EP3684670A1 - Method for ensuring that a section block of a railway section is free of the last unit of a train - Google Patents
Method for ensuring that a section block of a railway section is free of the last unit of a trainInfo
- Publication number
- EP3684670A1 EP3684670A1 EP18773996.6A EP18773996A EP3684670A1 EP 3684670 A1 EP3684670 A1 EP 3684670A1 EP 18773996 A EP18773996 A EP 18773996A EP 3684670 A1 EP3684670 A1 EP 3684670A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- otu
- train
- polygon
- block
- identification
- 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.)
- Withdrawn
Links
- 238000000034 method Methods 0.000 title claims abstract description 49
- 238000011156 evaluation Methods 0.000 claims abstract description 7
- 238000001514 detection method Methods 0.000 claims abstract description 3
- RULSWEULPANCDV-PIXUTMIVSA-N turanose Chemical compound OC[C@@H](O)[C@@H](O)[C@@H](C(=O)CO)O[C@H]1O[C@H](CO)[C@@H](O)[C@H](O)[C@H]1O RULSWEULPANCDV-PIXUTMIVSA-N 0.000 claims abstract 13
- 230000000737 periodic effect Effects 0.000 claims abstract 2
- 230000008859 change Effects 0.000 claims description 7
- 241000566145 Otus Species 0.000 claims description 5
- 230000001360 synchronised effect Effects 0.000 claims description 2
- 238000012545 processing Methods 0.000 abstract description 3
- 230000008901 benefit Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000003137 locomotive effect Effects 0.000 description 2
- 239000013589 supplement Substances 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000012790 confirmation Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 238000002789 length control Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
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
- B61L1/14—Devices for indicating the passing of the end of the vehicle or train
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- 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
- B61L25/04—Indicating or recording train identities
-
- 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
- B61L27/70—Details of trackside communication
-
- 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]
Definitions
- the invention relates to a method for ensuring that a track block of a railway track is free of the last unit of a train.
- Widespread are automatic axle counting devices which count the number of axles at the entrance to a station or in a route block (counting of the axles).
- the axle counting devices are electronic components with sensors.
- another axle counting device counts down the number of axles (counting the axles). When the axle counter counts down to 0, the train is complete.
- Axle counters are expensive to buy and maintain. It is also known that they can have functional problems at high temperatures.
- WO 03/013935 Al a method is described which checks the completeness of a train (train integrity) and confirms or reports that the train integrity is not present.
- the coordinates of a selected route point of the train route are recorded with a GPS.
- the coordinates of the waypoint are detected by a GPS, which is positioned at the front of the train. At the time of selecting the waypoint, the front of the train is at this point.
- the coordinates of the waypoint are saved. If the coordinates at the end of the turn coincide with the coordinates of the waypoint, the end of the turn has passed the waypoint.
- the coordinates for the waypoint can also be retrieved from a database in the train.
- the method described is prone to error as it checks the match of GPS point coordinates. Namely, the error for the deviation of the waypoint from the Switzerlandend Vietnamese may not only be due to the fact that the train is no longer complete, but also due to an inaccuracy or a failure of one of the GPS coordinates.
- Another disadvantage of the method is that the GPS coordinates of the train end must be checked until they agree with the track coordinates. Also, the method can not determine which of the traveled route blocks of a railway line is currently occupied by the train.
- the object initiating the present invention results in proposing a method for train protection, which can ensure train completion with low capital expenditure.
- the proposed train protection procedure should be able to supplement or replace existing security procedures, with the necessary infrastructure investments being as small as possible.
- the method should allow the driving of trains in the fixed space distance.
- ID unique identification
- Polygon ID Data Geodesics, Block ID and Track ID
- Track ID track number
- GNSS Global Navigation Satellite System
- EDP system Electronic data processing of OTUs
- Track block ID defined track section on a defined railroad track
- the solution of the problem is achieved by a method for ensuring that a block of a railway track is free from the last unit of a train,
- At least one polygon which is defined by a plurality of geodesics, is stored per block of blocks,
- the OTU sends the identification of the respectively traveled polygon at least once to a computer system for evaluation.
- the method has the advantage over the prior art that it manages without the expensive and error-prone axle counters and other train length control systems.
- the procedure shows with highest certainty that a first block of lines is free of the last unit of a train equipped with the OTU. This is due to the logic of the procedure. Only when a second block of blocks adjoining the first block of blocks is registered, the first step is registered. block is released. Should the OTU fail after the registration of the first link block, then it will remain in the first link block due to the stored logic, as the second link block is no longer registered.
