EP4126633B1 - Method for monitoring the position of a parked rail vehicle, and computer program, in particular for a train safety system - Google Patents

Description

• das Fahrzeug mit einer fahrzeugseitigen Einrichtung eines automatischen Zugsicherungssystems ausgestattet ist,
• die fahrzeugseitige Einrichtung im abgestellten Zustand des Fahrzeugs abgeschaltet wird,

• vor dem Abschalten der fahrzeugseitigen Einrichtung von der Position des Fahrzeugs mit dem automatischen Zugsicherungssystem ein erster Positionswert bestimmt wird,
• nach einem Einschalten der fahrzeugseitigen Einrichtung die streckenseitige Einrichtung einen die Istposition des Fahrzeugs repräsentierenden Positionswert an die fahrzeugseitige Einrichtung übermittelt.

The invention relates to a method for monitoring the position of a vehicle parked on a track, wherein

• the vehicle is equipped with an on-board facility for an automatic train protection system,
• the vehicle-side device is switched off when the vehicle is parked,

• Before the vehicle-side device is switched off, a first position value is determined from the position of the vehicle using the automatic train protection system,
• After switching on the vehicle-side device, the track-side device transmits a position value representing the actual position of the vehicle to the vehicle-side device.

The invention further relates to a computer program product and a provision device for this computer program product, the computer program product being equipped with program instructions for carrying out this method. The invention also relates to an automatic train control system with an installed computer program.

Automatic train protection systems enable partially or completely automated operation of rail vehicles. To make this possible, the train protection systems are equipped in such a way that the vehicles can be located at any time with the required accuracy. The vehicle-side infrastructure required for location requires energy and therefore cannot be used if a rail vehicle is switched off, for example in a parking position in the depot.

In rail-based local transport, for example, the vehicles are maintained and parked in depots. For safe operation, the vehicles are equipped with an on-board train protection device (so-called Onboard ATP = Automatic Train Protection), which secures the vehicles during regular operation and can trigger braking if the safety limits are exceeded. Modern, radio-based systems also include a trackside device in the train control system, which monitors train movements via position reports received from the vehicles safely tracked. An example is CBTC (Communication-Based Train Control).

During decommissioning, the vehicles (trains) and the train control system should be switched off in order to save energy. On the other hand, the vehicles should be able to start operating again as quickly as possible in the most comfortable operating mode (for example CTC, Continuous Train Control, without a fixed speed limit of 25 km/h). However, if the on-board train protection device is switched off, the safely measured and saved vehicle position is lost. This secure location must be achieved by a laborious, driver-operated slow drive using location markers (balises) and driving in mode without a fixed speed limit is only possible again for a while, typically after 250 m or 1 to 2 minutes.

“Cold Movement Detection” (hereinafter referred to as CMD) refers to the detection of the movement of the vehicle while the vehicle is switched off. Such monitoring can be used to get the train back into service more quickly. In the event that it has not moved, the towing position can be assumed to be that which the vehicle had when parked. Only if movement of the vehicle has been detected does the vehicle position need to be corrected appropriately. There are different technical approaches for a CMD.

That according to DE 10 2011 077 760 DE proposed method for the safety-relevant determination of a change in position of a switched-off rail vehicle, in particular a locomotive, is used for rail vehicles which have at least one axle encoder for generating an electrical signal depending on the angular position of a wheel axle of the rail vehicle and with a system for determining the absolute position, ie are equipped to locate the rail vehicle, the insufficient accuracy of which is made risk-free by the proposed method. This can in particular be a satellite navigation system. A CMD is implemented by connecting the axle encoder with a State memory works together, which stores movements of the axle until the train is switched on.

The EP 3240718 B1 relates to a device for detecting a cold movement of a rail vehicle with a display device and with an actuating device for activating the display device. Any movement of the vehicle is detected mechanically, so that the vehicle does not require a power supply when it is at a standstill.

However, the described procedures for a CMD result in an additional need for components in the vehicle. These result in additional effort, both in terms of original equipment and in operation, which occurs in every vehicle.

According to the DE 10 2013 219 812 A1 a different path is taken. Here, a detector device in the form of a radar is installed on the trackside, whereby a vehicle located in the effective range of the radar can be monitored for movement. The vehicle can also be equipped with a suitable reflection device for radar location. However, the vehicle must then be parked within the effective range of the detector device. In addition, this also involves additional effort in terms of components that must be provided for each trackside parking position for vehicles.

