EP2849985A1 - Determining the position of rail vehicles - Google Patents

Determining the position of rail vehicles

Info

Publication number
EP2849985A1
EP2849985A1 EP13729672.9A EP13729672A EP2849985A1 EP 2849985 A1 EP2849985 A1 EP 2849985A1 EP 13729672 A EP13729672 A EP 13729672A EP 2849985 A1 EP2849985 A1 EP 2849985A1
Authority
EP
European Patent Office
Prior art keywords
time
rail vehicle
busy signal
sbz
track
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP13729672.9A
Other languages
German (de)
French (fr)
Other versions
EP2849985B1 (en
Inventor
Jens Braband
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
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 AG filed Critical Siemens AG
Publication of EP2849985A1 publication Critical patent/EP2849985A1/en
Application granted granted Critical
Publication of EP2849985B1 publication Critical patent/EP2849985B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • 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
    • B61L1/18—Railway track circuits
    • 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
    • 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
    • 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
    • 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

Definitions

  • the invention relates to a method for generating a location, which indicates the position of a rail vehicle on a railway track system.
  • balises for example so-called Euro-balises or ETCS balises, which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes.
  • ETCS balises which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes.
  • the use of such balises is not always desirable for cost reasons.
  • the invention has for its object to provide a location of rail vehicles on a railway track easily and inexpensively.
  • the invention provides that with a track ⁇ jemelde issued a busy signal is generated, which assigns the occupancy of the track section by the rail vehicle ⁇ as soon as the rail vehicle occupies the monitored by the Gleisokomelde- device track section, the busy signal with a time stamp to form a time ⁇ NEN claim related busy signal is provided, indicating the time of Bele ⁇ supply of the track section, the time-related busy Signal is transmitted to a control device monitoring the track-free reporting device, the time-related busy signal from the guide to the rail vehicle wei ⁇ ter meeting and on the rail vehicle based on the time-related busy signal, the current position of the rail ⁇ nenindis is determined and the location is formed.
  • a significant advantage of the method according to the invention is that it is possible to dispense with the use of balises for the transmission of locating signals.
  • the actual task is to monitor the occupancy state of a Gleisab ⁇ section of railway track system.
  • the main-track free reporting device is so inventively double ge ⁇ uses, namely to determine the occupancy status of the track section and also for generating signals to the rail vehicle with which the rail vehicle can determine its current position themselves.
  • the Gleisokomelde- device is thus verwen ⁇ det as a kind of virtual balise, which sends a signal to the rail vehicle via a guide, whereby a rail vehicle side Or ⁇ tion is made possible.
  • a particularly simple and therefore advantageous can be rail-vehicle-determine the current position and form the local ⁇ indication when a computing device of the rail vehicle on the basis of a stored route map and on the basis of time-related busy signal, the position of the rail vehicle at the time related by the busy Signal angege ⁇ benen time determined.
  • the computing device based on the speed of the rail vehicle in the time interval between that of the time-related Busy signal indicated time and the time of Be ⁇ determination of the current position determines the distance traveled by the rail vehicle in this time interval and the current position of the rail vehicle by adding the distance to the position to that of the time-related busy signal calculated time.
  • a correction is made taking into account the distance that the
  • the track-free signaling device attracts a light emitted from a global len navigation satellite system time information for determining the time of occupancy of the Gleisab ⁇ -section and forms the time stamp with the time information.
  • the rail vehicle comprises a positioning device based on a global navigation satellite system
  • a second location is formed with the satellite-based positioning device, and the second location is is compared with the current position of the rail vehicle determined on the basis of the time-related busy signal.
  • two locations are thus formed, which are compared with each other in order to avoid a fault location.
  • an error signal is generated when the monitoring deviate ⁇ between the time-related basis of the busy signal determined current position of the rail vehicle and the second location information reaches or exceeds a predetermined threshold.
  • the guide transmits the time-related busy signal together with a train identifier identifying the retracted train in the track section.
  • the transmission of a train ID allows rail vehicles receiving the time-related busy signal to check whether this signal is actually to be evaluated or not. Represents the rail vehicle as part of the evaluation of the train ID determines that the busy signal ge for its own rail car ⁇ is not covered, it can avoid the further evaluation of the busy signal.
  • the invention also relates to a track free ⁇ signaling device, which is suitable ⁇ conceive a busy signal to it that indicates the availability of a processing monitored by the Gleisokomeldeeinrich- track section by a railway vehicle when the railway vehicle the track section be ⁇ sets.
  • the main-track-free signaling device comprises a time determining means, which is suitable to provide the busy signal with a time stamp un ⁇ ter form a time-related busy signal indicative of the time of occupancy of the track section.
  • the invention also relates to a railroad track system with a guide of a track-free signaling device in communication with the guide device.
  • the Leit ⁇ device is configured such that it forwards the Zeitbezoge ⁇ Busy signal after receipt of the track-free alarm device to the rail vehicle.
  • the invention also relates to a rail vehicle with a locating device.
  • the locating device has a receiving device for receiving a time stamped busy signal and a computing device which is programmed to use a stored route map and based on the time-related busy signal to the position of the rail vehicle the time specified by the time-related busy signal ermit ⁇ determined.
  • FIG 2 shows a first embodiment of a Leitein ⁇ direction, as can be used in the railway track system ge ⁇ Mäss Figure 1
  • 3 shows a second embodiment of a dung OF INVENTION ⁇ proper guide for the railway track system according to Figure 1
  • Figure 4 can analyze a first embodiment of a rail vehicle ⁇ , the time-related busy signals of the track-free signaling device of the railway track system according to Figure 1, and
  • Figure 5 can evaluate a second embodiment of a dung OF INVENTION ⁇ according rail vehicle, the time-related busy signals of a track-free signaling device.
  • the same reference numbers are always used in the figures for identical or comparable components.
  • FIG. 1 shows a railway track system 10 whose track section 15 is monitored by a track-free signaling device 20.
  • the track-free reporting device 20 comprises two or more sensors 21 and 22 which generate sensor signals S1 and S2, on the basis of which the track-free reporting device 20 can determine the slip state of the track section 15.
  • the sensors can be formed by axle counters or by crossing points of track circuits.
  • the Sen ⁇ sensors of the track-free signaling device 20 are formed by crossing points of one or more track circuits, it is considered advantageous if the one or more track circuits extend over the entire track section 15 and ei ⁇ ne plurality of crossing points is present.
  • the track-free signaling device 20 is connected to a guide device 30, which is equipped with a radio device.
  • the railway track system 10 can be operated, for example, as follows: Driving a rail vehicle 40 in the track section 15 of the egg ⁇ senbahngleisstrom 10 along the direction of the arrow P a, this is detected by the sensor 21 of the train detection means 20 and signaled by means of the sensor signal Sl.
  • the track ⁇ fingermelde worn 20 will recognize the slip state of the track section 15 based on the sensor signal Sl and generate a corre ⁇ sponding busy signal.
  • This busy signal is provided to the track vacancy signaling device 20 with a time stamp, forming a time-related busy signal SBZ.
  • Timestamp indicates the time at which the track section 15 has been occupied by the rail vehicle 40.
  • the time-related busy signal SBZ reaches the guide device 30 which transmits it to the rail vehicle 40 as a radio signal SBZF by means of a radio device.
  • the radio signal SBZF may also contain a train identifier which designates the train which would have to have entered the track section 15 in accordance with a predetermined timetable. The transmission of such a train identifier is advantageous, but not mandatory.
  • the rail vehicle 40 After receiving the radio signal SBZF and the time-related busy signal SBZ contained therein, the rail vehicle 40 determines its position on the basis of a stored route map and on the basis of the time-related busy signal SBZ. Such a position determination is readily possible if the stored route map has the track section 15 of the railway track system 10.
  • the rail vehicle 40 may also consider its own speed and based on the speed in the time interval between the time specified by the time-related busy signal SBZ time and the current time of determining the current position Determine the distance traveled by the rail vehicle 40 in the ⁇ sem time interval.
  • the current position of the Rail vehicle 40 may then be calculated by adding the distance to the position indicated by the time-related busy signal SBZ.
  • it enables the formed by the Gleisokomeldeein ⁇ direction 20 time-related busy signal SBZ which is durge of the guide device 30 to the rail vehicle 40 ⁇ passes to determine the rail vehicle 40, its current position and to form a corresponding geographic location.
  • FIG. 2 shows an exemplary embodiment of a track free ⁇ signaling device 20, such as may be employed in the railway track system 10 according to FIG. 1
  • the train detection device 20 according to figure 2 has a Belegungserkennungsein- direction 100 which communicates with the sensors 21 and 22 according to FIG 1 in compound and its sensor signals Sl and S2 evaluates ⁇ .
