EP3795451B1 - Procédé de localisation d'un véhicule dans une station destinée à un arrêt du véhicule - Google Patents

Procédé de localisation d'un véhicule dans une station destinée à un arrêt du véhicule Download PDF

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Publication number
EP3795451B1
EP3795451B1 EP19198943.3A EP19198943A EP3795451B1 EP 3795451 B1 EP3795451 B1 EP 3795451B1 EP 19198943 A EP19198943 A EP 19198943A EP 3795451 B1 EP3795451 B1 EP 3795451B1
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EP
European Patent Office
Prior art keywords
vehicle
antenna
balise
station
stopping
Prior art date
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EP19198943.3A
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German (de)
English (en)
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EP3795451A1 (fr
EP3795451C0 (fr
Inventor
Wilfried Matthee
Hans-Jörg MÖNNICH
Andreas STEINGRÖVER
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Priority to EP19198943.3A priority Critical patent/EP3795451B1/fr
Publication of EP3795451A1 publication Critical patent/EP3795451A1/fr
Application granted granted Critical
Publication of EP3795451B1 publication Critical patent/EP3795451B1/fr
Publication of EP3795451C0 publication Critical patent/EP3795451C0/fr
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    • 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
    • B61L3/00—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal
    • B61L3/02—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/125—Devices along the route for controlling devices on the vehicle or train, e.g. to release brake or to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using short-range radio transmission

Definitions

  • the invention relates to a method for locating a particularly track-bound vehicle in the area of a station intended for the vehicle to stop, in which a stopping point is approached for the stop and the vehicle is stopped at the stopping point.
  • the invention also relates to a station for a vehicle with a stopping point that marks the position of the vehicle when stopping at the station.
  • the invention also relates to a transmitting and receiving module for a particularly track-bound vehicle with a mobile antenna, which is set up to establish a signaling connection with a stationary anchor antenna to form a first antenna system.
  • the invention relates to a computer program product and a provision device for this computer program product, the computer program product being equipped with program instructions for carrying out this method.
  • the driver brakes to a stop mark and has to make sure the train is in the correct position before opening the door.
  • the process is error-prone because the driver has no clear technical support for either stopping or verifying the stopping window. Aids such as mirrors or video screens are used, or the driver has to make sure that the train is in the correct position by looking out the driver's door before stopping. Accordingly, it may be necessary for the train to be repositioned after stopping or for the doors to be opened even though this is actually not permitted.
  • ATO does not bring the train to a stop correctly and/or the ATP prevents the door from opening even though the train is positioned in the specified stopping window.
  • the underlying location detection of ATO and ATP is based on multi-sensor technology with location markers, path pulsers and Doppler radars.
  • the position of the train determined from the fusion of the sensor information is subject to a trust interval.
  • the accuracy of the location determination depends on the quality of the wheel-rail contact when braking.
  • a decentralized train control system may include a variety of trackside units configured for placement on or near tracks in a railway network. Each train-mounted unit may be configured to receive communication with any route unit and/or train-mounted unit that comes into range, the communication including the use of ultra-wideband (UWB) signals.
  • UWB ultra-wideband
  • document DE 10 2012 214724 A1 relates to a method and a device for increasing the positional accuracy of a moving object, in particular a rail vehicle, at a predetermined stopping point, in which, after a first stop of the object, a deviation between an actual position and a target position is determined by means of an antenna arrangement on the track side and an antenna arrangement on the object side This deviation results in a repositioning of the object, during which the actual position is corrected.
  • the object of the invention is to provide a method for locating a vehicle with which the method can be carried out comparatively precisely using comparatively inexpensive components. It is also an object of the invention to provide a station (for example a platform) or a transmitting and receiving module with which the method mentioned can be carried out without the expenditure on components or the costs becoming too high. Finally, it is the object of the invention to provide a computer program product and a machine-readable data carrier with such a computer program product with which the method mentioned can be carried out.
  • a first is used for locating Antenna system, consisting of a stationary anchor antenna and a mobile antenna installed in the vehicle, is used to monitor the vehicle's stopping at the stopping point, the first antenna system working with broadband signal transmission, in particular in UWB technology.
