EP3105103A1 - Method and system configuration for re-determining the location of a rail vehicle - Google Patents
Method and system configuration for re-determining the location of a rail vehicleInfo
- Publication number
- EP3105103A1 EP3105103A1 EP15712554.3A EP15712554A EP3105103A1 EP 3105103 A1 EP3105103 A1 EP 3105103A1 EP 15712554 A EP15712554 A EP 15712554A EP 3105103 A1 EP3105103 A1 EP 3105103A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- rail vehicle
- monitoring device
- distance
- rail
- route monitoring
- 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
Links
- 238000000034 method Methods 0.000 title claims abstract description 14
- 238000012806 monitoring device Methods 0.000 claims abstract description 30
- 230000005540 biological transmission Effects 0.000 claims abstract description 5
- 230000003213 activating effect Effects 0.000 claims abstract description 3
- 238000004891 communication Methods 0.000 claims description 2
- 238000013459 approach Methods 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 230000004807 localization Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000002950 deficient Effects 0.000 description 1
- 230000006735 deficit Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
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
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
-
- 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
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
Definitions
- the invention relates to a method for reortening a first rail vehicle whose locating function has failed, as well as a corresponding system configuration.
- the location of rail vehicles that is the permanent location of each individual rail vehicle, is of crucial importance for safety.
- trackside for example, in a signal box or a control center
- the current position of the individual rail vehicles must be known at any time.
- this rail vehicle In case of failure of the localization of a rail vehicle, this rail vehicle must be stopped. Subsequent rail vehicles must also be stopped because the trackside is not known where the rail vehicle with the failed locating function and thus the possibility of collision with another rail vehicle. This significantly affects the performance of the overall system.
- the causative failure of the locating function can occur, for example, in the case of technical faults or due to certain tolerance violations.
- the invention has for its object to provide a method and a system configuration, which allow a faster and staff-independent reortening of a first rail vehicle whose locating function has failed.
- Step 7 receiving data.
- the object is also achieved with a system configuration in which a track monitoring device for on-demand communication with a train control unit of a rail vehicle is provided, wherein the Glasêt réelle is connected to a locating device of the rail vehicle and a distance sensor of the rail vehicle for determining the distance to a further rail vehicle located in the direction of travel of the rail vehicle.
- the delocalized first rail vehicle is located by a second rail vehicle whose location is intact and a track monitor.
- the second rail vehicle approaches the first rail vehicle up to a safety distance and then determines its distance to the delocalized first rail vehicle by means of a distance sensor.
- the distance sensor also allows compliance with the safety distance between see the trains, which usually corresponds to at least the braking distance. After stopping the second rail vehicle this transmits its own position and the measured distance to the track monitoring device, which determines the position data of the first rail vehicle from these data.
- the method is continued with the following steps:
- this information is transmitted to the route monitoring device and the regular operation is continued by the first rail vehicle or, if the answer is negative, this information is continued by the first
- Rail car is transmitted to the route monitoring device, which then move orders to the first rail vehicle for slow travel and the second Rail vehicle for tracking the first rail vehicle at a safe distance granted, with the steps 7, 8 and 9 are cyclically repeated until safe stop positions of the two rail vehicles.
- the position data determined by the route monitoring device according to step 8 are transmitted to the first rail vehicle, which then undertakes a comparison attempt with its own location data, if available.
- the aim is to restore their own locating function.
- the now intact locating function of the first rail vehicle is used to continue the regular driving operation of the first rail vehicle.
- the first rail vehicle transmits the affirmative information to the route monitoring device whose activities are thereby terminated.
- the track monitoring device undertakes the coordination of the two rail vehicles, with the first rail vehicle being guided with the aid of the second rail vehicle to a safe holding position by the second rail vehicle constantly transmits position and distance to the distance monitoring device, which determines it from current position data of the first rail vehicle and transmits it to the first rail vehicle.
- a safe passage of the first rail vehicle whose locating function is defective, is virtually possible until a safe stop position, in which passengers can possibly get off, is reached.
