WO2023285603A1 - Procédé de fonctionnement sûr d'un système de transport ferroviaire et système de transport ferroviaire - Google Patents

Procédé de fonctionnement sûr d'un système de transport ferroviaire et système de transport ferroviaire Download PDF

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Publication number
WO2023285603A1
WO2023285603A1 PCT/EP2022/069759 EP2022069759W WO2023285603A1 WO 2023285603 A1 WO2023285603 A1 WO 2023285603A1 EP 2022069759 W EP2022069759 W EP 2022069759W WO 2023285603 A1 WO2023285603 A1 WO 2023285603A1
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WO
WIPO (PCT)
Prior art keywords
rail
traffic information
vehicle
rail traffic
rail vehicle
Prior art date
Application number
PCT/EP2022/069759
Other languages
German (de)
English (en)
Inventor
Krzysztof WILCZEK
Wolfgang Schuster
Gottfried Schuster
Original Assignee
Plasser & Theurer, Export von Bahnbaumaschinen, Gesellschaft m.b.H.
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 Plasser & Theurer, Export von Bahnbaumaschinen, Gesellschaft m.b.H. filed Critical Plasser & Theurer, Export von Bahnbaumaschinen, Gesellschaft m.b.H.
Priority to EP22753615.8A priority Critical patent/EP4370400A1/fr
Priority to AU2022310133A priority patent/AU2022310133A1/en
Priority to CA3225474A priority patent/CA3225474A1/fr
Priority to CN202280049902.7A priority patent/CN117642325A/zh
Publication of WO2023285603A1 publication Critical patent/WO2023285603A1/fr

Links

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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. global positioning system [GPS]
    • 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
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates

Definitions

  • the invention relates to a method for safely operating a rail transport system.
  • the invention also relates to a rail transport system.
  • the European train control system is intended to promote the standardization of non-uniform train control systems within Europe. It also prepares the basis for a particularly efficient use of existing rail transport systems.
  • high technical demands are placed on such rail transport systems. These relate in particular to the sensory monitoring of the rail traffic system, for example by means of a measuring arrangement disclosed in WO 2020/108873 A1.
  • considerable investments are required, especially for existing rail transport systems, but the economic impact of these investments only occurs after a large proportion of the rail transport system has been modernized. As a result, corresponding modernizations are often carried out too hesitantly.
  • WO 2021/121854 A1 discloses a method for determining a position of a rail vehicle using an optical measuring system, in particular a stereo camera system, and a radio-based measuring system, with position data from both measuring systems being generated on the rail vehicle and compared with one another.
  • a warning system for warning people of approaching rail vehicles is known from WO 2021/121853 A1.
  • the invention is based on the object of creating an improved method for the safe operation of a rail transport system which, in particular, can be used particularly economically and flexibly.
  • a method for the safe operation of a rail traffic system can be used particularly economically and flexibly if the plausibility of rail traffic information is checked using a comparison result based on first and second rail traffic information, with the rail traffic system being controlled based on the result of the plausibility - Quality check carried out.
  • the rail traffic system being controlled based on the result of the plausibility - Quality check carried out.
  • incorrect rail traffic information can be identified and/or compensated for in a particularly reliable manner.
  • possible deficits when acquiring and/or processing the rail traffic information can be compensated for by determining the result of the plausibility check.
  • the benefit of recorded rail traffic information for controlling the rail traffic system can be increased as a result.
  • the rail traffic system preferably includes an infrastructure facility and at least one rail vehicle, in particular a number of rail vehicles.
  • the infrastructure facility can have a rail network with a number of tracks, in particular ones that are connected to one another, which is preferably subdivided into a number of track sections.
  • the infrastructure device in particular each of the rail sections, can have a single control center or multiple control centers for controlling the infrastructure device.
  • the at least one rail vehicle can have at least one, in particular at least two, in particular at least five, in particular at least ten trolleys.
  • the at least one rail vehicle comprises at least one traction carriage with a drive device for providing the driving force required to move the rail vehicle over the guideway.
  • the correlation between the state variable and the rail traffic information is understood to mean that the rail traffic information depends on the state variable, in particular that these are in a fixed, in particular a linear, relationship with one another.
  • the state variable of the rail transport system can be, for example, a position and/or a speed and/or a drive power and/or a braking power and/or a state variable which is the existence of a mechanical coupling between two trolleys and/or with an object located in the area of the guideway, in particular an obstacle causing a hazardous area.
  • the second rail traffic information is preferably based on a source that is independent of the source of the first rail traffic information.
  • the second piece of rail traffic information is not determined by means of the first rail vehicle.
  • the second rail vehicle can be designed in accordance with the first rail vehicle or have a higher or lower technical configuration level.
  • Controlling the rail transport system based on the result of the plausibility check can include the rail vehicle continuing to be operated and/or stopped if the rail traffic information is not plausible enough, with reduced mileage, in particular at a reduced speed, and/or a maintenance measure being carried out on the rail vehicle.