  • the driver can advantageously determine the train position in relation to the train position in manual operation to a breakpoint.
  • a UWB tag must be installed on the route, which is implemented by an anchor antenna.
  • the position determination is carried out automatically by a computer.
  • the position that is calculated according to the method according to the invention can not only serve a train driver for manual operation, but also for automatic train control operation, which is carried out with the aid of a computer.
  • the stopping point is defined in particular in such a way that the vehicle comes to a stop in alignment between the vehicle doors on the vehicle side and the platform screen doors on the station side. This advantageously provides an application for the precise positioning of the vehicle in the station.
  • the platform screen doors can also be installed in a station that is intended for a road vehicle (for example an autonomously operated bus).
  • a major advantage lies in the flexibility of the position detection method. This can alternatively be used both in manual train operation and in automated train operation. This also makes it possible to equip partially automated routes. Should they finalize these routes? be automated, the infrastructure can continue to be used for automated train operations without any conversion.
  • the first antenna systems advantageously monitor a larger area, for example the entire area of a train platform or a bus station, so that a single stationary component is sufficient to ensure comparatively precise position determination in the entire area to be monitored.
  • a mobile component in the vehicle that communicates with the stationary component.
  • the anchor antenna for positioning in the station can be arranged in a common housing with the balise antenna of a balise. This allows the cost of components to be reduced.
  • a first antenna arrangement having the anchor antenna and the balise antenna, the possibilities for precise positioning of the vehicle are also advantageously improved because when driving over the balise, a reference position can be determined, which can later be used as the basis for the measurements with the anchor antenna ( more on this below).
  • the terms “create”, “compute”, “compute”, “determine”, “generate”, “configure”, “modify” and the like preferably refer to actions and/or or processes and/or processing steps that change and/or generate data and/or convert the data into other data.
  • the data is available in particular as physical quantities, for example as electrical impulses or as measured values.
  • the required instructions/program commands are summarized in a computer program as software.
  • the terms “receive,” “send,” “read in,” “read out,” “transmit” and the like refer to the interaction of individual hardware components and/or software components via interfaces.
  • the interfaces can be implemented in hardware technology, for example wired or as a radio connection, and/or in software technology, for example as an interaction between individual program modules or program parts of one or more computer programs.
  • “computer-aided” or “computer-implemented” can be understood to mean, for example, an implementation of the method in which a computer or several computers execute or execute at least one method step of the method.
  • the term "computer” is to be interpreted broadly, covering all electronic devices with data processing capabilities. Computers can therefore be, for example, personal computers, servers, handheld computer systems, pocket PC devices, mobile radio devices and other communication devices that process computer-aided data, processors and other electronic devices for data processing, which can preferably also be combined to form a network.
  • a “memory unit” can, for example, mean a computer-readable memory in the form of a random access memory (RAM) or Data storage such as a hard drive or a data carrier can be understood.
  • RAM random access memory
  • a “processor” can be understood to mean, for example, a machine such as a sensor for generating measured values or an electronic circuit.
  • a processor can in particular be a main processor (Central Processing Unit, CPU), a microprocessor or a microcontroller, for example an application-specific integrated circuit or a digital signal processor, possibly in combination with a memory unit for storing program instructions, etc .
  • a processor can, for example, also be an IC (integrated circuit), in particular an FPGA (field programmable gate array) or an ASIC (application-specific integrated circuit), or a DSP (Digital Signal Processor).
  • a processor can also be understood as a virtualized processor or a soft CPU. For example, it can also be a programmable processor that is equipped with a configuration for executing a computer-aided method.
  • the location is carried out by the first antenna system using a transit time method.
  • the transit time method can advantageously be implemented particularly well using broadband technology, in particular UWB technology.
  • the distance between the transmitter and receiver is determined by evaluating the transit time between the antennas required for the signal.
  • the path of the signal from the transmitting antenna to the receiving antenna can be measured.
  • the receiving antenna gives an impulse response, and the transit time that the antenna signal takes from the Receiving antenna travels to the original transmitting antenna is also taken into account.
