WO2020001924A1 - Procédé et dispositif de détection de véhicules suivant un véhicule - Google Patents

Procédé et dispositif de détection de véhicules suivant un véhicule Download PDF

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Publication number
WO2020001924A1
WO2020001924A1 PCT/EP2019/064336 EP2019064336W WO2020001924A1 WO 2020001924 A1 WO2020001924 A1 WO 2020001924A1 EP 2019064336 W EP2019064336 W EP 2019064336W WO 2020001924 A1 WO2020001924 A1 WO 2020001924A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
time
section
location
route
Prior art date
Application number
PCT/EP2019/064336
Other languages
German (de)
English (en)
Inventor
Norbert Geduhn
Carlos Del Pozo
Original Assignee
Siemens Mobility 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.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to EP19729685.8A priority Critical patent/EP3787950B1/fr
Publication of WO2020001924A1 publication Critical patent/WO2020001924A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/14—Devices for indicating the passing of the end of the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/162—Devices for counting axles; Devices for counting vehicles characterised by the error correction

Definitions

  • route networks in particular railway route networks, on the basis of vehicles which determine their position regularly or irregularly and transmit it to a central facility
  • the central facility can control and manage the traffic in the route network on the basis of information obtained.
  • the problem can arise that the central device does not know all the vehicles traveling in the route network, for example if a vehicle does not transmit its positions due to a defect.
  • the invention is based on the object of specifying a method for recognizing a vehicle driving directly in front of a vehicle in a predetermined route section of a route.
  • a route section monitoring device which monitors a given route section for whether it is occupied or unoccupied, generates a release signal as soon as the route section becomes vehicle-free again after a previous occupied state, using a route-side time indication indicating the time of the release the route section monitoring device, location information of the preceding vehicle, which has been determined after leaving the route section by the preceding vehicle at a location determination time, a vehicle-side time indication indicating the location determination time and a speed indication indicating the speed of the vehicle driving ahead, the location of the vehicle end of the preceding vehicle at the time the route section is cleared, the distance between the section end of the route section and the calculated location of the vehicle end is determined, and the distance is used to check whether the vehicle in front is traveling directly behind a vehicle.
  • a major advantage of the method according to the invention is that a vehicle traveling behind, which itself does not emit any location information and is therefore not "visible” to a higher-level central device, can nevertheless be known by location information of the vehicle driving in front of this "invisible” vehicle and signals from a section monitoring device are evaluated in the manner indicated.
  • a detection signal is generated which indicates a vehicle traveling directly behind if the distance between the end of the section of the section and the calculated location of the end of the vehicle is greater than a predetermined trigger length.
  • an output signal is generated which indicates that there is no vehicle immediately behind if the distance between the end of the section of the route and the calculated location of the end of the vehicle is less than the predetermined trigger length.
  • the route is preferably driven exclusively by vehicles that are at least as long as the specified trigger length.
  • the vehicles are preferably rail vehicles.
  • the location information of the preceding vehicle is preferably determined on the vehicle side based on a balise signal from a track-side balise.
  • the location can also be done in a different way, for example by satellite.
  • the section monitoring device is preferably a track vacancy detection device.
  • the route section monitoring device transmits the route-side time indication indicating the time of the release to a route-side central device
  • the vehicle transmits the location information, the vehicle-side time information and the speed information to the route-side central device and the central device checks whether a vehicle is driving directly behind the vehicle in front.
  • the vehicle in front preferably transmits as location information a location information directly indicating the location of the vehicle end to the central device.
  • the location information of the vehicle in front relates to the vehicle start and the location of the vehicle end is determined on the basis of the location information related to the vehicle start and a length indicating the length of the vehicle in front.
  • the central device is preferably a signal box, a train protection system or a control center.
  • Checking whether a vehicle is driving directly behind the vehicle in front can alternatively or additionally can also be carried out by a test facility of the vehicle in front.
  • the invention also relates to a test device for recognizing a vehicle immediately following a vehicle traveling ahead in a predetermined route section.
  • the test device is designed in such a way that it uses a time indication indicating the point in time when the route section becomes free, a location information of the preceding vehicle, which was determined by the preceding vehicle at a location determination time after leaving the route section is, a vehicle-side time indication indicating the location determination time and a speed indication indicating the speed of the preceding vehicle, the location of the vehicle end of the preceding vehicle at the time the route section becomes free, the distance between the section end of the route section and the determined calculated location of the vehicle end and uses the distance to check whether the vehicle in front is driving directly behind a vehicle.
  • the test device has a computer and a memory in which an operating program is stored which, when executed by the computer, prompts the latter to use a time information indicating the point in time at which the section of the route becomes free, a location information of the preceding vehicle, which was determined after leaving the route section by the preceding vehicle at a location determination time, a vehicle-side time indication indicating the location determination time and a speed indicator indicating the speed of the preceding vehicle indication of the speed, calculating the location of the vehicle end of the vehicle in front at the time the route section becomes free, determining the distance between the segment end of the route section and the calculated location of the vehicle end, and using the distance to check whether the vehicle in front has a vehicle telbar follows.
  • the test device is therefore preferably designed such that it can carry out a method as described above.
  • the test facility preferably forms a component of a central facility, in particular an interlocking, a train protection system or a control center.
