WO2019030018A1

WO2019030018A1 - Collision protection for rail vehicles

Info

Publication number: WO2019030018A1
Application number: PCT/EP2018/070413
Authority: WO
Inventors: Reinhard Hladik; Martin Schiefer; Ronald KREMSER; Walter Porges
Original assignee: Siemens Ag Österreich
Priority date: 2017-08-08
Filing date: 2018-07-27
Publication date: 2019-02-14
Also published as: AT520261A1; EP3625103A1; AT520261B1

Abstract

The invention relates to a method for preventing a collision between two rail vehicles (1, 2), each of which is equipped with a first transponder (3) positioned at the front in the direction of travel and a second transponder (4) positioned at the back in the direction of travel, wherein a distance (17) is determined and a warning (16) is emitted if there is a probability of collision.

Description

description

Collision protection for rail vehicles

Technical area

The invention relates to a method and a device for preventing the collision of rail vehicles.

State of the art

Rail vehicles are generally well protected against collisions with other vehicles, since they usually operate on their own, structurally separate from road tracks. Only at intersections with roads there is a risk of collision, which is usually minimized by means of barrier systems. The risk of collision between rail vehicles is extremely minimized in the case of full railways by the methods of train control commonly used there. In trams, however, the risk of collision is much higher, since they are driven according to the current state of the art only to the point of view and the burden of a tram driver is much higher than that of a locomotive driver of a full-track. The continuous attention to the surrounding traffic when driving a tram as well as the necessary handling of the passenger change can lead to fatigue, so that collisions of trams with other trams located on the same track,

especially in the station area repeatedly occur. Complicating this is the low and additionally highly dependent on the environmental conditions maximum braking deceleration of trams. Another special circumstance during operation Trams are restrictions like low ones

Curved radius or lack of track overhang, which allow only low speeds. Compliance with the maximum permitted maximum speed is therefore of paramount importance, with due to lack of train control, the drivers to attentive attention to the

Track signage is stopped. To prevent rear-end collisions, a so-called distance radar is known in passenger cars, but this is not useful in trams due to the usually permissible small lateral distance to objects. Likewise, a

Distance radar make no meaningful measurements in track curves. Long braking distances and many objects along the track prevent a meaningful collision prevention by distance radar, LIDAR or the common in passenger cars

camera-based facilities.

Presentation of the invention

The invention is therefore based on the object to provide a method and a device which the collision of two rail vehicles, in particular two trams

prevented.

The object is achieved by a method having the features of claim 1 and a device according to claim 9.

Advantageous embodiments are the subject of the subordinate claims.

The basic idea of the invention is a method for preventing a collision between two Rail vehicles, which are each equipped in the direction of travel at the front with a first transponder and in the direction of travel at the rear with a second transponder, which comprises the following method steps:

Sending an identification signal by a second transponder,

upon receipt of an identification signal by a first transponder, emission of an interrogation signal by the first transponder,

- Upon receipt of the interrogation signal by the second

Transponder emitting a response signal by the second transponder,

Determining a distance between the first and the second transponder,

Determining a collision probability from the

Distance and at least one further operating parameter,

- Issuing a warning signal when the

Collision probability exceeds a certain threshold.

As a result, the advantage can be achieved to automatically detect dangerous situations in which two rail vehicles approach each other.

According to the rail vehicles are equipped with transponders, wherein a first transponder is arranged in the front direction in the direction of travel and a second transponder is arranged on the rear side. The second transponder transmits at regular intervals an identification signal, which can be recorded by first transponders. As a result, the first transponders recognize that another vehicle is in the vicinity. Whether there is a risk of collision is the sole receipt of an identification signal indeterminable, must be in another

Process step, the distance between the first and the second transponder can be determined. In this case, the first transponder transmits an interrogation signal, which is received by the second transponder. The second transponder now transmits a distance measurement signal in response to this interrogation signal, to which the first transponder responds with a distance response signal and the second transponder responds to this

Distance response signal with a completion signal responds. From the time sequence of the last-mentioned signals, a distance between the first and the second transponder is determined by the first transponder.

This described method for distance determination is particularly advantageous by means of so-called ultra-wideband technology (UWB) feasible, since this provides a distance measurement in the required measuring ranges and with a sufficient resolution. Ultra-wideband transmitters transmit an extremely wide frequency spectrum by sending pulses as short as possible. The chronological sequence of

exchanged signals allows a determination of the

Distance between the first and the second transponder.