  • the result of the plausibility check and/or its further processing can be determined using a consensus mechanism.
  • the result of the plausibility check can thus be obtained and handled particularly securely and reliably.
  • the different rail traffic information can be weighted uniformly or differently, in particular based on the reliability of the underlying sources, in particular the sensors.
  • the rail traffic information originating from the infrastructure device can have a higher weighting than the rail traffic information originating from the rail vehicle.
  • Rail traffic information with a lower weighting can be corrected, in particular replaced, by rail traffic information with a higher weighting if the plausibility is insufficient, in particular if there is a difference between the two rail traffic information items.
  • the method is particularly reliable executable.
  • the first and/or the second rail traffic information is preferably acquired by means of at least one sensor, in particular a position detection module, in particular a GPS receiver, for detecting the position of the at least one rail vehicle, in particular in the rail network, and/or an optical sensor, in particular one Camera intended for detecting objects on the track and/or a completeness monitoring device for monitoring the existence of a mechanical coupling between two trolleys.
  • the second rail traffic information can be determined by means of the second rail vehicle.
  • the second piece of rail traffic information can be determined by means of the infrastructure device, in particular a rail sensor.
  • the transmission of the second rail traffic information can be wired or wireless.
  • the second rail traffic information is preferably transmitted via a wireless signal connection, in particular between a vehicle radio module of the first Rail vehicle and a control center radio module of a control center of the infrastructure facility and/or a vehicle radio module of the second rail vehicle.
  • the wireless signal connection may include a WiFi signal connection and/or a 5G signal connection.
  • the signal connection is preferably designed as a peer-to-peer connection.
  • the transmission of data via the wireless signal connection is preferably encrypted.
  • the method is particularly safe to operate.
  • At least one of the rail traffic information items includes information about whether objects, in particular people, are located in the area of the route.
  • a signal box-based gang warning system can be provided. Such a warning system is disclosed, for example, in WO 2021/121853 A1, the disclosure content of which is incorporated herein by reference.
  • This rail traffic information can be recorded, for example, by means of the optical sensor.
  • the optical sensor can be part of the infrastructure facility and/or the at least one rail vehicle.
  • the first and/or the second rail traffic information can include the position of the at least one rail vehicle, in particular along a route.
  • the position of the rail vehicle is preferably determined by means of a lateration method, in particular by radio trilateration, in particular by WiFi trilateration.
  • Rail vehicle having a locating module, in particular a radio locating module, in particular for determining the position by means of radio trilateration.
  • the locating module can also be referred to as an anchor module.
  • the locating module can be designed to detect signals from stationary and/or movable locating markers, in particular transponders. Fixed location markers may be attached to infrastructure elements.
  • the position of the rail vehicle, in particular along the route can be determined by means of stationary location markers, which are arranged in particular at fixed points with a known position.
  • Be moving location markers can be worn, for example, by people, in particular track workers. In this way, the position of the person relative to the rail vehicle and/or on the track and/or along the route can be determined.
  • the method for determining the position of the rail vehicle and/or the person reference is made to WO2021/121854 A1, the disclosure content of which is incorporated herein by reference.
  • a method according to claim 2 ensures the operation of the rail transport system in a particularly economical and flexible manner.
  • the second rail traffic information is preferably recorded by means of the second rail vehicle and/or the infrastructure facility, in particular by sensors.
  • the result of the comparison and/or the result of the plausibility check can be determined by means of the first rail vehicle, in particular a vehicle control unit. Because the first and second rail traffic information is available on the first rail vehicle, the result of the comparison and/or the result of the plausibility check can be determined by means of the first rail vehicle.
  • the on the first rail vehicle, in particular on a Vehicle control unit of the rail vehicle existing rail traffic information can be determined with a particularly high reliability speed.
  • a threshold for a technical expansion stage of a rail vehicle which is required for operating the rail transport system with a particularly high transport capacity, can be achieved particularly easily in this way.
  • the reliability of the measured values that can be recorded with the existing sensors of a rail vehicle can be increased using the comparison result.
  • the safety integrity level (SIL) required to achieve a correspondingly high traffic capacity can be achieved by determining the result of the plausibility check. Accordingly, the effort required for the implementation of the corresponding sensors can be reduced, which means that the method can be used particularly flexibly and is economical to operate.
  • a method according to claim 3 enables the rail transport system to be operated in a particularly safe and economical manner.
  • the second rail traffic information is preferably recorded by means of the first rail vehicle.
  • the result of the comparison and/or the result of the plausibility check can be determined by means of the infrastructure device, in particular a control center control unit.
  • the rail traffic information received from the first rail vehicle can be regarded as correct with a particularly high probability.
  • the rail traffic information received from the rail vehicle can be used to determine the plausibility of the rail traffic information recorded by means of the infrastructure device.