1. A) Anfahren der Parkposition, in der eine Fahrstrecke eingelesen wird, wobei eine Einrichtung von einer Ortsmarke gesendete erste Positionsdaten empfängt,
2. B) Speichern der ersten Positionsdaten und des Betriebsmodus mittels der Zugsteuerung,
3. C) Abschalten des Zuges mittels der Zugsteuerung und Abschalten des Zugsteuergeräts,
4. D) Einschalten des Zuges,
5. E) Prüfen folgender Zustände durch das Zugsteuergerät: 1. die Betriebsart wird gespeichert, 2. das Fahrstraßenlesegerät empfängt zweite Positionsdaten, und 3.ob die zweiten Positionsdaten mit den ersten Positionsdaten übereinstimmen,
6. F) wenn die Bedingungen zutreffen, Akzeptieren der Positionsdaten und Senden einer Ortungsmeldung an das Zugüberwachungssystem mittels die Zugsteuereinheit.

The document WO 2014/191141 A2 describes a method for switching a train on and off in a parking position, with a train control unit being provided as part of the train and a train monitoring system being provided as part of the train, as well as a route and a configuration of route and train in relation to the method. With the automatic method, an energy-saving complete shutdown of the train control unit in a parking position in the parking area is possible by taking the following steps:

1. A) approaching the parking position in which a route is read in, with a device receiving first position data sent by a location mark,
2. B) storing the first position data and the operating mode using the train control,
3. C) switching off the train using the train control and switching off the train control unit,
4. D) switching on the train,
5. E) Checking the following states by the train control unit: 1. the operating mode is saved, 2. the route reader receives second position data, and 3. whether the second position data matches the first position data,
6. F) if the conditions apply, accepting the position data and sending a location report to the train monitoring system using the train control unit.

The document DE 10 2013 219721 A1 relates to a method and a route and train configuration for switching a train on and off in a parking position, comprising an automatic train control device on the train side and a train monitoring system on the route side.

The object of the invention is therefore to provide a method for monitoring a vehicle parked on a track, which enables sufficiently reliable monitoring even when the vehicle is switched off with the lowest possible expenditure on additional components. It is also an object of the invention to provide a computer program product and a device for providing such a product with which the method can be carried out. Finally, it is the object of the invention to provide an automatic train control system with which the above-mentioned method can be carried out.

• vor dem Abschalten der fahrzeugseitigen Einrichtung von der Position des Fahrzeugs und unabhängig vom automatischen Zugsicherungssystem mit einem weiteren Lokalisierungssystem ein zweiter Positionswert bestimmt wird,
• der zweite Positionswert dem Fahrzeug zugeordnet wird,
• im abgeschalteten Zustand der fahrzeugseitigen Einrichtung die Istposition des Fahrzeugs von dem weiteren Lokalisierungssystem durch Bestimmung weiterer Positionswerte überwacht wird, wobei der zweite Positionswert als Sollposition des Fahrzeugs verwendet wird,
• die weiteren Positionswerte und/oder eine Abweichung der Istposition von der Sollposition an die streckenseitige Einrichtung des Zugsicherungssystems übertragen werden.

This object is achieved according to the invention with the subject matter of the claim (method) specified at the beginning in that

• Before the vehicle-side device is switched off, a second position value is determined from the position of the vehicle and independently of the automatic train protection system with a further localization system,
• the second position value is assigned to the vehicle,
• When the vehicle-side device is switched off, the actual position of the vehicle is monitored by the further localization system by determining further position values, the second position value being used as the target position of the vehicle,
• the further position values and/or a deviation of the actual position from the target position are transmitted to the trackside device of the train protection system.

The first position value is thus created by the automatic train protection system while the vehicle is still in operation. This is advantageously a value with an accuracy that can be determined, for example, while the vehicle is driving over a balise. For the second position value, a further localization system is used, which can be, for example, a so-called depot management system of the depot and which is already installed in a train system for its reliable operation. Advantageously, there is no effort required to install a localization system to determine the second position value. However, the second position value is usually less precise in terms of the reliability of the vehicle's localization. In no case does the second position value correspond to the requirements that apply to the automatic security system.

