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EP3445635B1 - Procédé permettant de faire fonctionner un dispositif de localisation et dispositif de localisation - Google Patents

Procédé permettant de faire fonctionner un dispositif de localisation et dispositif de localisation Download PDF

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Publication number
EP3445635B1
EP3445635B1 EP17728152.4A EP17728152A EP3445635B1 EP 3445635 B1 EP3445635 B1 EP 3445635B1 EP 17728152 A EP17728152 A EP 17728152A EP 3445635 B1 EP3445635 B1 EP 3445635B1
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EP
European Patent Office
Prior art keywords
vehicle
track
locating device
specific parameter
bound vehicle
Prior art date
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Revoked
Application number
EP17728152.4A
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German (de)
English (en)
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EP3445635A1 (fr
Inventor
Hans-Jörg MÖNNICH
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection

Definitions

  • Reliable information with regard to the respective location or the respective position of the vehicles operated in the respective system is of fundamental importance for the safe operation of track-bound vehicles, which can be, for example, rail vehicles, track-guided vehicles with rubber tires or magnetic levitation trains.
  • a method for locating a rail vehicle in which a waveguide laid along the rail route is provided for locating the rail vehicle on a route in the form of a rail route. Electromagnetic pulses are successively fed into the waveguide. For each emitted pulse, at least one backscatter pattern generated by backscattering the electromagnetic pulse is received and evaluated. By evaluating the backscatter patterns, the respective rail vehicle can be located on the rail route.
  • the technology used is also known under the terms “fiber sensing” or “distributed acoustic sensing”.
  • corresponding known systems have the disadvantage that, as such, they are generally not safe in terms of signal technology, ie they do not meet the particularly high safety requirements applicable for use in the area of railway safety technology.
  • corresponding systems are not suitable or approved for use in safety-critical, "vital” applications, such as those which represent, for example, guideway protection or control of vehicles by a train control system.
  • the document WO 2013 114 135 A2 describes a method and devices for controlling traffic networks.
  • the method includes monitoring at least a portion of the rail network by performing distributed acoustic sensing on one or more optical fibers deployed along the network path to provide multiple acoustic sensing parts.
  • the signals detected by the multiple acoustic detection sections are analyzed to detect acoustic signals associated with trains moving on the traffic network.
  • the signals are analyzed to identify the beginning and end of the train and to track the movement of the trains in the network.
  • the document WO 2014 086 582 A2 relates to a method for locating a rail vehicle along a rail route along which a waveguide is laid.
  • successive electromagnetic pulses are fed into the waveguide and at least one backscattering pattern is generated for each pulse emitted by vehicle-related backscattering.
  • the electromagnetic pulse is received and evaluated.
  • the waveguide then has at least one locating section along the rail section in which the vibration sensitivity of the waveguide is greater or smaller than outside the locating section.
  • the amplitude of the received backscatter pattern is evaluated and a locating signal is generated, the amplitude of the received backscatter pattern increasing or decreasing over time.
  • the document WO 2014 019886 A2 relates to a method for operating a locating device which comprises a waveguide laid along a track segment for locating a rail vehicle on the track segment, wherein electromagnetic pulses are fed into the waveguide one after the other and backscatter patterns generated for each emitted by backscattering of the electromagnetic pulse Impulse received and evaluated.
  • a vibration device located in the region of the track segment at a known position is activated at a predetermined activation time, and a vibration which causes backscattering of the electromagnetic pulse is generated at the known position.
  • the document US 5 330 136 A describes a railroad rail system that uses an optical sensor that emits a vehicle detection light signal when a railroad vehicle is in a rail section.
  • a reference light signal is generated by a light emission source.
  • a detector receives the vehicle detection light signal.
  • Information contained in the vehicle identification light signal is processed by a processor to identify the rail vehicle.
  • the document US 2003 236598 A1 relates to a rail traffic control system that connects each locomotive to a control center to transmit data and control signals.
  • Vehicles continuously communicate position using on-board computers, GPS and two-way communication hardware, and other information for recording in a database and for integration into a comprehensive computerized control system.
  • the database contains train schedules for real-time display on train monitors. The current position of each train is compared online with the planned schedule to determine if corrective action is required. If a train's deviation from its planned schedule exceeds a specified parameter, the system automatically calculates alternative schedules for all trains in the system according to pre-selected operating conditions to minimize the impact of the deviation.
  • the present invention is based on the object of specifying a method for operating a locating device which is comparatively simple to implement and at the same time particularly powerful and meets high safety requirements and which comprises at least one waveguide laid along the route for locating a track-bound vehicle on a route.