  • an infrastructure facility of a given technical expansion stage can be operated particularly safely and economically will.
  • controlling the rail transport system using the result of the plausibility check can make it possible to overcome a threshold value for operating the rail transport system with a higher traffic capacity.
  • the at least one rail vehicle can have the optical sensor and/or the position detection module and/or the completeness monitoring device for sensory detection of the at least one measured value.
  • the infrastructure device can have a rail sensor for acquiring a passing rail vehicle, in particular for determining the number of trolleys of the rail vehicle and/or the position and/or the speed of the rail vehicle.
  • the at least one rail sensor can comprise a punctiform rail sensor, such as an axle counter, and/or a linear rail sensor, such as an optical fiber sensor, in particular a glass fiber sensor.
  • Such a rail sensor can be part of a balise or in the form of a sensor coupled to a rail or an overhead line.
  • Such an optical waveguide sensor is disclosed, for example, in WO 2020/108873 A1, the disclosure content of which is incorporated herein by reference.
  • a method according to claim 5 enables the rail transport system to be operated in a particularly safe manner.
  • the determination of the result of the plausibility check preferably takes place repeatedly, in particular at a time interval in the range from 0.01 s to 300 s, in particular from 0.1 s to 60 s, in particular from 0.5 s to 30 s, in particular from 1 s to 10 s.
  • the second rail traffic information can be transmitted with a time interval in the same area, in particular with the same time interval.
  • the transmission of the second piece of rail traffic information is monitored whether the transmission of the second piece of rail traffic information takes place within a specific time range, in particular within the range described above. If the transmission is delayed or does not occur, security measures can be taken.
  • the safety measures can include, for example, reducing the driving speed and/or stopping the rail vehicle and/or prohibiting entry into another section of rail track. This makes the process particularly safe to operate.
  • a method according to claim 6 ensures the operation of the rail transport system in a particularly safe manner. If the rail traffic information differs from one another, the rail traffic information whose origin has a lower safety integrity level, in particular based on a measured value from a sensor with a lower safety integrity level, can be corrected, in particular using the rail traffic information whose origin has a higher safety integrity level, in particular on a measured value from a sensor with a higher safety integrity level. Alternatively can both rail traffic information is changed and/or discarded, in particular replaced by other rail traffic information, in particular one determined in advance. Correction data for changing deviating rail traffic information is preferably transmitted between the first rail vehicle and the infrastructure facility and/or the second rail vehicle, in particular wirelessly.
  • the driving speed of the first rail vehicle is determined using a measured value that correlates with the rotational speed of a rail wheel and using the diameter of the rail wheel. Since the diameter of the rail wheel decreases with increasing wear, the measured driving speed deviates from the actual driving speed.
  • the driving speed can be determined exactly by means of rail sensors, which are arranged at positions spaced apart from one another along the route.
  • the driving speed recorded by the rail vehicle can be transmitted to the infrastructure facility.
  • the result of the comparison can be determined by means of the infrastructure device as the difference between this driving speed and the actual driving speed.
  • the infrastructure facility can transmit correction data to the rail vehicle, in particular a corrected diameter of the rail wheel, which enable the actual driving speed to be determined using the rail vehicle.
  • a method according to claim 7 ensures the operation of the rail transport system in a particularly safe manner.
  • the calibration can be based on locally determined and / or transmitted comparison results and / or Correction data are made.
  • the calibration can be automated at regular time intervals or carried out manually.
  • a method according to claim 8 ensures the operation of the rail transport system in a particularly flexible manner.
  • the control capacity class of the rail vehicle is a measure of its technical equipment.
  • the control capacity class can, for example, correlate with an ETCS classification, in particular correspond to a specific ETCS level.
  • the technical equipment of a rail vehicle and the corresponding control capacity class can be decisive for a train control system as to which process is used to control the rail vehicle, in particular what traffic capacity can be achieved, in particular to what extent the rail vehicle can move autonomously through the rail network. Acting the control capacity class according to the safety integrity level. Because rail vehicles of different control capacity classes are controlled in different ways, the traffic capacity can be increased.
  • Rail vehicles with a high control capacity class in particular a high level of technical development, can drive on a rail network, in particular a rail section, at a higher density than rail vehicles with a lower control capacity class.
  • rail vehicles with a high control capacity class can be controlled based on a moving spatial distance.
  • Rail vehicles with a low control capacity class can be controlled at a fixed spatial distance.
  • a higher control capacity class is preferably achieved through higher sensory and/or processor performance.
  • Processor performance means the ability to process data, in particular Processing speed and/or the performance of the functions underlying the data processing.