  • the original transmitting antenna becomes the receiving antenna. It has been shown that the technology for locating vehicles when traveling slowly in the station area is sufficiently safe and the results of the locating are sufficiently accurate to ensure positioning of the train, especially with automatic platform screen doors.
  • the stopping point lies in a stopping window, the stopping window being defined by a tolerance range within which the vehicle can be stopped.
  • the definition of a holding window advantageously takes into account the fact that the locating method is subject to tolerances despite its high accuracy. This means that the method can advantageously be used even more reliably within the holding window, since, taking the tolerances into account, errors that have to be compensated for by repositioning the vehicle occur less frequently.
  • the holding window can be defined with regard to the required holding accuracy. If, for example, platform screen doors are provided, they must be aligned with the train-side doors when the train stops to such an extent that passengers can pass through the open doors safely and without injury. For example, it must be prevented that they become trapped in the gap between the platform screen doors and the train doors. In addition, the opening resulting from the platform screen doors being aligned with the train doors must be sufficiently large overall. For example, a deviation of plus/minus 10 cm from the stopping point could be defined for the holding window.
  • a distance of the vehicle from the stopping point in the vehicle is displayed by a display device.
  • the display device advantageously makes it possible to display the position or the approach to a target position to a vehicle driver when he or she moves the vehicle in manual or partially manual operation. This provides reliable location information so that the vehicle driver does not have to rely on feeling or inaccurate optical aids (as described above).
  • the display device in the vehicle can be a device specifically designed to output the position or a device that is already present in the vehicle for displaying information.
  • the first antenna system is additionally used to transmit information using the broadband signal.
  • the first antenna system used according to the invention thus advantageously fulfills a double function, namely that of a distance measurement to obtain position information and that of information transmission.
  • the transmitted information contains a lateral door release and/or a temporal door release and/or door opening information and/or door closing information and/or door closed information.
  • the right-side door release is a release that refers to the train side or vehicle side on which the doors are to be opened. This is because in most cases only one side of the train is adjacent to a platform or curb.
  • a timed door release takes into account that the train has reached the desired position. Specifically, the position must be within the stopping window, for example if platform screen doors have to be aligned with the train doors as a prerequisite for passengers to be able to get out safely.
  • Door opening information, door closing information and door closing information refer to the condition of the train doors and possibly also the platform screen doors.
  • Door opening and door closing information is required to describe the process of opening and closing the doors in time, while the door closed information indicates that the doors are locked and so, for example, the vehicle can be allowed to continue driving.
  • the information mentioned is information that is directly linked to the positioning of the train and boarding or alighting from or into the vehicle. It is particularly advantageous to exchange this information with the first antenna system, as this is also responsible for positioning the train in the station. This combines functions that only ensure successful operation as a whole, with the positioning of the train and the alighting and boarding of passengers being less or less dependent on other systems.
  • the location is used by the first antenna system to correct location information from an automatic train control system.
  • the signaling connection is used during the vehicle's passage over the balise in order to determine a reference position, with the reference position being given priority over the position that is determined after the vehicle has passed over the balise becomes.
  • This embodiment of the invention takes into account the fact that the known position determination is most accurate when the vehicle passes over the balise. Any measurement errors that may occur when determining the position between two balises can therefore be corrected by treating the accompanying signal as a reference position. According to the invention, the passage over the balises thus acts as a kind of calibration in order to compensate for any measurement errors that may occur when determining the position (even if, as already mentioned, these are significantly smaller than with conventional and odometric methods).
  • the first antenna system transmits the signals in the direction of travel of the vehicle with a preferred direction of propagation.
  • Aligning the radiation of the antenna signals has two advantages. On the one hand, the sensitivity in the direction of the route, especially the track, increases, so that more precise location is possible. In addition, the signals emitted by the antenna can have a greater intensity without exceeding the applicable limit values for the load on, for example, the train passengers, whose position is therefore above the preferred direction of propagation of the antenna signals.
  • a provision device for storing and/or providing the computer program product.
  • the provision device is, for example, a data storage medium that stores and/or provides the computer program product.