  • Fig. 1-3 a route that is traveled by a rail vehicle without this another
  • FIG. 4 shows the route according to Figures 1 to 3 for the
  • FIG. 5 shows an exemplary embodiment of a test device which is suitable for detecting vehicles traveling behind.
  • FIG. 1 shows a route 10 which is traveled by a rail vehicle 20.
  • the rail vehicle 20 is located in a route section 30 which is entered by a track vacancy detection system based, for example, on axle counters. direction 40 is monitored.
  • a central device 50 is connected to the track vacancy detection device 40.
  • the track vacancy detection device 40 transmits to the central device 50 a busy signal B, with which the busy state of the route section 30 is displayed.
  • the central device 50 is preferably equipped with a test device 100, as will be explained below by way of example in connection with FIG. 5.
  • FIG. 2 shows the route 10 at a point in time at which the rail vehicle 20 passes the end of the route section 30 and leaves the route section 30.
  • the track vacancy detection device 40 now transmits to the central device 50 a clearance notification signal F with which the freedom of the route section 30 is indicated, as well as a time indication tl indicating the time of the vacancy.
  • FIG. 3 shows the route 10 at a later point in time at which the rail vehicle 20 transmits a data signal D to the central device 50.
  • the data signal contains location information S (t2) (for example in the form of a route specification) of the rail vehicle 20, which the vehicle has determined after leaving the route section 30 at a location determination time.
  • the data signal D contains a location information indicating the location determination time, vehicle-side time indication t2 and a speed indicator V indicating the speed of the rail vehicle 20.
  • the location information S (t2) can be formed, for example, on the basis of information which is generated when a balise passes 60 are received; alternatively, the formation of the location information can also be based on another location method, for example a satellite location such as GPS.
  • the central device 50 now calculates the actual location of the vehicle end of the rail vehicle 20 at the time of the vehicle end based on the data transmitted by the rail vehicle 20, for example in the form of a route specification S '(tl)
  • the route section becomes free according to the time t1, preferably according to
  • the rail vehicle 20 is shown in dashed lines at the calculated position S '(tl).
  • the route specification S '(tl) will correspond at least approximately to the location of the section end 31 of the section 30. So it applies
  • S31 denotes the location of the section end 31 of the route section 30, for example in the form of a route specification.
  • the central device 50 now checks whether the following condition is fulfilled:
  • A S '(tl) - S31
  • d specifies a minimum length that rail vehicles traveling on the route 10 always have
  • A denotes the distance between the section end 31 and the actual location of the vehicle end of the rail vehicle 20 at time tl.
  • FIG. 4 shows the situation in the event that the rail vehicle 20, hereinafter referred to as the preceding rail vehicle, is followed by a rail vehicle 21 immediately following it.
  • the release signal F (tl ') is generated at a later point in time, namely only when the traveling rail vehicle 21 leaves the route section 30. For this reason, the difference between the times t2 and tl 'is much smaller than the difference between the times t2 and tl, so that the following now applies:
  • the central device 50 determines that the latter condition is fulfilled, it generates a recognition signal E2 which indicates the rail vehicle 21 traveling immediately behind.
  • the generation of the output signal E1 and the detection signal E2 is carried out by the central device 50.
  • a vehicle-side test device of the rail vehicle 20 can generate the output signal E1 and the detection signal E2 if the vehicle-side test device is informed of the time t1 or tl ', that is to say the time when the route section 30 becomes free.
  • FIG. 5 shows an exemplary embodiment of a test device 100 for recognizing a rail vehicle 20 traveling directly in front of a rail vehicle 20 in the route section 30.
  • the test device 100 comprises a computer 110 and a memory 120, in which an operating program BP is stored.
  • the operating program BP when executed by the computer 100, causes the computer 100 to use the data that is required to indicate the point in time when the route section 30 becomes free. corner-side time indication tl or tl ', the location information S (t2) of the preceding rail vehicle 20, the vehicle time indication t2 indicating the location determination time and the speed indication V indicating the speed of the preceding rail vehicle 20 the location of the vehicle end of the preceding rail vehicle 20 at the time of the release of route section 30.
  • the computer 110 determines the distance A between the section end 31 of the route section 30 and the calculated location of the vehicle end and uses the distance A to check whether the rail vehicle 20 traveling in front is directly followed by a rail vehicle 21.
  • the distance A is preferably determined according to:
  • the detection signal E2 is generated, which indicates that the rail vehicle 21 traveling directly behind.
  • a status signal is preferably generated which indicates that no reliable statement can be made regarding vehicles traveling behind.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne, entre autres, un procédé de détection d'un véhicule (21) circulant directement derrière un véhicule précédent (20) dans un tronçon de route prédéterminé (30) d'un trajet (10). Selon l'invention, un signal d'autorisation (F(t1)) est généré au moyen d'un dispositif de surveillance de tronçon de route, qui surveille si le tronçon de route (30) prédéterminé est occupé ou non occupé, dès que le tronçon de route (30) redevient libre après un état occupé précédent, en utilisant une indication de temps côté route (t1) du dispositif de surveillance de la route, laquelle indication de temps indique le moment où la voie devient libre, une information de position (S(t2)) du véhicule précédent (20), laquelle information de position (S(t2)) a été déterminée par le véhicule précédent (20) à un moment de détermination de position après avoir quitté la voie (30), une indication de temps côté véhicule (t2) indiquant l'heure de détermination de l'emplacement et une indication de vitesse (V) indiquant la vitesse du véhicule précédent (20), l'emplacement (S'(t1), S'(t1')) de l'extrémité du véhicule du véhicule précédent (20) étant calculé au moment où la section de route (30) devient libre, la distance (A) entre l'extrémité de tronçon (31) du tronçon de voie (30) et l'emplacement calculé (S'(t1), S'(t1), S'(t1')) de l'extrémité du véhicule est déterminée et il est vérifié, en utilisant la distance (A), si un véhicule (21) roule directement derrière le véhicule précédent (20).
PCT/EP2019/064336 2018-06-25 2019-06-03 Procédé et dispositif de détection de véhicules suivant un véhicule WO2020001924A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP19729685.8A EP3787950B1 (fr) 2018-06-25 2019-06-03 Procédé et dispositif de détection de véhicules suivant un véhicule

