WO2001066401A1 - A device and a method for determining the position of a rail-bound vehicle - Google Patents

A device and a method for determining the position of a rail-bound vehicle Download PDF

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Publication number
WO2001066401A1
WO2001066401A1 PCT/EP2001/002643 EP0102643W WO0166401A1 WO 2001066401 A1 WO2001066401 A1 WO 2001066401A1 EP 0102643 W EP0102643 W EP 0102643W WO 0166401 A1 WO0166401 A1 WO 0166401A1
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WIPO (PCT)
Prior art keywords
rail
vehicle
stored
rail components
components
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Application number
PCT/EP2001/002643
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French (fr)
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WO2001066401A9 (en
Inventor
Eckehard Schnieder
Franz Mesch
Thomas Engelberg
LEÓN Fernando PUENTE
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Bombardier Transportation Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Priority to AU2001260105A priority Critical patent/AU2001260105A1/en
Publication of WO2001066401A1 publication Critical patent/WO2001066401A1/en
Publication of WO2001066401A9 publication Critical patent/WO2001066401A9/en

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Classifications

    • 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 trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or 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 trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer

Definitions

  • the present invention is related to a device and a method for determining the position of a rail-bound vehicle, for instance a train.
  • a way to obtain the position of the vehicle that does not require any further external signal system is to measure the velocity of
  • a way to obtain the position of the vehicle that does not require any further external signal system is to measure the velocity of the vehicle and thereafter integrate the measured velocity.
  • the velocity can be measured by means of conventional tachometers adapted to the wheels of the vehicle.
  • a disadvantage with this method is that the wheel sometimes slips during motion, for instance when the vehicle is braked, which slipping causes measurement errors.
  • Other known methods to measure the velocity are by a Doppler radar system or by a newly developed correla- tion system which utilises eddy current sensors.
  • the problem with integration of the velocities to obtain the position is that systematic errors, such as those from miscalibrated instruments, are also integrated. Errors that initially were minor are increased after the integration.
  • the objective of the invention is to obtain a device and a method that with high reliability determine the position of a rail-bound vehicle and that operate independently of stationary signal systems adapted outside the vehicle.
  • the position can be determined with high accuracy and independently of signal systems adapted outside the vehicle.
  • the high reliability is retained even at difficult external conditions, e.g. in tunnels.
  • a further objective of the invention is to provide a device and a method that with high accuracy determine the position of a rail- bound vehicle.
  • the objective is achieved by interpolation of the position of the vehicle between the detected track components by integrating the velocity of the vehicle. Since the distance between the track components in general is small, the position error from the integrated velocity is negligible.
  • the objective is also achieved by detecting and counting rail clamps and, based upon the number of detected rail clamps, interpolating the position of the vehicle between the detected rail components
  • Figure 1 shows a block diagram of a rail-bound vehicle with a device to determine the position of the vehicle ac- cording to the invention.
  • Figure 2a shows a rail clamp
  • Figure 2b shows the appearance of the sensor signal when a differential sensor passes a rail clamp.
  • Figure 3a shows a switch set for branch track travelling of the vehicle.
  • Figure 3b shows the appearance of the signal when the sensor passes the switch in fig. 3a.
  • Figure 4a shows a switch set for main track travelling of the vehicle.
  • Figure 4b shows the appearance of the signal when the sensor passes the switch in fig. 4a.
  • Figure 5a shows the stored feature of how to identify a switch.
  • Figure 5b shows the sensor signal when the vehicle passes a number of different track components.
  • Figure 5c shows the results of a cross-correlation of the stored feature and the sensor signal.
  • Fig. 1 shows the principle of how the position of a rail-bound ve- hide 1 is determined according to the invention.
  • two sensors 2a, 2b are adapted at the distance I from each other in the direction of travel.
  • the sensors could be placed in the boogie.
  • the signals generated by the sensors are dependent of track irregularities, for instance caused by rail components, such as switches, crossings, rail joints, and rail clamps, adapted in connection to or on the track.
  • eddy current sensors which non- contactly register inhomogenities in the track area by detecting changes in the local electromagnetical features.
  • An example of such an eddy current sensor is shown in chapter 3.1 in a document entitled “Non-contact velocity and distance measurement of rail vehicles using eddy current sensors” published at the IM- KEKO-XV World Congress in Osaka, Japan on June 13-18, 1999.
  • Another advantage with eddy current sensors are that their signals to a certain degree are independent of lateral movements and distance variations between the sensors and the rails, if differential sensors are used.
  • Other types of sensors are also possible to use, radar detectors, for instance.
  • one signal is sufficient, however, that signal has to be space-dependent, i.e. it must not depend upon the velocity of the vehicle. Since the signals s1 (t) and s2(t) are time-dependent, at least one of the signals has to be converted to a velocity-independent representation.
  • the velocity v is obtained from a correlator means 4.
  • the signals s1 (t) and s2(t) are fed to the correlator means 4 which calculates the time shift T between the signals and then, based upon the time period T, calculates the velocity v.
  • the use of only one sensor is possible, if the velocity of the vehicle is obtained in another manner.
  • the more sensors used the better the quality of the signal, which in turn gives a more robust detection method.
