WO2015082091A1 - Method and device for on-board position data capturing in a rail vehicle - Google Patents

Method and device for on-board position data capturing in a rail vehicle Download PDF

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Publication number
WO2015082091A1
WO2015082091A1 PCT/EP2014/070252 EP2014070252W WO2015082091A1 WO 2015082091 A1 WO2015082091 A1 WO 2015082091A1 EP 2014070252 W EP2014070252 W EP 2014070252W WO 2015082091 A1 WO2015082091 A1 WO 2015082091A1
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Prior art keywords
signal strength
vehicle
measuring
access point
evaluation device
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PCT/EP2014/070252
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German (de)
French (fr)
Inventor
Dirk Ernst BLEIDORN
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Siemens Aktiengesellschaft
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Publication of WO2015082091A1 publication Critical patent/WO2015082091A1/en

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Classifications

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

Definitions

  • the invention relates to a method for vehicle-side position data acquisition in a train-influenced by means of trackside access points rail vehicle and a related device.
  • Modern train control systems for light rail trains and metros are based on a CBTC communication based train control system, in which a radio-based transmission system, typically WLAN according to IEEE 802.11, is used for the data communication.
  • a radio-based transmission system typically WLAN according to IEEE 802.11
  • trackside stationary transmitting and receiving devices which are referred to as access points
  • vehicle-side transmitting / receiving devices are provided.
  • data about the current position, speed and other data are sent from the rail vehicle to the next access point at short intervals.
  • These data are forwarded by the access points to a central office which derives, among other things, control signals for route elements, for example balises, points, signals and level crossings, as well as specifications for the individual rail vehicles.
  • the specifications for the rail vehicles relate in particular to speed or travel curve data, which are usually transmitted via balises and / or access points to the rail vehicles.
  • the central station requires the current position of the rail vehicle within very narrow tolerance limits.
  • For vehicle-side position data acquisition usually safely detectable position data are used at intervals as reference points, between which signal technically unsafe motion sensors, for example Odometer or Doppler radar, are used.
  • the following route elements are often used for position data acquisition of the reference points:
  • Placemarks for example, balises or transponders (DE 32 00 811 AI),
  • the invention has for its object to provide a method and a device of the generic type, which allow a smaller and more uniform distances a very accurate position data acquisition.
  • the object is achieved in that the positions of the access points are detected by sensors.
  • the object is also achieved according to claim 6, characterized in that the rail vehicle has at least one connected to a measuring and evaluation device transmitting / receiving device for detecting the positions of the access points. It is particularly advantageous that the access points are installed at low and approximately uniform intervals of usually 200 m to 300 m along the route. This results, for example, over typical
  • the measuring and evaluation device for selective measurement of a signal strength / time curve is connected to a route Atlas for position assignment, the route Atlas contains access point-specific identifiers and / or parameters. Since the transmitting / receiving devices both on the vehicle side and on the track usually have directional antennas for data communication, the received signal strength increases when approaching the access point steadily on and after the Vehicle passage steeply. This results in a clear SignalStärkemaximum that allows using the route Atlas a position determination.
  • the route atlas contains the identifiers of the successive access points, for example their MAC address.
  • Plausibility check may include additional access point parameters for the route atlas. These may be, for example, special features of the rising and / or the falling edge of the signal strength / time curve or encodings as well as additional modulated information. In the end, if necessary, by data fusion with other navigation support variables, a vital and safe navigation system can be realized.
  • the Streckenatlas can also be used according to claim 3, in order to enable a vehicle device of Funkzugbeein.ungssystems to activate the vehicle-side transceiver in a timely manner.
  • the time intervals of the punctual measurements that is the measurement of the value pairs [signal strength; Time] are controlled in dependence on the vehicle speed.
  • the speed-dependent minimum rate of the measurements which is at high speeds in the millisecond range, can be adjusted so that in terms of the position of the signal strength maximum results as accurately as possible evaluable waveform of the signal strength / time curve.
  • the detected position is used for calibration odomethari systems.
  • Odometry systems for path and speed determination are kept below a limit by means of the calibration by means of the calibration, which is done frequently and at approximately the same distance.
  • Vehicle position can serve at least as an auxiliary reference point to readjust the vehicle position as often as possible using the access points, provided that the
  • Odometry error for example by wheel slip during braking and acceleration, greater than the position error of the auxiliary reference point must be assessed.
  • odometric measurement methods for speed determination may also be used for any other method, for example by means of Doppler radar.
  • the measurement accuracy of the Doppler radar depends in particular on environmental conditions, such as rainfall, so that the recalibration depending on environmental conditions must be more or less frequent.
  • the measuring and evaluation device is designed to determine the measurement interval containing the signal strength maximum on the basis of subsequent measurement points of lesser signal strength.
  • the measuring and evaluation device is designed to determine an accuracy interval by the signal strength maximum as a function of the vehicle speed and the time interval of the punctual measurements.