Since the first position value and the second position value can differ from each other due to the measurement inaccuracies of both position values, the second position value must first be assigned to the vehicle. The first position value that was determined by the automatic train protection system already has an assignment to the vehicle in question. The second position value can be assigned, for example, through a plausibility check. Regardless of any possible deviation of the two position values from one another, an assignment of the second position value is possible, for example, if there are no other vehicles in the vicinity of the vehicle in question that could be considered for an assignment. Alternatively or additionally, a confidence interval for the deviations of the second position value from the first position value can be defined for the assignment.

When switched off, the position of the vehicle is now monitored by the additional localization system. The second position value assigned to the vehicle is used here, which is set as the actual position during the CMD, regardless of any deviation from the first (and more precise) position value. For the CMD, the accuracy of determining further position values is sufficient, with a sufficiently large deviation from the actual position being interpreted as meaning that the vehicle has moved. By transmitting the further position values or the deviations of the respective position values from the second position value determined by the further localization system to the trackside device of the train protection system, the vehicle remains, so to speak, visible to the automatic train protection system even when completely switched off.

This is the reason why, after switching on the vehicle, the trackside device of the train protection system can immediately transmit a position value representing the actual position of the vehicle to the vehicle. This is done according to the standard applicable to the train protection system, so that all the necessary releases are advantageously linked to the said position value that are required to operate the vehicle.

Which position value is used to represent the actual position depends on the monitoring of the parking position by the further localization system.

If the monitoring of the parking position showed that the vehicle did not move (i.e. that the deviations of the other position values from the second position value were small), the train protection system uses the first position value because it has a higher accuracy.

However, if monitoring of the parking position revealed that the vehicle had moved (i.e. that the deviations of the further position values from the second position value were so significant that a relative movement of the vehicle must be assumed), the first position value is unusable. Instead, the most current of the other position values is transmitted. If the train protection system has not received any position values from the further localization system but rather the deviations of the further position values from the second position value, a position value is determined taking into account the first position value and the transmitted deviations and passed on as a position value representing the position. Only in these cases is a subsequent inspection trip necessary to determine a more precise position value required for the operation of the train protection system.

The advantage of the invention lies in the utilization of normally external, unused, because unsafe location information for the train control system. With the present invention, the vehicle can therefore be switched off completely (no energy consumption in the parking position) and, after being switched on again, is immediately available to the train protection system again with precise location information (the first position value), which means that it can normally start operating without a previous manual location trip. A location trip is therefore only required if movement of the vehicle was detected by monitoring the second position value (comparison with the other position values).

A process of the method according to the invention can proceed as follows, for example, through a depot management system in a depot for vehicles. The location server of the depot management system, i.e. the local location system (e.g. Simatic RTLS) regularly determines the current parking position of each vehicle (in this example without restricting the generality of one) using installed reference points (anchor points), radio and triangulation methods by determining additional position values every turn) in the depot. This parking position of each train is made available to the trackside device of the train protection system according to the invention. Before switching off, it compares the measured second position value with the train position tracked by the automatic train control system, the first position value (in the CBTC system, Trainguard MT with the OPR onboard position reports of the trains) in order to rule out systematic errors.

According to the invention, after the train has been switched off, the trackside device of the train protection system permanently monitors the position obtained from the further localization system. The position determined by the additional localization system is determined again and again at a fixed interval using radio and triangulation methods and, in this fixed interval, is also communicated to the trackside device of the train protection system. A volume of location information is therefore available in the trackside facility of the train control system. A relative movement of the train can be determined from this amount of data, with a measurement error resulting from a deviation of the second position value from the first position value having already been neutralized by comparing these two position values. After switching on, the trackside device of the train protection system can, according to the invention, inform the train of its position.

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

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

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

According to one embodiment of the invention, it is provided that a tolerance range is defined for the deviation of the actual position from the target position, with the train protection system excluding movement of the vehicle as an evaluation result as long as the actual position is within the tolerance range.