  • a method according to claim 9 ensures the operation of the rail transport system in a particularly economical and flexible manner. Controlling the rail transport system based on the result of the plausibility check enables the rail transport system to be controlled on the basis of a particularly reliable information basis. If the validity of the rail traffic information is confirmed by the result of the plausibility check, the at least one rail vehicle can be classified in a higher control capacity class. If the result of the plausibility check contradicts the validity of the rail traffic information, the control capacity class of the at least one rail vehicle can be downgraded, in particular if the result of the plausibility check contradicts the validity of the rail traffic information several times, in particular several times in a row.
  • a method according to claim 10 ensures the operation of the rail transport system in a particularly safe and economical manner. Because the rail traffic information is continuously received and processed, the result of the comparison and/or the result of the plausibility check can be determined continuously. Here, a particularly high level of reliability of the rail traffic information can be ensured, as a result of which the rail vehicle can be classified in a higher control capacity class. Alternatively or additionally, the infrastructure facility can be classified in a higher control capacity class due to the continuous reception of the rail traffic information from the rail vehicle.
  • a method according to claim 11 ensures the operation of the rail transport system in a particularly safe manner. If the result of the plausibility check is positive, the control capacity class can be increased or remain at the same high level.
  • the control capacity class can be downgraded or left unchanged at a low level. If the result of the plausibility check is unsatisfactory, the rail vehicle can continue to be operated at a reduced maximum speed or be stopped and/or maintenance measures can be carried out on the rail vehicle.
  • a method according to claim 12 ensures the operation of the rail transport system in a particularly economical manner.
  • Rail vehicles with a high control capacity class are preferably relocated to areas of the rail network, in particular to rail line sections, which are heavily used.
  • Rail vehicles with a low control capacity class can be moved out of these areas. This advantageously means that areas of the rail network that are heavily used can be traveled on particularly densely. The transport capacity of the rail transport system can thus be increased in these areas.
  • a method according to claim 13 ensures the operation of the rail transport system in a particularly safe manner.
  • can Driving parameter ranges such as the maximum driving power and/or the maximum driving speed and/or the maximum braking power are controlled, in particular limited, based on the result of the plausibility check.
  • Track sections can be released or blocked based on the result of the plausibility check. For example, heavily used rail route sections can be blocked for a rail vehicle that delivers a negative result of the plausibility check, in particular does not generate any valid rail traffic information.
  • a method according to claim 14 can be carried out particularly economically. Driving in a moving spatial distance ensures a particularly high traffic capacity.
  • the rail traffic system is preferably controlled as a function of the result of the plausibility check and/or the control capacity class either at a moving spatial distance or at a fixed spatial distance.
  • the rail transport system in particular in different rail route sections, can be controlled uniformly or non-uniformly, in particular in a moving and/or fixed spatial distance.
  • a method according to claim 15 ensures that the rail transport system is operated in a particularly safe and economical manner.
  • the at least one rail vehicle can drive on the infrastructure facility, in particular the rail network, completely autonomously, in particular without a control command from the infrastructure facility.
  • the rail vehicle can control the infrastructure device, in particular rail signals and/or points, in particular rail adjustment means, and/or rail supply means, in particular the electrical power provided via an overhead line.
  • sensor data recorded by the infrastructure device can be received or controlled exclusively by means of sensor data recorded by the rail vehicle itself.
  • a further object of the invention is to create an improved rail transport system which, in particular, is particularly safe, economical and flexible in operation.
  • the advantages of the rail transport system according to the invention correspond to the advantages of the method described above.
  • the rail transport system is preferably further developed by at least one of the features that are described above in connection with the method.
  • the infrastructure facility and/or the at least one rail vehicle can have at least one control unit, in particular a vehicle control unit and/or a control center control unit, for executing the method described above.
  • the invention also relates to a computer program product for executing the method described above.
  • the advantages of the computer program product correspond to the advantages of the method described above.
  • the computer program product is preferably further developed with at least one of the features that are described above in connection with the method.
  • the computer program product can be stored on a memory unit of the at least one control unit and/or on a portable memory unit. Further features, details and advantages of the invention result from the following description of an exemplary embodiment with reference to the figures.
  • 1 shows a schematic representation of a rail transport system, having an infrastructure facility with a first rail section, a first rail vehicle entering the first rail section and a second rail vehicle leaving the first rail section,
  • Fig. 2 is a side view of the first rail vehicle in Fig. 1,
  • FIG. 3 shows a schematic representation of the rail traffic system in FIG. 1, with means for acquiring and transmitting rail traffic information being shown in further detail, and
  • Fig. 4 is a block diagram in the rail system in Fig. 1 between the respective rail vehicle and the
  • the rail transport system 1 comprises an infrastructure facility 2 and a plurality of rail vehicles 3, 4, in particular a first rail vehicle 3 and a second rail vehicle 4.
  • the infrastructure facility 2 has a rail network 5 .
  • the rail network 5 is divided into several rail sections 6, 7, 8.
  • the rail sections 6, 7, 8 overlap.
  • 10 are routes 11, which belong to several rail sections 6, 7, 8.