  • the signals from both sensors in fig. 1 could be merged, for instance by averaging.
  • more than two sensors could be adapted closely after each other in the direction of travel, and the signals interleaved by any sensor fusion method.
  • a rail map of the railway net containing information about actual routes of travel of the vehicle, is stored.
  • the rail map which is a data base, information about the rail components and their po- sition in the railway net is stored.
  • the scaled signal s(x) is compared to the features stored in the memory means 5.
  • any cross-correlation method could advantageously be used.
  • the exact position at each rail component can be determined.
  • the distance between the latest passed rail component and the vehicle is calculated by integrating the velocity of the vehicle.
  • the velocity to be integrated can, for instance, be obtained from a conventional tachometer adapted on the wheels.
  • Another way of obtaining a positioning between the rail components is to detect and count rail clamps. If the number of rail clamps and their position are stored, the position can be deter- mined at each rail clamp.
  • Fig. 2a shows a rail 9 with a rail clamp 10.
  • Fig. 2b shows the appearance of the scaled signal s(x) when a differential eddy current sensor passes the rail and the rail clamp. The sensor responds distinctly when it passes a rail clamp but does not respond for the homogeneous rail. Which irregularities possible to detect and their size is determined by the distance of the sensor z to the upper edge of the rail.
  • the positioning according to the invention is based upon the fact that the vehicle is followed on the rail map by identification of the rail components as they are passed and upon the corresponding rail components being found in the rail map. To be able to follow the route of the vehicle in the rail map, the recog- nition of branch tracks and crossings is of great importance. To identify a switch, the very identification of the switch is not enough but the setting of the switch must also be identified.
  • a typical switch comprises several types of rail components, such as switch blade, guide rails and a diamond crossing.
  • the signals from those components can be used for determining of the setting of the switch, i.e. if it is set for a straight travel on the main track or if it is set for travelling along a branch track.
  • Fig. 3a shows a typical switch set for travelling along a branch track. The arrows in the figure show how the sensor 2a moves along the track when the vehicle passes the switch. The sensor first passes a switch blade 20 and then a guide rail 21 .
  • Fig. 3b shows the sensor signal s(x) when the vehicle passes the switch. Both the passage of the switch blade and the guide rail are clearly indicated in the signal.
  • the increase of the signal amplitude when the sensor passes the guide rail is mainly related to attachment members in the guide rail, which are protruding above the upper edge of the rail.
  • Fig. 4a shows the same switch as the one in fig. 3a, however with the switch set for travelling along the main track.
  • the sensor 2a first passes the point of the switch blade 22, thereafter a switch blade reinforcement 23, and last a diamond crossing 24.
  • the signal from the sensor when it passes the switch in this position is shown in fig. 4b.
  • the signals are clearly differing from each other due to the position of the switch, i.e. the position of the switch is clearly evident in the signal pattern.
  • the characteristic features must be stored in advance. There are several ways of storing features of the rail components.
  • common characteristics of each type of rail component are stored.
  • the signals from the sensor were registered during a previous travel, when the sensors passed over different types of rail compo- nents. The appearance of the signal differs due to the type of the rail component.
  • typical geometrical features such as position, duration, and amplitude, are extracted from the registered signal, which features are the characteristic features being the basis for the determining of the type. That way, a list of a number of different types of rail components and their characteristic features is obtained.
  • the features which are characteristic for its different settings are stored.
  • the type of rail component for instance whether it is a rail joint, a guide rail or a switch, is determined by extracting the features of the signal and comparing them with the listed features. If it is a switch, also the setting of said switch is determined. Since the location of the vehicle in the rail map is known, i.e. the latest determined position, the type of rail component to be expected next is also known. The type of the identified rail component is compared with the expected type from the rail map. In case of conformity the new position of the vehicle can be obtained from the rail map. If the rail component is a switch, its setting determines which is the next rail component in the rail map.
  • a pattern signal of individual rail components along the route of travel are stored instead.
  • the pattern signal is stored together with the position of the rail component in the rail track. That way individual rail components can be identified.
  • the identification is based upon a correlation of the stored pattern signals with the sensor signal.
  • To identify individual components along the route of travel required high memory capacity for storing the features for all individual rail components and high computer capacity to execute all the comparisons required to identify the rail component.
  • a possibility is to use a combination of both these embodiments.
  • individual switches can be identified while the other rail components are determined by type.
  • the rail map has to be supplemented with pattern signals for all individual switches in the track net.
  • Figures 5a, 5b show an example of the identification of an individual switch.
  • Figure 3a shows a pattern signal for a switch. The pattern signal was registered during a previous travel over the switch and is stored in the memory means.
  • Figure 3b shows the appearance of the sensor when it first passes a rail joint 30, thereafter a switch 31 and then a further rail joint 32.
  • Figure 3c shows the result of a direct cross-correlation between the stored pattern signal in fig. 3a and the sensor signal in fig. 3b. The correlated signal presents a distinct maximum 33 when the sensor passes the switch.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)