However, the sole determination of the distance between the first and the second transponder is not yet sufficient for the detection of a collision hazard. In order to be able to determine such, at least one further operating parameter is used according to the invention. A

In principle, there is a danger of collision only if both vehicles are on the same track. That Vehicles that come very close to each other, but on one

Pursuit of parallel track pose no risk of collision. The detection of such a situation preferably takes place in that in each of a second transponder emitted identification signal is transmitted a line identifier. In this way, identification signals which are emitted by vehicles of other lines that do not use shared track sections can be ignored or, if there is a danger of collision due to an intersection or a shared track section, observe these identification signals and carry on the collision protection method according to the invention.

A further development of the invention provides to transmit with the identification signal information about the direction of travel according to the timetable of the respective vehicle.

In this way, it can be prevented that a collision risk is erroneously recognized when encountering a vehicle of the same line on a counter track.

An advantageous embodiment of the invention provides to assign a specific identifier to each second transponder and to send this out with each identification signal.

As a result, the advantage can be achieved that the first transponder can ignore the identification signals of the second transponder of the same vehicle and does not trigger distance measurements for this second transponder.

For a risk of collision, it is necessary that the two vehicles approach each other. to

Determining the approximation, the determination of the distance can be carried out repeatedly and be concluded from the time reduction of the distance to the approach speed. In this case, a distance determination can typically be carried out several times per second, that is to say a very exact determination of the approach speed. For trams, the provision of

Relative speed alone is not a sufficiently exact criterion for determining the risk of collision. In a further development of the invention, it is therefore advantageous to consider the Gleistopologie. For this purpose, by means of a route plan and the current position of the vehicle whose first transponder carries out the determination of the risk of collision and the distance to the second transponder to determine a path length. This can be done through curves

caused lengthening of the path between the

Vehicles against the distance between the first and the second transponder are taken into account. Such an exact determination of the path length available for braking makes the method according to the invention particularly suitable for use in trams, since in these a particularly large difference between the distance of the two transponders and the path length between the vehicles can exist. This ensures that a collision warning is issued only in the presence of a real risk of collision and Fehlaiarmierungen be avoided. The determination of the vehicle position is preferably carried out by means of a satellite receiver for a global

Navigation satellite system (GNSS), which is able to indicate the current position with sufficient accuracy.

Likewise, while the current speed and

Direction of travel obtained from the received signal and used for the inventive method. For

Track sections without satellite reception, it is advantageous to build a dead reckoning by means of acceleration sensors and / or speed signal and make the location determination for these sections. In this case, stationary second transponders can be arranged in the areas not covered by a navigation satellite system which have a extremely accurate position determination of a vehicle

enable. By a certain, sent by these stationary transponders identifier they are not recognized as collision opponents, but the distance measurement used to them as a position determination.

According to the invention, a risk of collision is recognized by the fact that stopping in front of the collision opponent (typically a preceding vehicle within the available path length is only possible if a certain minimum braking power (minimum braking deceleration) has to be applied.) This minimum braking power is maximum with a certain safety distance possible braking power to set, because after a warning of the

Driver still has to take into account a reaction time.

Solves the danger situation during a

Collision warning on, for example, as the forward driving vehicle starts and thus the path length increases again or remains constant, the collision warning goes out.

In a further development of the invention, it is advantageous to further operating parameters for detecting a

Risk of collision. In particular it is

advantageous to the current mass of the vehicle in the

Include determination of the braking distance. This can

for example, by measuring the pressure in one

Air suspension done. Such can the reduced maximum braking deceleration of a loaded vehicle

be taken into account. Other relevant parameters may be the slope of the stretch or wet. The inclination of the section can advantageously in the Model of the track topology may be encompassing, the detection of moisture may be, for example, on the position of the

Windscreen wiper switch or be detected by a rain sensor. Furthermore, wireless transmission of local weather data to the vehicle is possible.

This ensures that a successful

Braking is still possible without use of maximum emergency braking performance under all environmental and operating conditions. With reduced braking power, for example during rain, a warning is given at a greater distance than at optimum

Conditions.

According to a preferred embodiment of the invention, the braking performance of the rail vehicle is determined continuously, wherein in service braking from the ratio of the applied brake setpoint and thereby achieved

Braking delay a current maximum braking deceleration is determined. As a result, factors are recognizable, which worsen the braking properties, but can not be detected by other measurements. For example, worn or dirty tracks can be taken into account. Likewise, slopes or inclines of the route can be taken into account if these data are not included in the route plan.