  • the occupancy recognition device 100 may be a conventional device with which the occupancy state of a track section can be detected.
  • the occupancy detection device 100 may, for example, the
  • the occupancy detection device 100 can thus resort to conventional methods for occupancy detection.
  • the occupancy detection device 100 generates on the output side a busy signal SB, which is transmitted to a control device 110 of the track-free-reporting device 20.
  • the control device 110 is connected to a time determination device 120, which transmits a time information SZ to the control device 110.
  • the control device 110 moves into a position to provide the busy signal SB with a time stamp indicating the time of occupancy of the track section 15 when a rail vehicle 40 in the Gleisab cut ⁇ 15 and this is ,
  • the busy signal SB provided with the time stamp or the time information SZ is output as the time-related busy signal SBZ at the output A20 of the track-free signaling device 20 (see FIG.
  • the time determination device 120 is a satellite-based time determination device that evaluates navigation signals of a global navigation satellite system 200 shown only schematically in FIG. 2 and forms the respective time or time information SZ using the time base of the global navigation satellite system 200 ,
  • the Na ⁇ vigationssignale are exemplary marked with the reference numbers Be ⁇ GPS in FIG. 2
  • the time-related busy signal SBZ is subsequently formed by the control device 110, as has already been explained above.
  • FIG. 3 shows a second exemplary embodiment of a track-free signaling device 20, as can be used in the railroad track system 10 according to FIG.
  • a synchronized radio clock 130 is synchronized by a radio out ⁇ radiated time signal ZS.
  • ZS a radio out ⁇ radiated time signal
  • the Zeitsig ⁇ nal ZS can, for example, be the time signal emitted by the stationed in Frankfurt longwave transmitter DZF77.
  • the long-wave transmitter is identified by the reference numeral 300 in FIG.
  • the time information (time) SZ formed by the synchronized radio clock 130 is evaluated by the controller 110 to provide the busy signal SB of Belegungserkennungsein- direction 100 with a time stamp and the time ⁇ related busy signal SBZ at the output A20 of the track free reporting ⁇ device 20 to produce.
  • 4 shows an exemplary embodiment of a rail ⁇ vehicle 40, which is adapted to evaluate a time-related busy signal SBZ a track signaling device and to determine its own current position based on which.
  • the rail vehicle 40 comprises a computing device 410 which is connected to a receiving device 420 and a memory 430.
  • a route map SP is stored, the data D on the railway track system 10 according to Figure 1 and on the monitored from the track ⁇ glasse worn 20 track section 15 according to Figure 1 includes.
  • the receiving device 420 is able to receive the radio signal SBZF transmitted by radio from the guide device 30 according to FIG. 1 and to extract the time-related occupancy signal SBZ contained therein.
  • the extracted time-related busy signal SBZ is übertra ⁇ gen to the computing device 410th
  • the computing device 410 is programmed by means of a software module SM1 such that it determines the current position of the rail vehicle 40 on the basis of the time-related busy signal SBZ and the data D of the route map SP. Thereby, the computing device 410, the time interval Zvi ⁇ rule the time specified in the time stamp and the current time has passed into account by determining based on the speed of the rail vehicle 40 in this time ⁇ interval the distance which traveled by the rail vehicle 40 in the meantime Has. Subsequently, the
  • Calculator 410 calculate the current position of the rail vehicle 40 by adding this distance to the position resulting from the time-related busy signal SBZ and the route map SP compute.
  • the computing device 410 After determining the current position of the rail vehicle 40, the computing device 410 generates an output side Location OA, which indicates the current position of the rail vehicle ⁇ 40.
  • FIG. 5 shows a second embodiment for a railway vehicle 40, which may be operated on the railway track system 10 ge ⁇ Telss Figure 1 and the radio signal SBZF the guide device 30 according to Figure 1 in order to determine the current position is able to evaluate.
  • the rail vehicle 40 according to FIG. 5 additionally comprises, in addition to the computing device 410, the receiving device 420 and the memory 430 which have already been explained in connection with FIG.
  • a satellite-supported locating device 440 which can receive navigation signals GPS from a global navigation satellite system 200 ,
  • the satellite positioning device 440 forms, with the Na ⁇ vigationssignalen a second GPS Location OA2, which come to the computing device 410th
  • the computing device 410 is programmed in the embodiment ge ⁇ Gurss figure 5 with two software modules SM1 and SM2.
  • the first software module SM1 serves to evaluate the time-related busy signal SBZ of the receiving device 420 as well as the data D of the route map SP and to form a first local reference OA1.
  • the second software module SM2 serves to compare the first location information OA1 of the first software module SM1 with the second location information OA2 of the satellite-based location device 440. If the two location details OA1 and OA2 substantially coincide, the arithmetic unit 410 with the two locations OA1 and OA2, for example by means of averaging, will form an averaged location information OA which is output at the output A410 of the arithmetic unit 410.
  • the computing device 410 will generate at its output A410 an error signal F with which the arithmetic unit means 410 indicates that a unambiguous Ortsbestim ⁇ determination is not possible, since the second location specified by the satellite-based location device 440 OA2 deviates too much from the first location with the time-based occupancy signal SBZ formed first location information OA1.

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  • 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

The invention relates to a method for generating location information (OA) which indicates a position of a rail vehicle (40) on a railway track system (10). According to the invention there is provision that an occupied signal (SB) is generated with a track-clear signalling device (20), which occupied signal (SB) indicates the occupation of the track section (15) by the rail vehicle (40) as soon as the rail vehicle (40) occupies the track section (15) monitored by the track-clear signalling device (20), the occupied signal (SB) is provided with a time stamp to form a time-related occupied signal (SBZ) which indicates the time of occupation of the track section (15), the time-related occupied signal (SBZ) is transmitted to a control device (30) which monitors the track-clear signalling device (20), the time-related occupied signal (SBZ) is passed on from the control device (30) to the rail vehicle (40), and at the rail vehicle (40) the current position of the rail vehicle (40) is determined by means of the time-related occupied signal (SBZ) and the location information (OA) is formed.

Description

Beschreibung description
Positionsbestimmung von Schienenfahrzeugen Die Erfindung bezieht sich auf ein Verfahren zum Erzeugen einer Ortsangabe, die die Position eines Schienenfahrzeugs auf einer Eisenbahngleisanlage angibt. The invention relates to a method for generating a location, which indicates the position of a rail vehicle on a railway track system.
Bekanntermaßen können Eisenbahngleisanlagen mit sogenannten Balisen, beispielsweise sogenannten Euro-Balisen oder ETCS- Balisen ausgestattet werden, die als feste Ortungsmarken arbeiten und Funksignale erzeugen, die von Schienenfahrzeugen empfangen und zur Ortungsbestimmung ausgewertet werden können. Der Einsatz solcher Balisen ist jedoch aus Kostengründen nicht immer wünschenswert. As is known, railway track installations can be equipped with so-called balises, for example so-called Euro-balises or ETCS balises, which operate as fixed location markers and generate radio signals that can be received by rail vehicles and evaluated for locating purposes. However, the use of such balises is not always desirable for cost reasons.
Darüber hinaus ist bekannt, Eisenbahngleisanlagen mit Gleisfreimeldeeinrichtungen auszustatten, die auf sogenannten Gleisstromkreisen oder Achszählern basieren können, um den Belegt-Zustand von Gleisabschnitten zu erfassen. In addition, it is known to equip railway track systems with track-free reporting devices that can be based on so-called track circuits or axle counters to detect the busy condition of track sections.
Der Erfindung liegt die Aufgabe zugrunde, eine Ortung von Schienenfahrzeugen auf einer Eisenbahngleisanlage einfach und kostengünstig zu ermöglichen. The invention has for its object to provide a location of rail vehicles on a railway track easily and inexpensively.
Diese Aufgabe wird erfindungsgemäß durch ein Verfahren mit den Merkmalen gemäß Patentanspruch 1 gelöst. Vorteilhafte Ausgestaltungen des erfindungsgemäßen Verfahrens sind in Unteransprüchen angegeben. This object is achieved by a method having the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in subclaims.