Abstract

A device for determining the position of a rail-bound vehicle (1), comprising at least one sensor (2, 2b) adapted to generate a signal dependent upon irregularities in the track caused by rail components arranged on or in connection to the rail track, a memory means (5) adapted to store information about the position of the rail components along the route of travel of the vehicle and necessary features for identifying the rail components, an identifying means (6) adapted to detect and identify the rail components by comparing said signal with the stored features, a calculating means (7) adapted to determine the position of the vehicle based upon the identified rail components and their stored position. A method to determine the position of a rail-bound vehicle whereby position and characteristic features of rail components arranged on or in connection to the rail track are registered and stored in advance. During a signal dependent upon irregularities caused by said rail components is generated. The signal is compared to the stored characteristic features, whereby the rail components are detected and identified, and the position of the vehicle is determined based upon the identified rail components and their stored position.

Description

A DEVICE AND A METHOD FOR DETERMINING THE POSITION OF A RAIL-BOUND VEHICLE
DESCRIPTION
TECHNICAL FIELD
The present invention is related to a device and a method for determining the position of a rail-bound vehicle, for instance a train.
BACKGROUND ART
For traffic control and signalling of rail-bound vehicles it has long been desired to be able to reliably and accurately determine the position of the rail-bound vehicle. It is known how to use stationary signal devices adapted at fixed positions along the track, which devices are sending signals comprising position information. When the vehicle passes the signal device, the signal is detected and the exact position of the vehicle is registered. Due to high costs however, the number of signal devices along the track is limited, which is disadvantageous when using this method, since the exact position is only obtained when the vehicle passes the signal devices. A way to continuously determine the position is to use the satellite navigation system GPS (Global Positioning System). A disadvantage with that system is that the information is not accessible everywhere, in tunnels, for instance. A further disadvantage with these methods to determine the position is that they are dependent upon equipment adapted outside the vehicle.
A way to obtain the position of the vehicle that does not require any further external signal system is to measure the velocity of A way to obtain the position of the vehicle that does not require any further external signal system is to measure the velocity of the vehicle and thereafter integrate the measured velocity. The velocity can be measured by means of conventional tachometers adapted to the wheels of the vehicle. A disadvantage with this method is that the wheel sometimes slips during motion, for instance when the vehicle is braked, which slipping causes measurement errors. Other known methods to measure the velocity are by a Doppler radar system or by a newly developed correla- tion system which utilises eddy current sensors. The problem with integration of the velocities to obtain the position is that systematic errors, such as those from miscalibrated instruments, are also integrated. Errors that initially were minor are increased after the integration.
SUMMARY OF THE INVENTION
The objective of the invention is to obtain a device and a method that with high reliability determine the position of a rail-bound vehicle and that operate independently of stationary signal systems adapted outside the vehicle.
Characteristic features of a device and a method according to the invention are shown in the appended claims.
By storing information in advance, such as position and features, about a number of topological irregularities in the track caused by rail components, such as switches, rail joints, and guide rails, along the possible routes of the vehicle and by iden- tification of these rail components during travelling, the position can be determined with high accuracy and independently of signal systems adapted outside the vehicle. The high reliability is retained even at difficult external conditions, e.g. in tunnels.
A further objective of the invention is to provide a device and a method that with high accuracy determine the position of a rail- bound vehicle. The objective is achieved by interpolation of the position of the vehicle between the detected track components by integrating the velocity of the vehicle. Since the distance between the track components in general is small, the position error from the integrated velocity is negligible.
The objective is also achieved by detecting and counting rail clamps and, based upon the number of detected rail clamps, interpolating the position of the vehicle between the detected rail components
BRIEF DESCRIPTION OF THE DRAWINGS
With reference to the enclosed drawings, a more close descrip- tion of preferred embodiment examples of the invention will follow.
Figure 1 shows a block diagram of a rail-bound vehicle with a device to determine the position of the vehicle ac- cording to the invention.
Figure 2a shows a rail clamp.
Figure 2b shows the appearance of the sensor signal when a differential sensor passes a rail clamp.
