EP1147966A1 - Radio based train securing system for a railway network with a plurality of trains - Google Patents

Abstract

Each train has a vehicle safety unit acting on it brake system, a location device, and a radio system for data exchange. Each safety unit is arranged to reserve a space consisting of at least one traction section in an accountability unit, which monitors that section, until later retraction of that reservation. The accountability unit deposits the incoming reservations in the sequence, in which they were received, and informs the reserving vehicle safety unit of this and of any earlier reservations of the track section by other safety units. Each vehicle safety unit frees the train for travel for those train sections only, for which its reservation is the oldest within that accountability unit, or for which conditions are arranged by earlier reservations, which the train is able to fulfill.

Description

The invention relates to a radio-based train protection system for a rail route network that can be traveled by a plurality of trains with route elements controllable by the trains, each train with one acting on its braking system Vehicle security device and with a location device and a radio system for data exchange at least are equipped with the track elements.

Radio-based train protection systems are known.

So under the term radio driving operation (FFB) is an operating procedure became known, in which the functions "route setting" and "guideway protection" not as before a signal box, but through local route elements and Vehicle computers can be realized. The driving authorization for The route sections to be traveled is controlled by a control center predefined from a route computer. Through the head office the drivers of the trains will be ahead of each other Line elements, preferably level crossings and Turnout, taught. The route elements and the vehicle computers can be done by radio either directly or via the head office (Gateway computer) also communicate with each other. The Track elements are created without the driver's intervention switched on and off as required; their status message captured by the vehicle computer, where appropriate braking if the switch is not made in time a route element is initiated. Signals or a punctiform train control are in radio operation no longer needed to secure the train sequence, just as little like a conventional track vacancy detection. Another advantage is the elimination of the line cabling.

The trains must be switched on in addition to a secure computer the route elements via a location and speed measuring device have the z. B. on passive balises in Track network can be based. Next to it is a train integrity check indispensable, so that only the following moves Route sections are assigned which are completely cleared are. The head office must have a current route atlas feature. The radio transmission is used for data backup a cryptological process.

The train gives when clearing an assigned section of the route his authorization back to the headquarters, which then returned the Assign the route section to a following train can.

The radio-controlled operation allows interlocking-free rail operation in local subnets, however, still requires a large number from central facilities to maintain rail operations.

A train protection system is known from DE-A 44 06 720 C2, without interlockings and without central facilities for assigning driving authorizations as required. Deciding which train is currently on a route driving elements is hit by the control elements of the route. The route is divided into sections that are defined by successive switches. In each such a stretch of road is usually only allowed stop a single train. The trains put on the radio path Requirements to grant access to the relevant route element and for driving on the subsequent one Route section. The route elements save them Requests in the order of their receipt and share the access authorization to the train, its request in each case the oldest is. This train has a section completely cleared after driving, he takes the one behind Route element a mark placed there for him back. The stretching element can then have access authorization the next one in the list of requirements Assign train.

With this train protection system, the route elements take over responsibility for the safety of rail operations. Due to the multitude of for the security of the railway operation spatially distributed elements and their security-related The train protection system is complex, especially with regard to the maintenance of the track elements. Due to the planned division of the route into sections between neighboring switches it is difficult in advance setting longer routes for a train journey, at least considerable communication effort is required for this.

The invention has for its object a train protection system specified in the preamble of claim 1 Specify type, also without signal boxes and FFB headquarters gets along, but flexible in the assignment of routes Vehicles is less and for the implementation of security is more complex than the known train protection system, at which the route elements take over the safety functions.

According to the invention, the object is achieved by the features of claim 1. Appropriate refinements and developments are the subject of the subclaims.

The trains then occupy the route elements of the route network if necessary in one that manages the route elements Accountancy that communicates vehicle safety devices with the accounting facilities wireless, the accounting facilities are computer-aided and communicate preferably wireless in the manner of a decentralized telecommunications system together.

The vehicle safety devices take over all safety-relevant Functions. Central facilities are for safety-relevant functions are no longer required. Your Task can be done through one or more additional computer systems limited to operational control and scheduling tasks become. These facilities can be found in the route network be distributed arbitrarily. You can also get on locomotives are located. Dispatching and dispatcher activities can also be carried out in vehicles. In this way can e.g. B. several rail operators independently perform planning and control tasks and the Coordinate activities of vehicle operators, that is one and the same route network can be independent of each other Transport companies with a specific task Act; For example, in addition to schedule-related Freight traffic carried out without a strict timetable become.

That is clear in comparison with other automation systems larger spatial expansion of a rail network can wireless communication system also between route elements less expensive than wired solutions. Short transmission distances between the trains and the track elements and small amounts of data reduce the volume of communication and increase the economy of the communication system. The vehicle safety devices and the Accounting facilities use telegram-based secure Data transmission and communicate with each other in a short way.