Danach ist erfindungsgemäß vorgesehen, dass mit einer Gleis¬ freimeldeeinrichtung ein Belegt-Signal erzeugt wird, das die Belegung des Gleisabschnitts durch das Schienenfahrzeug an¬ gibt, sobald das Schienenfahrzeug den von der Gleisfreimelde- einrichtung überwachten Gleisabschnitt belegt, das Belegt- Signal mit einem Zeitstempel unter Bildung eines zeitbezoge¬ nen Belegt-Signal versehen wird, das den Zeitpunkt der Bele¬ gung des Gleisabschnitts angibt, das zeitbezogene Belegt- Signal an eine die Gleisfreimeldeeinrichtung überwachende Leiteinrichtung übermittelt wird, das zeitbezogene Belegt- Signal von der Leiteinrichtung an das Schienenfahrzeug wei¬ tergeleitet wird und auf dem Schienenfahrzeug anhand des zeitbezogenen Belegt-Signals die aktuelle Position des Schie¬ nenfahrzeugs ermittelt wird und die Ortsangabe gebildet wird. Thereafter, the invention provides that with a track ¬ freimeldeeinrichtung a busy signal is generated, which assigns the occupancy of the track section by the rail vehicle ¬ as soon as the rail vehicle occupies the monitored by the Gleisfreimelde- device track section, the busy signal with a time stamp to form a time ¬ NEN claim related busy signal is provided, indicating the time of Bele ¬ supply of the track section, the time-related busy Signal is transmitted to a control device monitoring the track-free reporting device, the time-related busy signal from the guide to the rail vehicle wei ¬ terleiten and on the rail vehicle based on the time-related busy signal, the current position of the rail ¬ nenfahrzeugs is determined and the location is formed.
Ein wesentlicher Vorteil des erfindungsgemäßen Verfahrens besteht darin, dass auf den Einsatz von Balisen zur Übermitt- lung von Ortungssignalen verzichtet werden kann. Erfindungsgemäß ist nämlich vorgesehen, zur Ortung sowieso vorhandene Gleisfreimeldeeinrichtungen heranzuziehen, deren eigentliche Aufgabe darin besteht, den Belegt-Zustand eines Gleisab¬ schnitts der Eisenbahngleisanlage zu überwachen. Die Gleis- freimeldeeinrichtung wird erfindungsgemäß also doppelt ge¬ nutzt, nämlich zur Feststellung des Belegungszustandes des Gleisabschnitts sowie zusätzlich zur Erzeugung von Signalen an das Schienenfahrzeug, mit dem das Schienenfahrzeug seine aktuelle Position selbst bestimmen kann. Die Gleisfreimelde- einrichtung wird somit als eine Art virtuelle Balise verwen¬ det, die über eine Leiteinrichtung ein Signal zum Schienenfahrzeug übersendet, wodurch eine schienenfahrzeugseitige Or¬ tung ermöglicht wird. Besonders einfach und damit vorteilhaft lässt sich schienen- fahrzeugseitig die aktuelle Position bestimmen und die Orts¬ angabe bilden, wenn eine Recheneinrichtung des Schienenfahrzeugs anhand einer abgespeicherten Streckenkarte und anhand des zeitbezogenen Belegt-Signals die Position des Schienen- fahrzeugs zu dem von dem zeitbezogenen Belegt-Signal angege¬ benen Zeitpunkt ermittelt. A significant advantage of the method according to the invention is that it is possible to dispense with the use of balises for the transmission of locating signals. According to the invention is namely provided of using existing train detection systems for locating anyway, the actual task is to monitor the occupancy state of a Gleisab ¬ section of railway track system. The main-track free reporting device is so inventively double ge ¬ uses, namely to determine the occupancy status of the track section and also for generating signals to the rail vehicle with which the rail vehicle can determine its current position themselves. The Gleisfreimelde- device is thus verwen ¬ det as a kind of virtual balise, which sends a signal to the rail vehicle via a guide, whereby a rail vehicle side Or ¬ tion is made possible. A particularly simple and therefore advantageous can be rail-vehicle-determine the current position and form the local ¬ indication when a computing device of the rail vehicle on the basis of a stored route map and on the basis of time-related busy signal, the position of the rail vehicle at the time related by the busy Signal angege ¬ benen time determined.
Da die Übersendung des zeitbezogenen Belegt-Signals von der Gleisfreimeldeeinrichtung über die Leiteinrichtung zum Schie- nenfahrzeug mitunter einen nicht unerheblichen Zeitversatz aufweisen kann, wird es als vorteilhaft angesehen, wenn die Recheneinrichtung anhand der Geschwindigkeit des Schienenfahrzeugs im Zeitintervall zwischen dem von dem zeitbezogenen Belegt-Signal angegebenen Zeitpunkt und dem Zeitpunkt der Be¬ stimmung der aktuellen Position die Wegstrecke ermittelt, die das Schienenfahrzeug in diesem Zeitintervall zurückgelegt hat und die aktuelle Position des Schienenfahrzeugs durch Addi- tion der Wegstrecke zu der Position zu dem von dem zeitbezogenen Belegt-Signal angegebenen Zeitpunkt berechnet. Bei die¬ ser Ausgestaltung des Verfahrens wird also eine Korrektur vorgenommen, die die Wegstrecke berücksichtigt, die das Since the transmission of the time-related busy signal from the track-free reporting device via the guide to the rail vehicle can sometimes have a significant time offset, it is considered advantageous if the computing device based on the speed of the rail vehicle in the time interval between that of the time-related Busy signal indicated time and the time of Be ¬ determination of the current position determines the distance traveled by the rail vehicle in this time interval and the current position of the rail vehicle by adding the distance to the position to that of the time-related busy signal calculated time. In the ¬ ser embodiment of the method so a correction is made taking into account the distance that the
Schienenfahrzeug in der Zeit zwischen der Einfahrt in den Gleisabschnitt und der Berechnung der aktuellen Position zurückgelegt hat. Rail vehicle in the time between the entrance to the track section and the calculation of the current position has covered.
Zur Bildung des Zeitstempels wird es als vorteilhaft angese¬ hen, wenn die Gleisfreimeldeeinrichtung ein von einem globa- len Navigationssatellitensystem ausgesandte Zeitinformation zur Ermittlung des Zeitpunkts der Belegung des Gleisab¬ schnitts heranzieht und mit der Zeitinformation den Zeitstempel bildet. Um die mittels des zeitbezogenen Belegt-Signals gebildete Ortsangabe zu plausibilisieren bzw. zu überprüfen, wird es als vorteilhaft angesehen, wenn das Schienenfahrzeug eine auf ein globales Navigationssatellitensystem gestützte Ortungseinrichtung umfasst, eine zweite Ortsangabe mit der satelli- tengestützten Ortungseinrichtung gebildet wird und die zweite Ortsangabe mit der anhand des zeitbezogenen Belegt-Signals ermittelten aktuellen Position des Schienenfahrzeugs verglichen wird. Bei dieser Ausgestaltung werden also zwei Ortsangaben gebildet, die miteinander verglichen werden, um eine Fehlortung zu vermeiden. For the formation of the time stamp, it is advantageous angese ¬ hen, when the track-free signaling device attracts a light emitted from a global len navigation satellite system time information for determining the time of occupancy of the Gleisab ¬-section and forms the time stamp with the time information. In order to validate or verify the location information formed by the time-related busy signal, it is considered advantageous if the rail vehicle comprises a positioning device based on a global navigation satellite system, a second location is formed with the satellite-based positioning device, and the second location is is compared with the current position of the rail vehicle determined on the basis of the time-related busy signal. In this embodiment, two locations are thus formed, which are compared with each other in order to avoid a fault location.
Als besonders vorteilhaft wird es angesehen, wenn die Or¬ tungseinrichtung des Schienenfahrzeugs dasselbe globale Navi¬ gationssatellitensystem nutzt wie die Gleisfreimeldeeinrich- tung zur Bildung des Zeitstempels. Especially advantageous is considered when the Or ¬ processing device of the rail vehicle the same global Navi ¬ gationssatellitensystem uses as the Gleisfreimeldeeinrich- processing for the formation of the timestamp.
Vorzugsweise wird ein Fehlersignal erzeugt, wenn die Abwei¬ chung zwischen der anhand des zeitbezogenen Belegt-Signals ermittelten aktuellen Position des Schienenfahrzeugs und der zweiten Ortsangabe eine vorgegebene Schwelle erreicht oder überschreitet . Darüber hinaus wird es als vorteilhaft angesehen, wenn die Leiteinrichtung das zeitbezogene Belegt-Signal zusammen mit einer Zugkennung übersendet, die den in den Gleisabschnitt eingefahrenen Zug kennzeichnet. Die Übersendung einer Zugkennung ermöglicht es den Schienenfahrzeugen, die das zeitbezo- gene Belegt-Signal empfangen, zu überprüfen, ob dieses Signal tatsächlich auszuwerten ist oder nicht. Stellt das Schienenfahrzeug im Rahmen der Auswertung der Zugkennung fest, dass das Belegt-Signal nicht für das eigene Schienenfahrzeug ge¬ dacht ist, kann es die weitere Auswertung des Belegt-Signals vermeiden. Preferably, an error signal is generated when the monitoring deviate ¬ between the time-related basis of the busy signal determined current position of the rail vehicle and the second location information reaches or exceeds a predetermined threshold. In addition, it is considered advantageous if the guide transmits the time-related busy signal together with a train identifier identifying the retracted train in the track section. The transmission of a train ID allows rail vehicles receiving the time-related busy signal to check whether this signal is actually to be evaluated or not. Represents the rail vehicle as part of the evaluation of the train ID determines that the busy signal ge for its own rail car ¬ is not covered, it can avoid the further evaluation of the busy signal.