Figure 3a shows a switch set for branch track travelling of the vehicle.
Figure 3b shows the appearance of the signal when the sensor passes the switch in fig. 3a.
Figure 4a shows a switch set for main track travelling of the vehicle. Figure 4b shows the appearance of the signal when the sensor passes the switch in fig. 4a.
Figure 5a shows the stored feature of how to identify a switch.
Figure 5b shows the sensor signal when the vehicle passes a number of different track components.
Figure 5c shows the results of a cross-correlation of the stored feature and the sensor signal.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Fig. 1 shows the principle of how the position of a rail-bound ve- hide 1 is determined according to the invention. In the vehicle, two sensors 2a, 2b are adapted at the distance I from each other in the direction of travel. For example, the sensors could be placed in the boogie. The sensors generate two signals s1 (t) and s2(t) which are essentially similar, apart from a time shift T related to the velocity v of the vehicle and the distance I between the sensors according to the formula T = l/v. The signals generated by the sensors are dependent of track irregularities, for instance caused by rail components, such as switches, crossings, rail joints, and rail clamps, adapted in connection to or on the track.
By the choice of sensor type, it is necessary to consider that the sensor can stand different types of weather as well as fouling. Sensors that fulfil these requirements and are especially well suited for this purpose are eddy current sensors, which non- contactly register inhomogenities in the track area by detecting changes in the local electromagnetical features. An example of such an eddy current sensor is shown in chapter 3.1 in a document entitled "Non-contact velocity and distance measurement of rail vehicles using eddy current sensors" published at the IM- KEKO-XV World Congress in Osaka, Japan on June 13-18, 1999. Another advantage with eddy current sensors are that their signals to a certain degree are independent of lateral movements and distance variations between the sensors and the rails, if differential sensors are used. Other types of sensors are also possible to use, radar detectors, for instance.
To detect and identify rail components, one signal is sufficient, however, that signal has to be space-dependent, i.e. it must not depend upon the velocity of the vehicle. Since the signals s1 (t) and s2(t) are time-dependent, at least one of the signals has to be converted to a velocity-independent representation. One of the signals is fed to a scaling means 3 where the signal is converted to be space-dependent s(x). The scaling is performed according to the equation x = vt. To perform the scaling the veloc- ity v of the vehicle has to be known. The velocity v is obtained from a correlator means 4. The signals s1 (t) and s2(t) are fed to the correlator means 4 which calculates the time shift T between the signals and then, based upon the time period T, calculates the velocity v.
The use of only one sensor is possible, if the velocity of the vehicle is obtained in another manner. However, the more sensors used, the better the quality of the signal, which in turn gives a more robust detection method. To obtain a better identification signal, the signals from both sensors in fig. 1 could be merged, for instance by averaging. To further improve the quality of the signals, more than two sensors could be adapted closely after each other in the direction of travel, and the signals interleaved by any sensor fusion method.
To identify rail components in the signal s(x), essential features are stored for identifying the rail components. These features are stored in a memory means 5. In the memory means 5 also a rail map of the railway net, containing information about actual routes of travel of the vehicle, is stored. In the rail map, which is a data base, information about the rail components and their po- sition in the railway net is stored. For the detection and identification of rail components, which takes place in the identifying means 6, the scaled signal s(x) is compared to the features stored in the memory means 5. For the comparison between the stored features and the sensor signal, any cross-correlation method could advantageously be used. When a rail component is identified, the new position of the vehicle can be determined by means of the stored rail map. The positioning is effected in a calculating means 7.
This way, the exact position at each rail component can be determined. To obtain also a positioning between the rail components, the distance between the latest passed rail component and the vehicle is calculated by integrating the velocity of the vehicle. The velocity to be integrated can, for instance, be obtained from a conventional tachometer adapted on the wheels. Another way of obtaining a positioning between the rail components is to detect and count rail clamps. If the number of rail clamps and their position are stored, the position can be deter- mined at each rail clamp.
Fig. 2a shows a rail 9 with a rail clamp 10. Fig. 2b shows the appearance of the scaled signal s(x) when a differential eddy current sensor passes the rail and the rail clamp. The sensor responds distinctly when it passes a rail clamp but does not respond for the homogeneous rail. Which irregularities possible to detect and their size is determined by the distance of the sensor z to the upper edge of the rail.