Defining a tolerance range for deciding whether the vehicle has moved is advantageously a particularly simple way that the actual position of the vehicle can be monitored. Alternatively, there are other options. For example, the development of the further position values can be tracked in order to determine whether progressive movement of the vehicle can be detected. This can be assumed if a drift in the other position values is detected. This can, for example, exclude the possibility that individual measured values, so-called outliers, which suggest movement of the vehicle, lead to a measurement drive having to be carried out after the vehicle has been put into operation, even though this would not be necessary.

According to one embodiment of the invention it is provided that the target position is a parking position for the vehicle

This type of monitoring is particularly advantageous when vehicles are parked in a depot for a long period of time. The depot has various parking positions for the vehicles, which can be approached in order to put the vehicles out of operation (switch off). For the parking positions, it is particularly advantageous that a tolerance for the other position values is set in such a way that vehicles standing one behind the other on a track cannot collide. For this purpose, a safety distance must be maintained, whereby the tolerance range must be smaller than this safety distance. The tolerance range can preferably be chosen to be less than 50%, preferably less than 30% and even more preferably less than 25% of the safety distance between parking positions of neighboring vehicles.

According to one embodiment of the invention, it is provided that the tolerance range allows a deviation from the target position of less than 100 cm, preferably less than 50 cm and most preferably less than 20 cm.

When defining the tolerance range in this way, it is taken into account that it must be sufficiently precise so that the vehicle can be put back into operation taking the first position value into account. If this is the case, the confidence interval within which the vehicle could have moved must not be too large, since the automatic train protection system is not aware of any position deviation associated with a movement within the tolerance range. It should be noted that the first position value is corrected by the automatic train protection system as soon as it determines a more current position value, for example when crossing a balise.

According to one embodiment of the invention it is provided that the train protection system refuses to control the departure of the vehicle if a comparison of the actual position with the Target position shows that the vehicle has moved when the vehicle-side device is switched off.

Refusal to check for the departure of the vehicle advantageously represents a safety gain. This ensures that the vehicle is not accidentally started with the train protection system, even though it has left its target position while at a standstill. The train protection system can only be activated again after a check run, whereby the check run serves to reliably determine the position of the vehicle.

According to one embodiment of the invention, it is provided that the train protection system enables a manual control trip, with the train protection system taking over control of the vehicle as soon as the train protection system has located it.

A manual inspection drive is carried out by trained operating personnel. The check drive serves to reliably determine the position. The operating staff can use certain position markers or be supported by technical equipment of the train control system. In any case, the operating personnel are able to check the plausibility of a position determination before releasing the vehicle to be handed over to the train control system. It is also possible for operating personnel to determine the reason why a vehicle moved out of its parked position while stationary.

According to one embodiment of the invention, it is accordingly provided that the train protection system can only take over control if a manual release has previously taken place, with the train protection system waiting for a relevant release signal. For this purpose, for example, a so-called ATO start button can be provided.

According to one embodiment of the invention, it is provided that the train protection system takes over control of the departure of the vehicle in a safe mode when a comparison of the Actual position with the target position means that the vehicle has moved when the vehicle-side device is switched off, with the actual position being used as the basis for the control as the position value.

Safe mode includes safety measures designed to prevent an accident, such as a low maximum speed of 25 km/h, for example. Automatic operation in a safe mode (without manual control driving) can be advantageously selected if the risk of an accident is very low. This is the case, for example, if the vehicle was parked in a depot when leaving the depot after overcoming a comparatively short distance (for example less than 100 m, preferably less than 50 m, even more preferably less than 25 m), a trackside locating device such as a balise provides a reliable position value for the automatic train protection system.

According to one embodiment of the invention, it is therefore provided that the train protection system adopts a current position value as soon as this has been determined by passing a trackside locating device of the train protection system, and the train protection system then ends the safe mode. The automatic train control system can then take full control again.

According to one embodiment of the invention, it is provided that after the vehicle-side device is switched on, the actual position of the vehicle or a deviation of the actual position from the target position of the vehicle is displayed in a display device in the vehicle.

The display in the vehicle advantageously facilitates, in particular, a manual inspection drive. The level of the deviation can be viewed as a measure of the risk potential.

According to one embodiment of the invention, it is provided that after the vehicle-side device is switched on, the actual position of the vehicle or a suggestion of a calculated one Position of the vehicle is displayed, with an input device being able to enter a confirmation that confirms the correspondence of the actual position or the suggestion of the calculated position with the true position of the vehicle.