  • the provision device is, for example, a network service, a computer system, a server system, in particular a distributed computer system, a cloud-based computer system and/or virtual computer system, which stores and/or provides the computer program product, preferably in the form of a data stream.
  • the provision is made, for example, as a download in the form of a program data block and/or command data block, preferably as a file, in particular as a download file, or as a data stream, in particular as a download data stream, of the complete computer program product.
  • This provision can, for example, also take place as a partial download, which consists of several parts and is downloaded in particular via a peer-to-peer network or provided as a data stream.
  • One like this Computer program product is, for example, read into a system using the provision device in the form of the data carrier and executes the program commands, so that the method according to the invention is carried out on a computer or the creation device is configured in such a way that it generates the workpiece according to the invention.
  • the predetermined distance is standardized in such a way that it is also maintained at other stations.
  • the location process is advantageously simplified in that the distance to be maintained is the same at all stations. This therefore does not have to be passed on and taken into account as a reference value.
  • the process can be optimized to achieve the standardized distance value
  • Advantageously makes the method more precise and leads to savings in the selection of the components carrying out the method (antennas, software, hardware).
  • the stated object is alternatively achieved according to the invention with the subject matter of the claim specified at the beginning (transmitting and receiving module) in that a first antenna system (AS1) can be used to monitor stopping of the vehicle (FZ) at a stopping point (HP) of a station, wherein the first antenna system works with broadband signal transmission, in particular in UWB technology.
  • a method according to one of the claims directed to the method can be carried out in the transmitting and receiving module.
  • the computer program product mentioned and the provision device intended for it can also be used.
  • the invention increases the availability of operations by avoiding repositioning or inadequate passenger changes.
  • the invention also enables the implementation of platform screen doors when continuous automatic train control (ATO) is not yet present on the route, since, as already stated above, both manual operation (for example using the display device) and automated operation of trains or autonomous vehicles on the road. This makes it easier to migrate routes without interrupting operations.
  • ATO continuous automatic train control
  • the system increases the capacity and reliability of operations.
  • the use in manual operation creates a new market segment for semi-automation.
  • the side effect is a simplification of project planning with a reduction in the number of placemarks in the station area.
  • the described components of the embodiments each represent individual features of the invention that can be viewed independently of one another, which also develop the invention independently of one another and are therefore to be viewed as part of the invention individually or in a combination other than that shown. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.
  • the vehicle FZ is a train that travels on a GS track.
  • a first Balises are also equipped with an energy storage ES1, ES2 (first energy storage ES1, second energy storage ES2), the function of which is explained in more detail below.
  • the GS track is located on a BS platform.
  • the vehicle FZ should stop at a stopping point HP, which is indicated by a traffic sign, as in FIG. 1 shown, is marked.
  • a tolerance range within which the train may come to a standstill is indicated by a stopping window HF, which preferably encloses the stopping point in its center.
  • the BS platform is equipped with a TA door system, which is equipped with BT platform screen doors.
  • the platform screen doors BT are arranged so that they correspond to the train doors ZT of the vehicle FZ.
  • a correspondence results both for the door distance TA of adjacent doors of vehicle FZ and platform BS as well as for the door dimensions TM, in particular with regard to the width of the doors of vehicle FZ and platform BS, as in FIG 1 indicated.
  • the train doors ZT are exactly aligned with the platform screen doors BT so that passengers can get off the train.
  • the holding window HF thus defines the tolerance range within which the platform screen doors BT and the train doors CT still overlap sufficiently so that passengers can safely get off and on at the platform BS.
  • a transmitting and receiving module SEM is arranged in the vehicle FZ. This activates the respective function of the balises when the vehicle FZ passes over the balises BL1, BL2. This is done through a radio signal achieved, the energy content of which is also used to trigger the activity of the balises BL1, BL2.
  • part of the energy that is generated in the balises BL1, BL2 is stored in the correspondingly assigned energy storage ES1, ES2 (first energy storage ES1, second energy storage ES2).
  • the energy stored in the energy storage ES1 can be used as the vehicle FZ continues to travel to the stopping point HP in order to maintain the activity of the Balise BL1 over a longer period of time.