The positioning according to the invention is based upon the fact that the vehicle is followed on the rail map by identification of the rail components as they are passed and upon the corresponding rail components being found in the rail map. To be able to follow the route of the vehicle in the rail map, the recog- nition of branch tracks and crossings is of great importance. To identify a switch, the very identification of the switch is not enough but the setting of the switch must also be identified.
A typical switch comprises several types of rail components, such as switch blade, guide rails and a diamond crossing. The signals from those components can be used for determining of the setting of the switch, i.e. if it is set for a straight travel on the main track or if it is set for travelling along a branch track. Fig. 3a shows a typical switch set for travelling along a branch track. The arrows in the figure show how the sensor 2a moves along the track when the vehicle passes the switch. The sensor first passes a switch blade 20 and then a guide rail 21 . Fig. 3b shows the sensor signal s(x) when the vehicle passes the switch. Both the passage of the switch blade and the guide rail are clearly indicated in the signal. The increase of the signal amplitude when the sensor passes the guide rail is mainly related to attachment members in the guide rail, which are protruding above the upper edge of the rail.
Fig. 4a shows the same switch as the one in fig. 3a, however with the switch set for travelling along the main track. In this case, the sensor 2a first passes the point of the switch blade 22, thereafter a switch blade reinforcement 23, and last a diamond crossing 24. The signal from the sensor when it passes the switch in this position is shown in fig. 4b. As seen in figs. 3b and 4b, the signals are clearly differing from each other due to the position of the switch, i.e. the position of the switch is clearly evident in the signal pattern.
For the identification of various rail components, their characteristic features must be stored in advance. There are several ways of storing features of the rail components. In a first preferred embodiment, common characteristics of each type of rail component are stored. To obtain the characteristic features, the signals from the sensor were registered during a previous travel, when the sensors passed over different types of rail compo- nents. The appearance of the signal differs due to the type of the rail component. For each type of rail component, typical geometrical features, such as position, duration, and amplitude, are extracted from the registered signal, which features are the characteristic features being the basis for the determining of the type. That way, a list of a number of different types of rail components and their characteristic features is obtained. For each type of switch, the features which are characteristic for its different settings are stored.
In the rail map information about the type and position of each rail component in the track net is stored. At the identification, which is carried out during travelling, the type of rail component, for instance whether it is a rail joint, a guide rail or a switch, is determined by extracting the features of the signal and comparing them with the listed features. If it is a switch, also the setting of said switch is determined. Since the location of the vehicle in the rail map is known, i.e. the latest determined position, the type of rail component to be expected next is also known. The type of the identified rail component is compared with the expected type from the rail map. In case of conformity the new position of the vehicle can be obtained from the rail map. If the rail component is a switch, its setting determines which is the next rail component in the rail map.
In a second preferred embodiment, special features in the form of a pattern signal of individual rail components along the route of travel are stored instead. The pattern signal is stored together with the position of the rail component in the rail track. That way individual rail components can be identified. During travelling the identification of the individual rail components is enough to obtain the position of the vehicle. The identification is based upon a correlation of the stored pattern signals with the sensor signal. To identify individual components along the route of travel required high memory capacity for storing the features for all individual rail components and high computer capacity to execute all the comparisons required to identify the rail component. A possibility is to use a combination of both these embodiments. For example, individual switches can be identified while the other rail components are determined by type. In this embodiment the rail map has to be supplemented with pattern signals for all individual switches in the track net.
Figures 5a, 5b show an example of the identification of an individual switch. Figure 3a shows a pattern signal for a switch. The pattern signal was registered during a previous travel over the switch and is stored in the memory means. Figure 3b shows the appearance of the sensor when it first passes a rail joint 30, thereafter a switch 31 and then a further rail joint 32. Figure 3c shows the result of a direct cross-correlation between the stored pattern signal in fig. 3a and the sensor signal in fig. 3b. The correlated signal presents a distinct maximum 33 when the sensor passes the switch.