A preferred embodiment of the invention provides to perform an automatic braking when the driver does not respond adequately to the collision warning and the risk of collision persists. This can be recognized, for example, from the fact that the braking power required for stopping in front of a preceding vehicle

increases. If the required braking power exceeds another threshold (typically a few percent below the threshold) maximum possible braking power), so an automatic emergency braking can be triggered and the vehicle is

automatically stopped before a possible collision.

If a model of the track topology is stored, it is advisable to assign a specific maximum permitted driving speed to each section of the track. In this way, according to an advantageous embodiment of the invention, a warning of the vehicle driver can also be made before the speed on each track section is exceeded. It is particularly advantageous to the vehicle length

take into account, so even a longer vehicle, whose rear is still in a section with lesser

Maximum speed (for example when leaving a narrow bend) can reliably warn the driver. In a further training also an automatic braking can be made when exceeding the maximum allowed speed. It can also be considered the way up to a section of a certain maximum allowed speed, so that a

automatic braking already in the previous one

Track section takes place in the following

Section is already retracted at reduced speed. In this way, it is possible to prevent the maximum permissible speed from being exceeded over the entire distance, since automatic braking already takes place before the sections are reduced in speed.

In a further development, it is advisable to expand the identification signal emitted by the second transponders by further information. In particular, the current driving speed, direction of travel and the current position (determined, for example, by means of a satellite-based position determination). In this way, the advantage is achievable to spend a possible collision warning earlier, as the

Can be omitted process steps for distance determination and by a calculation of the potential

Collision opponents can be replaced. This embodiment uses other components (satellite receiver,

Magnetic compass, speed measuring device).

The warning of the driver by means of an acoustic and / or optical signal, with a graded warning depending on the value of the

Collision probability can be made.

The method according to the invention is preferably carried out in a device for preventing a collision between two rail vehicles. This includes one

Control device, which includes the required (digital) computing means and which with a memory device and interfaces to other sensors

(Satellite receiver, magnetic compass, etc.) and is equipped with interfaces to a vehicle control. To this control device is an associated first

Transponder connected and set up for data transmission to the controller. An associated second transponder can also be connected and to

Data transmission to the control device to be set up. However, this is optional because the second transponders can perform their function independently of the controller. However, it is beneficial to the second

Transponder also to the control device for

To connect data communication, as so changes to the operating program of the second transponder or Configuration changes (such as a change of identifier) can be introduced more easily and without manual access. So can about a single

Communication interface to the device (preferably at the controller any changes to the operating programs of all components are made.

A preferred embodiment of the invention provides to establish a direct wireless communication of a stationary control center with a second transponder. For this purpose, a second transponder can be equipped with a suitable radio device, for example a mobile radio modem.

As a result, the advantage is achievable to be able to make a parameter setting without access to the second transponder itself, wherein the second transponder can be at any point of the track resident. Furthermore, the

Be equipped with its own radio control device for data communication with a control center, so even then a wireless communication to

Parameterization (for example transferring the route plan,

Speed limits, reading certain

Events, etc.) of the control device can take place when the vehicle itself via no wireless

Data communication device has.

The present invention can be extended by a further function in which a second transponder is arranged in a stationary manner. In this case, this stationary is equipped with a specific identifier, which is assigned to any vehicle. In this way, in particular temporary danger spots (construction sites) could be marked and, for example, temporary speed limits could be specified. Receives a first transponder such a special second transponder, so for example, for the current section valid maximum speed are reduced and a corresponding information to the driver are provided. It is particularly advantageous that a stored in a vehicle route map with distance-related

Maximum speeds must not be changed and a very rapid construction of local speed limits, such as ad hoc repairs on the track, can be realized. An extension of the method according to the invention can take place, with a second transponder in another

Vehicles, such as municipal buses or refuse collection vehicles. Since these vehicles often share tram lines, a collision protection against these vehicles can thus be created. In particular, municipal buses are particularly well suited because they operate according to a timetable and their routes are given.

A simplification of the device according to the invention can take place in that the functions of the first and the second transponder are integrated into a common device. As a result, the installation costs significantly

is simplified. It depends, however, on the

Location of this common transponder on the

Vehicle to consider the distance to the front and the rear side in the distance determination.