  • at least some, in particular all, of the track sections 6, 7, 8 can be designed without overlapping, in particular directly adjacent to one another.
  • the infrastructure facility 2 has rail sensors 12a, 12b, rail positioning means 13, rail signals 14a and rail supply means 15 along the routes 11.
  • the rail sensors 12a, 12b can be designed to detect a measured value that correlates with a rail vehicle 3, 4 driving past. The acquisition of a measured value is also understood to mean the measurement of the measured value.
  • the rail sensors 12a, 12b can be embodied as punctiform rail sensors 12a or as linear rail sensors 12b.
  • the punctiform rail sensors 12a are understood to mean, for example, axle counters.
  • the linear rail sensors 12b are understood to mean, in particular, rail sensors 12b based on light transmission in a fiber, in particular in a glass fiber.
  • the rail adjustment means 13 can be designed as a switch drive.
  • the rail signal 14a can be a switchable light signal or a movable, in particular switchable, semaphore signal.
  • An optical marker 14b which is also referred to as a fixed point marker, is attached near the roadway 11. In the vicinity of the guideway 11 there is also a person 14c, in particular a track construction worker. Preferably, the optical marker 14b is in the form of a QR codes trained.
  • the rail supply means 15 can be an overhead line for supplying the rail vehicles 3, 4 with electrical power.
  • the infrastructure facility 2 also includes a control center 16, 17, 18 for each rail section 6, 7, 8.
  • the respective control center 16, 17, 18 controls rail traffic within the associated rail section 6, 7, 8.
  • the respective control center is responsible for this 16, 17,
  • FIG. 2 shows the rail section 8 of the rail transport system 1 in more detail.
  • the first rail vehicle 3 is arranged on the track 11 .
  • the first rail vehicle 3 is supplied with electrical power via the overhead line 15 .
  • the first rail vehicle 3 has a vehicle radio module 19 in the form of a 5G radio module, a locating module 19a, in particular a radio locating module for radio trilation, a position detection module 20 and a first optical sensor 21a in the form of a camera, on.
  • the first rail vehicle 3 comprises a vehicle control unit 22 for processing digital data.
  • the vehicle control unit 22 communicates with the vehicle radio module 19, the locating module 19a, the position detection module 20 and the first optical sensor 21a in, in particular wired, signal transmission the connection.
  • the position detection module 20 is preferably designed as a GPS module and is used to detect the position of the second rail vehicle 4.
  • the first optical sensor 21a is designed to in particular together with the vehicle control unit 22, to recognize rail signals 14a and/or objects in the area of the track, in particular people 14c on the track, and/or fixed point markers 14b in an automated manner.
  • the second optical sensor 21b can be designed according to the first optical sensor for detecting objects in the track and/or optical markings 14b.
  • the control center 18 includes a control center radio module 23, which is designed as a 5G radio module.
  • the control center 18 also includes a control center control unit 24 for processing digital data.
  • the control center 18, in particular the control center control unit 24, is in signal-transmitting, in particular cable-connected, connection to the rail sensors 12a, 12b, the rail control means 13, the rail signals 14a and the rail supply means 15 Rail sensor 12b, reference is made to WO 2020/108873 A1.
  • the control center control unit 24 is also in signal-transmitting connection with the control center radio module 23.
  • the first rail vehicle 3 is connected to the third control center 18 via the vehicle radio module 19 and the control center radio module 23 in a signal-transmitting manner, in particular wirelessly.
  • Wireless signal connections 25 are shown in the figures as dash-dot lines.
  • Wired signal connections 26 are shown in the figures as dashed lines.
  • the second rail vehicle 4 driving out of the first rail section 6 is in a wireless, signal-transmitting connection with the first control center 16 , in particular via a vehicle radio module 19 .
  • Rail vehicles 3, 4 arranged in the overlapping areas 9, 10 can be in signal connection with the control centers 16, 17, 18 of several of the track sections 6, 7, 8 at the same time.
  • FIG. 3 shows the rail transport system 1 with the two rail vehicles 3, 4, which are arranged in the first rail section 6, in more detail.
  • the first rail vehicle 3 also includes a second optical sensor 21b, in particular a front camera, a completeness monitoring device 27 for monitoring the completeness of the first rail vehicle 3, in particular the existence of a mechanical connection between two mechanically connected to each other coupled trolleys 28a, 28b.
  • the first rail vehicle 3 comprises a drive device 29 and a brake device 30.
  • the completeness monitoring device 27, the drive device 29 and the brake device 30 are connected to the vehicle control unit 22 via the wired signal connection 26.
  • the second rail vehicle 4 has a vehicle radio module 19 , a drive device 29 , a braking device 30 and a vehicle control unit 22 .
  • the second rail vehicle 4 does not have any sensors for determining the existence of an existing mechanical coupling between its carriages 28a, 28b, 28c, or for detecting the position or for detecting objects on the track.
  • the first rail vehicle 3 is accordingly classified in a higher control capacity class than the second rail vehicle 4.