Die Erfindung bezieht sich darüber hinaus auf eine Gleisfrei¬ meldeeinrichtung, die geeignet ist, ein Belegt-Signal zu er¬ zeugen, das die Belegung eines von der Gleisfreimeldeeinrich- tung überwachten Gleisabschnitts durch ein Schienenfahrzeug angibt, sobald das Schienenfahrzeug den Gleisabschnitt be¬ legt . The invention also relates to a track free ¬ signaling device, which is suitable ¬ conceive a busy signal to it that indicates the availability of a processing monitored by the Gleisfreimeldeeinrich- track section by a railway vehicle when the railway vehicle the track section be ¬ sets.
Erfindungsgemäß ist diesbezüglich vorgesehen, dass die Gleis- freimeldeeinrichtung eine Zeitbestimmungseinrichtung umfasst, die geeignet ist, das Belegt-Signal mit einem Zeitstempel un¬ ter Bildung eines zeitbezogenen Belegt-Signals zu versehen, das den Zeitpunkt der Belegung des Gleisabschnitts angibt. Bezüglich der Vorteile der erfindungsgemäßen Gleisfreimeldeeinrichtung sei auf die obigen Ausführungen im Zusammenhang mit dem erfindungsgemäßen Verfahren verwiesen, da die Vorteile der erfindungsgemäßen Gleisfreimeldeeinrichtung denen des erfindungsgemäßen Verfahrens im Wesentlichen entsprechen. According to the invention in this regard provided that the main-track-free signaling device comprises a time determining means, which is suitable to provide the busy signal with a time stamp un ¬ ter form a time-related busy signal indicative of the time of occupancy of the track section. With regard to the advantages of the track-free signaling device according to the invention, reference is made to the above statements in connection with the method according to the invention, since the advantages of the track-free-reporting device according to the invention essentially correspond to those of the method according to the invention.
Die Erfindung bezieht sich darüber hinaus auf eine Eisenbahngleisanlage mit einer Leiteinrichtung einer mit der Leiteinrichtung in Verbindung stehenden Gleisfreimeldeeinrichtung. Erfindungsgemäß ist diesbezüglich vorgesehen, dass die Leit¬ einrichtung derart ausgestaltet ist, dass sie das zeitbezoge¬ ne Belegt-Signal nach Empfang von der Gleisfreimeldeeinrich- tung an das Schienenfahrzeug weiterleitet. Bezüglich der Vor¬ teile der erfindungsgemäßen Eisenbahngleisanlage sei auf die obigen Ausführungen im Zusammenhang mit dem erfindungsgemäßen Verfahren verwiesen, da die Vorteile der erfindungsgemäßen Eisenbahngleisanlage denen des erfindungsgemäßen Verfahrens im Wesentlichen entsprechen. The invention also relates to a railroad track system with a guide of a track-free signaling device in communication with the guide device. According to the invention it is provided in this regard that the Leit ¬ device is configured such that it forwards the Zeitbezoge ¬ Busy signal after receipt of the track-free alarm device to the rail vehicle. With regard to the pre ¬ parts of the railway track system according to the invention, reference is made to the above statements in connection with the method according to the invention, since the advantages of the railway track system according to the invention substantially correspond to those of the inventive method.
Die Erfindung bezieht sich außerdem auf ein Schienenfahrzeug mit einer Ortungseinrichtung. Erfindungsgemäß ist bezüglich des Schienenfahrzeugs vorgesehen, dass die Ortungseinrichtung eine Empfangseinrichtung zum Empfang eines mit einem Zeitstempel versehenen Belegt-Signals und eine Recheneinrichtung aufweist, die derart programmiert ist, dass sie anhand einer abgespeicherten Streckenkarte und anhand des zeitbezogenen Belegt-Signals die Position des Schienenfahrzeugs zu dem von dem zeitbezogenen Belegt-Signal angegebenen Zeitpunkt ermit¬ telt. Bezüglich der Vorteile des erfindungsgemäßen Schienenfahrzeugs sei auf die obigen Ausführungen im Zusammenhang mit dem erfindungsgemäßen Verfahren verwiesen, da die Vorteile des erfindungsgemäßen Verfahrens denen des erfindungsgemäßen Schienenfahrzeugs im Wesentlichen entsprechen. The invention also relates to a rail vehicle with a locating device. According to the invention, it is provided with respect to the rail vehicle that the locating device has a receiving device for receiving a time stamped busy signal and a computing device which is programmed to use a stored route map and based on the time-related busy signal to the position of the rail vehicle the time specified by the time-related busy signal ermit ¬ determined. With regard to the advantages of the rail vehicle according to the invention, reference is made to the above statements in connection with the method according to the invention, since the advantages of the method according to the invention essentially correspond to those of the rail vehicle according to the invention.
Die Erfindung wird nachfolgend anhand von Ausführungsbeispie¬ len näher erläutert; dabei zeigen beispielhaft Figur 1 ein Ausführungsbeispiel für eine erfindungsgemäße The invention will be explained in more detail with reference to Ausführungsbeispie ¬ len; 1 shows an exemplary embodiment of an inventive
Eisenbahngleisanlage, die mit einer Leiteinrich¬ tung und einer Gleisfreimeldeeinrichtung ausgestattet ist, Figur 2 ein erstes Ausführungsbeispiel für eine Leitein¬ richtung, wie sie bei der Eisenbahngleisanlage ge¬ mäß Figur 1 einsetzbar ist, Figur 3 ein zweites Ausführungsbeispiel für eine erfin¬ dungsgemäße Leiteinrichtung für die Eisenbahngleisanlage gemäß Figur 1, Railway track system, which is equipped with a Leiteinrich ¬ tung and a track-free signaling device, FIG 2 shows a first embodiment of a Leitein ¬ direction, as can be used in the railway track system ge ¬ Mäss Figure 1, 3 shows a second embodiment of a dung OF INVENTION ¬ proper guide for the railway track system according to Figure 1,
Figur 4 ein erstes Ausführungsbeispiel für ein Schienen¬ fahrzeug, das zeitbezogene Belegt-Signale der Gleisfreimeldeeinrichtung der Eisenbahngleisanlage gemäß Figur 1 auswerten kann, und Figure 4 can analyze a first embodiment of a rail vehicle ¬, the time-related busy signals of the track-free signaling device of the railway track system according to Figure 1, and
Figur 5 ein zweites Ausführungsbeispiel für ein erfin¬ dungsgemäßes Schienenfahrzeug, das zeitbezogene Belegt-Signale einer Gleisfreimeldeeinrichtung auswerten kann. In den Figuren werden der Übersicht halber für identische oder vergleichbare Komponenten stets dieselben Bezugszeichen verwendet . Figure 5 can evaluate a second embodiment of a dung OF INVENTION ¬ according rail vehicle, the time-related busy signals of a track-free signaling device. For the sake of clarity, the same reference numbers are always used in the figures for identical or comparable components.
Die Figur 1 zeigt eine Eisenbahngleisanlage 10, deren Gleis- abschnitt 15 von einer Gleisfreimeldeeinrichtung 20 überwacht wird. Die Gleisfreimeldeeinrichtung 20 umfasst bei dem Ausführungsbeispiel gemäß Figur 1 zwei oder mehr Sensoren 21 und 22, die Sensorsignale Sl und S2 erzeugen, auf deren Basis die Gleisfreimeldeeinrichtung 20 den Belegzustand des Gleisab- Schnitts 15 ermitteln kann. Die Sensoren können durch Achszähleinrichtungen oder durch Kreuzungspunkte von Gleisstromkreisen gebildet werden. Insbesondere im Fall, wenn die Sen¬ soren der Gleisfreimeldeeinrichtung 20 durch Kreuzungspunkte eines oder mehrerer Gleisstromkreise gebildet werden, wird es als vorteilhaft angesehen, wenn sich der oder die Gleisstromkreise über den gesamten Gleisabschnitt 15 erstrecken und ei¬ ne Mehrzahl an Kreuzungspunkten vorhanden ist. FIG. 1 shows a railway track system 10 whose track section 15 is monitored by a track-free signaling device 20. In the exemplary embodiment according to FIG. 1, the track-free reporting device 20 comprises two or more sensors 21 and 22 which generate sensor signals S1 and S2, on the basis of which the track-free reporting device 20 can determine the slip state of the track section 15. The sensors can be formed by axle counters or by crossing points of track circuits. In particular, in the case when the Sen ¬ sensors of the track-free signaling device 20 are formed by crossing points of one or more track circuits, it is considered advantageous if the one or more track circuits extend over the entire track section 15 and ei ¬ ne plurality of crossing points is present.