- the method can detect collision and collision hazards which are based on human error.
- the OTU replaced data technically the train closing signal, whereby the OTU can be additionally registered in the EDP system as a train closing signal.
- the evaluation of the identification includes the time and order of the traveled polygons and the time when the OTU changes from a block of blocks to an adjacent block of blocks. As a result, it can be detected in real time which block is currently occupied and which blocks are currently free.
- the invention is preferably characterized in that the identification of the respective polygon includes geodesics, the identification of the corresponding route block and the corresponding track identification.
- the polygon ID makes it possible for the position of the last unit of the train to be uniquely assigned to a specific route block and to avoid confusion.
- a polygon is stored in the OTU per block block at both ends of the block block.
- the route block can be reported as free as soon as possible, since the distance between the adjacent polygons of two adjacent route blocks is as small as possible.
- the invention is preferably characterized in that the distance between a first polygon, which is deposited at the end of a first block and a block adjacent to the first polygon second polygon, which is deposited at the first block block facing the end of a second block block, the maximum Braking distance of the train corresponds.
- This distance selection of adjacent polygons of two route blocks ensures that a train, which is stopped by a path signal, due to its braking distance, does not enter the second polygon. Since the second polygon will certainly not be reached by the OTU in this case, the logic of the method guarantees that the first block of the block will not be released. This is true even if the first polygon is left by the OTU as long as the second polygon is not reached.
- the OTU sends the polygon identification, the direction of travel of the train and the status of the power supply to the computer system.
- Other data that are stored and recorded in the OTU and can be sent to the EDP system are the OTU ID, the date, the time, the speed, the direction, the data of the G sensor, the number of satellites, a meter totalizer of the distance covered, the radio provider ID and the status of the OTU.
- the minimum length of the polygon is determined by the maximum speed of the train and the maximum length of the polygon is defined by the length of the route block for which the polygon in the OTU is deposited.
- the polygon length must be greater than 100 m if the train is traveling 360 km / s and the polygon is to be registered.
- the invention is also preferably characterized in that the width of a first polygon corresponds at least to the maximum width of the train and in the case of a multi-track railway the width of the first polygon is dimensioned such that the first polygon is free of overlapping of further third polygons, which in the OTU are deposited for further tracks. Defining the width of the first polygon in the area claimed above allows the position of the OTU to be safely within the first polygon, since the position accuracy is less than one meter and a train is always wider than one meter. Due to the fact that polygons of adjacent tracks do not overlap, a confusion of polygons or route blocks assigned to the polygons is excluded.
- the identification of a polygon means that the second route block assigned to the second polygon is reported as busy or blocked by the EDP system and the first route block previously carried by the train is disconnected from the EDP system. System is reported as free.
- this logic of the method results in a link block being cleared only if another link block has been identified by having the OTU position within a polygon associated with the other link block. If the OTU is located between route blocks, an abandoned route block is not released.
- train integrity is determined by the OTU changing from one track block to another. If there is a separation of the last unit from the Switzerlandspitze, the OTU does not reach a polygon associated with the other block of blocks. If the last unit, along with the OTU, should continue to roll, the block will not be released until the last unit reaches a polygon associated with the other block. If the last unit comes to a halt before the other block, the further block is no longer released.
- the OTU and the other OTU are synchronized by the computer system to calculate a distance between the two OTUs in the computer system and a change in the distance of the two OTUs, for example caused by a break of the train to the Computer system of the train to send. As a result, the completeness of the train can easily be determined at any time, in addition to the detection within which polygon the OTU of the last unit is located.
- the beginning and the end of an area of a link block at which the GNSS reception of the OTU is not sufficient are stored in the OTU with a start polygon and an end polygon and the area is valid as traversed when the polygonal identification of the end polygon is received by the OTU by the computer system.
- Areas with poor or no GNSS reception can be tunnels or canyons. The above features ensure that a tunnel or ravine is not released until the last unit of the train has traversed this area and the OTU is inside the end polygon and identified there.
- the present method provides the additional benefit that not only the last unit of the train can be monitored, but all wagons can be detected in the EDP system. No additional hardware components are necessary for this because the OTU can be used to manage wagon identifications.
- the car identification can preferably be scanned with a text recognition program (OCR) and transmitted wirelessly, for example with WLAN to the OTU.