The output of the actual position in the vehicle enables the qualified train crew to compare the displayed location with reality during a manual inspection trip. In the event that the train crew can confirm a reliable localization of the vehicle (for example via the already mentioned ATO Start button), control can be resumed by the automatic train protection system.

According to one embodiment of the invention, it is provided that the further localization system is formed by a satellite-based navigation system and/or a local positioning system installed at the location where the vehicle is switched off.

The local positioning system installed at the location where the vehicle is switched off is the facilities that are already provided as infrastructure for positioning in a vehicle depot, for example (already mentioned above). There is therefore advantageously no additional expenditure on components to implement the method according to the invention.

Alternatively, a satellite-based navigation system, such as GPS, can also be used. In this case it is necessary that the vehicle has a GPS receiver. This requires significantly less energy compared to the other functional components of the vehicle, so that energy consumption can be saved even if a GPS receiver in the vehicle remains in operation while it is switched off. In addition, a GPS receiver is inexpensive to purchase and easy to install, so that the additional effort resulting from GPS localization is kept to a minimum.

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

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

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

The stated task is alternatively achieved according to the invention with the subject matter of the claim specified at the beginning (automatic train control system) in that a computer program product of the type described above is in the trackside device or both in the trackside Device as well as in the vehicle-side device is stored.

This advantageously enables the automatic train control system to carry out the method described automatically or at least partially automatically. The advantages described above are achieved.

At least the trackside facility will be equipped with the computer program. This variant has the advantage that not all vehicles have to be retrofitted with the program if they are already in use. In the case of new vehicles, the vehicles can also be equipped with the computer program. This has the advantage that the process can be fully automated and is also supported by the vehicle itself.

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

The exemplary embodiments explained below are preferred embodiments of the invention.

Figur 1

ein Ausführungsbeispiel des erfindungsgemäßen automatischen Zugsicherungssystems (streckenseitige Einrichtung) bei der Ausführung eines Ausführungsbeispiels des erfindungsgemäßen Verfahrens als Schemazeichnung,

Figur 2

ein Ausführungsbeispiel des erfindungsgemäßen Verfahrens als Flussdiagramm.

Show it:

Figure 1

an embodiment of the automatic train protection system (trackside device) according to the invention when executing a Embodiment example of the method according to the invention as a schematic drawing,

Figure 2

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

In Figure 1 A track GL is shown on which a vehicle FZ is standing. This is parked in a target position SPOS in a depot DP. The vehicle also has a vehicle-side device FE of an automatic train protection system (for example CBTC). During operation of the vehicle FZ, this can communicate with a trackside device SE of the automatic train protection system. The trackside device SE of the automatic train protection system is represented by a control center LZ and a trackside location device in the form of a balise BL.

In the position shown, a parking position, the vehicle FZ is monitored by a further localization system LS1, which is housed locally in the depot DP, and/or by a further localization system LS2, which is formed by a satellite which represents a satellite-based navigation system.

All functional units mentioned in accordance with Figure 1 communicate with a cloud CLD (excluding the additional localization system LS2 in the form of a satellite, which is only used for satellite-based localization of the vehicle FZ). The method according to the invention is therefore carried out according to Figure 1 supported by cloud computing. However, this is only one possible variant. The functional units can also communicate directly with one another in a manner not shown via wired interfaces or radio interfaces.

A “cloud” should be understood as an environment for “cloud computing” (German computer cloud or data cloud). This refers to an IT infrastructure that is made available via a network such as the Internet. It usually includes storage space, computing power or application software as a service, without that these must be installed on the local computer using the cloud. These services are offered and used exclusively through technical interfaces and protocols, such as a web browser. The range of services offered as part of cloud computing covers the entire spectrum of information technology and includes, among other things, infrastructure, platforms and software.

The method according to the invention can be carried out according to Figure 1 proceed as follows. When the vehicle FZ enters the track GL, it passes over the trackside locating device BL, whereby a position value POS0 is determined as a reference. The vehicle FZ then moves into its target position SPOS in the depot DP. Based on the position value POS0, the automatic train control system can determine the first position value POS1. This is done with an accuracy that is given by the technical requirements of the automatic train protection system.