1. Jedes Fahrzeug hat das Recht, auf dem Streckennetz einen bestimmten Belegungsraum, das heißt Ort und Länge einer Fahrstrecke, gegebenenfalls auch deren Lichtraumprofil, zu belegen. Die Belegungsräume können im Streckennetz definiert sein. Sie können auch erst durch das jeweilige Fahrzeug zu definieren sein. Das Fahrzeug kann bei der Belegung Bedingungen, z.B. für das Befahren des Belegungsraumes durch weitere Fahrzeuge, hinterlegen.

2. Jedes Fahrzeug kann sich innerhalb des Belegungsraumes frei bewegen, hat aber die Pflicht, im eigenen Belegungsraum zu bleiben.

3. Ein Fahrzeug hat das Recht, in Belegungsräume anderer Fahrzeuge einzudringen, wenn eine der nachfolgenden Bedingungen erfüllt ist:

a) wenn eine direkte Absprache zwischen den belegenden Fahrzeugen das erlaubt,

b) wenn die im Belegungsraum hinterlegten Bedingungen durch das zweite Fahrzeug erfüllt sind.

With regard to route elements that are further distant, the vehicles only communicate with the closest accounting facilities or in their reception area, whereby the following rules for operating management and for passing on the information are assumed:

1. Every vehicle has the right to occupy a certain occupancy area on the route network, that is, the location and length of a route, and possibly also its clearance profile. The occupancy areas can be defined in the route network. They can also only be defined by the respective vehicle. The vehicle can store conditions for the occupancy, for example for other vehicles to enter the occupancy area.

2. Each vehicle can move freely within the occupancy area, but is obliged to remain in its own occupancy area.

3. A vehicle has the right to enter other vehicles' occupancy spaces if one of the following conditions is met:

a) if a direct agreement between the occupying vehicles allows,

b) if the conditions stored in the occupancy area are met by the second vehicle.

The right to intrude into a "third party" Occupancy space can also be prohibited without the Functionality of the system suffers.

The accounting facilities give that of the vehicles outgoing control and safety commands to the track elements without checking the three rules. The safe one Data transmission guarantees that the commands are sent only by one Vehicle safety device can originate. The bookkeeping is integrated into an administrative system, whose accounting facilities manage the route elements. The Bookkeeping has local route information which the vehicles with the occupancy of safety-relevant data about the route topology and parameters in the occupancy areas guided vehicles and their chronological order as well as the addresses of the neighboring accounting institutions receive. A safe route atlas, in which all route elements are listed as required for radio operation will not exist. Only for route planning can be a non-security global Route Atlas can be used.

The "administrative districts" do not have to be identical to the Occupancy areas of vehicles; rather, these become the administrative boundaries accounting facilities.

When converting, only the route information is in the to change accounting institutions directly affected. Deviations between a possibly existing route atlas and the bookkeeping can lead to no danger.

In the vehicles of the trains, the vehicle security system is the Vehicle safety devices the instance that the compliance which ensures three rules of the method according to the invention. She checks the admissibility based on the bookkeeping of control and safety commands before they come on Track facilities are sent. You checked z. B., whether a withdrawal of occupancy rooms required by a control center taking into account vehicle speed and braking ability of the affected vehicles the rule two met, and she brakes the vehicles in time, before rules two or three are violated. Moreover it draws the consequences from those stored in occupancy rooms Conditions and agreements between vehicles of several Trains.

A control center on a train's vehicle cannot be safety-relevant Realize operating and display functions. With minimal vehicle equipment, it forms an operator interface, with which a "train chief" defines the routes and the train driver stops, target and maximum speeds are displayed. The control center determines the target speed in the sense of an energy-saving, consumer-optimized Driving style. This avoids unnecessary acceleration and braking by making sure that waiting points not reached before the expected time of release become. The control center also manages the safe Allocation and release of the occupancy rooms automatically or manually through the operator interface. Security relevant Special operating actions are carried out in a process-safe manner.

• Kommunikationseinrichtungen für Absprachen zwischen mehreren Triebfahrzeugen,
• Abstandsmesseinrichtungen für das Eindringen in Belegungsräume mit hinterlegter Richtungsbedingung für eine abstandsgeregelte Folgefahrt,
• Einrichtungen zur Fahrtroutenplanung nach individueller Strategie,
• Anbindung von Fahrgastinformationssystemen, gegebenenfalls interaktiv,
• Einrichtungen für lokführerloses Fahren.

The capabilities of the vehicle can be scaled by expanding the vehicle equipment without having to change the route equipment. Which includes:

• Communication facilities for agreements between several locomotives,
• Distance measuring devices for entering occupancy areas with stored directional conditions for a distance-controlled follow-up trip,
• Facilities for route planning according to individual strategies,
• Connection of passenger information systems, if necessary interactive,
• Facilities for driverless driving.

The accounting for the route facilities is through management of occupancy tables possible. These can be found in the track facilities be managed yourself. The accounting facilities carry the allocation rooms in the order of Requirements by the vehicles in the occupancy tables on. The vehicles receive information with the occupancy confirmation about any previously entered assignments and reported the occupying vehicles. Out of position its occupancy in the occupancy table can be a vehicle determine the priority of its occupancy. Corresponding according to rules two and three, the vehicle limits the area in which it can and must stay.