- OCR text recognition program
- the wagon identifications are linked to the freight documents of the respective wagon.
- each freight document can be located at any time to the destination station.
- the polygons stored in the OTU contain information about the position of railway signals and the position of the polygons. tion of the train signals can be visualized in the cab of the train. As a result, the train driver is always sufficiently informed about approaching train signals, even if the visibility, for example due to fog and snowfall, should be impaired. It is conceivable that the distance to the approaching railway signal is visualized by a dynamic display. For example, a bar on a display may become shorter and shorter until the path signal passes.
- Both the EDP system and the OTU (wagon OTU) and the other OTU (Lok OTU) have satellite radio.
- the OTU and the other OTU can therefore establish a radio connection via satellite reception.
- the OTU will send an alarm to be confirmed by the driver and the OTU will initiate a train braking if the train driver does not confirm.
- the OTU is connected to the train's braking system in such a way that the OTU can initiate a braking of the train. This ensures that in case of failure of terrestrial radio systems and a bridged deadman circuit in the cab emergency braking by the OTU can be initiated.
- the OTU is connected to the brake system of the train such that in the event of failure of the terrestrial radio links, the OTU can establish a radio link via satellite reception.
- the OTU sends an alarm to be confirmed by the platoon commander and the OTU initiates an emergency braking of the platoon in the absence of confirmation from the platoon commander.
- Figure V shows a first process scheme of a method for ensuring that a block of a railway line is free from the last unit of a train;
- FIG. 2 a supplementary representation of the process scheme from FIG. 1;
- Figure 3 a track with a representation of different polygon variants
- Figure 4 a plan view of a double-railed railway track with laid over the tracks polygons and
- FIG. 5 a process diagram which defines the distance of a first and second polygon through the braking distance of the train.
- At least one imaginary boundary which is called a geofence or a polygon, is placed over each route block.
- a polygon is to be understood as a virtual surface which is laid over at least part of a block of paths, so that part of the block of lines lies within the polygon.
- the polygon is defined by a variety of geodesics. The geodesics describe the periphery of a closed polygon. It is also conceivable that the polygon extends over the entire block of blocks.
- the unique identification (ID) of a polygon is made using the following polygon ID data: the geodesics, the route block ID and the track ID. Each route block and each track is uniquely identified, for example by a number or a letter.
- a train 17 is equipped at its end with a Werner Corporation.
- the Switzerlandend réelle is thus carried at the end of the train 19 with this and is referred to as OTU (On-Train Unit) 21.
- the Switzerlandende 19 is defined by its direction of travel. The end of the train thus happens as the last part of the train 17 a waypoint.
- the Switzerlandende 19 corresponds The last unit 19 of the train 17.
- the last unit 19 may be a wagon, a locomotive, a railcar or a control car, depending on the direction in which the train 17 moves and how it is assembled.
- the OTU 21 is equipped with a memory and a GNSS (Global Navigation Satellite System).
- the power supply of the OTU 21 can be provided by a battery or an external power supply. At least all the polygons of the approaching route or the route blocks which have been passed are stored in the memory.
- the OTU 21 uses GNSS to register the currently used polygon once or several times. As soon as the position of the OTU 21 has been assigned the corresponding polygon, the polygon ID is sent by radio to a computer system for evaluation. The transmission of the polygon ID can take place at the same time or with a time offset with the assignment of the polygon.
- the evaluation of the polygon IDs makes it possible to ascertain with the utmost certainty when and in which sequence which polygons were driven and when the OTU 21 has changed from the first link block 11 into the second block block. By detecting in real time in which polygon the OTU 21 is located, it is inevitably known which block is busy and which blocks are free. In FIGS. 1 and 2, a first polygon 23 and a second polygon 25 are shown.
- the first polygon 23 is assigned to the first link block 11 and the second polygon 25 is assigned to the second link block 13. If, as shown in FIG. 2, a clutch break occurs on one of the wagon couplings of the train 17, the OTU does not arrive in the area of the second polygon 25. Therefore, the first link block 11 is not released.
- the present method makes it possible to ensure that the first link block 11 is free of the last unit 19 of the train 17 without the use of axle counting devices.
- Point of Interest are point coordinates on a digital map and are commonly used to navigate or approach a destination such as a pharmacy, museum, etc.
- POIs are useful for determining that a defined POI has been overrun.
- POIs are therefore unsuitable for determining if a line block of a railway line is free.