Die Gleisfreimeldeeinrichtung 20 steht mit einer Leiteinrichtung 30 in Verbindung, die mit einer Funkeinrichtung ausge- stattet ist.  The track-free signaling device 20 is connected to a guide device 30, which is equipped with a radio device.
Die Eisenbahngleisanlage 10 lässt sich beispielsweise wie folgt betreiben: Fährt ein Schienfahrzeug 40 in den Gleisabschnitt 15 der Ei¬ senbahngleisanlage 10 entlang der Pfeilrichtung P ein, so wird dies von dem Sensor 21 der Gleisfreimeldeeinrichtung 20 erfasst und mittels des Sensorsignals Sl gemeldet. Die Gleis¬ freimeldeeinrichtung 20 wird anhand des Sensorsignals Sl den Belegzustand des Gleisabschnitts 15 erkennen und ein entspre¬ chendes Belegt-Signal erzeugen. Dieses Belegt-Signal wird die Gleisfreimeldeeinrichtung 20 mit einem Zeitstempel unter Bil- dung eines zeitbezogenen Belegt-Signals SBZ versehen. DerThe railway track system 10 can be operated, for example, as follows: Driving a rail vehicle 40 in the track section 15 of the egg ¬ senbahngleisanlage 10 along the direction of the arrow P a, this is detected by the sensor 21 of the train detection means 20 and signaled by means of the sensor signal Sl. The track ¬ freimeldeeinrichtung 20 will recognize the slip state of the track section 15 based on the sensor signal Sl and generate a corre ¬ sponding busy signal. This busy signal is provided to the track vacancy signaling device 20 with a time stamp, forming a time-related busy signal SBZ. Of the
Zeitstempel gibt den Zeitpunkt an, zu dem der Gleisabschnitt 15 von dem Schienenfahrzeug 40 belegt worden ist. Timestamp indicates the time at which the track section 15 has been occupied by the rail vehicle 40.
Das zeitbezogene Belegt-Signal SBZ gelangt zu der Leitein- richtung 30, die dieses mittels einer Funkeinrichtung als Funksignal SBZF an das Schienenfahrzeug 40 übersendet. Das Funksignal SBZF kann neben dem zeitbezogenen Belegt-Signal SBZ auch eine Zugkennung enthalten, die den Zug bezeichnet, der gemäß vorgegebenen Fahrplan in den Gleisabschnitt 15 ein- gefahren sein müsste. Die Übermittlung einer solchen Zugkennung ist vorteilhaft, aber nicht zwingend erforderlich. The time-related busy signal SBZ reaches the guide device 30 which transmits it to the rail vehicle 40 as a radio signal SBZF by means of a radio device. In addition to the time-related busy signal SBZ, the radio signal SBZF may also contain a train identifier which designates the train which would have to have entered the track section 15 in accordance with a predetermined timetable. The transmission of such a train identifier is advantageous, but not mandatory.
Das Schienenfahrzeug 40 wird nach Empfang des Funksignals SBZF und des darin enthaltenen zeitbezogenen Belegt-Signals SBZ anhand einer abgespeicherten Streckenkarte und anhand des zeitbezogenen Belegt-Signals SBZ seine Position ermitteln. Eine solche Positionsermittlung ist ohne Weiteres möglich, wenn die abgespeicherte Streckenkarte den Gleisabschnitt 15 der Eisenbahngleisanlage 10 aufweist. After receiving the radio signal SBZF and the time-related busy signal SBZ contained therein, the rail vehicle 40 determines its position on the basis of a stored route map and on the basis of the time-related busy signal SBZ. Such a position determination is readily possible if the stored route map has the track section 15 of the railway track system 10.
Bei der Berechnung der aktuellen Position und bei der Bildung der Ortsangabe kann das Schienenfahrzeug 40 darüber hinaus auch seine eigene Geschwindigkeit berücksichtigen und anhand der Geschwindigkeit im Zeitintervall zwischen dem von dem zeitbezogenen Belegt-Signal SBZ angegebenen Zeitpunkt und dem jeweiligen Zeitpunkt der Bestimmung der aktuellen Position die Wegstrecke ermitteln, die das Schienenfahrzeug 40 in die¬ sem Zeitintervall zurückgelegt hat. Die aktuelle Position des Schienenfahrzeugs 40 kann anschließend durch Addition der Wegstrecke zu der Position, die von dem zeitbezogenen Belegt- Signal SBZ angegeben wird, berechnet werden. Zusammengefasst ermöglicht es das von der Gleisfreimeldeein¬ richtung 20 gebildete zeitbezogene Belegt-Signal SBZ, das von der Leiteinrichtung 30 an das Schienenfahrzeug 40 weiterge¬ leitet wird, dem Schienenfahrzeug 40, seine aktuelle Position zu bestimmen und eine entsprechende Ortsangabe zu bilden. In the calculation of the current position and in the formation of the location, the rail vehicle 40 may also consider its own speed and based on the speed in the time interval between the time specified by the time-related busy signal SBZ time and the current time of determining the current position Determine the distance traveled by the rail vehicle 40 in the ¬ sem time interval. The current position of the Rail vehicle 40 may then be calculated by adding the distance to the position indicated by the time-related busy signal SBZ. In summary, it enables the formed by the Gleisfreimeldeein ¬ direction 20 time-related busy signal SBZ which is weiterge of the guide device 30 to the rail vehicle 40 ¬ passes to determine the rail vehicle 40, its current position and to form a corresponding geographic location.
Die Figur 2 zeigt ein Ausführungsbeispiel für eine Gleisfrei¬ meldeeinrichtung 20, wie sie bei der Eisenbahngleisanlage 10 gemäß Figur 1 eingesetzt werden kann. Die Gleisfreimeldeeinrichtung 20 gemäß Figur 2 weist eine Belegungserkennungsein- richtung 100 auf, die mit den Sensoren 21 und 22 gemäß Figur 1 in Verbindung steht und deren Sensorsignale Sl und S2 aus¬ wertet. Bei der Belegungserkennungseinrichtung 100 kann es sich um eine übliche Einrichtung handeln, mit der der Belegungszustand eines Gleisabschnitts erfasst werden kann. Die Belegungserkennungseinrichtung 100 kann beispielsweise die2 shows an exemplary embodiment of a track free ¬ signaling device 20, such as may be employed in the railway track system 10 according to FIG. 1 The train detection device 20 according to figure 2 has a Belegungserkennungsein- direction 100 which communicates with the sensors 21 and 22 according to FIG 1 in compound and its sensor signals Sl and S2 evaluates ¬. The occupancy recognition device 100 may be a conventional device with which the occupancy state of a track section can be detected. The occupancy detection device 100 may, for example, the
Signale von Achszählern, Gleichstromkreisen oder dergleichen auswerten. Bei der Erfassung des Belegungszustandes des Evaluate signals from axle counters, DC circuits or the like. When recording the occupancy status of the
Gleisabschnitts 15 kann die Belegungserkennungseinrichtung 100 also auf übliche Verfahren zur Belegungserkennung zurück- greifen. Track section 15, the occupancy detection device 100 can thus resort to conventional methods for occupancy detection.