• Die Grenzen der von einzelnen Buchführungen zu verwaltenden Streckenabschnitte lassen sich beliebig festlegen und können beispielsweise nach betrieblichen Erfordernissen optimiert werden.
• Die Festlegung, welche Buchführungseinrichtungen mit der Buchführung befasst sind, ist ebenfalls beliebig möglich. Sowohl Streckeneinrichtungen als auch Fahrzeugeinrichtungen können die Buchführung übernehmen.
• In den meisten Betriebsfällen liegt eine Unterbringung der Buchführung in den Streckeneinrichtungen nahe. Hier lässt sich wiederum beispielsweise nach betrieblichen Erfordernissen optimiert festlegen, welche Streckeneinrichtung für die Buchführung welcher Streckenabschnitte zuständig ist.

The management of an occupancy area can also be done centrally, by keeping the accounts for the route elements as an independent entity. This opens up the following options:

• The limits of the route sections to be managed by individual bookkeeping can be set as desired and can be optimized, for example, according to operational requirements.
• It is also possible to determine which bookkeeping facilities are responsible for bookkeeping. Both track facilities and vehicle facilities can take over the bookkeeping.
• In most operating cases, it is obvious to keep the accounts in the track facilities. Here, for example, it can be determined, in line with operational requirements, which route facility is responsible for the accounting of which route sections.

If no fixed occupancy areas are defined for the route network, but the respective occupancy space becomes one Vehicle or an additional vehicle security device defined, the bookkeeping must be able to manage changing occupancy rooms. this happens in that the accounts keep their track elements areas of responsibility related to those of the Vehicles defined occupancy limits with the occupancy divided into separately managed areas and with the Approval of the occupancy area reunited these areas. The vehicle security of vehicle security devices is able to do whatever, starting from the control center To process fine occupancy limits, that is according to rule two to check and the corresponding derive operational safety consequences from this and execute, as well as corresponding feedback to the Transmit vehicles.

The vehicle safety device is available for trains with a special clearance profile about geometric knowledge of own vehicle and is based on appropriate geometry algorithms able to do this effectively when navigating the Determine route required clearance profile. Corresponding rule two checks and secures the vehicle fuse the geometrical relationships of the vehicle safety device the route with the space requirement of the locomotive an inspection. It occupies correspondingly wide and high occupancy areas, checks them according to the procedure and enables access only if the route geometry is sufficient and corresponding occupancy rooms. Corresponding applies to special operational requirements, e.g. B. for driving on a track blocked an adjacent track should be; in this case the clearance profile extends of a track and thus the occupancy by a train the neighboring track.

The bookkeeping can also be expanded so that she is able to use three-dimensional occupancy spaces with any Manage borders. This happens because accounting geometric parameters in the route saves and when confirming assignments to the supporting locomotives transmitted.

In this way, clearance gauge securing becomes technical enables without having to carry out railway operations as before must be triggered.

In the same way, temporary conditions for manage an occupancy space by setting speed limits, Driving bans for the transportation of dangerous goods, requirements for Direction of travel, handling of shunting and train formation processes etc. by one of the railway administrations involved, a vehicle security device or a portable one Vehicle safety device can be specified.

Individual wagons or wagon associations without their own vehicle safety devices must be within rule two of occupancy spaces located by vehicle security devices or additional, preferably portable Security devices were occupied before the wagons were parked were. Before the wagons were parked, must for this one, for example, through flank protection switches or Track locks are limited to such a large area that it is ensured that the wagons have this space, e.g. B. also by unintentional rolling away, do not leave can. In this way, z. B. the parking vehicle the responsibility that the wagons comply with rule two. The vehicle may leave the occupancy area do not withdraw its occupancy as long as the occupancy space is still occupied by the parked wagons. It can the vehicle safety device has an additional condition deposit that says that another vehicle with a other vehicle safety device without further consultation penetrate into this area and take responsibility over may take over the parked wagons. This way it takes over this vehicle is responsible for the wagons.

Even in shunting and train formation processes with multiple trains they can grant each other intrusion rights.

A release of safety devices in the event of failure or malfunction remaining occupancy rooms can only after a free movement process defined in the operating regulations respectively. After a vehicle has been verified by driving free has that which is still provided with occupancy rooms Line is actually free, this can also be the old occupancy take back.

In a similar way, trips can be made with vehicles, who themselves are unable to complete their turn ensure. These can use their space Do not release after passing through, but only release with a stored condition "free driving required" to mark. A following vehicle gives up after driving free the allocation space is free again. Alternatively, the first Vehicle, for example, with a trackside auxiliary device also notice yourself that the train is complete is actually still there. Then the vehicle can Release occupancy space yourself retrospectively.

An operational behavior corresponding to radio operation can be achieved by using an accounting facility or a vehicle safety device as an FFB route center is working. It demands the allocation rooms for everyone Vehicles and carries out the route assignment by Grants access rights to the vehicles. For trains without a vehicle safety device occupies this "headquarters" so far extensive occupancy areas that a hazard from the Missing vehicle location is excluded. Alternatively become such vehicles with a portable vehicle safety device operated.