  • the measuring interval corresponds to an accuracy interval that is greater than that of a customary reference point, for example a Baiisenposition. Assuming an access point distance of 200 m to 300 m, but at the latest at the second access point after one Beautysen reference point determined by means of the access point accuracy interval smaller than the constantly increasing due to the measurement inaccuracy of the local interval at
  • Accuracy intervals determined on the basis of access points can thus serve as auxiliary reference points, so that the installation of additional balises or other position measuring systems provided only for position measurement can be dispensed with.
  • the accuracy of the position determination on the basis of access point positions can be improved according to claim 10, characterized in that the measuring and evaluation device is designed for interpolation or calculation of the signal strength maximum based on the signal strength / time curve. In this way, the measuring interval, which according to claim 8 contains the signal strength maximum, virtually reduced to the exact position of the signal strength maximum.
  • the signal strength maximum can be calculated as the intersection of the two graphs of the rising and falling edges of the signal strength / time curve.
  • the position data determined very precisely in this way can serve not only as an auxiliary reference point between two beam positions, but as a fully valid reference point which, as a support variable or path normal, enables a particularly exact calibration, whereby the
  • odometrical monitoring of the permitted speed and the vehicle position, in particular at danger points, can be improved.
  • FIGS. 1 and 2 radio fields when passing at an access point and FIG. 3 shows a typical signal strength profile of the
  • FIGS. 1 and 2 schematically illustrate a rail vehicle 1 at the tip of which is a transmission
  • Receiving device 2 is arranged with a directional antenna.
  • On the path side access points are arranged at certain intervals, which are equipped with transmitting and receiving devices 3, which also have directional antennas.
  • the two directional antennas emit radio fields 4 and 5, which overlap when approaching the transmitting / receiving device 2 of the rail vehicle 1 to the transmitting and receiving device 3 of the access point, as Figure 1 shows.
  • a vehicle device of the radio train control system knows the position of the next access point from its route atlas and stops shortly before reaching the access point A a location request with the MAC address or other unique identification of the trackside access point and the current speed of the rail vehicle 1 to the vehicle-side transmitting / receiving device 2. This "pings" from point B the access point at intervals of milliseconds periodically
  • a measuring and evaluation device which is connected to the vehicle-side transceiver 2, measures the signal strength at the points C and E.
  • Disturbing effects for example multipath propagation and shading, can At the points E two successive measurements are recorded with strongly decreasing signal strength, so that between the third last and the penultimate measurement the passing of the vehicle tip at the access point at point D can be assumed and evaluation device then determines from the current speed and the elapsed time since the penultimate measurement a direction-specific distance to the access point pass-by point D and from the time interval between the third last and the penultimate measurement a location interval for the pass-by point D.
  • the determined spatial interval Also referred to as Location Reply, is transmitted to the vehicle unit of the radio Switzerlandbeeinflus- system, the vehicle unit this

Abstract

The invention relates to a method for on-board position data capturing in a rail vehicle (1) protected in a radio-based train protection system by means of access points provided along the tracks. In order to be able to provide accurate position data capturing, in particular for calibrating odometric systems, at short and substantially even intervals, the invention proposes that the position of the access points is detected by means of a sensor system. In addition, the rail vehicle (1) has, connected to a measuring and evaluation device, at least one transmitting/receiving device (2) for detecting the positions of the access points.

Description

Beschreibung description
Verfahren und Vorrichtung zur fahrzeugseitigen Positionsdatenerfassung bei einem Schienenfahrzeug Method and device for vehicle-side position data acquisition in a rail vehicle
Die Erfindung betrifft ein Verfahren zur fahrzeugseitigen Positionsdatenerfassung bei einem mittels streckenseitiger Access Points funkzugbeeinflussten Schienenfahrzeug sowie eine diesbezügliche Vorrichtung. The invention relates to a method for vehicle-side position data acquisition in a train-influenced by means of trackside access points rail vehicle and a related device.