At the same time, at least one of the further localization systems LS1, LS2 can determine a second position value POS2, whereby both the first position value POS1 and the second position value POS2 represent the target position SPOS of the vehicle FZ, but can fall apart due to possible measurement errors. Regardless of deviations, the second position value POS2 is assigned to the vehicle FZ.

The vehicle FZ is then switched off, so that the vehicle-side device FE can no longer be used and location by the track-side device SE of the automatic train protection system is no longer possible. For this purpose, the additional localization system LS1, LS2 takes over the location of the vehicle FZ. It is monitored whether this leaves the intended target position SPOS and is therefore actually in an actual position IPOS.

As long as the determined actual position IPOS is within a tolerance range TB, it is assumed that the vehicle FZ has not moved (deviations from the other Position values POSN are then based on measurement inaccuracies) or that the vehicle has moved so little that this is harmless for commissioning with the automatic train protection system. However, if the measured actual position IPOS is outside the tolerance range TB, it is assumed that the vehicle FZ has moved. The measured positions POS1, POS2, POSN or their deviations from the second position POS2 are also transmitted to the control center LZ by the further localization system LS1, LS2, so that the automatic train protection system can register a departure from the target position SPOS, at least on the track side.

If the vehicle FZ is switched on again, the control of the vehicle FZ by the trackside device SE of the automatic train protection system depends on the monitoring result of the further localization system LS1, LS2. If no movement of the vehicle FZ could be detected, automatic control by the automatic train protection system can begin immediately starting from the first position POS1. However, if a movement of the vehicle FZ has been detected, a further position value POSN, which represents the actual position IPOS, is used as a basis in order to move the vehicle FZ either in a safe mode by the train control system or manually by the train crew.

As soon as the vehicle FZ passes over the trackside locating device BL, a precise current position value POSA is generated as a reference in any case, with which the automatic train protection system works from then on. This allows normal operation to resume.

1. 1) Einfahrt ins Depot DP. Die Streckenseitige Einrichtung SE des Zugsicherungssystems ermittelt die erste Position POS1 und das lokale Ortungssystem LS1, LS2 startet die Verfolgung durch Ermittlung des zweiten Positionswertes POS2.
2. 2) Zug kommt zum Stillstand: Mapping der beiden bekannten Positionswerte POS1, POS2 durch die streckenseitige Einrichtung SE des Zugscherungssystems. Mit anderen Worten wird der zweite Positionswert POS2 dem ersten Positionswert POS1 und dadurch dem Fahrzeug FZ zugeordnet.
3. 3) Fahrzeug wird ausgeschaltet (OFF in Figur 2). Das Zugsicherungssystem erhält keine eigenen Onboard Position Reports mehr, sondern kontrolliert stattdessen ständig die vom weiteren Lokalisierungssystem LS1, LS2 erhaltenen weiteren Positionswerte POSN. Die weiteren Positionswerte POSN werden daraufhin überprüft, ob sie innerhalb des durch den zweiten Positionswert vorgegebenen Toleranzbereich POS2(TB) liegen. Wenn ja, wird ein auf eine Bewegung hinweisender Ausgabewert MOVE des Fahrzeugs FZ auf postitiv gesetzt.
4. 4) Das Fahrzeug FZ wird wieder eingeschaltet, die fahrzeugseitige Einrichtung FE des Zugsicherungssystems meldet sich bei der streckenseitigen Vorrichtung SE an. Eine Abfrage, ob das Fahrzeug FZ eingeschaltet wurde, führt damit nicht mehr (wie vorher) zu einer Wiederholung der Ermittlung weiterer Positionswerte POSN (N=N+1 in Figur 2), sondern das Verfahren wird fortgesetzt.
5. 5) Wenn der Ausgabewert MOVE negativ ist, übermittelt die streckenseitige Vorrichtung SE der fahrzeugseitigen Einrichtung des Zugsicherungssystems den ersten Positionswert POS1 als ursprüngliche Fahrzeugposition. Ist der Ausgabewert MOVE positiv, wird die aktuelle Position POSN übermittelt.
   Wenn gewünscht oder für Sicherheitsgutachter notwendig, könnte, wenn vorhanden, der Fahrer einen im Fahrerdisplay angezeigten Ortsvorschlag mit einer Acknowledgement-Taste bestätigen (nicht dargestellt).
6. 6) Die Fahrzeugseitige Einrichtung FE versetzt das Fahrzeug FZ in den komfortabelsten Betriebsmodus. Das ist automatische Modus CRL MOD des Zugleitsystems, wenn der Ausgabewert MOVE negativ ist und nur, wenn der Ausgabewert MOVE positiv ist, wird ein abgesicherter Modus SEC MOD eingestellt.
7. 7) Wenn gewünscht oder für Sicherheitsgutachter notwendig, wird das Fahrzeug bei Passieren der ersten regulären Balise (streckenseitige Ortungseinrichtung) die Ortungsinformation, also den aktuellen Positionswert POSA, aus der Balise mit der zuvor erhaltenen und weitergerechneten Position abgleichen. Durch Drücken (optional) des ATO Start Buttons (manueller Betätigungsschritt CONF) oder eines Kommandos aus der Leitzentrale LZ setzt sich danach das Fahrzeug FZ in Bewegung und kann dann im automatischen Modus CRL MOD betrieben werden.