The radio stations of the accounting facilities, preferably through the track facilities are formed a self-configuring wireless system that enables communication between any bookkeeping and vehicle security facilities enables. As soon as far from each other remote accounting facilities exchange data want to work with accounting facilities located between the sender and the receiver as relay stations. They send in turn the telegrams towards the receiver and route them in the sense of a cooperative data transmission. To this Every accounting facility is wise from every point accessible along the route. An additional infrastructure not necessary. For example, in Germany for a branch line with mixed traffic like this many level crossings and switches close together that one Radio range of 5 to 10 km is sufficient, the distance with one To cover the radio carpet, in which from every point in at least two radio stations can be reached in each direction. There may be additional relay stations in the route network to arrange.

The routing, i.e. the selection of the accounting facilities, over which the connections to a more distant route element for occupying a route through a dialogue between the accounting institutions involved among themselves. The radio network is therefore itself organizing according to the pattern of the Internet, which is also a has chaotic structure and without central management is working. The accounting facilities are constantly in operation, have saved their geographic location and can the most suitable according to a determined direction Address neighboring facility.

At the same time, the accounting facilities enable Vehicle security devices to locate their own position. The vehicle safety device sends to determine the position a request signal from everyone in the receiving area existing route facilities with defined Delay time is answered.

From the runtimes and absolute values contained in the answers The vehicle safety device calculates position information their vehicle position. The spatial arrangement of the radio stations along the route is for positioning in Optimal route direction. Near the radio stations, so close to switches and level crossings, is also the track sensitive Location possible where it is particularly relevant.

In addition, a phase evaluation opens frequency constant Radio signals independent of a second type of position determination from the runtime measurement. Immediately as you drive past at a radio station, the phase change goes through a striking one Maximum that precisely identifies the location of the radio station.

If the train completeness is not monitored by the vehicle itself can be the last one in addition to the Zugspitze Car with a self-locating vehicle safety device be equipped, which determines the end of train position and transmitted to the Zugspitze.

• Kommunikation zwischen beliebigen Sicherheitseinrichtungen, besonders einfach über die besonders oft genutzten kurzen Entfernungen.
• fahrzeugseitige Ortung und Zugvollständigkeitskontrolle.
• Kommunikationsschnittstelle zu übergeordneten Leitrechnersystemen.

Overall, the radio system provides the following functions for the rail operations security system:

• Communication between any security devices, especially easy over the often used short distances.
• on-board location and train completeness control.
• Communication interface to higher-level host computer systems.

At the same time, this radio system is through minimal infrastructure investment particularly economical because the end devices form the necessary radio infrastructure themselves.

Every accounting and route setup becomes decentralized powered, the z. B. from an overhead line tap, a nearby utility connection, solar or Fuel cells. One, if necessary, as an energy buffer required battery is in one with the radio system compact outdoor cabinet. From any accounting or route setup can be made if necessary also a data connection to higher-level computer systems produce.

The vehicle safety device in the traction vehicle is operated by Traction vehicle powered from. You need access to the brake system and an encoder connection for measuring the Vehicle speed.

Transportable vehicle safety devices are used to secure a construction site used. One or two to the Vehicle safety devices installed at the ends of a construction site protect the rotting by changing the position of the Capture the construction site, forcing the vehicles to travel slowly and warn the group of approaching vehicles.

This solution reduces the assembly and project planning effort significantly reduced.

The train protection system according to the invention enables the needs-based Maintenance through diagnostic functions that many Detect and report faults before a failure. Lots Maintenance activities are reduced to the inexpensive standardized exchange, largely independent of the operating mode Components. The operating costs of the communication system are low because there is no complex radio infrastructure is required.

The process offers extremely flexible options for the Dealing with occupancy rooms. This increases the possible train density and makes train formation easier. The possibility of disposition and promotes dispatcher activities in vehicles the non-discriminatory access of several rail operators. The forces of a liberalized market can Allocation of occupancy rooms to different vehicle operators regulate: route operators calculate both occupancy times as well as communication processes; Vehicle operator settle intrusion rights among themselves. Economical Occupancy and communication behavior of vehicle operators maximizes line throughput at the same time.

Figur 1

zeigt einen durch zwei Buchführungseinrichtungen verwalteten Streckenausschnitt,

Figur 2

von drei Zügen beanspruchte, sich teilweise überlagernde Belegungsräume,

Figur 3

eine Belegungstabelle und

Figur 4

das Zusammenwirken der Zugsicherungskomponenten.

The invention will be explained below with reference to an embodiment illustrated in the drawing.

Figure 1

shows a section of the route managed by two accounting facilities,

Figure 2

occupied by three trains, partially overlapping occupancy rooms,

Figure 3

an occupancy table and

Figure 4

the interaction of the train protection components.

