle (F) traverses the one track section (Sk), and the previously known wheel diameter or wheel circumference value (d) and
    - the one previously known wheel diameter or wheel circumference value (D) is corrected as a function of a variance (AWk) in the one measured value (MWk) from the one reference value (RWk).
  7. Train protection method according to claim 6,
    characterised in that
    the one number of wheel impulses (nk) is determined on the basis of a number (n1k) of wheel impulses or wheel axle impulses determined by the rail vehicle (F) in the time interval between a start time instant (t2) and an end time instant (t4) or the one number of wheel revolutions is determined on the basis of a number of wheel revolutions or wheel axle revolutions determined in the time interval between the one start time instant (t2) and the end time instant (t4).
  8. Train protection method according to one of claims 6 or 7,
    characterised in that
    - correspondingly further variances (AWk+1, AWk+2) are determined for a statistical correction of the previously known wheel diameter or wheel circumference value (d) when further track sections (Sk+1, Sk+2) are traversed and
    - the correction of the previously known wheel diameter or wheel circumference value (d) is carried out as a function of an average value of the variances (AWk, AWk+1, AWk+2).
  9. Train protection method according to one of claims 1 to 8,
    characterised in that
    the respective reference value (RWk, RWk+1, RWk+2) for the length of a respective track section (Sk, Sk+2, Sk+2) is only then taken into consideration during the correction of the previously known wheel diameter or wheel circumference value (d) of the rail vehicle (F) if the respective radio data signal (F112, F122, F132), which specifies the respective reference value (RWk, RWk+1, RWk+2) or the respective correction value (KWk, KWk+1, KWk+2) suited to forming the respective reference value (RWk, RWk+1, RWk+2), additionally specifies an item of suitability information (EIk, EIk+1, EIk+2) and this item of suitability information (EIk, EIk+1, EIk+2) identifies the respective track section (Sk, Sk+2, Sk+2) as suitable for consideration.
  10. Train protection system (Z)
    - with which at least one track-side data transmission device (111), which forms a cut-off point (SPk) for a track section (Sk), is controlled by a railway signal (110) and
    - with which radio equipment (112) mounted in particular on the railway signal (110) and assigned to the railway signal (110) is embodied to send a radio data signal (F112) to a rail vehicle (F) approaching the railway signal (110),
    wherein
    - as a function of a number of wheel impulses or wheel revolutions (nk) determined when the rail vehicle (F) traverses the one track section (Sk), and as a function of a reference value (RWk) for the length of the one track section (Sk), the rail vehicle (F) is embodied to carry out a correction of a previously known wheel diameter or wheel peripheral value (d) of the rail vehicle (F),
    - wherein the one radio data signal (F112) specifies the one reference value (RWk) or wherein the one radio data signal (F112) specifies a correction value (KWk), and by applying the same to a track target distance (ZEk) the rail vehicle is suited to determining the one reference value (RWk).
  11. Train protection system (Z) according to claim 10,
    characterised in that
    the rail vehicle (F) is embodied to receive a data signal (D111) from the track-side data transmission device (111) when traversing the same and to receive a further data signal (D121) when a further track-side data transmission device (121), which forms a further cut-off point (ZPk) for the one track section (Sk), is traversed.
  12. Train protection system (Z) according to claim 11,
    characterised in that
    the data signal (D111) signals a start time instant (t2) assigned to the one track section (Sk) to the data transmission device (111) of the two data transmission devices (111, 112) which forms a starting point (SPk) for the one track section (Sk) as a cut-off point.
  13. Train protection system according to one of claims 11 or 12,
    characterised in that
    the data signal (D112) signals an end time instant (t4) assigned to the one track section (Sk) to the data transmission device (112) of the two data transmission devices (111, 112) which forms a target point (ZPk) for the one track section (Sk) as a cut-off point.
  14. Train protection system (Z) according to one of claims 12 or 13,
    characterised in that
    the one radio data signal (F112) and/or the data signal (D111), which signals the one start time instant (t2), specifies the one track target distance (ZEk) or a track target value (ZWk) suited to determining the one track target distance (ZEk).
  15. Train protection system (Z) according to one of claims 10 to 14,
    characterised in that
    the rail vehicle (F) is embodied
    - to determine a measured value (MWk) for the length of the one track section (Sk) on the basis of the number of wheel impulses or wheel revolutions (nk) determined when the rail vehicle (F) traverses the one track section (Sk) and the previously known wheel diameter or wheel circumference value (d), and
    - to correct the one previously known wheel diameter or wheel circumference value (d) as a function of a variance (AWk) in the one measured value (MWk) from the one reference value (RWk).
  16. Train protection system (Z) according to claim 15,
    characterised in that
    the rail vehicle (F) is embodied to determine the one number of wheel impulses (nk) on the basis of a number of wheel impulses of at least one wheel (R1) of the rail vehicle or wheel axle impulses (n1k) of at least one wheel axle (A1) of the rail vehicle determined by the rail vehicle (F) in the time interval between a start time instant and an end time instant or to determine the one number of wheel revolutions on the basis of a number of wheel revolutions of the at least one wheel (R1) of the rail vehicle or wheel axle revolutions of the at least one wheel axle (A1) of the rail vehicle determined in the time interval from the one start time instant to the end time instant.
  17. Train protection system according to one of claims 15 or 16,
    characterised in that
    the rail vehicle is embodied
    - to determine correspondingly further variances (ABk+1, ABk+2) for a statistical correction of the previously known wheel diameter or wheel circumference value (d) while traversing further track sections (Sk+1, Sk+2) and
    - to carry out the correction of the previously known wheel diameter or wheel circumference value (d) as a function of an average value of the variances (AWk, AWk+1, AWk+2).
  18. Train protection system (Z) according to one of claims 10 to 17,
    characterised in that
    the rail vehicle (F) is embodied
    to take into consideration the respective reference value (RWk, RWk+1, RWk+2) for the length of a respective track section (Sk, Sk+2, Sk+2) only when the previously known wheel diameter or wheel circumference value (d) of the rail vehicle (F) is corrected, if the respective radio data signal (F112, F122, F132) which specifies the respective reference value (RWk, RWk+1, RWk+2) or the respective correction value (KWk, KWk+1, KWk+2) suited to forming the respective reference value (RWk, RWk+1, RWk+2), additionally specifies an item of suitability information (EIk, EIk+1, EIk+2) and this item of suitability information (EIk, EIk+1, EIk+2) identifies the respective track section (Sk, Sk+2, Sk+2) as suitable for consideration.
EP20771463.5A 2019-09-30 2020-08-31 Train protection method and train protection system with a correction function of the wheel diameter value stored in the vehicle Active EP3996966B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019215013.6A DE102019215013A1 (en) 2019-09-30 2019-09-30 Train control method and train control system
PCT/EP2020/074204 WO2021063605A1 (en) 2019-09-30 2020-08-31 Train protection method and train protection system with a correction function of the wheel diameter value stored in the vehicle