The Figure 2 The following procedural steps can be found for the process. Dash-dotted lines indicate in which functional units Figure 1 the different process steps can take place preferentially. The numbering of the following steps is also in Figure 2 illustrated.

1. 1) Entrance to the DP depot. The trackside device SE of the train protection system determines the first position POS1 and the local positioning system LS1, LS2 starts tracking by determining the second position value POS2.
2. 2) Train comes to a standstill: Mapping of the two known position values POS1, POS2 by the trackside device SE of the train shearing system. In other words, the second position value POS2 is assigned to the first position value POS1 and thereby to the vehicle FZ.
3. 3) Vehicle is switched off (OFF in Figure 2 ). The train protection system no longer receives its own onboard position reports, but instead constantly monitors the additional position values POSN received from the additional localization system LS1, LS2. The further position values POSN are checked to see whether they lie within the tolerance range POS2(TB) specified by the second position value. If so, an output value MOVE of the vehicle FZ indicating a movement is set to positive.
4. 4) The vehicle FZ is switched on again, the vehicle-side device FE of the train protection system reports to the track-side device SE. A query as to whether the vehicle FZ has been switched on no longer (as before) leads to a repetition of the determination of further position values POSN (N=N+1 in Figure 2 ), but the procedure continues.
5. 5) If the output value MOVE is negative, the trackside device SE transmits the first position value POS1 to the vehicle-side device of the train protection system as the original vehicle position. If the output value MOVE is positive, the current position POSN is transmitted.
   If desired or necessary for safety assessors, the driver could, if available, confirm a suggested location shown in the driver display using an acknowledgment button (not shown).
6. 6) The vehicle-side device FE puts the vehicle FZ in the most comfortable operating mode. This is automatic mode CRL MOD of the train control system when the output value MOVE is negative and only when the output value MOVE is positive is a safe mode SEC MOD set.
7. 7) If desired or necessary for safety assessors, when the vehicle passes the first regular balise (trackside location device), the location information, i.e. the current position value POSA, from the balise will be compared with the previously received and further calculated position. By pressing (optional) the ATO Start button (manual actuation step CONF) or a command from the LZ control center, the vehicle FZ then starts moving and can then be operated in the automatic CRL MOD mode.

Reference symbol list

GL

Track

BL

plug-in location device (Balise)

DP

depot

LZ

Control center

FZ

vehicle

FE

On-board installation of the automatic train protection system

AV

Display device

EV

Input device

SE

Trackside installation of the automatic train protection system

LS1

additional localization system (local)

LS2

additional localization system (satellite-based)

TB

Tolerance range

SPOS

Target position

IPOS

Actual position

POS1

first position value

POS2

second position value

POSN

further position value

POSA

current position value

OFF

Shutdown step

ON

Switch-on step

SEC MOD

safe mode of the train protection system

CRL MOD

automatic mode of the train protection system

CONF

Manual confirmation step (optional)

Claims (15)

1. Method for monitoring the position of a vehicle (FZ) parked on a track (GL), wherein

   • the vehicle (FZ) is equipped with a vehicle-side device (FE) of an automatic train safety system,