Figure 1 shows a section of a route network. The The route is in itself arbitrary in virtual sections 1 to 24, also divided into different lengths by one Train Z1 or several trains can be used at the same time can. Only one train may move at a time are in a section of the route. To ensure that are vehicle safety devices on selected vehicles of the trains installed, all necessary for vehicle security Programs included and with the Data required to ensure security become. Take over the vehicle safety devices responsibility for the safety of driving and are therefore carried out safely in terms of signaling. You elaborate any travel and control commands for the control elements, preferably switches and level crossings, two-channel in signaling secure computers and communicate with each other and with further safety devices, preferably on the track side preferably by radio, the Data transmission is secure in terms of signal technology. This additional safety devices are used for the Development of the driving and positioning commands by the vehicle safety devices required data available put. They have the task of accounting because they have the for vehicle safety devices data, as far as it is variable data, collect and in the order in which they were received transmit the vehicle safety devices; about that they also transmit unchangeable data e.g. B. about the route topology and the route parameters.

The rail network is divided into individual accounting areas, in the example shown in accounting areas A and B. Each accounting area is schematic in the drawing indicated accounting facility AE, AB assigned, in the bookkeeping for the associated route sections is carried out. The accounting facilities are appropriately arranged there, like the infrastructure for their accommodation, energy supply and communication already exists, e.g. B. in the control elements Railway facility.

The accounting facilities are preferably installed in a fixed position. But it is also possible to implement them in vehicles, especially if there are only a few people on the route Vehicles there.

The division of the data network into a plurality of accounting areas is arbitrary in itself. It can - if operational concerns make this necessary - but also change. In any case, it is the case that all sections of the route seamless from any accounting facility are managed, but each section of the route always only be assigned to a single accounting unit can.

Vehicles or trains covering certain sections of the route Want to use the railway network, define from these sections so-called occupancy rooms and apply to the or the accounting department responsible for these sections the occupancy of the sections of the desired occupancy space. In the example shown in FIG. 1 the train Z1 at the accounting facility AE made his wish sections 1 to 5 and 12 to drive and at the accounting facility BE the desire to have sections 13, 14 and 19 to 21 to drive. This is done wirelessly, preferably on the radio path. The vehicles and the track facilities, where the accounting facilities are located, are therefore equipped with radio transmission / reception devices for data communication equipped.

If the communication facilities are limited Range are designed to be addressed by one Accounting unit / route facility data recorded to at least one, preferably according to the respective goal selected neighboring accounting unit / route facility and from this in turn via neighboring accounting or Route facilities to the one representing the destination Accounting unit transmitted.

The data transfer to a neighboring accounting unit can also be used as relay stations over several Route set-up or via an existing network, to the track facilities and accounting facilities are connected.

The one addressed by a vehicle safety device you have at least one accounting facility transmitted accounting records. This is preferred organized in tabular form. In these tables the assignments are section-oriented in the order entered in which the assignments arrive. For each Any number of assignments can be entered in the route section become. Usually only allowed for one section of the route stored oldest assignment driving on this Section as well as access to any related Actuator. For this purpose, FIGS Drawing referenced.

FIG. 2 shows a section of a route in the area of a switch, where the routes of three trains Z2, Z3 and Z4 overlap. The occupancy spaces each occupied by these trains are shown below the trains and with B2, B3, B4 designated. The train Z2 is intended for one for the illustrated Section responsible accounting facility as have occupied first, then the train Z3 should be assigned and only then did the train Z4 enter its occupancy.

Figure 3 shows in detail the order in which the individual Sections of the route successively through the trains were used, for reasons of clarity de figure 3 only the assignments entered for the transit track are listed. The train Z2 stands with its occupancy of the Route section 28 to 33 in an occupancy table of Accounting facility at the forefront because it as the first one has made its assignment. The subsequent one Train Z3 was checked by the accounting department responsible the sections 29 and 30 to the second position set and the train Z4 with respect to the same sections to the third position. Regarding sections 28 and 31 Train Z4 is in second place behind train Z2 and in terms of sections 25 to 27 in the first place.

This means that the train Z2 currently occupied by it May occupy the occupancy space at your own discretion in one direction or another; he can even do that Change direction and just have to make sure that he remains in the occupied space reserved for him.

The train Z4 is currently only allowed to route sections 25 to 27 drive because only for these sections no older assignments are entered in the assignment table.

If a vehicle safety device takes back its occupancy, so move the deposited for the affected sections recent occupations of other vehicle safety devices one place each. Such a reduction in occupancy is provided when clearing the occupancy room by the occupying vehicle.

The bookings accepted by the accounting organization are to be filed safely in the bookkeeping system. Appropriate confirmation messages are signal-safe to the respective vehicle safety device to transmit, likewise all in chronological order previous older assignments of other vehicle safety devices. In addition to this data are still Data on the respective trains, data on route topology and the route parameters of the respective route section or the occupancy of complete occupancy rooms corresponding data for these occupancy areas and the addresses the accounting facilities adjacent to the destination or specify the route facilities through which the destination accounting facility is achievable. The decision whether a train may travel on individual sections of the route or not, the vehicle safety device hits the Basis of the data transmitted to her by the bookkeeping.

