WO2024068278A1 - Procédé et dispositif de localisation d'un véhicule ferroviaire - Google Patents

Procédé et dispositif de localisation d'un véhicule ferroviaire Download PDF

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Publication number
WO2024068278A1
WO2024068278A1 PCT/EP2023/075152 EP2023075152W WO2024068278A1 WO 2024068278 A1 WO2024068278 A1 WO 2024068278A1 EP 2023075152 W EP2023075152 W EP 2023075152W WO 2024068278 A1 WO2024068278 A1 WO 2024068278A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail vehicle
location
position information
information
vehicle
Prior art date
Application number
PCT/EP2023/075152
Other languages
German (de)
English (en)
Inventor
Fabian Kurz
Dominik Zoeke
Emanuel Brämer
Wilfried Matthee
Manfred SCHIENBEIN
Marcus ZERB
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
Publication of WO2024068278A1 publication Critical patent/WO2024068278A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/026—Relative localisation, e.g. using odometer
    • 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
    • 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 methods and devices for locating rail vehicles.
  • the invention is based on the object of specifying a method which offers a rail vehicle extended location options.
  • the rail vehicle receives a position information indicating the position of another rail vehicle as well as a related location chain information, the location chain information indicating whether the position information is based on a direct location based on a fixed station or on a location based on another one Rail vehicle based, and the rail vehicle processes the position information of the other rail vehicle as well as its location chain information for its own location and generates its own position information indicating its own position.
  • a significant advantage of the method according to the invention is that it enables location based on position information from other rail vehicles, i.e. it enables location even if a radio connection to fixed stations (fixed reference stations) is not possible due to shadowing.
  • the method according to the invention enables indirect positioning on the basis of a positioning chain which contains one or more intermediate stations in the form of rail vehicles and whose last chain link is formed by a fixed reference station. Even in cases of shadowing and no possibility of direct location using a fixed reference station, location can be carried out using a fixed reference station.
  • Another significant advantage of the method according to the invention is that it takes into account that position information from other rail vehicles is to be evaluated differently than position information from fixed stations.
  • Position information of fixed stations is usually known very precisely, whereas the position information of other rail vehicles is also based on measurements on the vehicle, for example on relative position measurements relative to the position of fixed stations or other rail vehicles, and is therefore generally less precise than the position information of fixed stations.
  • the method according to the invention takes this circumstance into account by processing a location chain information which at least indicates whether the position information of another rail vehicle is a station-related or a rail vehicle-related position information.
  • the location chain only comprises two elements, namely a single other rail vehicle and the fixed reference station as the last chain link of the location chain, so that the trustworthiness of the position information received from the other rail vehicle can be assessed as relatively high;
  • it is a rail vehicle-related position information i.e. one whose location chain has two or more Rail vehicles are included in the location chain, this circumstance can be taken into account, for example, by assigning a lower level of trustworthiness to the position information, for example by assigning a larger tolerance value.
  • the rail vehicle determines a tolerance specification relating to its own position, taking into account the location chain specification of the other rail vehicle.
  • the tolerance specification can be generated, for example, in the form of a tolerance value or numerical value and indicate the measurement accuracy of the location or position specification or alternatively be a label such as "trustworthy", “not very trustworthy” or the like.
  • the location of the rail vehicle it is considered advantageous if it locates itself relative to the other rail vehicle and determines its own position taking into account the position information of the other rail vehicle and the relative position to the other rail vehicle.
  • the rail vehicle can send a request signal to the other rail vehicle. If the other rail vehicle regularly or irregularly sends its position and location chain information without being requested, the sending of special request signals can be dispensed with.
  • the rail vehicle sends out its own position information and the associated location chain information. Such transmission can occur unsolicited or in response to receiving a position request signal from the third rail vehicle.
  • the tracking chain specification preferably indicates the number of
  • the tracking chain information identifies the rail vehicles involved in the tracking chain and the fixed station involved.
  • the position information preferably each includes a tolerance information, which determines the trustworthiness of the position or position defined in the respective position information. Describe the measurement accuracy of the position.
  • the invention also relates to a locating device.
  • the locating device is designed in such a way that it can carry out a method as described above, particularly in conjunction with a radio device.
  • the locating device is preferably implemented in a vehicle control unit of a rail vehicle.
  • the invention also relates to a rail vehicle. According to the invention, it is provided with regard to the rail vehicle that it is equipped with a locating device as described above.
  • the rail vehicle comprises a computing device and a memory and the locating device and/or the functionality to carry out a method as described above is stored as a software module in the memory. It is particularly advantageous if the locating device and/or the functionality to carry out a method as described above is integrated as a software module in a vehicle control unit, in particular an ATO vehicle control unit.