  • antennas built into the Balise BL1 can be used to determine the distance of the transmitting and receiving unit SEM from the first Balise BL1 and thus indirectly draw conclusions about the distance that still needs to be covered to the stopping point HP.
  • the position or the distance still to be covered to the stopping point can be displayed to the train driver in the vehicle FZ using a display device AZ, which is connected to the transmitting and receiving device SEM. How this is done in detail will be explained in more detail below.
  • the vehicle FZ with the transmitting and receiving module SEM passes over the second balise BL2 located behind the platform BS, whereby the position of the vehicle FZ is precisely determined and this reference position determined in this way can be used for further train control.
  • FIG. 2 The interaction of the balises BL1, BL2 with the transmitting and receiving module SEM is shown in detail.
  • a situation is shown here in which the transmitting and receiving module SEM is already above the second balise BL2, viewed in the direction of travel FR.
  • a balise antenna BA with a vehicle antenna FZA forms a second antenna system AS2, which is suitable in a manner known per se for transmitting signals between the transmitting and receiving module SEM and the second balise BL2.
  • the first balise BL1 which lies in front of the second balise BL2 as seen in the direction of travel FR, was activated, with the first energy storage ES1 (cf. FIG. 1 ) it allows the first antenna arrangement AA1 to still be active.
  • the balise antenna BA of the first balise BL1 (as well as the second balise BL2) that transmits, but rather an anchor antenna AA which forms a first antenna system AS1 with a mobile antenna MA in the transmitter and receiver module SEM.
  • the first antenna system AS1 is suitable for determining a distance D between the first balise BL1 and the transmitting and receiving module SEM.
  • This distance signal can be used to determine the position, because the reference position that was obtained when crossing the balise BL1 results in the position POS of the train, taking into account the distance D from the first balise BL1.
  • the first antenna arrangement AA1 and the second antenna arrangement AA2 each require two antennas, which are optimized for the transmission of the balise signals and for distance measurement.
  • the vehicle antenna FZA and the balise antenna BA are responsible in a manner known per se for the communication between the balise BL1, BL2 and the transmitting and receiving module SEM. These can, for example, be designed according to the ETCS standard.
  • the use of the first antenna system AS1 for distance measurement is provided, for this purpose the first antenna arrangement AA1 with an anchor antenna AA and the second antenna arrangement AA2 with a mobile antenna MA are equipped. These can be designed as UWB antennas, for example.
  • the preferred radiation direction of the signals both of the mobile antenna MA and of the anchor antenna AA, has the shape of a lobe KL, which is aligned in the direction of travel FR (indicated only for the mobile antenna MA, but intended in the same way for the anchor antenna AA).
  • FIG. 2 As can be seen, the sensitivity of the distance measurement in the direction of travel FR realized by the mobile antenna MA and the anchor antenna AA is particularly high, which advantageously leads to comparatively precise results.
  • the anchor antenna AA and the mobile antenna MA can also transmit in both directions parallel to the direction of travel FR. If this is the case, it is also possible that the mobile antenna MA instead of the first balise BL1 that has already been passed over (as in FIG. 2 shown) also to a balise in front (in FIG. 2 not shown) can contact. This improves security against a loss of connection, since in the best case two anchor antennas AA are always available for distance measurement.
  • FIG. 3 Further details about the process can be found.
  • the process has been divided into three important sub-areas: FIG. 3 are shown separately and are separated from each other by dashed lines.
  • the signal level SIG for position determination.
  • the information level INF is shown, which concerns information that is transmitted with the first antenna system AS1 and relates to the door opening.
  • the vehicle When crossing the Beautyse (for example BL1 in Figure 1 ) the vehicle receives a direct radio signal BLRAD from the balise antenna BA, which is used at the signal level SIG to determine a reference position REFPOS. This also makes it possible to correct a position POS1 that was previously determined using the odometric method ODO in the manner already described.
  • the method also works without a balise, so that only the first antenna system AS1 is used for the method.
  • the step of receiving the balise signal BLRAD is then skipped, as the dash-dotted fourth arrow P indicates.
