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WO2016016004A1 - Surveillance d'un véhicule sur rails - Google Patents

Surveillance d'un véhicule sur rails Download PDF

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Publication number
WO2016016004A1
WO2016016004A1 PCT/EP2015/066162 EP2015066162W WO2016016004A1 WO 2016016004 A1 WO2016016004 A1 WO 2016016004A1 EP 2015066162 W EP2015066162 W EP 2015066162W WO 2016016004 A1 WO2016016004 A1 WO 2016016004A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail vehicle
radio module
identifier
train
radio
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2015/066162
Other languages
German (de)
English (en)
Inventor
Jacob Johannes KOHLRUSS
Malte Hammerl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of WO2016016004A1 publication Critical patent/WO2016016004A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L17/00—Switching systems for classification yards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation

Definitions

  • the invention relates to the monitoring of a rail vehicle, in particular a work train in a metro system.
  • a metro system can be operated without a driver.
  • Driverless operation is also referred to as UTO operation, where UTO means "Unmanned Train Operation".
  • UTO operation rail vehicles are also used that are not equipped with a train protection and / or train control system.
  • the driving operation is carried out, by means of the train control system, this driving operation is monitored, if necessary, the rail vehicle can be braked to establish a safe condition.
  • a work train is, for example, a rail vehicle that is used for the maintenance or repair of the infrastructure, eg the route network. Often, a work train does not have the space to provide electronics for the train control and / or train control. Furthermore, the work train is often (purely) operated manually. Furthermore, the work train is often designed as a two-way rail vehicle. In most cases, the work trains are used outside the UTO operation, eg at night to carry out maintenance work with little or no traffic on the route network. Nevertheless, from a safety point of view intrusion of a work train on a main line (on which at least temporarily a UTO operation prevails) to monitor or is to establish a secure state in detecting such intrusion.
  • the object of the invention is to avoid the abovementioned disadvantages and, in particular, to create a flexible approach for monitoring rail vehicles.
  • the identifier is e.g. sent regularly by the rail vehicle.
  • the receiver recognizes a missing of at least one identifier, since this is not received within the specified period of time. It can be concluded that the rail vehicle is no longer in the coverage area of the receiver and as a result, the predetermined action can be triggered.
  • a certain number of messages eg two
  • each comprising the identifier is received. If the number of messages received in the time period is less than a predetermined threshold value (eg two), then the predetermined action can be performed.
  • the rail vehicle can be monitored without the possibility of monitoring by the command and no possibility of control by a central train control system. This is especially for work trains of
  • the main line for rail vehicles in driverless operation can be used.
  • a development is that the predetermined action is not executed if the identifier is received by a receiver within a predetermined period of time.
  • the identifier comprises a message with an identification of the rail vehicle, wherein the message is transmitted, for example, from a radio module of the rail vehicle to a trackside radio system.
  • the rail vehicle can be clearly identified on the basis of the identifier.
  • the identifier is sent via a wireless radio interface, in particular based on a WLAN standard.
  • the receiver has at least one radio module on the basis of which a coverage area is spanned.
  • the coverage area is limited to a predetermined portion of a route network in which the rail vehicle to be active.
  • the predetermined subarea is an area of a route network which adjoins a main route on which further rail vehicles operate, for example in a driverless operation (UTO operation).
  • UUTO operation driverless operation
  • a next development is that the coverage area is limited by means of a jammer.
  • the safe state is achieved, for example, by the other rail vehicles are stopped or allowed to continue only at a predetermined maximum speed.
  • An alternative embodiment is that the receiver is part of a train protection.
  • the command is a (eg centralized) unit that monitors the rolling stock that is in UTO mode. These rail vehicles can be centrally monitored and also controlled, eg stopped.
  • the receiver is installed fixed or at least temporarily mobile.
  • the rail vehicle is a work train.
  • the work train is any rail vehicle that is to operate for a given time only within an area covered by the radio-based system and that does not have systems that allow monitoring to (central) train control or to (central) train control Enable intervention in the driving operation of the work train.