- FIG. 3 shows three different variants of how polygons can be stored in the OTU 21 per block block.
- variant A one polygon 23 is stored per block.
- the data traffic is lower than in variants B and C.
- variant B in each case one polygon 23a, 23b is deposited at the two ends of the distance block in the OTU 21.
- the route block is reported as free as soon as possible, since the distance of the adjacent polygons 23 and 25 of the route blocks 11 and 13 is as low as possible. There is no position message between the polygons 23a and 23b.
- FIG. 4 shows a multi-track railway track with a first track 27 and a second track 29 extending next to it.
- a track section of the first and second tracks 27, 29 is defined as first and third track blocks 11 and 14.
- a first and third polygon 23, 26 is stored in the OTU 21.
- the first and third polygons 23,26 are sized in width such that they do not overlap.
- the polygon width corresponds to at least the maximum width of the train 17.
- a distance 31 is shown between the first polygon 23 and the second polygon 25 which corresponds to the maximum braking distance of the train, calculated from the maximum speed of the train which it drives in the first block 11.
- the distance 31 ensures that the OTU 21 does not come to rest within the second polygon 25 when the train is forced to stop by the track signal 15 between the two link blocks 11,13.
- the provision of the distance 31 therefore prevents the Glasende 19 "slips" with the OTU 21 in a braking maneuver on the path signal 15 in the second polygon 25 and thereby the first link block 11 is falsely released.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CH01163/17A CH714184A1 (en) | 2017-09-21 | 2017-09-21 | Method of ensuring that a track block of a railway track is free of the last unit of a train. |
PCT/EP2018/075476 WO2019057823A1 (en) | 2017-09-21 | 2018-09-20 | Method for ensuring that a section block of a railway section is free of the last unit of a train |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3684670A1 true EP3684670A1 (en) | 2020-07-29 |
Family
ID=61156935
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18773996.6A Withdrawn EP3684670A1 (en) | 2017-09-21 | 2018-09-20 | Method for ensuring that a section block of a railway section is free of the last unit of a train |
Country Status (4)
Country | Link |
---|---|
US (1) | US20200223458A1 (en) |
EP (1) | EP3684670A1 (en) |
CH (1) | CH714184A1 (en) |
WO (1) | WO2019057823A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN115285182B (en) * | 2022-10-08 | 2023-02-17 | 卡斯柯信号(北京)有限公司 | Method and device for calculating trigger section of train protection section |
US20240227884A1 (en) * | 2023-01-09 | 2024-07-11 | Progress Rail Services Corporation | Predictive control system visualization for automatic train operation |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5699986A (en) * | 1996-07-15 | 1997-12-23 | Alternative Safety Technologies | Railway crossing collision avoidance system |
US6081769A (en) * | 1998-02-23 | 2000-06-27 | Wabtec Corporation | Method and apparatus for determining the overall length of a train |
WO2003013935A1 (en) * | 2001-08-06 | 2003-02-20 | Hermanus Adriaan Bernard | Train integrity |
US6915191B2 (en) * | 2003-05-19 | 2005-07-05 | Quantum Engineering, Inc. | Method and system for detecting when an end of train has passed a point |
US20210107542A1 (en) * | 2011-10-14 | 2021-04-15 | Stc, Inc. | Railway safety notification system and device with proportional warnings |
DE102013101927A1 (en) * | 2013-02-27 | 2014-08-28 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Device for automatically controlling rolling stock of train e.g. locomotive, has train end monitor attached with rolling stock of train, where device detects whether train end monitor is attached with rolling stock of train |
US9923626B2 (en) * | 2014-06-13 | 2018-03-20 | Trimble Inc. | Mobile ionospheric data capture system |
US10281279B2 (en) * | 2016-10-24 | 2019-05-07 | Invensense, Inc. | Method and system for global shape matching a trajectory |
-
2017
- 2017-09-21 CH CH01163/17A patent/CH714184A1/en unknown
-
2018
- 2018-09-20 EP EP18773996.6A patent/EP3684670A1/en not_active Withdrawn
- 2018-09-20 WO PCT/EP2018/075476 patent/WO2019057823A1/en unknown
- 2018-09-20 US US16/649,957 patent/US20200223458A1/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
WO2019057823A1 (en) | 2019-03-28 |
CH714184A1 (en) | 2019-03-29 |
US20200223458A1 (en) | 2020-07-16 |
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