Brief description of the drawings

They show by way of example:

Fig.l Two rail vehicles on a track.

2 method for preventing a collision between two rail vehicles, signal sequence. FIG. 3 Method for preventing a collision between two rail vehicles, method steps.

Fig.4 Two rail vehicles on a reverse track.

Fig.5 Two rail vehicles on a bend.

Fig.6 means for preventing a collision between two rail vehicles.

Embodiment of the invention

Fig.l shows two examples and schematically

Rail vehicles on a railway. The first rail vehicle 1 is located on the same track as the rail vehicle 2 lying in front in the direction of travel. The rail vehicle 2 is equipped with a second transponder 4 at its rear. The first vehicle 1 is equipped with a first transponder 3 on its front side. Between the first 3 and the second transponder 4 there is a data exchange as described in the following Fig.2.

2 shows, by way of example and schematically, the signal sequence between the first and second transponders of a method for preventing a collision between two

Rail vehicles. The time is arranged in this representation as a vertical axis. The second transponder transmits an identification signal 5 at certain time intervals, regardless of whether further transponders in the

Reception area are present. This identification signal may include information that simplifies and speeds up further processing. In shown

Embodiment sends the second transponder 4 two identification signals 5, without a response follows. Only after the third emitted identification signal 6 is a response by a the identification signal 5 receiving the first transponder 3. This one sends

Interrogation signal 6, which is received by the second transponder 4, which then emits a distance measuring signal 7. The first transponder 3 transmits to the reception of the distance measuring signal 7 a distance response signal 8, to which the second transponder 4 responds with a termination signal 9. As a result of the temporal sequence of the signals, the first transponder 3 then determines the distance to the second transponder 4.

3 shows by way of example and schematically the

Method steps of a method for preventing a collision between two rail vehicles in the form of a flow chart. As a first method step, an identification of possible collision opponents takes place, whereby, as in FIG. 2, a second transponder 4 emits identification signals 6, which are possibly received by a first transponder 3. In a second process step, so a

potential collision opponent was received, a

Determining the distance 11 between the two transponders 3, 4. This step can precede, irrelevant

Transponder (e.g., the second transponder 4 thereof

Vehicle, transponder 4 other, non-crossing lines) hide and make no distance measurement to this. In a further step, a determination of the

Path length 12 between the first 3 and second transponder 4, based on a position determination and a

Course map. Such can be the true for braking

Available distance determined and used to determine a collision probability. In a further method step, the Collision hazard determination 13, the path length to the potential collision opponent, the approach speed and optionally further operating parameters 15 being included in this determination. The further operating parameters 15 may be, for example, the vehicle mass or properties of the track or states of the vehicle environment (rain, snow). From those in the previous process steps

determined data becomes a

Determines collision probability, which indicates with which braking power collision can be avoided. If this determined required braking power is above a certain threshold value (percentage of the currently possible braking power), then a warning is issued to the vehicle driver. The method can be extended, as soon as the required braking power reaches a further threshold value (higher than that used for the warning), a signal is emitted to a vehicle control, which causes an automatic braking of the vehicle.

4 shows by way of example and schematically two

Rail vehicles on a counter track. A first

Rail vehicle 1 is located on a counter track to an opposite second rail vehicle 2. Here, the rail vehicles 1, 2 respectively in the opposite direction, but there is no risk of collision. The first

Rail vehicle 1 is frontally with a first

Transponder 3, the second rail vehicle 2 is equipped at the rear with a second transponder 4, which

to each other in radio communication. The transponders 3, 4 execute the method according to the invention, wherein due to the spatial proximity of the transponders 3, 4, the Approach speed of the rail vehicles 1, 2 to each other and the small distance a collision warning would be issued. Therefore, it is particularly advantageous that emitted by a second transponder 4

Identification signals 5 already with a suitable

Identifier, such as a line or

Equip the driving direction identifier so that the first

Rail vehicle 1 can already recognize that no

Risk of collision exists and false alarms are avoided.

Fig. 5 shows by way of example and schematically two

Rail vehicles on a bend. A first

Rail vehicle 1 is on the same track as a second rail vehicle 2, which runs in the same direction, or is at a stop. In this case, lies between the two rail vehicles 1, 2 a curve. This incident is particularly in trams in

densely populated area frequently. The method according to the invention determines the distance 17 between the first

Transponder 3 of the first rail vehicle to the second transponder 4 of the second rail vehicle and determined by taking a position determination and the

Gleistopologie the path length 18, which is available for braking.