Moderne Zugbeeinflussungssysteme für Light Rail Trains und Metros basieren auf einem CBTC - Communication Based Train Control - System, bei dem für die Datenkommunikation ein funkbasiertes Übertragungssystem, typischerweise WLAN nach IEEE 802.11, verwendet wird. Dabei sind streckenseitig stationäre Sende- und Empfangseinrichtungen, die als Access Points bezeichnet werden, und fahrzeugseitige Sende/Empfangseinrichtungen vorgesehen . Um den Abstand zwischen zwei Zügen auf ein sicheres Minimum zu regulieren, werden in kurzen Zeitabständen Daten zur aktuellen Position, Geschwindigkeit sowie andere Daten von dem Schienenfahrzeug an den nächsten Access Point gesendet. Diese Daten werden von den Access Points an eine Zentrale weiterge- leitet, welche daraus unter anderem Ansteuersignale für Streckenelemente, beispielsweise Balisen, Weichen, Signale und Bahnübergänge, sowie Vorgaben für die einzelnen Schienenfahrzeuge ableitet. Die Vorgaben für die Schienenfahrzeuge betreffen insbesondere Geschwindigkeits- oder Fahrkurvendaten, welche üblicherweise über Balisen und/oder Access Points an die Schienenfahrzeuge übertragen werden. Die Zentrale benötigt dazu die aktuelle Position des Schienenfahrzeugs in sehr engen Toleranzgrenzen. Zur fahrzeugseitigen Positionsdatenerfassung werden üblicherweise in Abständen signaltechnisch sicher erfassbare Positionsdaten als Referenzpunkte verwendet, zwischen denen signal- technisch nicht sichere Bewegungssensoren, zum Beispiel Odometer oder Dopplerradar, eingesetzt werden. Folgende Streckenelemente werden häufig zur Positionsdatenerfassung der Referenzpunkte verwendet : Modern train control systems for light rail trains and metros are based on a CBTC communication based train control system, in which a radio-based transmission system, typically WLAN according to IEEE 802.11, is used for the data communication. In this case, trackside stationary transmitting and receiving devices, which are referred to as access points, and vehicle-side transmitting / receiving devices are provided. To regulate the distance between two trains to a safe minimum, data about the current position, speed and other data are sent from the rail vehicle to the next access point at short intervals. These data are forwarded by the access points to a central office which derives, among other things, control signals for route elements, for example balises, points, signals and level crossings, as well as specifications for the individual rail vehicles. The specifications for the rail vehicles relate in particular to speed or travel curve data, which are usually transmitted via balises and / or access points to the rail vehicles. The central station requires the current position of the rail vehicle within very narrow tolerance limits. For vehicle-side position data acquisition usually safely detectable position data are used at intervals as reference points, between which signal technically unsafe motion sensors, for example Odometer or Doppler radar, are used. The following route elements are often used for position data acquisition of the reference points:
- Ortsmarkierungen, zum Beispiel Balisen oder Transponder (DE 32 00 811 AI) ,  - Placemarks, for example, balises or transponders (DE 32 00 811 AI),
- Koppelspulen (DE 31 06 629 C2) ,  - coupling coils (DE 31 06 629 C2),
- Gleismagnete,  - track magnets,
- Linienleiterschleifen (EP 0 593 910 AI) ,  - Line conductor loops (EP 0 593 910 A1),
- Einspeisepunkte von Gleisstromkreisen (WO 96/16857 AI) sowie  - Entry points of track circuits (WO 96/16857 AI) and
- Weichen im Zusammenwirken mit fahrzeugseitigen Wirbel - Stromsensoren .  - Switching in conjunction with on-board vortex - current sensors.
Die Abstände zwischen den sehr genau ermittelbaren Referenz - punkten sind jedoch häufig derart groß, dass der Messfehler zwischen den Referenzpunkten die Toleranzgrenze überschreiten kann. Nachteilig ist darüber hinaus vor allem die Unterschiedlichkeit der als Referenzpunkte fungierenden Streckenelemente, so dass je nach vorhandener Streckenausrüstung sehr unterschiedliche und teilweise aufwendige Messverfahren verwendet werden müssen. Um die erforderliche Genauigkeit der absoluten Positionsdaten, die als Referenzpunkte für die Zwischeninterpolation dienen, zu erreichen, werden gemäß der EP 1 300 316 Bl zwei verschiedene Messverfahren und gemäß der DE 195 32 104 C2 sogar drei verschiedene Messverfahren miteinander korreliert. However, the distances between the very accurately determinable reference points are often so great that the measurement error between the reference points can exceed the tolerance limit. Disadvantageously, above all, is the diversity of the route elements acting as reference points, so that, depending on the existing route equipment, very different and sometimes expensive measuring methods have to be used. In order to achieve the required accuracy of the absolute position data, which serve as reference points for interpolation, according to EP 1 300 316 Bl two different measuring methods and according to DE 195 32 104 C2 even three different measuring methods correlated.