Die Belegungserkennungseinrichtung 100 erzeugt ausgangsseitig ein Belegt-Signals SB, das zu einer Steuereinrichtung 110 der Gleisfreimeldeeinrichtung 20 übermittelt wird. Die Steuerein- richtung 110 steht mit einer Zeitbestimmungseinrichtung 120 in Verbindung, die eine Zeitinformation SZ an die Steuereinrichtung 110 übermittelt. Anhand der Zeitinformation SZ der Zeitbestimmungseinrichtung 120 ist die Steuereinrichtung 110 in der Lage, das Belegt-Signal SB mit einem Zeitstempel zu versehen, das den Zeitpunkt der Belegung des Gleisabschnitts 15 angibt, sobald ein Schienenfahrzeug 40 in den Gleisab¬ schnitt 15 einfährt und diesen belegt. Das mit dem Zeitstem¬ pel bzw. der Zeitinformation SZ versehene Belegt-Signal SB wird als zeitbezogenes Belegt-Signal SBZ am Ausgang A20 der Gleisfreimeldeeinrichtung 20 ausgegeben (vgl. Figur 1). The occupancy detection device 100 generates on the output side a busy signal SB, which is transmitted to a control device 110 of the track-free-reporting device 20. The control device 110 is connected to a time determination device 120, which transmits a time information SZ to the control device 110. On the basis of the time information SZ of the time determination means 120, the control device 110 moves into a position to provide the busy signal SB with a time stamp indicating the time of occupancy of the track section 15 when a rail vehicle 40 in the Gleisab cut ¬ 15 and this is , The busy signal SB provided with the time stamp or the time information SZ is output as the time-related busy signal SBZ at the output A20 of the track-free signaling device 20 (see FIG.
Bei dem Ausführungsbeispiel gemäß Figur 2 handelt es sich bei der Zeitbestimmungseinrichtung 120 um eine satellitengestützte Zeitbestimmungseinrichtung, die Navigationssignale eines in der Figur 2 nur schematisch gezeigten globalen Navigationssatellitensystems 200 auswertet und die jeweilige Zeit bzw. die Zeitinformation SZ unter Heranziehung der Zeitbasis des globalen Navigationssatellitensystems 200 bildet. Die Na¬ vigationssignale sind in der Figur 2 beispielhaft mit dem Be¬ zugszeichen GPS gekennzeichnet. In the exemplary embodiment according to FIG. 2, the time determination device 120 is a satellite-based time determination device that evaluates navigation signals of a global navigation satellite system 200 shown only schematically in FIG. 2 and forms the respective time or time information SZ using the time base of the global navigation satellite system 200 , The Na ¬ vigationssignale are exemplary marked with the reference numbers Be ¬ GPS in FIG. 2
Mit dieser aus den Navigationssignalen GPS abgeleiteten Zeit- Information SZ wird nachfolgend von der Steuereinrichtung 110 das zeitbezogene Belegt-Signal SBZ gebildet, wie dies oben bereits erläutert wurde. With this time information SZ derived from the navigation signals GPS, the time-related busy signal SBZ is subsequently formed by the control device 110, as has already been explained above.
Die Figur 3 zeigt ein zweites Ausführungsbeispiel für eine Gleisfreimeldeeinrichtung 20, wie sie bei der Eisenbahngleis¬ anlage 10 gemäß Figur 1 eingesetzt werden kann. Im Unterschied zu dem Ausführungsbeispiel gemäß Figur 2 handelt es sich bei der Zeitbestimmungseinrichtung nicht um eine satellitengestützte Zeitbestimmungseinrichtung, sondern um eine synchronisierte Funkuhr 130, die durch ein per Funk ausge¬ strahltes Zeitsignal ZS synchronisiert wird. Bei dem Zeitsig¬ nal ZS kann es sich beispielsweise um das Zeitsignal handeln, das von dem in Frankfurt am Main stationierten Langwellensender DZF77 ausgesandt wird. Der Langwellensender ist in der Figur 3 mit dem Bezugszeichen 300 gekennzeichnet. FIG. 3 shows a second exemplary embodiment of a track-free signaling device 20, as can be used in the railroad track system 10 according to FIG. In contrast to the embodiment shown in Figure 2 is in the time determination is not a satellite-based timing device but a synchronized radio clock 130 is synchronized by a radio out ¬ radiated time signal ZS. In the Zeitsig ¬ nal ZS can, for example, be the time signal emitted by the stationed in Frankfurt longwave transmitter DZF77. The long-wave transmitter is identified by the reference numeral 300 in FIG.
Die von der synchronisierten Funkuhr 130 gebildete Zeitinformation (Uhrzeit) SZ wird von der Steuereinrichtung 110 ausgewertet, um das Belegt-Signal SB der Belegungserkennungsein- richtung 100 mit einem Zeitstempel zu versehen und das zeit¬ bezogene Belegt-Signal SBZ am Ausgang A20 der Gleisfreimelde¬ einrichtung 20 zu erzeugen. Die Figur 4 zeigt ein Ausführungsbeispiel für ein Schienen¬ fahrzeug 40, das geeignet ist, ein zeitbezogenes Belegt- Signal SBZ einer Gleisfreimeldeeinrichtung auszuwerten und anhand dessen seine eigene aktuelle Position zu bestimmen. The time information (time) SZ formed by the synchronized radio clock 130 is evaluated by the controller 110 to provide the busy signal SB of Belegungserkennungsein- direction 100 with a time stamp and the time ¬ related busy signal SBZ at the output A20 of the track free reporting ¬ device 20 to produce. 4 shows an exemplary embodiment of a rail ¬ vehicle 40, which is adapted to evaluate a time-related busy signal SBZ a track signaling device and to determine its own current position based on which.
Das Schienenfahrzeug 40 umfasst eine Recheneinrichtung 410, die mit einer Empfangseinrichtung 420 sowie einem Speicher 430 in Verbindung steht. In dem Speicher 430 ist eine Streckenkarte SP gespeichert, die Daten D über die Eisenbahn- gleisanlage 10 gemäß Figur 1 sowie über den von der Gleis¬ freimeldeeinrichtung 20 überwachten Gleisabschnitt 15 gemäß Figur 1 umfasst. The rail vehicle 40 comprises a computing device 410 which is connected to a receiving device 420 and a memory 430. In the memory 430, a route map SP is stored, the data D on the railway track system 10 according to Figure 1 and on the monitored from the track ¬ freimeldeeinrichtung 20 track section 15 according to Figure 1 includes.
Die Empfangseinrichtung 420 ist in der Lage, das per Funk von der Leiteinrichtung 30 gemäß Figur 1 übersandte Funksignal SBZF zu empfangen und das darin enthaltene zeitbezogene Be- legt-Signal SBZ zu extrahieren. Das extrahierte zeitbezogene Belegt-Signal SBZ wird an die Recheneinrichtung 410 übertra¬ gen . The receiving device 420 is able to receive the radio signal SBZF transmitted by radio from the guide device 30 according to FIG. 1 and to extract the time-related occupancy signal SBZ contained therein. The extracted time-related busy signal SBZ is übertra ¬ gen to the computing device 410th
Die Recheneinrichtung 410 ist mittels eines Softwaremoduls SM1 derart programmiert, dass sie anhand des zeitbezogenen Belegt-Signals SBZ und der Daten D der Streckenkarte SP die aktuelle Position des Schienenfahrzeugs 40 ermittelt. Dabei kann die Recheneinrichtung 410 das Zeitintervall, das zwi¬ schen der im Zeitstempel angegebenen Zeit und der jeweils aktuellen Zeit vergangen ist, berücksichtigen, indem sie anhand der Geschwindigkeit des Schienenfahrzeugs 40 in diesem Zeit¬ intervall die Wegstrecke ermittelt, die das Schienenfahrzeug 40 zwischenzeitlich zurückgelegt hat. Anschließend kann dieThe computing device 410 is programmed by means of a software module SM1 such that it determines the current position of the rail vehicle 40 on the basis of the time-related busy signal SBZ and the data D of the route map SP. Thereby, the computing device 410, the time interval Zvi ¬ rule the time specified in the time stamp and the current time has passed into account by determining based on the speed of the rail vehicle 40 in this time ¬ interval the distance which traveled by the rail vehicle 40 in the meantime Has. Subsequently, the
Recheneinrichtung 410 die aktuelle Position des Schienenfahrzeugs 40 durch Addition dieser Wegstrecke zu der Position, die sich aus dem zeitbezogenen Belegt-Signal SBZ und der Streckenkarte SP ergibt, berechnen. Calculator 410 calculate the current position of the rail vehicle 40 by adding this distance to the position resulting from the time-related busy signal SBZ and the route map SP compute.
Nach Ermittlung der aktuellen Position des Schienenfahrzeugs 40 erzeugt die Recheneinrichtung 410 ausgangsseitig eine Ortsangabe OA, die die aktuelle Position des Schienenfahr¬ zeugs 40 angibt. After determining the current position of the rail vehicle 40, the computing device 410 generates an output side Location OA, which indicates the current position of the rail vehicle ¬ 40.