Claims

1. A device for determining the position of a rail-bound vehicle, characterised in that it comprises
- at least one sensor (2a, 2b) adapted to generate a signal dependent upon irregularities in the track caused by rail components arranged on or in connection to the rail track,
- a memory means (5) adapted to store information about the position of the rail components along the route of travelling and necessary features for identifying the rail components,
- an identifying means (6) adapted to detect and identify the rail components by comparing said signal with the stored features,
- a calculating means (7) adapted to determine the position of the vehicle based upon the identified rail components and their stored position.
2. A device according to claim 1 , characterised in that the generated signal is time-dependent and that the device comprises means (3) for, based upon the velocity of the vehicle, re-scaling the signal to be space-dependent.
3. A device according to claim 1 or 2, characterised in that the calculating means (7) is adapted for, based upon the integrated velocity of the vehicle, interpolating the position of the vehicle between the detected rail components.
4. A device according to claim 1 or 2, characterised in that the identifying means (6) is adapted to detect rail clamps and that the calculating means (7) is adapted to, based upon the number of detected rail clamps, interpolate the position of the vehicle between the detected rail components.
5. A device according to claims 1 -3, characterised in that the device comprises two essentially similar sensors (2a, 2b) adapted in the vehicle and at a distance from each other in the direction of travel.
6. A device according to claim 5, characterised in that it comprises a correlation means (4), adapted to calculate the velocity of the vehicle based upon the time shift between the signals from the two sensors (2a, 2b).
7. A device according to claims 1 -6, characterised in that said sensor is an eddy current sensor.
8. A device according to claim 1 , characterised in that the iden- tifying means (6) is adapted to identify the rail components by cross-correlation of the generated signal and the stored features.
9. A device according to any one of the preceding claims, char- acterised in that the device is arranged to be adapted on the vehicle.
10. A device according to claim 1 , characterised in that the memory means (7) is adapted to store a digital rail map.
1 1 . A device according to claim 1 , characterised in that the rail components comprise switches, crossings, and rail joints.
12. A device according to claim 1 or 1 1 , characterised in that the rail components comprise switch blades, guide rails, and diamond crossings.
13. A method to determine the position of a rail-bound vehicle characterised in that - position and characteristic features of rail components arranged on or in connection to the rail track are registered and stored in advance, and
- during travelling, a signal dependent upon irregularities caused by said rail components is generated, the signal is compared to the stored characteristic features, whereby the rail components are detected and identified, and the position of the vehicle is determined based upon the identified rail components and their stored position.
14. A method according to claim 13, characterised in that characteristic features for a number of different types of rail components are stored in advance, and that at said comparison the type of rail component is identified.
15. A method according to claim 14, characterised in that a rail map is stored in advance, which contains information about the type and position of rail components along the route of travel, and that the next position is determined based upon the type of rail components and by means of the stored rail map.
16. A method according to claim 13-15, characterised in that characteristic features of individual rail components along the route of travel are stored in advance, and that the individual track components are identified at said comparison.
17. A method according to claims 13-16, characterised in that the signals before comparison are scaled so that they are independent of the velocity of the vehicle.
18. A method according to claims 13-17, characterised in that the distance between the vehicle and the latest detected rail component is calculated by integrating the velocity of the vehicle.
19. A method according to claim 17 or 18, characterised in that the velocity of the vehicle is calculated based upon the time shift between the signals from two essentially similar sensors adapted in the vehicle at a distance from each other in the direction of travel.
20. A method according to claim 32, characterised in that the comparison between the generated signal and the stored characteristic features is done by cross-correlation.
PCT/EP2001/002643 2000-03-10 2001-03-09 A device and a method for determining the position of a rail-bound vehicle WO2001066401A1 (en)

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AU2001260105A AU2001260105A1 (en) 2000-03-10 2001-03-09 A device and a method for determining the position of a rail-bound vehicle

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SE0000827-6 2000-03-10
SE0000827A SE0000827L (en) 2000-03-10 2000-03-10 Device and method for determining the position of a tracked vehicle