Zur kontinuierlichen Ermittlung der absoluten Position des Schienenfahrzeuges, bei der eine Interpolation zwischen Refe- renzpunkten nicht erforderlich ist, ist die Verwendung satellitengestützter Verfahren bekannt, wie beispielsweise in der US 5,129,605 beschrieben. Die erreichbare Genauigkeit ist jedoch begrenzt und häufig nicht ausreichend. Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren und eine Vorrichtung gattungsgemäßer Art anzugeben, die in geringeren und gleichmäßigeren Abständen eine sehr genaue Positionsdatenerfassung ermöglichen. Verfahrensgemäß wird die Aufgabe dadurch gelöst, dass die Positionen der Access Points sensorisch detektiert werden. Die Aufgabe wird außerdem gemäß Anspruch 6 dadurch gelöst, dass das Schienenfahrzeug mindestens eine mit einer Mess- und Auswerteeinrichtung verbundene Sende-/Empfangseinrichtung zur Detektion der Positionen der Access Points aufweist. Vorteilhaft ist insbesondere, dass die Access Points in geringen und annähernd gleichmäßigen Abständen von üblicherweise 200 m bis 300 m entlang der Strecke installiert sind. Damit ergibt sich zum Beispiel gegenüber typischen For continuous determination of the absolute position of the rail vehicle, in which an interpolation between reference points is not required, the use of satellite-based methods is known, as described for example in US 5,129,605. The achievable accuracy is limited and often insufficient. The invention has for its object to provide a method and a device of the generic type, which allow a smaller and more uniform distances a very accurate position data acquisition. According to the method, the object is achieved in that the positions of the access points are detected by sensors. The object is also achieved according to claim 6, characterized in that the rail vehicle has at least one connected to a measuring and evaluation device transmitting / receiving device for detecting the positions of the access points. It is particularly advantageous that the access points are installed at low and approximately uniform intervals of usually 200 m to 300 m along the route. This results, for example, over typical
Balisenabständen eine häufigere und äquidistantere Positions- datenerfassung für das Schienenfahrzeug. Außerdem ist eine sehr effiziente Implementierung unter Nutzung vorhandener Infrastruktur möglich. Die Positionen der Access Points sind sehr genau bekannt. Zusätzliche Referenzpunkte herkömmlicher Art sind nicht mehr notwendig oder können entfallen. Die Ac- cess Points eignen sich hervorragend als Referenzpunkte, da deren gegenseitiger Abstand im Allgemeinen weniger als 300 m beträgt . Balise Distances a more frequent and equidistant position data acquisition for the rail vehicle. In addition, a very efficient implementation using existing infrastructure is possible. The positions of the access points are very well known. Additional reference points of conventional type are no longer necessary or can be omitted. The access points are ideal as reference points, as their mutual distance is generally less than 300 m.
Gemäß Anspruch 2 ist vorgesehen, dass bei Annäherung an den nächsten Access Point eine fahrzeugseitige Sende-According to claim 2, it is provided that when approaching the next access point, a vehicle-side transmission
/Empfangseinrichtung, die mit einer Mess- und Auswerteeinrichtung zur punktuellen Messung einer Signalstärke/Zeit- Kurve verbunden ist, aktiviert wird, wobei ein bei Fahrzeugpassage des Access Points resultierendes Signalstärkemaximum detektiert wird. Dazu ist gemäß Anspruch 7 vorgesehen, dass die Mess- und Auswerteeinrichtung zur punktuellen Messung einer Signalstärke/Zeit-Kurve mit einem Streckenatlas zur Positionszuordnung verbunden ist, wobei der Streckenatlas Access Point-spezifische Kennungen und/oder Parameter enthält. Da die Sende-/Empfangseinrichtungen sowohl fahrzeugseitig als auch streckenseitig üblicherweise gerichtete Antennen zur Datenkommunikation aufweisen, steigt die empfangene Signalstärke bei Annäherung an den Access Point stetig an und nach der Fahrzeugpassage steil ab. Dadurch resultiert ein deutliches SignalStärkemaximum, das mittels des Streckenatlas eine Positionsbestimmung ermöglicht. Der Streckenatlas enthält dazu die Kennungen der nacheinander folgenden Access Points, bei- spielsweise deren MAC-Adresse. Alternativ oder zur / Receiving device, which is connected to a measuring and evaluation device for selective measurement of a signal strength / time curve, is activated, wherein a resulting at vehicle passage of the access point signal strength maximum is detected. For this purpose, it is provided according to claim 7 that the measuring and evaluation device for selective measurement of a signal strength / time curve is connected to a route Atlas for position assignment, the route Atlas contains access point-specific identifiers and / or parameters. Since the transmitting / receiving devices both on the vehicle side and on the track usually have directional antennas for data communication, the received signal strength increases when approaching the access point steadily on and after the Vehicle passage steeply. This results in a clear SignalStärkemaximum that allows using the route Atlas a position determination. The route atlas contains the identifiers of the successive access points, for example their MAC address. Alternatively or to
Plausibilisierung kann der Streckenatlas zusätzliche Parameter des Access Points enthalten. Dabei kann es sich beispielsweise um Besonderheiten der ansteigenden und/oder der abfallenden Flanke der Signalstärke/Zeit-Kurve oder um Codie- rungen sowie zusätzliche aufmodulierte Informationen handeln. Im Endeffekt kann, gegebenenfalls durch Datenfusion mit weiteren Navigations-Stützgrößen ein vitales und sicheres Navigationssystem realisiert werden. Der Streckenatlas kann gemäß Anspruch 3 auch genutzt werden, um ein Fahrzeuggerät des Funkzugbeeinflussungssystems zu befähigen, die fahrzeugseitige Sende-/Empfangseinrichtung zeitgerecht zu aktivieren. Dabei wird der Umstand ausgenutzt, dass das Fahrzeuggerät, häufig auch On Board Unit - OBU ge- nannt, die Position des nächsten Access Points aus dem Streckenatlas, häufig auch Track Data Base genannt, kennt und somit kurz vor dem Erreichen dieses Access Points die wiederholte punktuelle Messung der Signalstärke/Zeit-Kurve anstoßen kann. Prinzipiell ist auch eine ununterbrochene Signalstärke- messung mit einer Mindestmessrate oder quasi stetig möglich. Dabei ist jedoch zu beachten, dass durch die Doppelnutzung der fahrzeugseitigen Sende/Empfangseinrichtung, deren eigentliche Funktion, nämlich zur Informationsübertragung zwischen Strecke und Schienenfahrzeug, nicht beeinträchtigt wird.  Plausibility check may include additional access point parameters for the route atlas. These may be, for example, special features of the rising and / or the falling edge of the signal strength / time curve or encodings as well as additional modulated information. In the end, if necessary, by data fusion with other navigation support variables, a vital and safe navigation system can be realized. The Streckenatlas can also be used according to claim 3, in order to enable a vehicle device of Funkzugbeeinflussungssystems to activate the vehicle-side transceiver in a timely manner. The fact that the vehicle unit, frequently also called on-board unit (OBU), knows the position of the next access point from the route atlas, frequently also called track data base, thus knows the repeated one shortly before reaching this access point punctual measurement of the signal strength / time curve can trigger. In principle, an uninterrupted signal strength measurement with a minimum measuring rate or quasi-continuous is possible. It should be noted, however, that the dual use of the vehicle-side transmitting / receiving device whose actual function, namely the information transmission between the route and the rail vehicle, is not affected.