  • no reference position signal REFPOS is generated, but the position signal POS1 originating from the odometry is directly compared with the received UWB signal UWBRAD (more on this below).
  • the energy content in the Balise BL1 is still sufficient to supply energy to the in FIG. 2 anchor antenna AA shown and in this way to generate a broadband signal UWBRAD.
  • This can be used at the signal level SIG to determine a change in position POS2 based on the reference position REFPOS.
  • the first Antenna system AS1 is used, whereby the transmission can be bidirectional.
  • the information about door opening must be made available synchronously, both for the ZT train doors and for the BT platform screen doors.
  • the only exception is usually the side-correct door release STF, which only applies to the train, since when entering the station the side on which the train doors (namely those on the side facing the platform) must open must be determined.
  • the correct side door release STF can be sent immediately after driving over the Balise BL1 with the UWBRAD reception of the UWB signal, like FIG. 3 can be seen.
  • the only immediate consequence of this is that the correct side of the train can be activated to open the doors.
  • the FZ vehicle In order for the doors to actually open, the FZ vehicle must first have approached the HP stop (cf. FIG. 1 ). Only then do both the platform screen doors BT and the train doors ZT receive a timed door release ZTF on the correct side, so that they can open automatically or be opened manually (for example by passengers or train staff). The doors now send door opening information TOI. Once a door opening information TOI has been sent, the train cannot proceed until every open door has issued a door closing information TSI. Only then is door closed information TXI transmitted via UWB so that the train can receive permission to travel. If no door opening information TOI is sent (because no door is opened), the train can directly transmit the door closing information TXI before continuing its journey, as in FIG. 3 is also indicated.
  • the door opening information TOI can be transmitted via UWB, even if this is the case FIG. 3 is not shown. In this way, the station stop process is monitored more closely.
  • the train leaves the transmission range of the anchor antenna AA (UWBOUT), so that the location method according to the invention ends.
  • the vehicle is then again in the area without radio contact with a Balise NORAD.

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

Claims (13)

  1. Procédé de localisation d'un véhicule (FZ), en particulier guidé sur rail, dans la partie d'une station prévue pour un arrêt du véhicule (FZ), dans lequel pour l'arrêt on s'approche d'un point (HP) d'arrêt et on arrête le véhicule (FZ) au point (HP) d'arrêt,
    dans lequel on utilise pour la localisation un premier système (AS1) d'antennes consistant en une première antenne (AA) d'ancre fixe en position et d'une antenne (MA) mobile montée sur le véhicule (FZ), afin de contrôler l'arrêt du véhicule (FZ) au point (HP) d'arrêt, en particulier en coïncidence d'alignement de portes du véhicule du côté du véhicule avec des portes de quai du côté de la station, dans lequel le premier système (AS1) d'antennes opère avec une transmission du signal à bande large, en particulier suivant la technologie UWB,
    caractérisé
    en ce que
    • on utilise une balise (BL1, BL2), en particulier sur la voie, qui a à côté de l'antenne (AA) d'ancre en outre une antenne (BA de balise,
    • le véhicule (FZ) guidé sur rail a en outre une antenne (FZA) de véhicule, qui forme avec l'antenne (BA) de balise un deuxième système (AS2) d'antennes,
    • pendant le franchissement de la balise (BL1, BL2) le deuxième système (AS2) d'antennes est en liaison de la technique du signal,
    • après le franchissement de la balise (BL1, BL2), on utilise la liaison de la technique du signal du premier système (AS1) d'antennes pour déterminer une position (POS) du véhicule (FZ) par rapport à l'antenne (BA) de balise.
  2. Procédé suivant la revendication 1,
    caractérisé
    en ce que l'on effectue la localisation par le premier système (AS1) d'antennes après l'écoulement d'un temps de parcours.