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RU2446069C1 (en) * 2010-09-23 2012-03-27 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" Train control system
EP2439123A2 (en) 2010-10-07 2012-04-11 Deutsches Zentrum für Luft- und Raumfahrt e. V. Method for determining information coded in the railway track
DE102012107918A1 (en) * 2012-08-22 2014-05-15 Deutsches Zentrum für Luft- und Raumfahrt e.V. Rail vehicle location system for rail vehicle, has digital data base with route data of rail vehicle of traveling track section, where evaluation device is adapted to current location of rail vehicle using current data of ambient sensor
RU2538498C1 (en) * 2013-07-09 2015-01-10 Открытое акционерное общество "Научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи на железнодорожном транспорте" (ОАО "НИИАС") System to control rail vehicle and determine its position on railtrack
WO2015113678A1 (en) * 2014-02-03 2015-08-06 Robert Bosch Gmbh Method and device for determining the position of a vehicle
EP2905196A1 (en) * 2014-02-11 2015-08-12 Siemens Aktiengesellschaft Receiving arrangement for speed control and related method
CN107531261A (en) * 2015-04-21 2018-01-02 西门子公司 The method and apparatus positioned to the railroad vehicle travelled in CBTC (communication-based train control system) Train Controls and train control system
FR3055876A1 (en) * 2016-09-12 2018-03-16 Alstom Transport Technologies METHOD FOR DETERMINING THE POSITION OF A RAILWAY VEHICLE AND ASSOCIATED RAILWAY INSTALLATION
EP1976722B1 (en) * 2006-01-24 2018-07-04 ThyssenKrupp Transrapid GmbH Device for producing position signals for track-bound vehicles, particularly magnetically levitated vehicles
DE102018115373A1 (en) 2017-06-30 2019-01-03 Deutsches Zentrum für Luft- und Raumfahrt e.V. Method for the infrastructure-free detection of a crossing of a track section by a rail vehicle
WO2019057421A1 (en) * 2017-09-21 2019-03-28 Siemens Mobility GmbH Detecting and optimizing the stopping-point accuracy of a vehicle
DE102016105413B4 (en) * 2016-03-23 2019-11-14 Karlsruher Institut für Technologie SPEED MEASURING METHOD AND SPEED MEASURING ARRANGEMENT
US10582187B2 (en) 2015-02-20 2020-03-03 Tetra Tech, Inc. 3D track assessment method
US10625760B2 (en) 2018-06-01 2020-04-21 Tetra Tech, Inc. Apparatus and method for calculating wooden crosstie plate cut measurements and rail seat abrasion measurements based on rail head height
US10728988B2 (en) 2015-01-19 2020-07-28 Tetra Tech, Inc. Light emission power control apparatus and method
US10730538B2 (en) 2018-06-01 2020-08-04 Tetra Tech, Inc. Apparatus and method for calculating plate cut and rail seat abrasion based on measurements only of rail head elevation and crosstie surface elevation
FR3093494A1 (en) * 2019-03-08 2020-09-11 Alstom Transport Technologies Rail positioning system
US10807623B2 (en) 2018-06-01 2020-10-20 Tetra Tech, Inc. Apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
US10908291B2 (en) 2019-05-16 2021-02-02 Tetra Tech, Inc. System and method for generating and interpreting point clouds of a rail corridor along a survey path
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EP1976722B1 (en) * 2006-01-24 2018-07-04 ThyssenKrupp Transrapid GmbH Device for producing position signals for track-bound vehicles, particularly magnetically levitated vehicles
EP2065288A1 (en) 2007-11-28 2009-06-03 Bombardier Transportation GmbH Railway positioning system
US8525510B2 (en) 2007-11-28 2013-09-03 Bombardier Transportation Gmbh Railway positioning system
RU2446071C1 (en) * 2010-09-23 2012-03-27 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" Train control system
RU2446070C1 (en) * 2010-09-23 2012-03-27 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" Train control system
RU2446069C1 (en) * 2010-09-23 2012-03-27 Открытое Акционерное Общество "Научно-Исследовательский И Проектно-Конструкторский Институт Информатизации, Автоматизации И Связи На Железнодорожном Транспорте" Train control system
DE102010047580B4 (en) * 2010-10-07 2012-07-12 Deutsches Zentrum für Luft- und Raumfahrt e.V. Method for determining information
DE102010047580A1 (en) 2010-10-07 2012-04-12 Deutsches Zentrum für Luft- und Raumfahrt e.V. Method for determining information
EP2439123A2 (en) 2010-10-07 2012-04-11 Deutsches Zentrum für Luft- und Raumfahrt e. V. Method for determining information coded in the railway track