  • a method for operating a locating device which comprises at least one waveguide for locating a track-bound vehicle on a route, at least one electromagnetic pulse relating to the respective track-bound vehicle being measured by a trackside sensor device is fed into the waveguide, at least one backscatter pattern generated by backscattering the at least one electromagnetic pulse is detected and subjected to an evaluation, at least one vehicle-specific parameter determined in the course of the evaluation is verified on the basis of the acquired measurement data and, if the at least one vehicle-specific parameter is successfully verified the locating device provides a locating signal indicating the evaluation of the location of the track-bound vehicle.
  • the method according to the invention for operating a locating device which comprises at least one waveguide laid along the route for locating a track-bound vehicle on a route is initially characterized in that measurement data relating to the respective track-bound vehicle from a trackside Sensor device can be detected.
  • the trackside sensor device is a component that is independent of the waveguide and components assigned to it, ie the “fiber sensing” system.
  • the trackside sensor device preferably fulfills high security requirements, so that the measured data recorded can be regarded as trustworthy.
  • At least one electromagnetic pulse is fed into the waveguide in a manner known per se and thereupon at least one backscatter pattern generated by backscattering the at least one electromagnetic pulse is detected and subjected to an evaluation.
  • Corresponding "fiber sensing" systems suitable for this purpose are known as such and are available from various manufacturers.
  • At least one vehicle-specific parameter determined in the course of the evaluation is verified on the basis of the acquired measurement data.
  • the verification can be carried out, for example, by comparing the at least one vehicle-specific parameter with the acquired measurement data or at least part of the same.
  • a complete agreement in terms of an identity may be required for successful verification, or a tolerance range may be permitted in the context of the comparison.
  • the use of the recorded measurement data as a reference results in a statement or check as to whether the at least one vehicle-specific parameter (possibly with a sufficiently high probability for the respective application) is correct, ie corresponds to reality, or not.
  • the locating device in the event of a successful verification of the at least one vehicle-specific parameter, provides a locating signal based on the evaluation of the at least one backscatter pattern and indicating the respective location of the track-bound vehicle. This means that this is based on the evaluation of the at least one backscatter pattern, i.e. based on the information of the "Fiber Sensing" system, the location signal indicating the respective location of the track-bound vehicle is provided only when the measurement data acquired by means of the trackside sensor device has successfully verified the evaluation result based on the detected backscatter patterns.
  • the method according to the invention has the advantage that it enables the correct functioning of the “fiber sensing” system to be checked independently on the basis of the measurement data recorded by the trackside sensor device.
  • a successful check there is the possibility of classifying the measured values detected by means of the optical waveguide as a sensor or the result of their evaluation as trustworthy.
  • a corresponding reliability of the acquisition of the measurement data by the trackside sensor device and the process of the verification of the at least one vehicle-specific parameter on the basis of the acquired measurement data provided that this opens up the possibility of also using the location signal based on the evaluation of the at least one backscatter pattern for safety-relevant applications, such as track vacancy detection or train control.
  • this offers the advantage that the location signal based on the evaluation of the at least one backscatter pattern generally has a very good resolution, so that the position of the respective track-bound vehicle can be determined, for example, with an accuracy of the order of 5 to 10 m.
  • waveguides for example in the form of optical waveguides, are often already installed or can be laid with comparatively little effort on the routes of track-bound vehicles, as a result of which the effort and costs for the installation and operation of other trackside components can be saved.
  • the track-bound vehicle can be a track-bound vehicle of any kind.
  • An example of this is a locomotive with one or more coupled passenger or freight cars.
  • the track-bound vehicle can also be designed, for example, as a locomotive, which in each case can comprise one or more driven and / or non-driven vehicles or wagons.
  • the track-bound vehicle can also consist, for example, of one or more freight wagons, which are driven by gravity and move along a maneuvering system.
  • the method according to the invention can preferably be developed in such a way that the measurement data are recorded by the trackside sensor device when the track-bound vehicle enters a route area assigned to the locating device, and the recorded measurement data during the stay of the track-bound vehicle are used in the route area for verification of the respectively determined at least one vehicle-specific parameter and the location device provides the location signal in the event of successful verification of the at least one vehicle-specific parameter.
  • This embodiment of the method according to the invention has the advantage that the measurement data are recorded by the trackside sensor device when the relevant track-bound vehicle enters the route area assigned to the locating device, and this measurement data subsequently during the entire subsequent stay of the track-bound vehicle in the relevant route area are used to verify or check the at least one vehicle-specific parameter determined in the course of evaluating the at least one backscatter pattern.
  • the measurement data recorded by the trackside sensor device comprise at least one of the following measurement variables: location of the track-bound vehicle, speed of the track-bound vehicle, vehicle length of the track-bound vehicle, Number of axles of the track-bound vehicle.