Vorzugsweise ist gemäß Anspruch 4 vorgesehen, dass die zeitlichen Abstände der punktuellen Messungen, das heißt die Messung der Wertepaare [Signalstärke; Zeit] in Abhängigkeit von der Fahrzeuggeschwindigkeit gesteuert werden. Auf diese Weise kann die geschwindigkeitsabhängige Mindestrate der Messungen, die bei hohen Geschwindigkeiten im Millisekundenbereich liegt, derart eingestellt werden, dass sich ein hinsichtlich der Lage des Signalstärkemaximums möglichst exakt auswertbarer Verlauf der Signalstärke/Zeit-Kurve ergibt. Preferably, it is provided according to claim 4 that the time intervals of the punctual measurements, that is the measurement of the value pairs [signal strength; Time] are controlled in dependence on the vehicle speed. In this way, the speed-dependent minimum rate of the measurements, which is at high speeds in the millisecond range, can be adjusted so that in terms of the position of the signal strength maximum results as accurately as possible evaluable waveform of the signal strength / time curve.
Gemäß Anspruch 5 ist vorgesehen, dass die detektierte Positi- on zur Kalibriering odometrische Systeme verwendet wird. Der typische Driftfehler und andere Messfehler bei According to claim 5 it is provided that the detected position is used for calibration odometrische systems. The typical drift error and other measurement errors at
Odometriesystemen zur Weg- und Geschwindigkeitsermittlung werden durch die häufige und in annähernd gleichen Wegabständen erfolgende Korrektur mittels der Kalibrierung unterhalb eines Grenzwertes gehalten. Die funktechnisch ermittelteOdometry systems for path and speed determination are kept below a limit by means of the calibration by means of the calibration, which is done frequently and at approximately the same distance. The radio-determined
Fahrzeugposition kann dabei zumindest als Hilfsreferenzpunkt dienen, um die Fahrzeugposition mittels der Access Points möglichst oft nachzujustieren, vorausgesetzt, dass der Vehicle position can serve at least as an auxiliary reference point to readjust the vehicle position as often as possible using the access points, provided that the
Odometriefehler, beispielsweise durch Radschlupf beim Bremsen und Beschleunigen, größer als der Positionsfehler des Hilfsreferenzpunktes eingeschätzt werden muss. Anstelle Odometry error, for example by wheel slip during braking and acceleration, greater than the position error of the auxiliary reference point must be assessed. Instead of
odometrischer Messverfahren zur Geschwindigkeitsermittlung können bei analoger Betrachtungsweise auch jegliche andere Verfahren, beispielsweise mittels Dopplerradar, verwendet werden. Die Messgenauigkeit des Dopplerradars hängt dabei insbesondere von Umweltbedingungen, beispielsweise Niederschlägen, ab, so dass die Nachkalibrierung in Abhängigkeit von Umweltbedingungen mehr oder weniger häufig erfolgen muss. Gemäß Anspruch 8 ist vorgesehen, dass die Mess- und Auswerteeinrichtung zur Ermittlung des das Signalstärkemaximum enthaltenden Messintervalls anhand nachfolgender Messpunkte geringerer Signalstärke ausgebildet ist. Dazu ist gemäß Anspruch 9 vorgesehen, dass die Mess- und Auswerteeinrichtung zur Ermittlung eines Genauigkeitsintervalls um das Signalstärkemaximum in Abhängigkeit von der Fahrzeuggeschwindigkeit und dem zeitlichen Abstand der punktuellen Messungen ausgebildet ist. Das Messintervall entspricht dabei einem Genauigkeitsintervall, das größer ist als das eines üblichen Referenzpunktes, beispielsweise einer Baiisenposition. Geht man von einem Access Point-Abstand von 200 m bis 300 m aus, ist aber spätestens am zweiten Access Point nach einem Balisen-Referenzpunkt das mittels des Access Points ermittelte Genauigkeitsintervall kleiner als das durch die Messunge- nauigkeit sich ständig vergrößernde Ortsintervall bei In the case of an analogous approach, odometric measurement methods for speed determination may also be used for any other method, for example by means of Doppler radar. The measurement accuracy of the Doppler radar depends in particular on environmental conditions, such as rainfall, so that the recalibration depending on environmental conditions must be more or less frequent. According to claim 8, it is provided that the measuring and evaluation device is designed to determine the measurement interval containing the signal strength maximum on the basis of subsequent measurement points of lesser signal strength. For this purpose, it is provided according to claim 9 that the measuring and evaluation device is designed to determine an accuracy interval by the signal strength maximum as a function of the vehicle speed and the time interval of the punctual measurements. The measuring interval corresponds to an accuracy interval that is greater than that of a customary reference point, for example a Baiisenposition. Assuming an access point distance of 200 m to 300 m, but at the latest at the second access point after one Balisen reference point determined by means of the access point accuracy interval smaller than the constantly increasing due to the measurement inaccuracy of the local interval at