  • the infrastructure device 2 includes the first rail sensor 12a, which is designed to detect a passing rail vehicle 3, 4, in particular to detect the number of carriages 28a, 28b, 28c coupled to one another.
  • the second rail sensor 12b which is designed in the form of a glass fiber sensor, also makes it possible to detect a rail vehicle 3, 4 that has been moved over the guideway 11 equipped with it.
  • the mode of operation of the rail transport system 1, in particular the control units 22, 24, is as follows:
  • the first rail vehicle 3 is in the third rail section 8.
  • the second rail vehicle 4 is in the first rail section 6.
  • Between the first field 16 and the second Rail vehicle 4 also has a wireless signal connection 25.
  • rail traffic information is recorded, in particular continuously. Further rail traffic information is determined by means of the infrastructure device 2, in particular the first remote station 16, in particular the remote station control unit 24, and the sensors 12a, 12b connected thereto.
  • the rail traffic information describes a current state of the rail traffic system 1, in particular the infrastructure facility 2, in particular the state of the rail signals 14a and the rail actuating means 13 and the state of the rail vehicles 3, 4, in particular their position, speed, braking curve, completeness and/or their drive and braking performance.
  • the two rail vehicles 3, 4 are classified in different tax capacity classes.
  • the decisive factor for this classification is the ability of the rail vehicle 3 , 4 to be able to move safely through the rail network 5 to a certain extent, in particular completely, independently of the infrastructure device 2 .
  • the respective rail vehicle 3, 4 has the sensory and/or processor capacity required for this.
  • the first rail vehicle 3 is classified in a higher control capacity class because compared to the second rail vehicle 4 it can record and process a greater amount of rail traffic information.
  • the safety integrity level (SIL) of the respective rail vehicle 3, 4, in particular of the sensors 20, 21a, 21b, 27, is also decisive its probability of failure is.
  • the fourth rail vehicle 4 shows the exchange of rail traffic information 31, 32 between the first rail vehicle 3 and the first control center 16.
  • the first rail vehicle 3 transmits, in particular continuously, the first rail traffic information 31 determined.
  • the position of the first rail vehicle 3 along the route 11, in particular in the rail network 5, is determined by means of the position detection module 20. it's correct.
  • the optical sensor 21a, 21b is used to determine whether there are objects in the area of the guideway 11 that could potentially affect rail traffic.
  • rail signals 14a are automatically detected.
  • optical markings 14b can also be detected, in particular for determining the position of the rail vehicle 3, in particular along the route 11.
  • the position of the rail vehicle 3 can be determined using the fixed point markers 14b and by means of the optical sensors 21a, 21b.
  • a signal from the completeness monitoring device 27 is used to determine whether all the trolleys 28a, 28b are connected to one another.
  • This data, which is detected by sensors using the rail vehicle 3 is referred to as vehicle sensor data 34 .
  • the vehicle control unit 22 is used to determine driving parameters 35 which describe the driving state of the first rail vehicle 3 .
  • the driving parameters ter 35 include the drive power provided by the drive device 29 and the braking power generated by the braking device 30 .
  • the first piece of rail traffic information 31 can also include adjustment commands 36 and vehicle correction information 37 .
  • the position of the rail vehicle 3, in particular along the guideway 11, is determined by means of the locating module 19a, which can be designed in particular in the form of a so-called anchor module.
  • the locating module 19b can be identical to the vehicle radio module 19 or can be designed as a separate component.
  • the locating module 19a can be used to detect locating markers 19b, 19c, which can be stationary, part of the infrastructure device 2, or mobile. Stationary location markers 19b can be attached to infrastructure elements, in particular in the vicinity of the roadway 11, for example.
  • movable Locating markers 19c can, for example, be carried by people 14c, for example track construction workers.
  • a monitoring system for determining the position of the rail vehicle 3 and/or persons 14c using the locating module 19a With regard to the functioning of a monitoring system for determining the position of the rail vehicle 3 and/or persons 14c using the locating module 19a, reference is made to WO2021/121854 A1.
  • the determination of the position of the rail vehicle 3 and/or of persons 14c takes place by means of a trilateration method, in particular by means of radio trilateration, in particular by means of WiFi trilateration.
  • a warning signal in particular via a radio link 25 and/or an optical signal and/or an acoustic signal, in particular by means of the rail vehicle 3, is preferably transmitted to the person 14c who is in a danger zone.
  • the second rail traffic information 32 is determined by the infrastructure device 2, in particular the first control center 16, in particular the control center control unit 24.
  • the second rail traffic information 32 includes control center sensor data 38, which are determined using the rail sensors 12a, 12b, and setting parameters 39, which have information about the setting state of the rail setting means 13, the rails nensignals 14a and the rail supply means 15.
  • the second piece of rail traffic information 32 can include travel commands 40 and control station correction information 41 .