  • location of the track-bound vehicle speed of the track-bound vehicle
  • vehicle length of the track-bound vehicle Number of axles of the track-bound vehicle.
  • the measurement variables mentioned are those which can usually be determined by evaluating recorded backscatter patterns using "fiber sensing" systems.
  • the vehicle length of the track-bound vehicle and the number of axles of the track-bound vehicle continue to have the advantage as measured variables that they should not change over time in the operation of the track-bound vehicle, so that the relevant measured variables are also suitable as reference or comparison variables at a later point in time are.
  • the method according to the invention can preferably also be developed in such a way that the measurement data are recorded by a signal-safe sensor-side sensor device.
  • a trackside sensor device that is safe in terms of signal technology is advantageous, since a corresponding sensor device ensures that it meets the high safety requirements of railway signaling technology.
  • This therefore also applies in relation to the measurement data recorded by such a signal-technically safe route-side sensor device, as a result of which this is particularly suitable as a reference or comparison standard for the at least one vehicle-specific parameter determined based on the backscatter patterns.
  • the results of the comparison of the evaluation of the "fiber sensing" system can also be classified as signal-safe in the result of the comparison, as a result of which the "fiber sensing" system can also be used for safety-relevant applications.
  • the trackside sensor device can in principle be a sensor device of any known type. This includes, for example, cameras or light barriers and other systems known per se to determine the speed, the vehicle length and / or the number of axles of the respective track-bound vehicle.
  • the measurement data are recorded by a trackside sensor device in the form of an axle counter.
  • axle counters are sensor devices that are widespread in the field of railway signaling technology and are highly reliable and regularly implemented with reliable signaling technology.
  • a corresponding axle counter which is essentially a two-channel wheel sensor, and an axle counter evaluation device which may be spaced apart from the actual sensor, it is possible to determine the number of axles of the track-bound vehicle.
  • a corresponding axle counter can determine the speed of each axle of the track-bound vehicle and, based on the speed and the duration of the assignment of the axle counter, calculate the length of the track-bound vehicle from the first to reading out the last axle.
  • the location of the vehicle at the time of the detection which in this case corresponds to the location of the axle counter, is also recognized by the detection of the track-bound vehicle.
  • the use of an axle counter as a track-side sensor device is also advantageous in that axle counters are often already installed along the routes of the track-bound vehicle. Such an axle counter, which is present anyway, can advantageously be used in the course of operating the locating device.
  • the method according to the invention can preferably also be developed in such a way that the at least one ascertained vehicle-specific parameter is monitored with respect to its time profile and the location signal is provided, provided the time profile of the at least one vehicle-specific parameter is assessed as plausible.
  • a further check or plausibility check of the vehicle-specific parameter is advantageously possible.
  • the acceleration and braking capacity of track-bound vehicles is known as such and can therefore be taken into account in the plausibility check.
  • vehicle-specific parameters if the "fiber sensing" system is functioning correctly, it is generally to be expected that these will show no jumps or the like over time.
  • Monitoring the chronological course of the at least one determined vehicle-specific parameter thus offers a further possibility of plausibility checking of the data acquired by means of the waveguide as a sensor.
  • the location signal is only provided if the time course of the at least one vehicle-specific parameter is assessed as plausible. If this is not the case, a corresponding error message is advantageously output and any location signal that has already been generated is discarded or identified as faulty or doubtful.
  • the method according to the invention can preferably also be designed such that specific vehicle data for the respective track-bound vehicle are received by the locating device from a control device of a train control system, the received vehicle data from the locating device as part of a check or plausibility check of the at least one vehicle-specific one Characteristic are used and the location signal is provided by the location device in the event of a successful check or plausibility check.
  • Corresponding vehicle data can be, for example, the length or number of axles of the track-bound vehicle or the braking capacity of the same. With regard to the length or number of axles of the track-bound vehicle, a direct comparison with the corresponding vehicle-specific parameter is possible.
  • the braking capacity can be used to evaluate a vehicle-specific parameter in the form of the speed of the vehicle with regard to its plausibility.
  • the locating signal is only output when a comparison or evaluation of a match or consistency of the vehicle data with the at least one vehicle-specific parameter is found. This therefore provides a further possibility of carrying out a consistency check of the data or results supplied by the "fiber-sensing" system.
  • a test signal specific to this acoustic transmitter is generated by means of an acoustic transmitter arranged on the route, and a function check of the locating device is carried out on the basis of the test signal.
  • the acoustic transmitter is thus a component that generates a test signal specific to this acoustic transmitter in the form of an acoustic signal or a vibration. Since the test signal is a signal that is generated at a known location and possibly at a known point in time and has a known shape, it is possible to carry out a function check of the locating device on the basis of the test signal.