In the accounting facilities, the vehicle security facilities in addition to the assignments also conditions be deposited, for those who will later prove Vehicle safety devices are important. That is part of it e.g. B. permission to the vehicle safety device that subsequently proves, in the occupied space to penetrate so far that an impact on the Condition depositing train is just not yet possible. The deposition of this condition by a train is one of them Commitment dependent, the occupancy space occupied by him only to drive in the direction of travel assumed in the assignment. This promise is made by the promising vehicle security facility safely monitored. A subsequent move may under supervision of his driving safety device in the occupy still occupied space if it is continuously its Distance to the train in front is monitored and timely initiates braking before an impact. This is the following train with appropriate distance measuring devices equip or he has to deal with the one in front of him Train to get to his destination to inquire or information on the sections already cleared. The following train can have its own destination e.g. B. via satellite navigation or by runtime measurement determine from interrogation signals from fixed route facilities get answered. Fine location is possible by evaluating one sent by route facilities frequency-constant signal that when passing the vehicle has a striking phase shift.

But it is also possible that the following vehicle with the previously assigned vehicle safety device the radio path and from this the intrusion or get driving license directly. Both this agreement Appropriate vehicle safety devices are attached to them Agreement bound; it can only be by mutual agreement be withdrawn. The following vehicle can then, without any information at the associated To deposit accounting facilities in the still occupied Penetrate occupancy space or drive through it. At the The assigned occupancy will leave the occupancy area Usually not withdrawn, but remains for the occupant Vehicle security device and all later occupying Vehicle safety devices exist. Indeed can also arrange the two vehicle safety devices, that the train clearing the occupancy area the occupancy should withdraw. The accounting facility would be one execute such instruction even if it is not from the vehicle security system originates, which deposited the condition Has. Responsibility for withdrawal or non-withdrawal an assignment and / or a condition Always a vehicle safety device according to the your deposited agreements.

In addition to assignments from vehicles, there are also assignments and conditions conceivable by additional vehicle safety devices (CE in Figure 1). Such preferably transportable vehicle safety devices can be arranged in a control center, for example, from the z. B. a schedule or order-optimized allocation of occupancy rooms can be made. Also are from a preferably transportable vehicle safety device permanent speed limits in accounting can be specified by occupying the corresponding occupancy rooms apply to all trains below. The Condition "Drive slowly according to the speed limit ... km "applies to all vehicles below which: meet this condition, d. H. can understand. These vehicles may be used for the speed limit Route sections despite the still existing occupancy drive on. But it is also possible that an approaching Vehicle with the speed limit Vehicle safety device in connection sets the occupancy space to obtain permission from her to happen at a higher speed. At a the vehicle safety device will issue a corresponding promise the preparation in the still occupied occupancy area with increased speed if necessary. Likewise, it is possible such portable vehicle security devices can also be used to secure construction sites and work rots. This is necessary in one for the location of the labor rotting accounting department responsible to be deposited with the corresponding speed limit. The vehicle security device of an approaching Zuges then has the stored condition of switching on Take over warning devices. For single-track routes are two additional for securing such danger areas Vehicle safety devices required.

Usually one of a vehicle safety device assignment of a train withdrawn if the train has completely cleared the occupancy area. This sets a train integrity check ahead. Such an integrity check can take place continuously, but possibly also only when passing a track facility behind the respective one Occupancy space. In this case the withdrawal takes place an occupancy is delayed when the Train completeness through the route setup.

But it is also possible that a train that is not itself too is capable of a train integrity check for its occupancy areas deposited as a condition on subsequent trains, that these occupy the occupancy areas at your own risk allowed to pass moderate speed afterwards to withdraw its occupancy and the deposited condition.

The vehicle security device of a train carrying its Wants to drive in the occupancy area, but this is not allowed because Other older assignments are stored at the time of occupancy are at regular intervals with the Accounting facility managing accounting space in connection, to inquire whether its occupancy is in the occupancy table has now moved up to the forefront. It it is also possible that the accounting facility at the withdrawal of the upstream assignment (all upstream Occupancy) with the vehicle safety device of the waiting vehicle to get this from to teach the changed situation.

To drive into a desired occupancy space you need to the vehicles with the route elements of the occupancy area contact to switch them on or off or to switch them. These route elements primarily include switches and level crossings. The conditions for access to these route elements are the same as those for driving the associated route section through the train.