Die Figur 5 zeigt ein zweites Ausführungsbeispiel für ein Schienenfahrzeug 40, das auf der Eisenbahngleisanlage 10 ge¬ mäß Figur 1 betrieben werden kann und in der Lage ist, das Funksignal SBZF der Leiteinrichtung 30 gemäß Figur 1 zwecks Ermittlung der aktuellen Position auszuwerten. Das Schienenfahrzeug 40 gemäß Figur 5 umfasst zusätzlich zu der Recheneinrichtung 410, der Empfangseinrichtung 420 und dem Speicher 430, die bereits im Zusammenhang mit der Figur 4 erläutert worden sind, zusätzlich eine satellitengestützte Ortungseinrichtung 440, die Navigationssignale GPS eines glo- balen Navigationssatellitensystems 200 empfangen kann. Die satellitengestützte Ortungseinrichtung 440 bildet mit den Na¬ vigationssignalen GPS eine zweite Ortsangabe OA2, die zu der Recheneinrichtung 410 gelangt. Die Recheneinrichtung 410 ist bei dem Ausführungsbeispiel ge¬ mäß Figur 5 mit zwei Softwaremodulen SM1 und SM2 programmiert. Das erste Softwaremodul SM1 dient dazu, das zeitbezo¬ gene Belegt-Signal SBZ der Empfangseinrichtung 420 sowie die Daten D der Streckenkarte SP auszuwerten und eine erste Orts- angäbe OA1 zu bilden. 5 shows a second embodiment for a railway vehicle 40, which may be operated on the railway track system 10 ge ¬ Mäss Figure 1 and the radio signal SBZF the guide device 30 according to Figure 1 in order to determine the current position is able to evaluate. The rail vehicle 40 according to FIG. 5 additionally comprises, in addition to the computing device 410, the receiving device 420 and the memory 430 which have already been explained in connection with FIG. 4, a satellite-supported locating device 440 which can receive navigation signals GPS from a global navigation satellite system 200 , The satellite positioning device 440 forms, with the Na ¬ vigationssignalen a second GPS Location OA2, which come to the computing device 410th The computing device 410 is programmed in the embodiment ge ¬ Mäss figure 5 with two software modules SM1 and SM2. The first software module SM1 serves to evaluate the time-related busy signal SBZ of the receiving device 420 as well as the data D of the route map SP and to form a first local reference OA1.
Das zweite Softwaremodul SM2 dient dazu, die erste Ortsangabe OA1 des ersten Softwaremoduls SM1 mit der zweiten Ortsangabe OA2 der satellitengestützten Ortungseinrichtung 440 zu ver- gleichen. Stimmen die beiden Ortsangaben OA1 und OA2 im Wesentlichen überein, so wird die Recheneinrichtung 410 mit den beiden Ortsangaben OA1 und OA2, beispielsweise durch Mitt- lung, eine gemittelte Ortsangabe OA bilden, die am Ausgang A410 der Recheneinrichtung 410 ausgegeben wird. The second software module SM2 serves to compare the first location information OA1 of the first software module SM1 with the second location information OA2 of the satellite-based location device 440. If the two location details OA1 and OA2 substantially coincide, the arithmetic unit 410 with the two locations OA1 and OA2, for example by means of averaging, will form an averaged location information OA which is output at the output A410 of the arithmetic unit 410.
Weichen die beiden Ortsangaben OA1 und OA2 jedoch zu sehr voneinander ab, so wird die Recheneinrichtung 410 an ihrem Ausgang A410 ein Fehlersignal F erzeugen, mit dem die Rechen- einrichtung 410 anzeigt, dass eine zweifelsfreie Ortsbestim¬ mung nicht möglich ist, da die von der satellitengestützten Ortungseinrichtung 440 gelieferte zweite Ortsangabe OA2 zu sehr von der mit dem zeitbezogenen Belegt-Signal SBZ gebilde- ten ersten Ortsangabe OA1 abweicht. However, if the two locations OA1 and OA2 deviate too much from one another, the computing device 410 will generate at its output A410 an error signal F with which the arithmetic unit means 410 indicates that a unambiguous Ortsbestim ¬ determination is not possible, since the second location specified by the satellite-based location device 440 OA2 deviates too much from the first location with the time-based occupancy signal SBZ formed first location information OA1.
Obwohl die Erfindung im Detail durch bevorzugte Ausführungs¬ beispiele näher illustriert und beschrieben wurde, so ist die Erfindung nicht durch die offenbarten Beispiele eingeschränkt und andere Variationen können vom Fachmann hieraus abgeleitet werden, ohne den Schutzumfang der Erfindung zu verlassen. Although the invention in detail by preferred execution ¬ examples has been illustrated and described in detail, the invention is not limited by the disclosed examples and other variations can be derived therefrom by the skilled artisan without departing from the scope of the invention.
Bezugs zeichenliste Reference sign list
10 Eisenbahngleisanlage 10 railway tracks
15 Gleisabschnitt  15 track section
20 Gleisfreimeldeeinrichtung20 track-free reporting device
21 Sensor 21 sensor
22 Sensor  22 sensor
30 Leiteinrichtung  30 guide
40 Schienfahrzeug  40 rail vehicle
100 Belegungserkennungseinrichtung100 occupancy detection device
110 Steuereinrichtung 110 control device
120 Zeitbestimmungseinrichtung 120 time determination device
130 Funkuhr 130 radio clock
200 Navigationssatellitensystem 300 Langwellensender  200 navigation satellite system 300 long wave transmitter
410 Recheneinrichtung  410 computing device
420 Empfangseinrichtung  420 receiving device
430 Speicher  430 memory
440 Ortungseinrichtung  440 locating device
A20 Ausgang A20 output
A410 Ausgang  A410 output
D Daten  D data
F Fehlersignal  F error signal
GPS Navigationssignal GPS navigation signal
OA Ortsangabe  OA location
OA1 Ortsangabe  OA1 location
OA2 Ortsangabe  OA2 location
P Pfeilrichtung  P arrow direction
SB Belegt-Signal SB busy signal
SBZ Belegt-Signal  SBZ Busy signal
SBZF Funksignal  SBZF radio signal
SM1 Softwaremodul  SM1 software module
SP Streckenkarte  SP route map
SZ Zeitinformation SZ time information
Sl, S2 Sensorsignal  Sl, S2 sensor signal
ZS Zeitsignal  ZS time signal

Claims

Patentansprüche claims
1. Verfahren zum Erzeugen einer Ortsangabe (OA) , die eine Position eines Schienenfahrzeugs (40) auf einer Eisenbahngleis- anläge (10) angibt, 1. A method for generating a location (OA), which indicates a position of a rail vehicle (40) on a Eisenbahngleis- anläge (10),
d a d u r c h g e k e n n z e i c h n e t, dass d a d u r c h e c e n c i n e s that
mit einer Gleisfreimeldeeinrichtung (20) ein Belegt- Signal (SB) erzeugt wird, das die Belegung des Gleisab¬ schnitts (15) durch das Schienenfahrzeug (40) angibt, so- bald das Schienenfahrzeug (40) den von der Gleisfreimel¬ deeinrichtung (20) überwachten Gleisabschnitt (15) be¬ legt, with a track-free signaling device (20), a busy signal is generated (SB) indicating the occupancy of the Gleisab ¬ section (15) by the rail vehicle (40), soon so-the rail vehicle (40) to (from Gleisfreimel ¬ signaling device 20 ) monitored track section (15) ¬ be inserted,
das Belegt-Signal (SB) mit einem Zeitstempel unter Bil¬ dung eines zeitbezogenen Belegt-Signals (SBZ) versehen wird, das den Zeitpunkt der Belegung des Gleisabschnittsthe busy signal (SB) is provided with a time stamp under Bil ¬ tion of a time-related busy signal (SBZ), which is the time of occupancy of the track section
(15) angibt, (15) indicates
das zeitbezogene Belegt-Signal (SBZ) an eine die Gleis¬ freimeldeeinrichtung (20) überwachende Leiteinrichtung (30) übermittelt wird, the time-related busy signal (SBZ) to a ¬ the track free reporting device (20) monitoring the guide (30) is transmitted,
- das zeitbezogene Belegt-Signal (SBZ) von der Leiteinrich¬ tung (30) an das Schienenfahrzeug (40) weitergeleitet wird und - The time-related busy signal (SBZ) from the Leiteinrich ¬ device (30) to the rail vehicle (40) is forwarded and
auf dem Schienenfahrzeug (40) anhand des zeitbezogenen Belegt-Signals (SBZ) die aktuelle Position des Schienen- fahrzeugs (40) ermittelt wird und die Ortsangabe (OA) ge¬ bildet wird. on the rail vehicle (40) based on the time-related busy signal (SBZ), the current position of the rail vehicle (40) is determined and the location (OA) is ge ¬ forms.