  • the vehicle control unit preferably enables autonomous driving of the rail vehicle and automatic positioning during driverless driving.
  • the invention also relates to a computer program product.
  • the computer program product is provided so that, when executed by a computing device, the computing device causes the computing device to carry out a method as described above with a radio device.
  • FIG. 1 shows an exemplary embodiment of a rail vehicle according to the invention, based on which exemplary embodiments of locating methods according to the invention are explained,
  • Fig. 2-3 a railway track system which is used by two or three rail vehicles, for example those according to Figure 1, and
  • FIG. 4-5 further exemplary embodiments for rail vehicles according to the invention.
  • Figure 1 shows an exemplary embodiment of a rail vehicle 10 according to the invention, which is equipped with a locating device 11 and a radio device 12 connected to the locating device 11.
  • the locating device 11 is designed to communicate by means of the radio device 12 with external communication partners, which can be stationary stations of a railway track system or other rail vehicles located on the railway track system. As part of this communication, the locating device 11 can, for example, use the radio device 12 to send position request signals AS to the external communication partners with the aim of finding out their position or receiving position information PA from them that defines their position.
  • the locating device 11 can measure the distance between one's own rail vehicle 10 and the respective communication partner, for example as part of a two-way method, which is preferably based on a frequency spread z method works, a frequency-modulated continuous wave operating method and/or a signal transit time measurement that evaluates the signal transit time between the rail vehicle and the communication partner. It can also determine the distance by evaluating the signal amplitude, which decreases with increasing distance, or the signal attenuation, which increases with increasing distance.
  • the radio device 12 in the embodiment according to Figure 1 comprises two or more receiving units 12el and 12e2 spaced apart in the vehicle's longitudinal direction and/or transverse direction.
  • the offset between the receiving units 12el and 12e2 enables the locating device 11 to evaluate the phase difference between the received signals El and E2 of the receiving units 12el and 12e2 in order to To obtain directional information relative to the respective communication partner.
  • the locating device 11 is therefore able to use the radio device 12 to find out the absolute position of an external communication partner in the form of the position indication PA, to locate itself relative to the communication partner based on distance and angle measurements and based on the relative location and the absolute position to determine your own position using the position information PA and to generate your own corresponding position information PE.
  • Figure 2 shows an exemplary embodiment of a railway track system 100, which is traveled by a first rail vehicle 105 on a first track 101.
  • the rail vehicle 105 preferably corresponds to the rail vehicle 10 according to FIG. 1, so that reference is made to the above explanations in connection with FIG. 1.
  • Another, second rail vehicle 110 travels on an adjacent second track 102 of the railway track system 100, which is preferably also identical in construction to the rail vehicle 10 according to FIG. 1, at least with regard to the locating device 11 and the radio device 12.
  • first rail vehicle 105 The operation of the first rail vehicle 105 according to Figure 2 or the operation of the locating device 11 according to Figure 1 will be explained in more detail below using an exemplary embodiment; it is assumed, for example, that the first rail vehicle 105 is on the first track 101 a fixed station 200 of the railway track system 100 passes along the direction of travel F. However, immediate direct communication with the fixed station 200 is not possible because an obstacle 300 prevents transmission of radio signals or at least disrupts or attenuates them to such an extent that reliable data transmission is not possible.
  • the location device 11 of the first rail vehicle 105 now wants to carry out its own new location, which includes the position of at least one external communication partner, for example because after the communication partner-related location was last carried out, a predetermined maximum distance has already been traveled or a predetermined maximum time period has already expired and an update If the position information is necessary, it will try to get in touch with a communication partner.
  • the locating device 11 of the rail vehicle 105 will attempt to communicate with a fixed station of the railway track system 100, for example the fixed station 200, and request its position information; because the positions of fixed stations are known particularly precisely, which is why the fixed stations are particularly reliable or can provide precise position information, on the basis of which particularly precise self-location is possible.
  • the locating device 11 of the first rail vehicle 105 will search for another communication partner and - in the constellation according to FIG. 2 - with the one on the second Establish communication with the second rail vehicle 110 traveling on track 102.
  • the first rail vehicle 105 will query the position of the second rail vehicle 110 with the help of a position request signal AS 1 .
  • the second rail vehicle 110 After receiving the request signal AS1, the second rail vehicle 110 will transmit its own known position to the rail vehicle 105 by radio in the form of a position information PA2.
  • the second rail vehicle 110 will also transmit a location chain information Q2, which indicates how the position information PA2 was determined.
  • the second rail vehicle 110 is in the immediate vicinity of the fixed station 200 and can establish a radio connection to this fixed station 200 without interference from an obstacle. For this reason, the second rail vehicle 110 is able to locate itself directly based on the position of the fixed station 200 by sending a request signal AS2 to the fixed station 200 and subsequently - after receiving a response signal - using a station-related position information PAS of the fixed station 200 determines its own position.