DE102012107918A1 (en) * 2012-08-22 2014-05-15 Deutsches Zentrum für Luft- und Raumfahrt e.V. Rail vehicle location system for rail vehicle, has digital data base with route data of rail vehicle of traveling track section, where evaluation device is adapted to current location of rail vehicle using current data of ambient sensor
RU2538498C1 (en) * 2013-07-09 2015-01-10 Открытое акционерное общество "Научно-исследовательский и проектно-конструкторский институт информатизации, автоматизации и связи на железнодорожном транспорте" (ОАО "НИИАС") System to control rail vehicle and determine its position on railtrack
WO2015113678A1 (en) * 2014-02-03 2015-08-06 Robert Bosch Gmbh Method and device for determining the position of a vehicle
US10648828B2 (en) 2014-02-03 2020-05-12 Robert Bosch Gmbh Method and apparatus for determining the position of a vehicle
EP2905196A1 (en) * 2014-02-11 2015-08-12 Siemens Aktiengesellschaft Receiving arrangement for speed control and related method
US10728988B2 (en) 2015-01-19 2020-07-28 Tetra Tech, Inc. Light emission power control apparatus and method
US10616558B2 (en) 2015-02-20 2020-04-07 Tetra Tech, Inc. 3D track assessment method
US11196981B2 (en) 2015-02-20 2021-12-07 Tetra Tech, Inc. 3D track assessment apparatus and method
US11259007B2 (en) 2015-02-20 2022-02-22 Tetra Tech, Inc. 3D track assessment method
US10582187B2 (en) 2015-02-20 2020-03-03 Tetra Tech, Inc. 3D track assessment method
US10616557B2 (en) 2015-02-20 2020-04-07 Tetra Tech, Inc. 3D track assessment method
US10616556B2 (en) 2015-02-20 2020-04-07 Tetra Tech, Inc. 3D track assessment method
US11399172B2 (en) 2015-02-20 2022-07-26 Tetra Tech, Inc. 3D track assessment apparatus and method
CN107531261A (en) * 2015-04-21 2018-01-02 西门子公司 The method and apparatus positioned to the railroad vehicle travelled in CBTC (communication-based train control system) Train Controls and train control system
DE102016105413B4 (en) * 2016-03-23 2019-11-14 Karlsruher Institut für Technologie SPEED MEASURING METHOD AND SPEED MEASURING ARRANGEMENT
FR3055876A1 (en) * 2016-09-12 2018-03-16 Alstom Transport Technologies METHOD FOR DETERMINING THE POSITION OF A RAILWAY VEHICLE AND ASSOCIATED RAILWAY INSTALLATION
EP3431362A2 (en) 2017-06-30 2019-01-23 Deutsches Zentrum für Luft- und Raumfahrt e.V. Method for infrastructure-free detection of a transition of a section of track by a rail vehicle
DE102018115373A1 (en) 2017-06-30 2019-01-03 Deutsches Zentrum für Luft- und Raumfahrt e.V. Method for the infrastructure-free detection of a crossing of a track section by a rail vehicle
CN111094104A (en) * 2017-09-21 2020-05-01 西门子交通有限公司 Detecting and optimizing stop point accuracy for a vehicle
US11708100B2 (en) 2017-09-21 2023-07-25 Siemens Mobility GmbH Detecting and optimizing the stopping-point accuracy of a vehicle
WO2019057421A1 (en) * 2017-09-21 2019-03-28 Siemens Mobility GmbH Detecting and optimizing the stopping-point accuracy of a vehicle
US10625760B2 (en) 2018-06-01 2020-04-21 Tetra Tech, Inc. Apparatus and method for calculating wooden crosstie plate cut measurements and rail seat abrasion measurements based on rail head height
US11560165B2 (en) 2018-06-01 2023-01-24 Tetra Tech, Inc. Apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
US11919551B2 (en) 2018-06-01 2024-03-05 Tetra Tech, Inc. Apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
US10870441B2 (en) 2018-06-01 2020-12-22 Tetra Tech, Inc. Apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
US10807623B2 (en) 2018-06-01 2020-10-20 Tetra Tech, Inc. Apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
US11305799B2 (en) 2018-06-01 2022-04-19 Tetra Tech, Inc. Debris deflection and removal method for an apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
US11377130B2 (en) 2018-06-01 2022-07-05 Tetra Tech, Inc. Autonomous track assessment system
US10730538B2 (en) 2018-06-01 2020-08-04 Tetra Tech, Inc. Apparatus and method for calculating plate cut and rail seat abrasion based on measurements only of rail head elevation and crosstie surface elevation
FR3093494A1 (en) * 2019-03-08 2020-09-11 Alstom Transport Technologies Rail positioning system
US10908291B2 (en) 2019-05-16 2021-02-02 Tetra Tech, Inc. System and method for generating and interpreting point clouds of a rail corridor along a survey path
US11782160B2 (en) 2019-05-16 2023-10-10 Tetra Tech, Inc. System and method for generating and interpreting point clouds of a rail corridor along a survey path
US11169269B2 (en) 2019-05-16 2021-11-09 Tetra Tech, Inc. System and method for generating and interpreting point clouds of a rail corridor along a survey path
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