  • a corresponding test signal can be generated at regular intervals and / or by the acoustic transmitter Request can be generated by a higher-level monitoring component. Because the test signal is specific to the respective acoustic transmitter, crosstalk of the test signal and thus an erroneous status message is advantageously avoided. This means that the test signal, which may have a specific or configured bit pattern, for example, can be used to clearly verify that this test signal was actually generated by the acoustic transmitter arranged on the route. This is therefore particularly important for cases in which a plurality of optical fibers and / or a plurality of acoustic transmitters are arranged in the region of the route.
  • the location signal provided in the case of a positive verification can be used for any purpose. This includes in particular applications in the area of track vacancy detection and train control or train protection.
  • the location signal provided is used for a free or occupied message from virtual free reporting sections configured in the location device.
  • This embodiment of the method according to the invention has the advantage that corresponding virtual vacancy reporting sections can be defined or configured in terms of their length or granularity in accordance with the respective requirements.
  • the location device can advantageously generate and output information that is similar to that known track vacancy detection systems, for example using axle counters or track circuits.
  • the corresponding occupancy information can, for example, be transmitted to an interlocking and subsequently taken into account by the latter when securing the route.
  • the virtual vacancy reporting sections are chosen to be sufficiently small, it is possible to approach driving in a moving space, ie to a "moving block” operation.
  • the location signal provided can of course also be used for a real "moving block” operation and thus, for example, in connection with the corresponding train control systems in local transport or with ETCS (European Train Control System) Level 3.
  • the present invention also relates to a locating device.
  • the object of the present invention is to provide a location device which is comparatively simple to implement and at the same time particularly powerful and meets high safety requirements and which comprises at least one waveguide laid along the route for locating a track-bound vehicle on a route.
  • a locating device with at least one waveguide laid along a route of a track-bound vehicle, a trackside sensor device for detecting measurement data relating to the respective track-bound vehicle, a pulse generating device for generating and feeding electromagnetic pulses into the waveguide, and a detection device for detecting of backscatter patterns generated by backscattering the electromagnetic pulses and an evaluation device for evaluating the detected backscatter patterns
  • the Locating device is designed to verify at least one vehicle-specific parameter determined in the course of the evaluation on the basis of the acquired measurement data and, in the event of successful verification of the at least one vehicle-specific parameter, to provide a location signal based on the evaluation of the at least one backscatter pattern and indicating the respective location of the track-bound vehicle.
  • the locating device is designed to store measurement data acquired by the trackside sensor device when the track-bound vehicle enters a route area assigned to the locating device, and the stored measurement data during the stay of the track-bound vehicle in the route area for verification of the at least one determined in each case to use vehicle-specific parameter and to provide the location signal in each case in the event of successful verification of the at least one vehicle-specific parameter.
  • the locating device according to the invention can also be designed such that the trackside sensor device is designed to detect measurement data comprising at least one of the following measured variables: Location of the track-bound vehicle, speed of the track-bound vehicle, vehicle length of the track-bound vehicle, number of axles of the track-bound vehicle.
  • the line-side sensor device is a signal-technically safe line-side sensor device.
  • this is an axle counter.
  • the locating device according to the invention can also be developed in such a way that the locating device is designed to monitor the at least one determined vehicle-specific parameter with respect to its time profile and to provide the location signal, provided that the time profile of the at least one vehicle-specific parameter is assessed as plausible.
  • the locating device according to the invention can preferably also be developed in such a way that the locating device has a receiving device for receiving vehicle data specific to the respective track-bound vehicle from a control device of a train control system and is designed to provide the received vehicle data as part of a check or plausibility check of the at least one vehicle-specific parameter use and provide the location signal in the event of a successful review or plausibility check.
  • the locating device comprises at least one acoustic transmitter arranged on the route, which is designed to generate a test signal specific to this acoustic transmitter is, the locating device is designed to carry out a functional check of the locating device on the basis of the test signal.
  • the figure shows a locating device 10, which comprises a pulse generating device 20, a detection device 30, a coupling device 40, a waveguide 50, an evaluation device 60, a safe location computer 70, trackside sensor devices 80, 81 and 82 and an axle counting computer 90.
  • a locating device 10 which comprises a pulse generating device 20, a detection device 30, a coupling device 40, a waveguide 50, an evaluation device 60, a safe location computer 70, trackside sensor devices 80, 81 and 82 and an axle counting computer 90.
  • the pulse generating device 20 preferably has a laser (not shown further) which makes it possible to generate short electromagnetic, in particular optical, pulses at regular intervals, for example at a fixed predetermined pulse rate, and to feed them into the waveguide 50 via the coupling device 40.