   • the vehicle-side device (FE) is deactivated when the vehicle (FZ) is parked,

   • prior to the deactivation of the vehicle-side device (FE), a first positional value (POS1) is determined from the position of the vehicle (FZ) by the automatic train safety system,

   • following an activation of the vehicle-side device (FE), the trackside device (SE) transmits a positional value representing the actual position (IPOS) of the vehicle (FZ) to the vehicle-side device (FE),

   characterised in that

   • prior to the deactivation of the vehicle-side device (FE), a second positional value (POS2) is determined from the position of the vehicle (FZ) and independently of the automatic train safety system with a further localisation system (LS1),

   • the second positional value (POS2) is assigned to the vehicle (FZ),

   • in the deactivated state of the vehicle-side device (FE), the actual position (IPOS) of the vehicle (FZ) is monitored by the further localisation system (LS1) by determining further positional values (POSN), wherein the second positional value (POS2) is used as the target position (SPOS) of the vehicle (FZ),

   • the further positional values and/or a deviation of the actual position (IPOS) from the target position (SPOS) are/is transmitted to the trackside device (SE) of the train safety system.
2. Method according to claim 1,
   characterised in that
   a tolerance range (TB) is specified for the deviation of the actual position (IPOS) from the target position (SPOS), wherein the train safety system rules out a movement of the vehicle (FZ) as evaluation result while the actual position (IPOS) lies within the tolerance range (TB).
3. Method according to one of the preceding claims,
   characterised in that
   the target position (SPOS) is a parking position for the vehicle (FZ).
4. Method according to one of claims 2 or 3,
   characterised in that
   the tolerance range (TB) allows a deviation from the target position (SPOS) of less than 100 cm, preferably less than 50 cm and most preferably less than 20 cm.
5. Method according to one of the preceding claims,
   characterised in that
   the train safety system refuses control for the departure of the vehicle (FZ) if the result of a comparison of the actual position (IPOS) with the target position (SPOS) reveals that the vehicle (FZ) has moved during the deactivated state of the vehicle-side device (FE).
6. Method according to one of the preceding claims,
   characterised in that
   the train safety system releases a manual supervision run, wherein the train safety system takes over the control of the vehicle (FZ) as soon as a localisation has been completed by the train safety system.
7. Method according to one of the preceding claims,
   characterised in that
   the train safety system can take over control only when a manual release has been completed first, wherein the train safety system waits for a release signal to this effect.
8. Method according to one of claims 1 - 5,
   characterised in that
   the train safety system takes over control for the departure of the vehicle (FZ) in a secure mode (SEC MOD) if the result of a comparison of the actual position (IPOS) with the target position (SPOS) reveals that the vehicle (FZ) has moved during the deactivated state of the vehicle-side device (FE), wherein the control is based on the actual position (IPOS) as the positional value.
9. Method according to one of the preceding claims,
   characterised in that
   the train safety system accepts a current positional value as soon as the latter has been determined by the passing of a trackside locating device (SE) of the train safety system, and the train safety system subsequently terminates the secure mode (SEC MOD).
10. Method according to one of the preceding claims,
    characterised in that
    following an activation (ON) of the vehicle-side device (FE), the actual position (IPOS) of the vehicle (FZ) or a deviation of the actual position (IPOS) from the target position (SPOS) of the vehicle (FZ) is displayed in a display device (AV) in the vehicle (FZ).
11. Method according to one of the preceding claims,
    characterised in that
    following an activation (ON) of the vehicle-side device (FE), the actual position (IPOS) of the vehicle (FZ) or a proposal for a calculated position of the vehicle (FZ) is displayed, wherein an input device (EV) may be used to enter a confirmation verifying that the actual position (IPOS) or the proposal of the calculated position coincides with the true position of the vehicle (FZ).
12. Method according to one of the preceding claims,
    characterised in that
    the further localisation system is formed by a satellite-based navigation system and/or a local tracking system installed at the location where the vehicle is powered down.
13. Computer program product having program commands for performing the method according to one of claims 1 - 12.
14. Provisioning device for the computer program product according to claim 13, wherein the provisioning device stores and/or provides the computer program product.
15. Automatic train control system
    characterised in that
    a computer program product according to claim 14 is stored

    • in the trackside device (SE) or

    • both in the trackside device (SE) and in the vehicle-side device (FE).

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