2. Verfahren nach Anspruch 1, 2. The method according to claim 1,
d a d u r c h g e k e n n z e i c h n e t, dass d a d u r c h e c e n c i n e s that
eine Recheneinrichtung (410) des Schienenfahrzeugs (40) an¬ hand einer abgespeicherten Streckenkarte (SP) und anhand des zeitbezogenen Belegt-Signals (SBZ) die Position des Schienenfahrzeugs (40) zu dem von dem zeitbezogenen Belegt-Signal (SBZ) angegebenen Zeitpunkt ermittelt. a computing device (410) of the rail vehicle (40) on the ¬ hand of a stored route map (SP) and based on the time-related busy signal (SBZ) determines the position of the rail vehicle (40) at the time specified by the time-related busy signal (SBZ) ,
3. Verfahren nach Anspruch 2, 3. The method according to claim 2,
d a d u r c h g e k e n n z e i c h n e t, dass die Recheneinrichtung (410) anhand der Geschwindigkeit des Schienenfahrzeugs (40) im Zeitintervall zwischen dem von dem zeitbezogenen Belegt-Signal (SBZ) angegebenen Zeitpunkt und dem Zeitpunkt der Bestimmung der aktuellen Position die characterized in that the computing device (410) based on the speed of the rail vehicle (40) in the time interval between the time specified by the time-related busy signal (SBZ) and the time of determining the current position the
Wegstrecke ermittelt, die das Schienenfahrzeug (40) in diesem Zeitintervall zurückgelegt hat und die aktuelle Position des Schienenfahrzeugs (40) durch Addition der Wegstrecke zu der Position zu dem von dem zeitbezogenen Belegt-Signal (SBZ) angegebenen Zeitpunkt berechnet. Determines the distance traveled by the rail vehicle (40) in this time interval and calculates the current position of the rail vehicle (40) by adding the distance to the position at the time specified by the time-related busy signal (SBZ).
4. Verfahren nach einem der voranstehenden Anprüche, 4. Method according to one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t, dass d a d u r c h e c e n c i n e s that
die Gleisfreimeldeeinrichtung (20) ein von einem globalen Navigationssatellitensystem (200) ausgesandte Zeitinformation zur Ermittlung des Zeitpunkts der Belegung des Gleisab¬ schnitts (15) heranzieht und mit der Zeitinformation den Zeitstempel bildet. the train detection means (20) attracts one of a global navigation satellite system (200) emitted time information for determining the time of occupancy of the Gleisab ¬ section (15) and forms the time stamp with the time information.
5. Verfahren nach einem der voranstehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t, dass 5. Method according to one of the preceding claims, characterized in that
das Schienenfahrzeug (40) eine auf ein globales Navigati¬ onssatellitensystem (200) gestützte Ortungseinrichtung (440) umfasst, the rail vehicle (40) comprises a supported on a global Navigati ¬ onssatellitensystem (200) locating means (440),
eine zweite Ortsangabe (OA2) mit der satellitengestützten Ortungseinrichtung (440) gebildet wird und  a second location (OA2) is formed with the satellite-based location device (440) and
die zweite Ortsangabe (OA2) mit der anhand des zeitbezo¬ genen Belegt-Signals (SBZ) ermittelten aktuellen Position des Schienenfahrzeugs (40) verglichen wird. the second location (OA2) with reference to the genes zeitbezo ¬ busy signal (SBZ) determined current position of the rail vehicle (40) is compared.
6. Verfahren nach Anspruch 5, 6. The method according to claim 5,
d a d u r c h g e k e n n z e i c h n e t, dass d a d u r c h e c e n c i n e s that
die Ortungseinrichtung (440) des Schienenfahrzeugs (40) das¬ selbe globale Navigationssatellitensystem (200) nutzt wie die Gleisfreimeldeeinrichtung (20) zur Bildung des Zeitstempels. said locating means (440) of the rail vehicle (40) ¬ the same global navigation satellite system (200) uses as the train detection means (20) to form the time stamp.
7. Verfahren nach Anspruch 5 oder 6, 7. The method according to claim 5 or 6,
d a d u r c h g e k e n n z e i c h n e t, dass ein Fehlersignal (F) erzeugt wird, wenn die Abweichung zwi¬ schen der anhand des zeitbezogenen Belegt-Signals (SBZ) ermittelten aktuellen Position des Schienenfahrzeugs (40) und der zweiten Ortsangabe (OA2) eine vorgegebene Schwelle er- reicht oder überschreitet. characterized in that is generated an error signal (F) when the deviation Zvi ¬ rule of using the time-related busy signal (SBZ) determined current position of the rail vehicle (40) and the second location (OA2) a predetermined threshold ranges ER or exceeds.
8. Verfahren nach einem der voranstehenden Ansprüche, 8. Method according to one of the preceding claims,
d a d u r c h g e k e n n z e i c h n e t, dass d a d u r c h e c e n c i n e s that
die Leiteinrichtung (30) das zeitbezogene Belegt-Signal (SBZ) zusammen mit einer Zugkennung übersendet, die den in den Gleisabschnitt (15) eingefahrenen Zug kennzeichnet. the guidance device (30) transmits the time-related busy signal (SBZ) together with a train identifier which identifies the train retracted into the track section (15).
9. Gleisfreimeldeeinrichtung, die geeignet ist, ein Belegt- Signal (SBZ) zu erzeugen, das die Belegung eines von der Gleisfreimeldeeinrichtung (20) überwachten Gleisabschnitts (15) durch ein Schienenfahrzeug (40) angibt, sobald das 9. track free reporting device, which is adapted to generate a busy signal (SBZ), which indicates the occupancy of a monitored by the track free reporting device (20) track section (15) by a rail vehicle (40), as soon as the
Schienenfahrzeug (40) den Gleisabschnitt (15) belegt, Rail vehicle (40) occupies the track section (15),
d a d u r c h g e k e n n z e i c h n e t, dass d a d u r c h e c e n c i n e s that
die Gleisfreimeldeeinrichtung (20) eine Zeitbestimmungsein- richtung (120) umfasst, die geeignet ist, das Belegt-Signal (SB) mit einem Zeitstempel unter Bildung eines zeitbezogenen Belegt-Signals (SBZ) zu versehen, das den Zeitpunkt der Bele¬ gung des Gleisabschnitts (15) angibt. the train detection means (20) comprises a Zeitbestimmungsein- direction (120), which is suitable for the busy signal (SB) with a time stamp to produce a time-related busy signal (SBZ) to provide that the timing of the Bele ¬ supply of the track section (15) indicates.
10. Eisenbahngleisanlage (10) mit einer Leiteinrichtung (30) und einer mit der Leiteinrichtung (30) in Verbindung stehenden Gleisfreimeldeeinrichtung (20) nach Anspruch 9, 10. Railway track system (10) with a guide device (30) and with the guide device (30) in connection track free reporting device (20) according to claim 9,
d a d u r c h g e k e n n z e i c h n e t, dass d a d u r c h e c e n c i n e s that
die Leiteinrichtung (30) derart ausgestaltet ist, dass sie das zeitbezogene Belegt-Signal (SBZ) nach Empfang von derthe guide device (30) is designed such that it receives the time-related busy signal (SBZ) after receipt of the
Gleisfreimeldeeinrichtung (20) an das Schienenfahrzeug (40) weiterleitet . Track free reporting device (20) to the rail vehicle (40) passes.
11. Schienenfahrzeug (40) mit einer Ortungseinrichtung (440), d a d u r c h g e k e n n z e i c h n e t, dass 11. Rail vehicle (40) with a locating device (440), d a d c o v e n c e s t e s that
die Ortungseinrichtung (440) eine Empfangseinrichtung (420) zum Empfangen eines mit einem Zeitstempel versehenen Belegt- Signals (SBZ) und eine Recheneinrichtung (410) aufweist, die derart programmiert ist, dass sie anhand einer abgespeicher¬ ten Streckenkarte (SP) und anhand des zeitbezogenen Belegt- Signals (SBZ) die Position des Schienenfahrzeugs (40) zu dem von dem zeitbezogenen Belegt-Signal (SBZ) angegebenen Zeit- punkt ermittelt. the locating device (440) has a receiving device (420) for receiving a time stamped busy signal (SBZ) and a computing device (410), which to the position of the rail vehicle by means of a abgespeicher ¬ th route map (SP) and on the basis of time-related busy signal (SBZ) given (40) to that of the time-related busy signal (SBZ) Time is programmed to point determined.
EP13729672.9A 2012-06-29 2013-06-11 Determining the position of rail vehicles Not-in-force EP2849985B1 (en)

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