- the stop position may also be a parking facility or a repair depot.
- the claimed automatic procedure also eliminates a tunnel closure in which the entire would have to be shut down because people do not have to enter the tunnel.
- a reaction takes place immediately after detection of the failure of the locating function of the first rail vehicle and no delays occur during sharpening with the aid of the second rail vehicle. Impairment of the operation and its performance is reduced to a minimum.
- the system configuration according to claim 3 consists of components that are already largely available and can be shared for the procedure.
- the distance sensor according to claim 4 may be formed as a radar sensor, which is usually provided for distance and / or speed measurements over ground, with only an orientation of the radar sensor in the direction of travel must be possible.
- other embodiments of the distance sensor are also conceivable, for example based on RFID radio frequency identification or laser scanners.
- a first rail vehicle 1 and a second rail vehicle 2 are located on a common track 3, the second rail vehicle 2 following the first rail vehicle 1.
- the rail vehicles 1 and 2 are each equipped with a train control unit 4 and 5, which cooperates with a distance sensor 6 and 7 and a locating device 8 and 9 respectively.
- the train control unit 4 or 5 via a transmitting / receiving device 10 or 11 with a stationary route monitoring device 12th
- This system configuration is designed such that the re-locating of the first rail vehicle 1 is possible, if whose locating device 8 fails.
- the second rail vehicle 2 by means of the distance sensor 7 and the track monitoring device 12 as close as possible - while maintaining a safe distance - to the first Schienenfahr- tool 1, which was stopped because of Ortungsausfalls.
- the locating device 9 of the second rail vehicle 2 transmits its locating data to the track monitoring device 12 via the train control device 5 and the transceiver 11.
- the distance sensor 7 measures the distance to the first rail vehicle 1, the distance data also being transmitted via the train control device 5 and the transmitting / receiving device 11 are sent to the route monitoring device 12. With the location data and the distance data, the distance monitoring device 12 determines the position of the first rail vehicle 1. The re-location of the first rail vehicle 1 is thus carried out.
- the system configuration can also be used to guide the rail vehicle 1 with the aid of the second rail vehicle 2 and its distance and location data at a slow speed to a position at which it is possible to restore the locating function of the first rail vehicle 1 or a certain other location. where the train service on track 3 is no longer impaired.
- This method is automatic and without time delay, with a particular advantage is that personnel deployment to locate the first rail vehicle and its safety-related move out of the danger area is not required.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102014206741.3A DE102014206741A1 (en) | 2014-04-08 | 2014-04-08 | Method and system configuration for the reortening of a rail vehicle |
PCT/EP2015/055500 WO2015154950A1 (en) | 2014-04-08 | 2015-03-17 | Method and system configuration for re-determining the location of a rail vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3105103A1 true EP3105103A1 (en) | 2016-12-21 |
EP3105103B1 EP3105103B1 (en) | 2017-12-13 |
Family
ID=52745865
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15712554.3A Active EP3105103B1 (en) | 2014-04-08 | 2015-03-17 | Method and system configuration for re-determining the location of a rail vehicle |
Country Status (8)
Country | Link |
---|---|
EP (1) | EP3105103B1 (en) |
CN (1) | CN106103236B (en) |
DE (1) | DE102014206741A1 (en) |