The interaction of vehicle safety devices is shown schematically in FIG and route shown. On the route lead in particular turnouts W and level crossings BÜ from actuating and safety functions for the vehicles without checking whether these commands are yours Have correctness or not. This decision takes over the vehicle safety device FS of the vehicle that this Issues commands. Data transfer between vehicles and the route elements are secure data transmission. The route is managed by a bookkeeping BF, which is managed by Accounting facilities are perceived and with the vehicles also communicated. It manages occupancy rooms for sections of the route network by the vehicles specified and want to be driven by them. The Limits of the route sections / occupancy areas and the through the accounting facilities manage route areas can be optimized according to operational requirements. The accounting department does not trade with the switches or with the Level crossings data, it only communicates with the vehicle safety devices. It has local route information and supplies the vehicle safety devices with safety-relevant data on route topology and route parameters as well as with addresses of the route elements as well as neighboring accounting facilities. Of The accounting facilities are in addition to those provided by the Vehicle safety devices also deposited assignments From there, the specified conditions are recorded Vehicle safety devices are important. The vehicle security devices can bypass themselves coordinate the bookkeeping directly and each other grant certain rights. Indicated on the vehicles Devices O serve to locate the vehicles the route and to check train integrity. Moreover initiate the vehicle safety devices via folding devices FG the brake control. Dispositive instructions can be made available by a control center. Instructions and drive commands are the vehicle control supplied via a control center L.

Claims (39)