odometrischer Messung. Somit können auf der Basis von Access Points ermittelte Genauigkeitsintervalle als Hilfsreferenzpunkte dienen, so dass auf die Installation zusätzlicher, nur zur Positionsmessung vorgesehener Balisen oder anderer Positionsmesssysteme verzichtet werden kann. Die Genauigkeit der Positionsermittlung auf der Basis von Access Point-Positionen kann gemäß Anspruch 10 dadurch verbessert werden, dass die Mess- und Auswerteeinrichtung zur Interpolation oder Berechnung des Signalstärkemaximums anhand der Signalstärke/Zeit-Kurve ausgebildet ist. Auf diese Weise wird das Messintervall, das gemäß Anspruch 8 das Signalstärkemaximum enthält, quasi bis auf die genaue Position des Signalstärkemaximums verkleinert. Unter der Annahme, dass die ansteigende und die absteigende Flanke der Signalstärke/Zeit- Kurve nur geringfügig oder nicht gekrümmt sind, kann das Sig- nalStärkemaximum als Schnittpunkt der beiden Graphen der ansteigenden und der abfallenden Flanke der Signalstärke/Zeit- Kurve berechnet werden. Die auf diese Weise sehr genau ermittelten Positionsdaten können nicht nur als Hilfsreferenzpunkt zwischen zwei Baiisenpositionen dienen, sondern als vollwer- tiger Referenzpunkt, der als Stützgröße oder Wegnormale eine besonders exakte Kalibrierung ermöglicht, wodurch die odometric measurement. Accuracy intervals determined on the basis of access points can thus serve as auxiliary reference points, so that the installation of additional balises or other position measuring systems provided only for position measurement can be dispensed with. The accuracy of the position determination on the basis of access point positions can be improved according to claim 10, characterized in that the measuring and evaluation device is designed for interpolation or calculation of the signal strength maximum based on the signal strength / time curve. In this way, the measuring interval, which according to claim 8 contains the signal strength maximum, virtually reduced to the exact position of the signal strength maximum. Assuming that the rising and falling edges of the signal strength / time curve are only slightly or not curved, the signal strength maximum can be calculated as the intersection of the two graphs of the rising and falling edges of the signal strength / time curve. The position data determined very precisely in this way can serve not only as an auxiliary reference point between two beam positions, but as a fully valid reference point which, as a support variable or path normal, enables a particularly exact calibration, whereby the
odometrische Überwachung der erlaubten Geschwindigkeit und der Fahrzeugposition, insbesondere an Gefahrenpunkten, verbessert werden kann. odometrical monitoring of the permitted speed and the vehicle position, in particular at danger points, can be improved.
Die Erfindung wird nachfolgend anhand figürlicher Darstellungen näher erläutert. Es zeigen: The invention will be explained in more detail with reference to figurative representations. Show it:
Figuren 1 und 2 Funkfelder bei Vorbeifahrt an einem Ac- cess Point und Figur 3 einen typischen Signalstärkeverlauf des FIGS. 1 and 2 radio fields when passing at an access point and FIG. 3 shows a typical signal strength profile of the
Access Point-Signals bei Vorbeifahrt eines Schienenfahrzeuges . Die Figuren 1 und 2 veranschaulichen schematisch ein Schienenfahrzeug 1, an dessen Spitze eine Sende- Access point signal when passing a rail vehicle. FIGS. 1 and 2 schematically illustrate a rail vehicle 1 at the tip of which is a transmission
/Empfangseinrichtung 2 mit einer Richtantenne angeordnet ist. Streckenseitig sind in bestimmten Abständen Access Points angeordnet, die mit Sende- und Empfangseinrichtungen 3 ausge- stattet sind, welche ebenfalls Richtantennen aufweisen. Die beiden Richtantennen emittieren Funkfelder 4 und 5, welche sich bei Annäherung der Sende-/Empfangseinrichtung 2 des Schienenfahrzeuges 1 an die Sende- und Empfangseinrichtung 3 des Access Points überschneiden, wie Figur 1 zeigt. / Receiving device 2 is arranged with a directional antenna. On the path side access points are arranged at certain intervals, which are equipped with transmitting and receiving devices 3, which also have directional antennas. The two directional antennas emit radio fields 4 and 5, which overlap when approaching the transmitting / receiving device 2 of the rail vehicle 1 to the transmitting and receiving device 3 of the access point, as Figure 1 shows.