  • the pulse generating device 20 is preferably controlled by the evaluation device 60, so that the timing of the pulse generation is at least approximately known to the evaluation device 60.
  • the detection device 30 has, for example, a photodetector which enables the detection of electromagnetic radiation.
  • the detection device 30 transmits its measurement signals to the evaluation device 60, which evaluates it.
  • the pulse generating device 20, the detection device 30, the coupling device 40, the waveguide 50 and the evaluation device 60 thus form a sensor system, which is usually referred to as a "fiber sensing" or “distributed acoustic sensing” system and is known as such and on Market is available.
  • the waveguide 50 is arranged along a route 200.
  • a track-bound vehicle 210 in the form of a rail vehicle travels on route 200. It is assumed here that the track-bound vehicle 210 moves from right to left in the exemplary embodiment shown.
  • the trackside sensor devices 80, 81 and 82 are designed as axle counters within the scope of the exemplary embodiment described, it being assumed that these are designed to be safe in terms of signaling, i.e. meet the high safety requirements of railway signaling technology.
  • the trackside sensor devices 80, 81, 82 are connected to the axle counting computer 90 in terms of communication technology, which in turn, like the evaluation device 60, is connected to the safe location computer 70 in terms of communication technology.
  • the location computer 70 is "safe" to the extent that it is implemented in a signal-safe manner and thus fulfills the high safety requirements of railway safety technology.
  • the trackside sensor device 80 is in itself sufficient is, so that the trackside sensor devices 81 and 82 could in principle be omitted.
  • the secure location computer 70 is in turn connected to a signal box 100 for communication purposes.
  • the task of the safe location computer 70 is, in particular, to transmit a signaling-safe location signal to the signal box 100.
  • this location signal or the location information contained therein is taken into account when securing a route of the track-bound vehicle 210 and other track-bound vehicles traveling on the route 200.
  • the secure location computer 70 and the signal box 100 are also connected via a communication interface 110 to secure location computers assigned to adjacent route areas.
  • the locating device 10 shown in the figure can now be operated, for example, such that the track-side sensor device 81, for example, when the track-bound vehicle 210 enters a locating device 10, in the exemplary embodiment of the figure from the track side Sensor device 81 up to the location of the coupling device 40 stretching area-related measurement data relating to the track-bound vehicle 210 are recorded or have been recorded in the situation of the figure.
  • a corresponding route area could, for example, correspond to the distance between two stations and thus, depending on the particular circumstances, have a length in the range between 10 km and 40 km, for example.
  • the trackside sensor device 81 or the axle counting computer 90 which can also be viewed together as a corresponding sensor device, has acquired measurement data which include, as measurement variables, a speed, a vehicle length and a number of axles of the track-bound vehicle 210.
  • measurement variables a speed, a vehicle length and a number of axles of the track-bound vehicle 210.
  • the track-bound vehicle 210 has reached the location of the trackside sensor device 81 at the point in time at which the trackside sensor device 81 detects its first axis. It should be pointed out that, as an alternative to this, the trackside sensor device 81 could also detect only one or more of the measurement variables mentioned.
  • the pulse generating device 20 By means of the pulse generating device 20, at least one electromagnetic pulse is then fed into the waveguide 50 via the coupling device 40, which is assumed in the exemplary embodiment described to be an optical waveguide.
  • the detection device 30 detects at least one backscatter pattern generated by backscattering the at least one electromagnetic pulse and evaluates it on the part of the evaluation device 60.
  • the evaluation device 60 By means of a corresponding modulation, which is triggered by the vibration caused by the track-bound vehicle 210, the evaluation device 60 is hereby able to determine the presence of the track-bound vehicle To detect vehicle 210 on the route 200.
  • the evaluation device 60 is also enabled to determine the position of the track-bound vehicle 210.
  • Systems currently available on the market typically achieve resolutions in the range of approximately 5-10 m, so that the position of the track-bound vehicle 210 can be determined with comparatively high accuracy.
  • corresponding "fiber sensing" systems usually do not meet the high requirements of railway signaling technology in terms of their signaling safety. This means that the location of the rail vehicle 210 determined by means of the optical waveguide 50 cannot be used for safety-critical applications, for example in connection with a track vacancy detection for securing the route or in connection with a train control system, without further measures.
  • the at least one vehicle-specific parameter determined in the evaluation by the evaluation device 60 is determined by the safe location computer 70 on the basis of Track-side sensor device 81 detected and verified by the or from the axle counting computer 90 transmitted to the safe location computer 70 measurement data. At least the moment when the track-bound vehicle 210 enters the relevant route area, ie has just reached the track-side sensor device 81, the location of the track-bound vehicle 210 or the speed of the track-bound vehicle 210 can be used, for example, as the vehicle-specific parameter.