Fig. 6 shows, by way of example and schematically, means for collision avoidance. A block diagram of a collision avoidance device 19 in a vehicle is shown. The means for collision avoidance 19 comprises a control device 20, to which a first Transponder 3 and a second transponder 4 are connected for mutual data transmission. The transponders 3, 4 further comprise antennas. The control device carries out the steps required for carrying out the method and, for this purpose, comprises digital computing means, for example a microprocessor or a microcontroller. Further, the control device 20 with a memory 22 for

permanent or short-term storage of operating data. A route map 21 is also in a memory device in the controller 20

stored. Connected to the controller are also a magnetic compass 25 and a position detector 24, which is typically designed to receive a global navigation satellite system.

In addition, the controller 20 is provided with a

Interface 23 for communication with a

Vehicle control 26 equipped, via which, for example, an emergency braking command can be issued to the vehicle control. The warning 16 to the driver may be formed as a signal directly from the control device 20, or this warning signal is transmitted via the interface 23 to the vehicle controller 26 and brought by this for display.

List of terms

1 first rail vehicle

2 Second rail vehicle

3 First transponder

4 second transponder

5 identification signal

6 query signal

7 distance measuring signal

8 A status response signal

9 termination signal

10 Identification of possible collision opponents

11 distance measurement

12 path length determination

13 collision hazard determination

14 decision

15 operating parameters

16 Warning

17 distance

18 path length

19 Collision prevention device

20 control device

21 route map

22 memory

23 interface

24 position determining device

25 magnetic compass

26 vehicle control

Claims

Method for preventing a collision between two rail vehicles (1, 2), which are each equipped with a first transponder (3) in the direction of travel and with a second transponder (4) in the direction of travel, with the following method steps: - emission of an identification signal ( 5) by a second transponder (4), - upon receipt of an identification signal (5) by a first transponder (3) emitting an interrogation signal (6) by the first transponder (3), - upon receipt of the interrogation signal (6) by the second Transponder (4) emitting a response signal by the second transponder (4), - determining a distance (17) between the first and the second transponder (3, 4), - determining a collision probability from the distance (17) and at least one further operating parameter (15), - outputting a warning signal (16) if the collision probability exceeds a certain threshold value. A method for preventing a collision between two rail vehicles (1, 2) according to claim 1, characterized in that the collision probability is detected by the fact that a certain minimum braking power is required to avoid a collision. Method for preventing a collision between two rail vehicles (1, 2) according to claim 1 or 2, characterized in that for determining a collision probability between the first and the second transponder a path length 18 from the distance (17) and a route plan (21) is determined , Method for preventing a collision between two rail vehicles (1, 2) according to one of claims 1 to 3, characterized in that the at least one further operating parameter is the relative speed of the vehicles (1, 2) or the maximum achievable braking power or the inclination of the track , Method for preventing a collision between two rail vehicles (1, 2) according to one of claims 1 to 4, characterized in that the identification signal (5) comprises at least one further information, in particular the line of the rail vehicle, the compass direction, the current driving speed, a Vehicle identification number, a position. Method for preventing a collision between two rail vehicles (1, 2) according to one of Claims 1 to 5, characterized in that the transmissions from the first transponder (3) of the same vehicle are ignored. A method for preventing a collision between two rail vehicles (1, 2) according to one of claims 1 to 6, characterized in that a warning signal or a brake command is issued when the current vehicle speed exceeds the speed allowed for the currently traveled section. Method for preventing a collision between two rail vehicles (1, 2) according to one of Claims 1 to 7, characterized in that the communication between the first and the second transponders (3, 4) takes place by means of an ultra-wideband method. Means for preventing a collision between two rail vehicles (1, 2), characterized in that a rail vehicle (1, 2) with a control device (20) and a respective first and second transponder (3, 4) is equipped, which for data transmission with the control device (20) are arranged. O.Einrichtung for preventing a collision between two rail vehicles (1, 2) according to claim 9, characterized in that a position determining means (24) for transmitting the current vehicle position to the control device (20) is connected.

1. A device for preventing a collision between two rail vehicles (1, 2) according to one of claims 9 or 10, characterized in that

the control device (20) comprises an interface (23) for data communication with a vehicle controller (26) via which a brake command to the

Vehicle control (26) is transferable.