  3. Procédé suivant l'une des revendications précédentes,
    caractérisé
    en ce que le point (HP) d'arrêt se trouve dans une fenêtre (HF) d'arrêt, dans lequel la fenêtre (HF) d'arrêt est définie par une plage de tolérance, dans laquelle l'arrêt du véhicule (FZ) est admissible.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé
    en ce que l'on affiche par un dispositif d'affichage dans le véhicule (FZ) un éloignement du véhicule (FZ) du point (HP) d'arrêt.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé
    en ce que l'on utilise en outre le premier système (AS1) d'antennes pour transmettre des informations par le signal à bande large.
  6. Procédé suivant la revendication 5,
    caractérisé
    en ce que les informations transmises contiennent une validation (STF) de porte du bon côté et/ou une validation (ZTF) temporelle de porte et/ou une information (TOI) d'ouverture de porte et/ou une information (TSI) de fermeture de porte et/ou une information (TXI) de porte fermée.
  7. Procédé suivant l'une des revendications précédentes,
    caractérisé
    en ce que l'on utilise la localisation par le premier système (AS1) d'antennes pour corriger une information de localisation d'un système automatique d'arrêt des trains.
  8. Procédé suivant l'une des revendications précédentes,
    caractérisé
    en ce que l'on utilise la liaison de la technique du signal pendant le franchissement de la balise (BL1, BL2) par le véhicule (FZ) afin de déterminer une position (REFPOS) de référence, dans lequel on traite en priorité la position (REFPOS) de référence par rapport à la position (POS), que l'on détermine après le franchissement de la balise (BL1, BL2) par le véhicule (FZ).
  9. Procédé suivant l'une des revendications précédentes,
    caractérisé
    en ce que le premier système (AS1) d'antennes émet avec une direction de propagation préférée des signaux dans le sens de circulation du véhicule (FZ).
  10. Produit de programme d'ordinateur ayant des instructions de programme, qui, lors d'une réalisation sur un ordinateur, effectue les stades du procédé suivant l'une des revendications 1 à 9.
  11. Station pour un véhicule (FZ) ayant un point (HP) d'arrêt, qui repère la position du véhicule (FZ) lors d'un arrêt à la station, dans lequel il est monté dans la station une antenne (AA) d'ancre, qui a, considéré dans le sens de circulation du véhicule (FZ), une distance donnée à l'avance au point (HP) d'arrêt, dans lequel il peut être envoyé par l'antenne un signal à bande large en particulier un signal UWB,
    caractérisée
    en ce qu'une balise (BL1, BL2), en particulier sur la voie, est montée dans la station, qui a à côté de l'antenne (AA) d'ancre, en outre une antenne (BA) de balise, dans laquelle la station est agencée pour effectuer un procédé suivant l'une des revendications précédentes.
  12. Station suivant la revendication 11,
    caractérisée
    en ce que la distance donnée à l'avance est normalisée, de manière à être respectée même pour d'autres stations.
  13. Module (SEM) d'émission et réception pour un véhicule (FZ), en particulier guidé sur rail, comprenant une antenne (MA) mobile, qui est agencée pour établir une liaison de la technique du signal avec une antenne (AA) d'ancre fixe en position en constituant un premier système (AS1) d'antennes,
    dans lequel le premier système (AS1) d'antennes peut être utilisé pour contrôler un arrêt du véhicule (FZ) à un point (HP) d'arrêt d'une station, dans lequel le premier système (AS1) d'antennes opère avec une transmission du signal à bande large, en particulier suivant la technologie UWB,
    caractérisé
    en ce que le module (SEM) d'émission et réception a en outre une antenne (FZA) de véhicule, qui est agencée pour constituer avec une antenne (BA) de balise un deuxième système (AS2) d'antennes, dans lequel la station est agencée pour effectuer un procédé suivant l'une des revendications précédentes.
EP19198943.3A 2019-09-23 2019-09-23 Procédé de localisation d'un véhicule dans une station destinée à un arrêt du véhicule Active EP3795451B1 (fr)

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CN115447639B (zh) * 2022-09-22 2024-01-02 中车成都机车车辆有限公司 一种停车精度测试方法、装置、设备及可读存储介质

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WO2019169320A1 (fr) * 2018-03-02 2019-09-06 Metrom Rail, Llc Procédés et systèmes de signalisation ferroviaire décentralisée et de commande positive de train

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