Wie aus Figur 2 ersichtlich, nimmt die Überschneidung ab einer bestimmten Position des Schienenfahrzeuges 1 nahe dem Access Point rapide ab. Eine typische Signalstärke/Zeit-Kurve, die an der Sende- /Empfangseinrichtung 2 des Schienenfahrzeuges 1 zumindest punktuell, das heißt als Signalstärke/Zeit-Wertepaare, registriert wird, zeigt Figur 3. Dieser Signalstärkeverlauf wird schienenfahrzeugseitig ausgewertet, um aufgrund der bekannten Position des Access Points auf die Position des Schienenfahrzeuges 1 zu schließen. Es ist ersichtlich, dass die empfangene Signalstärke in der Nähe des Access Points stetig ansteigt und kurz bevor das Schienenfahrzeug 1 den Access Point passiert nach einem Signalstärkemaximum bei Punkt D steil ab- fällt. Zur Positionsbestimmung des Schienenfahrzeuges und zur Kalibrierung anderer Positionserfassungssysteme, beispielsweise odometrischer Systeme, die zwischen den Access Points verwendet werden, wird das nachfolgend beschriebene Verfahren genutzt . As can be seen from Figure 2, the overlap decreases rapidly from a certain position of the rail vehicle 1 near the access point. A typical signal strength / time curve, which is at least selectively, that is registered as signal strength / time-value pairs, at the transmitting / receiving device 2 of the rail vehicle 1, Figure 3 shows this signal strength curve is evaluated rail vehicle side, due to the known position of the Access points to close the position of the rail vehicle 1. It can be seen that the received signal strength increases steadily in the vicinity of the access point and drops steeply just before the rail vehicle 1 passes the access point after a signal strength maximum at point D. For determining the position of the rail vehicle and for calibrating other position detection systems, for example odometric systems, which are used between the access points, the method described below is used.
Ein Fahrzeuggerät des Funkzugbeeinflussungssystems kennt die Position des nächsten Access Points aus seinem Streckenatlas und stellt kurz vor dem Erreichen des Access Points an Punkt A einen Location Request mit der MAC-Adresse oder einer anderen eindeutigen Identifizierung des streckenseitigen Access Points und der aktuellen Geschwindigkeit des Schienenfahrzeuges 1 an die fahrzeugseitige Sende-/Empfangseinrichtung 2. Diese „pingt" ab Punkt B den Access Point im Abstand von Millisekunden periodisch an, um eine geschwindigkeitsabhängige Mindestrate von Messpunkten der empfangenen Signalstärke zu garantieren. Eine Mess- und Auswerteeinrichtung, die mit der fahrzeugseitigen Sende-/Empfangseinrichtung 2 verbunden ist, misst an den Punkten C und E die Signalstärke. Störeffekte, zum Beispiel Mehrwegausbreitungen und Abschattungen, können im Nahbereich des Access Points ausgeschlossen werden. An den Punkten E werden zwei aufeinander folgende Messungen mit stark fallender Signalstärke registriert, so dass zeitlich zwischen der drittletzten und der vorletzten Messung von der Vorbeifahrt der Fahrzeugspitze am Access Point bei Punkt D ausgegangen werden kann. Die Mess- und Auswerteeinrichtung ermittelt dann aus der aktuellen Geschwindigkeit und der verstrichenen Zeit seit der vorletzten Messung einen richtungs- spezifischen Abstand zum Access Point-Vorbeifahrtspunkt D und aus dem Zeitintervall zwischen der drittletzten und der vorletzten Messung ein Ortsintervall für den Vorbeifahrtspunkt D. Das ermittelte Ortsintervall, auch als Location Reply bezeichnet, wird an das Fahrzeuggerät des Funkzugbeeinflus- sungssystems übermittelt, wobei das Fahrzeuggerät diesesA vehicle device of the radio train control system knows the position of the next access point from its route atlas and stops shortly before reaching the access point A a location request with the MAC address or other unique identification of the trackside access point and the current speed of the rail vehicle 1 to the vehicle-side transmitting / receiving device 2. This "pings" from point B the access point at intervals of milliseconds periodically A measuring and evaluation device, which is connected to the vehicle-side transceiver 2, measures the signal strength at the points C and E. Disturbing effects, for example multipath propagation and shading, can At the points E two successive measurements are recorded with strongly decreasing signal strength, so that between the third last and the penultimate measurement the passing of the vehicle tip at the access point at point D can be assumed and evaluation device then determines from the current speed and the elapsed time since the penultimate measurement a direction-specific distance to the access point pass-by point D and from the time interval between the third last and the penultimate measurement a location interval for the pass-by point D. The determined spatial interval, Also referred to as Location Reply, is transmitted to the vehicle unit of the radio Zugbeeinflus- system, the vehicle unit this
Ortsintervall zur Kalibrierung odometrischer oder anderer ungenauerer Weg- und/oder Geschwindigkeitsmesssysteme zwischen den Access Points verwendet. Local interval used to calibrate odometric or other inaccurate path and / or velocity measurement systems between access points.