  • the “fiber sensing” system it is also possible to determine the length and number of axles of the track-bound vehicle 210 as a vehicle-specific parameter. Since these variables can also be determined on the basis of the measurement data recorded by the trackside sensor device 81, these parameters can also be used to verify the at least one vehicle-specific parameter using the measurement data. In addition, the vehicle length and the number of axles offer the advantage that these parameters should not change during the travel of the track-bound vehicle 210 in the route area. Consequently, the corresponding measurement data are still available as a comparison reference for verifying the vehicle-specific parameter (s) when the track-bound vehicle 210 has already left the trackside sensor device 81 behind.
  • At least one vehicle-specific parameter is ascertained by the “fiber sensing” system and transmitted by it together with a determined location of the track-bound vehicle 210 to the safe location computer 70 over a longer period of time, even without passing further trackside sensor devices to verify.
  • a corresponding verification can be carried out, for example, by a corresponding comparison of the recorded measurement data with the at least one vehicle-specific parameter determined in the course of the evaluation, the verification being successful depending on the respective vehicle-specific parameter, provided the corresponding parameters are in the sense of an identity or in the Within a tolerance range.
  • the secure location computer 70 By means of a corresponding verification of the data or information supplied by the “fiber sensing” system, it is now advantageously possible for the secure location computer 70 to subsequently consider the relevant information or the “fiber sensing” system as to recognize such as trustworthy and thus as a supplier of reliable, depending on the respective requirements and circumstances signaling secure location information.
  • This therefore offers the advantage that the location device 10 or the safe location computer 70 of the same provides a location signal based on the evaluation of the at least one backscatter pattern, determined by the evaluation device 60 and transmitted to the safe location computer 70, indicating the respective location of the track-bound vehicle 210 or output and this can therefore also be used for applications with requirements relating to the security or reliability of the information. If, on the other hand, the verification is not successful, the location device 10 does not provide a location signal or discards an already generated location signal or marks it as untrustworthy.
  • the trackside sensor devices 81, 82, 82 are advantageously not an independent track vacancy detection system, at least in relation to the track section under consideration.
  • the trackside sensor device 81 thus only serves to initially or once when entering the relevant track area to record the corresponding measurement data. These can then be used in the sequence without the need for further trackside sensor devices.
  • the evaluation device 60 monitors the at least one determined vehicle-specific parameter with respect to its time profile and provides the location signal, provided that the time profile of the at least one vehicle-specific parameter is assessed as plausible .
  • specific vehicle data is received by the control device of a train control system for the track-bound vehicle 210 by the locating device 10 and this received vehicle data from the locating device 10 or the safe location computer 70 of the same for further plausibility checking or checking of the at least one vehicle-specific one Characteristic can be used.
  • the specific vehicle data received can be, for example, the vehicle length of the track-bound vehicle 210 or the braking capacity thereof. While the braking capacity can be used, for example, as part of a plausibility check of speed changes, the number of axles or vehicle length can be used directly for a corresponding comparison with a corresponding vehicle-specific parameter.
  • the locating device 10 On the basis of the vehicle data received from the control device of the train control system, a further check of the function of the "fiber sensing" system is thus possibly possible, with the locating device 10 also issuing the locating signal only in this case if there is a match or a match in the comparison Consistency of the vehicle data with the at least one vehicle-specific parameter is determined.
  • a further functional check of the locating device 10 is advantageously possible by means of an acoustic transmitter arranged on the route 200, which is shown in the figure Not shown for reasons of clarity. If the acoustic transmitter generates a test signal specific to this, this test signal can be used on the one hand to check the function of the detection device 30, the coupling device 40, the waveguide 50 and the evaluation device 60. Appropriate coding of the test signal for the respective acoustic transmitter precludes crosstalk of signals and ensures that the received test signal actually comes from the assigned acoustic transmitter.
  • the location signal provided by the secure location computer 70 to the location device 10 can advantageously be used for a free or busy message from the free reporting sections configured in the location device 10.
  • These virtual free reporting sections are limited by free reporting points, which are indicated in the figure by the reference numerals 220, 221, 222 and 223. This means that, after the comparisons and consistency checks mentioned above have been carried out, the location computer 70, which is secure in terms of signal technology, transmits free or occupancy reports relating to these virtual vacancy reporting sections to the signal box 100.
  • the position of the virtual vacancy reporting points 220, 221, 222, 223 or the length of the vacancy reporting sections formed by them can advantageously be selected according to the respective requirements and needs.