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EP3996966A1 EP3996966A1 (en) 2022-05-18
EP3996966B1 true EP3996966B1 (en) 2023-08-16

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EP20771463.5A Active EP3996966B1 (en) 2019-09-30 2020-08-31 Train protection method and train protection system with a correction function of the wheel diameter value stored in the vehicle

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EP (1) EP3996966B1 (en)
DE (1) DE102019215013A1 (en)
ES (1) ES2962981T3 (en)
WO (1) WO2021063605A1 (en)

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Publication number Priority date Publication date Assignee Title
CN113734237B (en) * 2021-11-03 2022-02-08 比亚迪股份有限公司 Method for determining wheel diameter of vehicle, storage medium and electronic device

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0853574B1 (en) * 1996-07-30 2003-05-02 Alcatel System for semicontinuous control of track-guided vehicles

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3148401A1 (en) * 1981-12-07 1983-06-09 Siemens AG, 1000 Berlin und 8000 München Device for determining the wheel diameter of a rail vehicle
DE10063979C9 (en) * 2000-12-14 2007-06-06 Siemens Ag train control device
DE102007058193A1 (en) * 2007-12-04 2009-06-10 Continental Teves Ag & Co. Ohg Method for calibrating a wheel speed detection system
DE102016200436A1 (en) * 2016-01-15 2017-07-20 Siemens Aktiengesellschaft Method and device for automatic calibration of a measuring sensor of a driven axle of a rail vehicle

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0853574B1 (en) * 1996-07-30 2003-05-02 Alcatel System for semicontinuous control of track-guided vehicles

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ES2962981T3 (en) 2024-03-22
WO2021063605A1 (en) 2021-04-08
DE102019215013A1 (en) 2021-04-01
EP3996966A1 (en) 2022-05-18

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