  • the rail traffic information 31 , 32 is exchanged between the first rail vehicle 3 and the infrastructure device 2 via the wireless signal connection 25 .
  • a comparison 33b of the first rail traffic information 31 and the second rail traffic information 32 is carried out, in particular the the information components of the rail traffic information 31, 32 correlate with the same state variable of the rail traffic system 1 and are compared with one another. For example, a comparison is made as to whether the rail sensors 12a, 12b detect the same position and speed of the rail vehicle 4 as the position detection means 20.
  • a comparison can also be made as to whether the number of mechanically interconnected trolleys 28a, 28b detected by the completeness monitoring device 27 corresponds to that Number of mechanically connected carriages 28a, 28b agrees, which is detected by the rail sensors 12a, 12b.
  • a comparison can be made as to whether the rail signals 14a automatically detected by the optical sensors 21a, 21b match the rail signals 14a actually specified by the infrastructure device 2, in particular with the setting parameters 39.
  • a result of the plausibility check is determined as a value for the validity of the first rail traffic information 31 .
  • the first piece of rail traffic information 31 is considered plausible and therefore correct if it matches the second piece of rail traffic information 32 .
  • the position of the first rail vehicle 3 determined by the position detection module 20 is considered plausible if it matches the position that is determined by the rail sensors 12a, 12b.
  • the rail traffic system 1 is preferably controlled based on the result of the plausibility check.
  • the driving command 40 can include position information if the position detection by means of the position detection module 20 provides plausible vehicle sensor data 34, in particular corresponding to the position information of the infrastructure device 2. puts.
  • the travel command 40 can include a relative position, in particular a distance, to the first rail vehicle 3 traveling in front. Due to the plausibility of the position information, the rail vehicles 3, 4 can be safely controlled by means of the travel command 40, and in particular can be moved in the rail network 5 at a certain safety distance from one another.
  • first rail traffic information 31 and the second rail traffic information 32 there may be discrepancies between the first rail traffic information 31 and the second rail traffic information 32, in particular with regard to at least one state variable of the rail traffic system 1. Such deviations are detected when determining the result of the plausibility check using a comparison result based on the rail traffic information 31, 32.
  • the first piece of rail traffic information 31 can be changed on the basis of the result of the comparison.
  • the rail traffic system 1 can be controlled using the changed first rail traffic information item 31 .
  • the position determined by the second rail vehicle 4 can be corrected such that it matches the position of the rail vehicle 4 determined by one of the rail sensors 12a, 12b.
  • the detection of the first piece of rail traffic information 31 is preferably calibrated using the comparison result; in particular, the sensors 20, 21a, 21b, 27 can be calibrated using the comparison result.
  • the speed of the rail vehicle 4 detected using the position detection module 20 and the vehicle control unit 22 can be calibrated using the time period determined by the rail sensors 12a, 12b, which elapses between crossing two successive rail sensors 12a, 12b, the spacing of which along the route is known.
  • the result of the plausibility check is preferably determined at regular time intervals, for example every 1 s.
  • Determining the result of the comparison makes it possible to check the reliability of rail traffic information 31 determined by means of the respective rail vehicle 3, 4, in particular continuously, and to increase its validity. This makes it possible to classify sensors 20, 21a, 21b, 27 of the respective rail vehicle 3, 4 in a higher safety integrity level. Furthermore, the rail vehicle 3, 4 can be classified in a higher control capacity class. Appropriate use of the comparison result ensures that measurement inaccuracies can be reliably identified and, in particular, compensated for.
  • Corresponding correction information can be determined by means of the control centers 16, 17, 18 in order to compensate for measurement inaccuracies on the part of the rail vehicle 3, 4.
  • Corresponding control center correction information 41 can be transmitted to the rail vehicle 3, 4 in order to correct the vehicle sensor data 34.
  • the second rail traffic information 32 can alternatively or additionally be determined using the first rail traffic information 31 on the basis of the comparison result Getting corrected.
  • the second rail traffic information 32 can be corrected on the basis of the comparison result, in particular on the basis of vehicle correction information 37 .
  • Another piece of rail traffic information 42 is preferably transmitted from the second rail vehicle 4, in particular via the wireless signal connection 25 directly or via the first control center 16, to the first rail vehicle 3.
  • the comparison result can be determined on the basis of the first rail traffic information 31 and the second and/or the further rail traffic information 32, 42. What is advantageously achieved here is that further rail traffic information 42 is available for assessing the validity of the first rail traffic information 31 and can be used for an even more reliable result of the plausibility check.
  • the additional rail traffic information 42 of the second rail vehicle 4 can replace the second rail traffic information 32, in particular for determining the comparison result.
  • the rail vehicles 3, 4 are preferably controlled on the basis of their control capacity classes. Rail vehicles 3, 4 different control capacity classes can be controlled in the same rail system 1 under different ways.