  • the verification according to the exemplary embodiments described above is carried out by a location computer 70 which is secure in terms of signaling technology and the trackside sensor device 81 used is also designed to be signaling-safe, this leads to the reliability of the "fiber sensing" system being able to be checked in a reliable manner and this system or the location signal output by it, if appropriate, can itself be granted signaling security due to its integration in the location device 10.
  • the "fiber sensing" system can advantageously also be used for applications with high demands on the security of the information provided, which opens up new application possibilities in the field of railway signaling technology.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (18)

  1. Procédé pour faire fonctionner un dispositif (10) de localisation, qui comprend, pour localiser un véhicule (210) guidé sur rail sur une voie (200), au moins un guide d'onde (50) posé le long de la voie (200), dans lequel
    - on relève, par un dispositif (81) de capteur du côté de la voie, des données de mesure se rapportant au véhicule (210) guidé sur rail,
    - on injecte au moins une impulsion électromagnétique dans le guide d'onde (50),
    - on détecte au moins un motif de dispersion en retour produit par la dispersion en retour de la au moins une impulsion électromagnétique et on le soumet à une exploitation,
    - on vérifie, à l'aide des données de mesure relevées, au moins une grandeur caractéristique spécifique au véhicule déterminée dans le cadre de l'exploitation et
    - dans le cas d'une vérification réussie de la au moins une grandeur caractéristique spécifique au véhicule, on met à disposition, par le dispositif (10) de localisation, un signal de localisation reposant sur l'exploitation du au moins un motif de dispersion en retour et indiquant le lieu du véhicule (210) guidé sur rail.
  2. Procédé suivant la revendication 1,
    caractérisé en ce que
    - on relève les données de mesure, par le dispositif (81) capteur du côté de la voie, à l'entrée du véhicule (210) guidé sur rail dans une partie de la voie associée au dispositif (10) de localisation,
    - on utilise les données de mesure relevées pendant l'arrêt du véhicule (210) guidé sur rail dans la partie de la voie pour la vérification de la au moins une grandeur caractéristique spécifique au véhicule qui a été déterminée et
    - on procure, par le dispositif (10) de localisation, le signal de localisation dans le cas d'une vérification réussie de la au moins une grandeur caractéristique spécifique au véhicule.
  3. Procédé suivant la revendication 1 ou 2,
    caractérisé en ce que
    les données de mesure relevées par le dispositif (81) capteur du côté de la voie comprennent au moins l'une des grandeurs suivantes :
    - lieu du véhicule (210) guidé sur rail,
    - vitesse du véhicule (210) guidé sur rail,
    - longueur du véhicule (210) guidé sur rail,
    - nombre d'essieux du véhicule (210) guidé sur rail.
  4. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on relève les données de mesure par un dispositif (81) capteur du côté de la voie sécurisée en technique du signal.
  5. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on détecte les données de mesure par un dispositif (81) capteur du côté de la voie sous la forme d'un compteur d'essieu.
  6. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    - on contrôle la variation en fonction du temps de la grandeur caractéristique spécifique au véhicule qui est déterminée et
    - on procure le signal de localisation dans la mesure où la courbe en fonction du temps de la au moins une grandeur caractéristique spécifique au véhicule est évaluée comme vraisemblable.
  7. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    - on reçoit, par le dispositif (10) de localisation d'un dispositif de commande d'un système d'arrêt automatique des trains, des données de véhicule spécifiques au véhicule (210) respectif guidé sur rail,
    - on utilise les données de véhicule reçues par le dispositif (10) de localisation dans le cas d'un contrôle ou d'une appréciation de la vraisemblance de la au moins une grandeur caractéristique spécifique au véhicule et
    - on procure le signal de localisation par le dispositif (10) de localisation dans le cas d'un contrôle ou d'une estimation de vraisemblance réussie.
  8. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    - on produit, au moyen d'un indicateur acoustique disposé sur la voie (200), un signal de test spécifique à cet indicateur acoustique et
    - à l'aide du signal de test, on effectue un contrôle de fonctionnement du dispositif (10) de localisation.
  9. Procédé suivant l'une des revendications précédentes,
    caractérisé en ce que
    on utilise le signal de localisation procuré pour un message libre ou occupé de parties virtuelles annoncées libres planifiées dans le dispositif (10) de localisation.