  • the second rail vehicle 110 can send back a rail vehicle-related position indication PA2 of the first order, since only a single intermediate location (namely the relative location to the fixed station 200) has taken place to form the position indication PA2; the information that this is a rail vehicle-related position indication of the first order is transmitted to the first rail vehicle 105 with or as a location chain indication Q2.
  • its locating device 11 can generate its own position information indicating its own position.
  • the first rail vehicle 105 Based on the location chain information Q2, the first rail vehicle 105 has the information that the position information PA2 is based on an intermediate location that the second sliding nominal vehicle 110 has carried out. Due to the intermediate location, the position information PA2 cannot be as accurate and reliable as, for example, the position information PAS, which the fixed station 200 sends out but is not available to the first rail vehicle 105.
  • the location chain information Q2 thus enables the first rail vehicle 105 to determine the accuracy or To qualitatively evaluate the reliability of the position information PA2 and to determine your own position or to be taken into account when assessing the accuracy of the self-determined position. For example, the rail vehicle 105 can increase a tolerance specification relating to its own position by 5% for each intermediate location.
  • the first rail vehicle 105 can therefore use its own tolerance specification, for example increase by 10% or set at 10%.
  • the tolerance information can form part of the position information PA1 of the first rail vehicle 105 and can be sent along with it.
  • Figure 3 shows an example of a possible location of a third rail vehicle 120, which can be identical to the rail vehicle 10 according to Figure 1 with regard to the location device 11 and the radio device 12 and travels on a third track 103 of the railway track system 100.
  • the third rail vehicle 120 cannot establish direct radio communication with the fixed station 200 either, since such communication is blocked by the obstacle 300.
  • direct communication with the second rail vehicle 110 is also not possible.
  • the third rail vehicle 120 or If the location device carries out a new location based on a communication partner, this is only possible based on a position. onspecification PAI of the first rail vehicle 105 possible.
  • the first rail vehicle 105 In response to a corresponding request signal AS3 from the third rail vehicle 120, the first rail vehicle 105 will transmit its own position information PA1 with a matching location chain information Q1.
  • the location chain information Ql of the first rail vehicle 105 will indicate that the position information PA1 is a second-order rail vehicle-related position information; because it is based on the relative positioning of two rail vehicles.
  • the position information that the third rail vehicle 120 can form by means of the position information PA1 of the first rail vehicle 105 is therefore a third-order position information, since it is based on three relative locations, namely the relative location of the second rail vehicle 110 relative to the stationary station 200, the relative location of the first Rail vehicle 105 relative to the second rail vehicle 110 and the relative location of the third rail vehicle 120 relative to the first rail vehicle 105.
  • the location chain information Ql which indicates the intermediate location of two rail vehicles, enables the third rail vehicle 120 to qualitatively evaluate the accuracy or reliability of the position information PA1 and to take it into account when determining its own position or when estimating the accuracy of the self-determined position.
  • the rail vehicle 120 can increase a tolerance value for the self-determined position by 5% for each intermediate location that occurs; in the case of the three intermediate locations shown in Figure 3, the rail vehicle 120 can increase the tolerance value by 5%. For example, you can increase the margin by 15% or set it at 15%.
  • first and second rail vehicles have their position information PAI or PA2 and the relevant location chain information Ql and . Q2 in response to a corresponding position request signal AS3 or send out AS 1;
  • the rail vehicles send out their position information and the relevant location chain information without being asked, be it regularly or irregularly, so that the generation of the position request signals AS 1 and AS3 can be dispensed with.
  • Figure 4 shows a further exemplary embodiment of a rail vehicle 10 which can be used to carry out the locating method described in connection with the locating method in Figures 2 and 3.
  • the locating device 11 or the function of the locating device 11 is integrated as a software program product in the form of a software module SW11 in a computer system 400 which comprises a computer 410 and a memory 420.
  • the software module SW11 is stored in the memory 420 and, when executed by the computer 410, causes it to form the locating device 11 according to Figure 1 and to carry out a locating method in cooperation with or under control of the radio device 12. as explained above in connection with Figures 2 and 3.
  • the locating device 11 according to FIG. 1 forms a component of a vehicle control unit 500, in particular an ATO vehicle control unit, or at least the functionality of the locating device 11 is implemented in the vehicle control unit 500.
  • the vehicle control unit 500 preferably enables autonomous driving of the rail vehicle 10 and automatic location during driverless travel. Such a configuration is shown by way of example in FIG. 5.
  • the vehicle control unit 500 can include a control unit computer 510 and a vehicle memory 520 and a software program product in the form of a software module SW501 can be stored in the vehicle memory 520, which, when executed by the control unit computer 510, causes it to work in cooperation with or. to carry out a location process by controlling the radio device 12, as explained above in connection with Figures 2 and 3.
  • a software module SW502 stored in the vehicle memory 520 enables driverless travel of the rail vehicle 10.
  • the vehicle control unit 500 or its software module SW501 is preferably designed such that it repeats the location within the scope of the autonomous ferry operation, for example repeats it regularly when a distance of a predetermined length has been driven since the last location or a time interval of a predetermined length has elapsed since the last location.