  • the first rail vehicle 3 with the higher control capacity class can itself provide the driving commands 40 required to travel on the rail network 5 and/or positioning commands 36 for controlling the infrastructure facility 2, in particular the control center 16, 17, 18, in particular for controlling the rail supply means 15 , the rail signals 14a and the rail positioning means 13 themselves provide.
  • the second rail vehicle 4 can be controlled exclusively by means of driving commands 40 from the infrastructure device 2 .
  • the first rail vehicle 3 in the rail network 5 is preferably controlled according to the principle of traveling at a moving spatial distance and/or the second rail vehicle 4 is controlled according to the principle of traveling at a fixed spatial distance.
  • the maximum permissible driving speed of a rail vehicle 3, 4 can be reduced due to a lack of plausibility with regard to the rail traffic information 31 determined.
  • the traffic capacity in particular the density of rail vehicles 3, 4, with which a rail section 6, 7, 8 may be driven on, depends on how large the driving distances between two consecutive rail vehicles 3, 4 must be in order to ensure safe operation of the rail transport system 1 to ensure reliable.
  • the absolutely required minimum driving distance decreases as the tax capacity class of the respective rail vehicle 3, 4 increases.
  • Rail vehicles 3, 4 of lower control capacity classes can be relocated from heavily used track sections 6, 7, 8 to less heavily used track sections 6, 7, 8.
  • the comparison 33b of different traffic information 31, 32 increases the reliability of the basic information for controlling the rail vehicles 3, 4 and the infrastructure facility 2.
  • the control capacity class of a rail vehicle 3, 4 can be increased due to the greater reliability of this rail traffic information 31, 32.
  • the traffic capacity of the rail network 5 can be increased. In particular, the traffic capacity of certain heavily used rail route sections 6, 7, 8 can be increased.
  • the method is suitable for the safe operation of a rail transport system 1 with rail vehicles 3, 4 equipped with the same or different sensors and processors.
  • the rail transport system 1 can be operated in mixed operation with rail vehicles of different control capacity classes. The method enables a rail transport system 1 to be operated in a particularly safe, economical and flexible manner.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé de fonctionnement sûr d'un système de transport ferroviaire (1), comprenant les étapes suivantes : détection d'une première information de trafic ferroviaire (31) mise en corrélation avec une grandeur d'état du système de transport ferroviaire (1) ; transmission d'une deuxième information de trafic ferroviaire (32, 42) mise en corrélation avec la grandeur d'état du système de transport ferroviaire (1), entre un premier véhicule ferroviaire (3) et un dispositif d'infrastructure (2) et/ou un deuxième véhicule ferroviaire (4) ; détermination d'un résultat de comparaison à l'aide de la première information de trafic ferroviaire (31) et de la deuxième information de trafic ferroviaire (32, 42) ; contrôle de la plausibilité de la première information de trafic ferroviaire (31) et/ou de la deuxième information de trafic ferroviaire (32, 42) sur la base du résultat de la comparaison ; et commande du système de transport ferroviaire (1) à l'aide du résultat du contrôle de plausibilité.
PCT/EP2022/069759 2021-07-15 2022-07-14 Procédé de fonctionnement sûr d'un système de transport ferroviaire et système de transport ferroviaire WO2023285603A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP22753615.8A EP4370400A1 (fr) 2021-07-15 2022-07-14 Procédé de fonctionnement sûr d'un système de transport ferroviaire et système de transport ferroviaire
AU2022310133A AU2022310133A1 (en) 2021-07-15 2022-07-14 Method for the safe operation of a rail transport system, and rail transport system
CA3225474A CA3225474A1 (fr) 2021-07-15 2022-07-14 Procede de fonctionnement sur d'un systeme de transport ferroviaire et systeme de transport ferroviaire
CN202280049902.7A CN117642325A (zh) 2021-07-15 2022-07-14 用于安全地运行轨道交通系统的方法及轨道交通系统

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ATA50578/2021 2021-07-15
ATA50578/2021A AT525309A1 (de) 2021-07-15 2021-07-15 Verfahren zum sicheren Betreiben eines Schienenverkehrssystems und Schienenverkehrssystem

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CN (1) CN117642325A (fr)
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WO (1) WO2023285603A1 (fr)

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WO2020108873A1 (fr) 2018-11-26 2020-06-04 Plasser & Theurer Export Von Bahnbaumaschinen Gesellschaft M. B. H. Système de mesure destiné à la surveillance d'une voie ferrée
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WO2021121854A1 (fr) 2019-12-16 2021-06-24 Plasser & Theurer Export Von Bahnbaumaschinen Gesellschaft M.B.H. Procédé et système de surveillance pour déterminer une position d'un véhicule ferroviaire
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AU2022310133A1 (en) 2024-02-01
CA3225474A1 (fr) 2023-01-19
EP4370400A1 (fr) 2024-05-22
CN117642325A (zh) 2024-03-01

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