Claims

Patentansprüche claims
1. Verfahren zur fahrzeugseitigen Positionsdatenerfassung bei einem mittels streckenseitiger Access Points funkzugbeein- flussten Schienenfahrzeug (1) , 1. A method for vehicle-side position data acquisition in a track-side access points funkzugbeein- flown rail vehicle (1),
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die Positionen der Access Points sensorisch detektiert werden . the positions of the access points are detected by sensors.
2. Verfahren nach Anspruch 1, 2. The method according to claim 1,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
bei Annäherung an den nächsten Access Point eine fahrzeugsei - tige Sende-/Empfangseinrichtung (2), die mit einer Mess- und Auswerteeinrichtung zur punktuellen Messung einer Signalstär- ke/Zeit-Kurve verbunden ist, aktiviert wird, wobei ein bei Fahrzeugpassage des Access Points resultierendes Signalstärkemaximum detektiert wird. when approaching the next access point, an on-vehicle transmitting / receiving device (2), which is connected to a measuring and evaluating device for the selective measurement of a signal strength / time curve, is activated, wherein an on access point of the access point resulting signal strength maximum is detected.
3. Verfahren nach Anspruch 2 , 3. The method according to claim 2,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
ein Fahrzeuggerät des Funkzugbeeinflussungssystems die fahr- zeugseitige Sende-/Empfangseinrichtung und die Mess- und Auswerteeinrichtung anhand eines Streckenatlas zeitgerecht aktiviert . a vehicle device of the radio train influencing system activates the vehicle-side transmitting / receiving device and the measuring and evaluation device in a timely manner on the basis of a route atlas.
4. Verfahren nach einem der Ansprüche 2 oder 3, 4. The method according to any one of claims 2 or 3,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die zeitlichen Abstände der punktuellen Messungen in Abhängigkeit von der Fahrzeuggeschwindigkeit gesteuert werden. the time intervals of the punctual measurements are controlled as a function of the vehicle speed.
5. Verfahren nach einem der vorangehenden Ansprüche, 5. The method according to any one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die detektierte Position zur Kalibrierung odometrischer Systeme verwendet wird. the detected position is used to calibrate odometric systems.
6. Vorrichtung zur Durchführung des Verfahrens nach einem der vorangehenden Ansprüche, 6. Apparatus for carrying out the method according to one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t , dass das Schienenfahrzeug (1) mindestens eine mit einer Mess- und Auswerteeinrichtung verbundene Sende-/Empfangseinrichtung (2) zur Detektion der Position der Access Points aufweist. characterized in that the rail vehicle (1) has at least one transmitting / receiving device (2) connected to a measuring and evaluation device for detecting the position of the access points.
7. Vorrichtung nach Anspruch 6, 7. Apparatus according to claim 6,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die Mess- und Auswerteeinrichtung zur punktuellen Messung einer Signalstärke/Zeit-Kurve ausgebildet ist und mit einem Streckenatlas zur Positionszuordnung verbunden ist, wobei der Streckenatlas Access Point-spezifische Kennungen und/oder Parameter enthält. the measuring and evaluation device is designed for the selective measurement of a signal strength / time curve and is connected to a route atlas for position assignment, wherein the route Atlas contains access point-specific identifiers and / or parameters.
8. Vorrichtung nach Anspruch 7, 8. Apparatus according to claim 7,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die Mess- und Auswerteeinrichtung zur Ermittlung des ein Signalstärkemaximum enthaltenden Messintervalls anhand nachfolgender Messpunkte geringerer Signalstärke ausgebildet ist. the measuring and evaluation device is designed to determine the measurement interval containing a signal strength maximum on the basis of subsequent measurement points of lesser signal strength.
9. Vorrichtung nach Anspruch 8, 9. Apparatus according to claim 8,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die Mess- und Auswerteeinrichtung zur Ermittlung eines Genauigkeitsintervalls um das Signalstärkemaximum in Abhängigkeit von der Fahrzeuggeschwindigkeit und dem zeitlichen Abstand der punktuellen Messungen ausgebildet ist. the measuring and evaluation device is designed to determine an accuracy interval around the signal strength maximum as a function of the vehicle speed and the time interval of the punctual measurements.
10. Vorrichtung nach Anspruch 7, 10. Apparatus according to claim 7,
d a d u r c h g e k e n n z e i c h n e t , dass d a d u r c h e c e n c i n e s that
die Mess- und Auswerteeinrichtung zur Interpolation oder Berechnung eines Signalstärkemaximum anhand der Signalstär- ke/Zeit-Kurve ausgebildet ist. the measuring and evaluation device is designed for the interpolation or calculation of a signal strength maximum on the basis of the signal strength / time curve.
PCT/EP2014/070252 2013-12-02 2014-09-23 Method and device for on-board position data capturing in a rail vehicle WO2015082091A1 (en)

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