DK (1) | DK3105103T3 (en) |
ES (1) | ES2662612T3 (en) |
HU (1) | HUE038476T2 (en) |
NO (1) | NO2748793T3 (en) |
WO (1) | WO2015154950A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102016220215A1 (en) * | 2016-10-17 | 2018-04-19 | Siemens Aktiengesellschaft | Method for operating rail vehicles |
CN107878513B (en) * | 2017-09-11 | 2020-07-24 | 浙江众合科技股份有限公司 | Rescue method for unpositioning of unmanned train |
CN107856703B (en) * | 2017-09-11 | 2020-07-24 | 浙江众合科技股份有限公司 | Automatic recovery method for positioning of unmanned train |
CN108216302B (en) * | 2017-12-22 | 2020-02-14 | 交控科技股份有限公司 | Train virtual linkage rescue method based on active identification |
DE102018203665A1 (en) * | 2018-03-12 | 2019-09-12 | Siemens Aktiengesellschaft | Position and speed determination through cooperation between a plurality of vehicles |
CN114559982B (en) * | 2020-11-27 | 2023-07-14 | 比亚迪股份有限公司 | Fault train positioning recovery method, ATS and train control system |
CN114524003B (en) * | 2022-04-24 | 2022-07-15 | 北京北交信通科技有限公司 | Method for calculating distance between tail and staying vehicle in operation of transferring vehicle to roof |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2530568B1 (en) * | 1982-07-22 | 1986-04-04 | Transports Commun Ste Lyonnai | METHOD AND DEVICE FOR RECOGNITION AND POSITION CONTROL FOR TRANSPORT VEHICLES |
DE4436011B4 (en) * | 1994-10-08 | 2009-05-14 | Alcatel Sel Ag | System for controlling lane-bound vehicles with improved vehicle location |
DE19523726A1 (en) * | 1995-06-23 | 1997-01-02 | Siemens Ag | Trackside train end detection method for safety railway signalling |
DE19713481A1 (en) * | 1997-03-18 | 1998-09-24 | Siemens Ag | Location device for rail-mounted vehicle for automatic location of vehicle within track network |
DE19822803A1 (en) * | 1998-05-20 | 1999-11-25 | Alcatel Sa | Process for operating rail vehicles and train control center and vehicle device therefor |
DE102008060185A1 (en) * | 2008-11-28 | 2010-06-10 | Siemens Aktiengesellschaft | Collision Warning and Collision Warning System |
ES2671344T3 (en) * | 2010-12-09 | 2018-06-06 | Siemens S.A.S | Method for communicating information between an on-board control unit and a public transport network |
CN102700571A (en) * | 2012-05-25 | 2012-10-03 | 兰州交通大学 | Safety overlay collision avoidance system for train of CTCS (Chinese Train Control System) based on vehicular-to-vehicular communication and method thereof |
CN202703635U (en) * | 2012-07-31 | 2013-01-30 | 上海中科高等研究院 | Train anti-collision system based on acoustic warning |
CN102923167B (en) * | 2012-10-25 | 2015-10-14 | 北京交通大学 | Train is followed the trail of close to forewarn system |
DE202013000437U1 (en) * | 2013-01-16 | 2013-01-24 | Pepperl + Fuchs Gmbh | Sensor device for a vehicle |
-
2012
- 2012-10-11 NO NO12783745A patent/NO2748793T3/no unknown
-
2014
- 2014-04-08 DE DE102014206741.3A patent/DE102014206741A1/en not_active Ceased
-
2015
- 2015-03-17 ES ES15712554.3T patent/ES2662612T3/en active Active
- 2015-03-17 HU HUE15712554A patent/HUE038476T2/en unknown
- 2015-03-17 WO PCT/EP2015/055500 patent/WO2015154950A1/en active Application Filing
- 2015-03-17 CN CN201580012730.6A patent/CN106103236B/en active Active
- 2015-03-17 DK DK15712554.3T patent/DK3105103T3/en active
- 2015-03-17 EP EP15712554.3A patent/EP3105103B1/en active Active
Non-Patent Citations (1)
Title |
---|
See references of WO2015154950A1 * |
Also Published As
Publication number | Publication date |
---|---|
ES2662612T3 (en) | 2018-04-09 |
EP3105103B1 (en) | 2017-12-13 |
HUE038476T2 (en) | 2018-10-29 |
WO2015154950A1 (en) | 2015-10-15 |
DE102014206741A1 (en) | 2015-10-08 |
CN106103236A (en) | 2016-11-09 |
CN106103236B (en) | 2018-06-22 |
NO2748793T3 (en) | 2018-03-10 |
DK3105103T3 (en) | 2018-02-26 |
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