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018210326.7A DE102018210326A1 (de) 2018-06-25 2018-06-25 Verfahren und Einrichtung zum Erkennen hinterherfahrender Fahrzeuge
DE102018210326.7 2018-06-25

Publications (1)

Publication Number Publication Date
WO2020001924A1 true WO2020001924A1 (fr) 2020-01-02

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EP (1) EP3787950B1 (fr)
DE (1) DE102018210326A1 (fr)
WO (1) WO2020001924A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019212177A1 (de) * 2019-08-14 2021-02-18 Siemens Mobility GmbH Verfahren und Streckenzentrale zum Betreiben einer Schienenstrecke
CN113954930B (zh) * 2021-11-08 2024-04-26 交控科技股份有限公司 基于后车感知的自动解锁降级车路径方法和装置
DE102022202752A1 (de) 2022-03-21 2023-09-21 Siemens Mobility GmbH Geisterzugerkennung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003013935A1 (fr) * 2001-08-06 2003-02-20 Hermanus Adriaan Bernard Integrite d'un train
DE102012217591A1 (de) * 2012-09-27 2014-03-27 Siemens Aktiengesellschaft Verfahren und Anordnung zum Überwachen eines durch zwei Achszähl-Sensoreinheiten begrenzten Streckenabschnitts
DE102015210427A1 (de) * 2015-06-08 2016-12-08 Siemens Aktiengesellschaft Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug
US20170349191A1 (en) * 2015-01-16 2017-12-07 Mitsubishi Electric Corporation Train wireless system and train length calculation method

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017209926A1 (de) * 2017-06-13 2018-12-13 Siemens Aktiengesellschaft Verfahren zum Betreiben eines spurgebundenen Verkehrssystems

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003013935A1 (fr) * 2001-08-06 2003-02-20 Hermanus Adriaan Bernard Integrite d'un train
DE102012217591A1 (de) * 2012-09-27 2014-03-27 Siemens Aktiengesellschaft Verfahren und Anordnung zum Überwachen eines durch zwei Achszähl-Sensoreinheiten begrenzten Streckenabschnitts
US20170349191A1 (en) * 2015-01-16 2017-12-07 Mitsubishi Electric Corporation Train wireless system and train length calculation method
DE102015210427A1 (de) * 2015-06-08 2016-12-08 Siemens Aktiengesellschaft Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug

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EP3787950A1 (fr) 2021-03-10
DE102018210326A1 (de) 2020-01-02
EP3787950B1 (fr) 2022-05-25

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