  10. Dispositif (10) de localisation comprenant
    - au moins un guide d'onde (50) posé le long d'une voie (200) parcourue par un véhicule (210) guidé sur rail,
    - un dispositif (81) capteur du côté de la voie pour relever des données de mesure se rapportant au véhicule (210) guidé sur rail,
    - un dispositif (20) de production d'impulsions pour produire et injecter des impulsions électromagnétiques dans le guide d'onde (50),
    - un dispositif (30) de détection pour détecter des motifs de dispersion en retour produits par une dispersion en retour des impulsions électromagnétiques et
    - un dispositif (60) d'exploitation pour exploiter le motif de dispersion en retour qui est détecté,
    - dans lequel le dispositif (10) de localisation est constitué pour
    - vérifier, à l'aide des données de mesure détectées, au moins une grandeur caractéristique spécifique au véhicule déterminé dans le cadre de l'exploitation et
    - dans le cas d'une vérification réussie de la au moins une grandeur caractéristique spécifique au véhicule, procurer un signal de localisation reposant sur l'exploitation du au moins un motif de dispersion en retour et indiquant le lieu respectif du véhicule (210) guidé sur rail.
  11. Dispositif de localisation suivant la revendication 10,
    caractérisé en ce que
    le dispositif (10) de localisation est constitué pour
    - mémoriser des données de mesure relevées par le dispositif (81) capteur du côté de la voie lors de l'entrée du véhicule (210) guidé sur rail dans une partie de la voie associée au dispositif de localisation,
    - utiliser les données de mesure mises en mémoire pendant l'arrêt du véhicule (210) guidé sur rail dans la partie de la voie pour vérifier la au moins une grandeur caractéristique spécifique au véhicule qui est déterminée et
    - procurer le signal de localisation dans le cas d'une vérification réussie de la au moins une grandeur caractéristique spécifique au véhicule.
  12. Dispositif de localisation suivant la revendication 10 ou 11,
    caractérisé en ce que
    le dispositif (81) capteur du côté de la voie est constitué pour relever au moins une donnée de mesure comprenant les grandeurs de mesure suivantes :
    - lieu du véhicule (210) guidé sur rail,
    - vitesse du véhicule (210) guidé sur rail,
    - longueur du véhicule (210) guidé sur rail,
    - nombre d'essieux du véhicule (210) guidé sur rail.
  13. Dispositif de localisation suivant l'une des revendications 10 à 12,
    caractérisé en ce que
    le dispositif (81) capteur du côté de la voie est un dispositif capteur du côté de la voie sécurisé en technique du signal.
  14. Dispositif de localisation suivant l'une des revendications 10 à 13,
    caractérisé en ce que
    le dispositif (81) capteur du côté de la voie est un compteur d'essieu.
  15. Dispositif de localisation suivant l'une des revendications 10 à 14,
    caractérisé en ce que
    le dispositif (10) de localisation est constitué pour
    - contrôler la courbe en fonction du temps de la au moins une grandeur caractéristique spécifique au véhicule, qui est déterminée et
    - procurer le signal de localisation dans la mesure où la courbe en fonction du temps de la au moins une grandeur caractéristique spécifique au véhicule est évaluée comme vraisemblable.
  16. Dispositif de localisation suivant l'une des revendications 10 à 15,
    caractérisé en ce que
    - le dispositif (10) de localisation a un dispositif de réception pour recevoir des données de véhicule spécifiques au véhicule (210) guidé sur rail respectif d'un dispositif de commande d'un système d'arrêt automatique des trains et est constitué pour
    - utiliser les données de véhicule reçues dans le cadre d'un contrôle ou d'une vérification de vraisemblance de la au moins une grandeur caractéristique spécifique au train et
    - procurer le signal de localisation dans le cadre d'un contrôle ou d'une vérification de vraisemblance réussie.
  17. Dispositif de localisation suivant l'une des revendications 10 à 16,
    caractérisé en ce que
    - le dispositif (10) de localisation comprend au moins un indicateur acoustique, qui est disposé sur la voie (200) et qui est constitué pour produire un signal de test spécifique à cet indicateur acoustique et
    - le dispositif (10) de localisation est constitué pour effectuer, à l'aide du signal de test, un contrôle de fonctionnement du dispositif (10) de localisation.
  18. Dispositif de localisation suivant l'une des revendications 10 à 17,
    caractérisé en ce que
    le dispositif (10) de localisation est constitué pour utiliser le signal de localisation procuré pour un message libre ou occupé de parties virtuelles annoncées libres planifiées dans le dispositif (10) de localisation.
EP17728152.4A 2016-06-20 2017-06-01 Procédé permettant de faire fonctionner un dispositif de localisation et dispositif de localisation Revoked EP3445635B1 (fr)

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ES2808097T3 (es) 2021-02-25
CN109311498A (zh) 2019-02-05
US11124212B2 (en) 2021-09-21
WO2017220304A1 (fr) 2017-12-28
DE102016210968A1 (de) 2017-12-21
EP3445635A1 (fr) 2019-02-27
CN109311498B (zh) 2021-01-15

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