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

Abstract

L'invention concerne entre autres un procédé de fonctionnement d'un véhicule ferroviaire (10 105 110, 120). Selon l'invention, le véhicule ferroviaire (10 105 110, 120) reçoit une indication de position (PA1, PA2, PA3) indiquant la position d'un autre véhicule ferroviaire (10 105 110, 120) ainsi qu'une indication de chaîne de localisation (Q1, Q2) correspondante, l'indication de chaîne de localisation (Q1, Q2) indiquant si l'indication de position (PA1, PA2, PA3) est basée sur une localisation directe à l'aide d'une station fixe (200) ou est basée sur une localisation à l'aide d'un véhicule ferroviaire (10 105 110, 120) encore différent, et le véhicule ferroviaire (10 105 110, 120) traite pour sa propre localisation l'indication de position (PA1, PA2, PA3) de l'autre véhicule ferroviaire (10 105 110, 120) ainsi que son indication de chaîne de localisation (Q1, Q2) et produit une indication de position propre (PA1, PA2, PA3) indiquant sa propre position.
PCT/EP2023/075152 2022-09-26 2023-09-13 Procédé et dispositif de localisation d'un véhicule ferroviaire WO2024068278A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022210107.3A DE102022210107A1 (de) 2022-09-26 2022-09-26 Verfahren und Einrichtung zum Orten eines Schienenfahrzeugs
DE102022210107.3 2022-09-26

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WO2024068278A1 true WO2024068278A1 (fr) 2024-04-04

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014203666A1 (de) * 2014-02-28 2015-09-03 Siemens Aktiengesellschaft Verfahren und Anordnung zum Betreiben funkzugbeeinflusster spurgebundener Fahrzeuge
US20200189633A1 (en) * 2018-12-14 2020-06-18 Thales Canada Inc Rail vehicle obstacle avoidance and vehicle localization
US20210229715A1 (en) * 2018-11-30 2021-07-29 Westinghouse Air Brake Technologies Corporation Vehicle warning system

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2701536A1 (de) * 1977-01-15 1978-12-14 Horst Dr Freisleben Digitales abstandsmessystem, insbesondere fuer spurgebundene fahrzeuge
DE102014219817A1 (de) * 2014-09-30 2016-03-31 Siemens Aktiengesellschaft Verkehrssicherung
DE102017106641A1 (de) * 2017-03-28 2018-10-04 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Verfahren zur Kollisionsvermeidung von Schienenfahrzeugen
DE102018203665A1 (de) * 2018-03-12 2019-09-12 Siemens Aktiengesellschaft Positions- und Geschwindigkeitsermittlung durch Kooperation zwischen einer Mehrzahl von Fahrzeugen
DE102018213581A1 (de) * 2018-08-13 2020-02-13 Siemens Mobility GmbH Verfahren zum Kollisionsschutz von Schienenfahrzeugen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014203666A1 (de) * 2014-02-28 2015-09-03 Siemens Aktiengesellschaft Verfahren und Anordnung zum Betreiben funkzugbeeinflusster spurgebundener Fahrzeuge
US20210229715A1 (en) * 2018-11-30 2021-07-29 Westinghouse Air Brake Technologies Corporation Vehicle warning system
US20200189633A1 (en) * 2018-12-14 2020-06-18 Thales Canada Inc Rail vehicle obstacle avoidance and vehicle localization

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