Radio-based train protection system for a rail route network that can be traveled by a plurality of trains, with track elements that can be controlled by the trains, each train being equipped with a vehicle safety device acting on its braking system and with a vehicle-side locating device and a radio system for data exchange with at least the track elements,
characterized in that the vehicle security devices are set up to temporarily occupy in the route network an occupancy space consisting of at least one route section in at least one accounting device managing the route until a later withdrawal of the occupancy,
whereby the accounting device stores the bookings it receives from the vehicle safety devices in a section-oriented manner in the order in which the bookings are received, and informs the respective vehicle safety devices thereof and of any previous bookings of the route sections it uses by other vehicle safety devices
and that the vehicle security device enables a train to travel for and only for those sections of the route for which its occupancy in the responsible accounting facility is the oldest or for which the previous occupancy has stored conditions that the vehicle is able to meet. Radio-based train protection system according to claim 1,
characterized in that the vehicle safety device of a train blocks all route sections for which conditions are stored which it cannot understand or cannot fulfill. Radio-based train protection system according to claim 1,
characterized in that each train is provided with at least one vehicle safety device. Radio-based train protection system according to claim 1,
characterized in that the bookings and conditions stored in the bookkeeping system of an accounting facility for selected route sections are stored there unmistakably in the order given by the time sequence of their request, but that authorized vehicle safety devices are set up to take back bookings and conditions stored there at any point . Radio-based train protection system according to claim 4,
characterized in that the vehicle safety device is not able to withdraw the assignments and conditions for those route sections which are occupied by the train and which lie within its braking distance. Radio-based train protection system according to claim 1,
characterized in that the accounting device has at least one occupancy table and that when an occupancy is withdrawn in the occupancy table, all the occupations and conditions stored later move up one place at a time. Radio-based train protection system according to one of claims 1 to 6,
characterized in that the route network is divided into a plurality of accounting areas managed by accounting devices, each of which comprises at least one route section, each route section being part of only a single accounting area. Radio-based train protection system according to claim 7,
characterized in that the division of the route into accounting areas is optional, but can be changed if necessary. Radio-based train protection system according to claim 7 or 8,
characterized in that the accounting facilities are arranged decentrally. Radio-based train protection system according to claim 9,
characterized in that the accounting facilities are assigned individually or to several individual route elements. Radio-based train protection system according to claim 9 or 10, characterized in that a central accounting device is provided. Radio-based train protection system according to claim 9 or 11, characterized in that the at least one accounting device is assigned to a vehicle. Radio-based train protection system according to one of Claims 1 to 12,
characterized in that a wireless data transmission between the vehicles and the accounting devices and / or the route elements is provided. Radio-based train protection system according to claim 13,
characterized in that radio transmission / reception devices of limited range are provided for the transmission of occupancy requests, occupancies and stored conditions. Radio-based train protection system according to one of Claims 1 to 14,
characterized in that the transmission of occupancy requests from one accounting device to at least one other accounting device takes place wirelessly or via line in a direct way or via further accounting devices or route devices according to the principle of cooperative data transmission. Radio-based train protection system according to claim 1,
characterized in that the accounting facilities contain local route information and that they are set up to transmit safety-relevant data about route topology and route parameters as well as the addresses of neighboring accounting facilities in relation to the occupancy of associated route sections by a train. Radio-based train protection system according to claim 1 or 16, characterized in that the accounting devices are set up to transmit data to a occupying train about a train which has previously deposited an up-to-date occupancy for at least one section of the occupancy area occupied by the occupying train. Radio-based train protection system according to claim 1 or 6, characterized in that the vehicle security device is set up to specify and process occupancy rooms according to location, length and possibly width and / or height and that the at least one accounting device is set up to use the occupancy rooms described in this way to be kept in the accounts and to transmit relevant data to the occupying vehicles. Radio-based train protection system according to claim 18, characterized in that the vehicle safety devices determine the respective route sections to be occupied and thus the occupancy space to be assigned to a train. Radio-based train protection system according to Claim 1, 6 or 18, characterized in that the vehicle security devices, with the occupancy of an occupancy space in the bookkeeping of the bookkeeping device, store at least one accounting area conditions which represent information for vehicles later to be occupied Radio-based train protection system according to claim 20, characterized in that the vehicle security device is set up, in at least one accounting device of an accounting area for the occupancy space managed there and occupied by it, as a condition for traveling on individual sections of this occupancy space, the condition of the vehicle side to be fulfilled by this vehicle which will later be occupied Track monitoring of these sections of track, the vehicle making the storage of this condition dependent on its own promise to only use its occupancy space managed by the associated accounting facility in the direction of travel assumed in the occupancy. Radio-based train protection system according to claim 21,
that driving on the sections of the route that are still occupied is dependent on active track clearing of these sections of the route by the following vehicle. Radio-based train protection system according to claim 21 or 22, characterized in that the following vehicle connects to the preceding vehicle, which is still occupying, in a wireless way and inquires about the already cleared route sections or its location to determine the already cleared route sections. Radio-based train protection system according to one of claims 1 to 23, characterized in that the vehicle is provided with at least one locating device which determines the location of the vehicle from the running time of radio signals transmitted back from at least one fixed route device together with position data of this route device. Radio-based train protection system according to one of claims 1 to 24, characterized in that the fixed route devices transmit constant frequency signals and that the vehicle uses a striking phase change of the received constant frequency signal for current location determination when passing through a route device. Radio-based train protection system according to one of claims 1 to 25, characterized in that the deletion of an assignment is made dependent on the clearing of the associated route sections by the train, the clearing notification being made dependent on the monitoring of the train cohesion. Radio-based train protection system according to one of Claims 1 to 25, characterized in that the train, in the absence of monitoring of the cohesion of the train, stores the condition for the subsequent passage of its occupancy area or parts thereof that a subsequent train travels through the occupancy area at its own responsibility and then in its place should delete the stored condition and the assignment. Radio-based train protection system according to one of claims 1 to 27, characterized in that at least one additional vehicle security device provided inside or outside a vehicle is set up to store bookings and conditions with the accounting device (s) for any route section of its accounting area, which apply to all the route sections concerned Subsequently, vehicles occupying these sections until the stored conditions have been deleted, make these sections dependent on compliance with the stored conditions. Radio-based train protection system according to claim 28, characterized in that the stored conditions represent maximum speeds and are stored for those sections of the route to which these maximum speeds are to apply. Radio-based train protection system according to claim 28, characterized in that the additional vehicle safety device is a transportable safety device. Radio-based train protection system according to Claim 30, characterized in that at least one additional vehicle safety device is provided for securing construction sites and work rotas to mark the position of the construction site, to force the slow travel via conditions stored in the bookkeeping and to warn the group of approaching vehicles. Radio-based train protection system according to one of claims 1 to 31, characterized in that the vehicle safety device is set up to store assignments for sections of the route which are not to be used by the train but which are not to be used for handling train journeys on neighboring tracks or for other operational reasons or safety requirements . Radio-based train protection system according to one of claims 1 to 32, characterized in that the vehicle security device is set up to occupy occupancy rooms with possibly different conditions several times. Radio-based train protection system according to one of claims 1 to 33, characterized in that the vehicle security device only enables the train to travel to the route section or sections of a previously occupied and still occupied occupancy area if all of these are used earlier in the accounting of the booking device of the booking area for these sections stored conditions are met or if it has been given the right of intrusion, in particular vehicle security systems with older occupancy. Radio-based train protection system according to one of claims 1 to 34, characterized in that the vehicle security device is set up to request permission from the vehicle security device of a vehicle occupying the same occupancy area or parts thereof later, or from an additional vehicle security device, and for permission to enter the occupancy area or parts thereof after permission has been obtained to drive without informing the accounting department of the accounting department of the right of intrusion and without taking back the occupancy of the reservation area. Radio-based train protection system according to one of claims 1 to 35, characterized in that both the vehicle safety devices and the accounting devices are designed as signal-safe computers that communicate safely with signal technology. Radio-based train protection system according to claim 36, characterized in that the vehicle safety devices assume the responsibility for storing conditions, acting on the control elements of the occupancy area, driving on the associated route sections while observing stored conditions and taking back occupancies. Radio-based train protection system according to one of claims 1 to 37, characterized in that a vehicle which occupies a section of an occupancy area already occupied by another vehicle and which is currently not allowed to travel on this route section due to this earlier occupancy, continuously inquires at the accounting facility of the associated accounting area after the withdrawal of the previously deposited occupancy or that the trackside safety device notifies the following occupying vehicle of the withdrawal of the earlier occupancy upon the withdrawal of the previously deposited occupancy. Radio-based train protection system according to one of claims 1 to 38, characterized in that the vehicle security device accesses only the actuating elements of those plug elements which belong to the occupancy area stored for the vehicle security device and for which the vehicle security device has access authorization because its occupancy of the associated route sections of the occupancy area is the oldest in the associated accounting system or because the vehicle security system fulfills all the conditions previously stored for these sections or because it has received the appropriate rights of intrusion from all vehicle security systems with older occupancy of the route sections.

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