  • the above object is also achieved by means of a rail vehicle having a radio module, wherein the radio module is set up such that it sends an identifier at predetermined times.
  • a processing unit configured to perform a predetermined action unless two messages of a rail vehicle are received by the at least one radio module within a predetermined period of time, wherein the messages each have an identification of the rail vehicle.
  • the at least one radio module is based on a WLAN standard.
  • the trackside radio system is at least partially stationary or mobile.
  • the track-side radio system comprises a jamming transmitter, wherein the jamming transmitter and the at least one radio module determine a coverage area of the track-side radio system.
  • the processing unit mentioned here may in particular be embodied as a processor unit and / or an at least partially hard-wired or logical circuit arrangement, which is set up, for example, in such a way that the method can be carried out as described herein.
  • Said processing unit may be or include any type of processor or computer or computer with correspondingly necessary peripherals (memory, input / output interfaces, input / output devices, etc.).
  • the above explanations regarding the method apply to the device accordingly.
  • the device can be implemented in one component or distributed in several components.
  • the above object is achieved by means of a system comprising at least one of the devices described here.
  • Fig.l is a schematic representation of a metro system with a main line and a depot system with a track section, the depot system is covered by a radio system comprising a plurality of radio modules;
  • the rail vehicle also referred to as "train”
  • the car may be a traction vehicle, a travel car, a freight car or a combination of such compartments or functions.
  • the leading rail vehicle has a driver's cab (also referred to as an operator station) and can be designed with or without drive.
  • the traction vehicle may in particular be a locomotive.
  • the rail vehicle may be a vehicle that can also drive on the rail. For example, it may be at the
  • the work train is a rail vehicle that can be monitored using the approach presented here. It is proposed to equip the work train with a radio module.
  • the radio module can have a unique identification (ID).
  • ID may be linked to the rail vehicle (fixed) so that the radio module has a (unique) rail vehicle ID.
  • the radio module can be designed, for example, largely autonomous.
  • the radio module has an energy source (eg a (rechargeable) battery) and / or is supplied with electrical energy via the rail vehicle.
  • the radio module preferably sends a message at predefined times, the message comprising the identification ID.
  • the identification ID is also referred to as identifier. In particular, the radio module can independently send the message.
  • the radio module sends the message without waiting for a response or requiring a response. For example, first a radio connection can be established and then the radio module, eg regularly, send the message. On the route side, at least one radio module can be provided, which is installed in a stationary manner, for example.
  • the radio module can be coupled to a train protection system (eg connected wirelessly or wired).
  • the train protection system is, for example, a train protection system for UTO operation of the line.
  • the vehicle-side radio modules and the trackside at least one radio module represent a radio system.
  • a defined range is given within which the messages of the radio module of the work train can be received.
  • a radio system based on a WLAN standard can be used, for example, a range of approx. 300m has.
  • An increase in the range can be achieved by providing a plurality of trackside radio modules (base stations) covering a total of a predetermined range. Covering a contiguous area with multiple (paired) base stations is supported by the WLAN standard.
  • the at least one trackside radio module ie at least one base station
  • the at least one trackside radio module spans a coverage area of the radio system in which the signals or messages can be received by the radio modules of the work trains.
  • the coverage area can be predetermined such that it covers an area in which a work train is to be able to operate. On the other hand, can take place on the main line of the UTO operation, the coverage area then preferably does not extend to the main line. In particular, the main route on which no work trains should run, be excluded from the cover by the radio system. In other words, the work train should be active only in the coverage area of the radio system, leaving the coverage area should be noted, so that a safe state of the adjacent to the coverage area routes can be made.
  • a work train can be operated on the route network as follows:
  • the work train establishes a communication link to the radio module of the line via its radio module and sends the identification ID (identifier) at given intervals or at given times.
  • the radio module of the route knows all (and possibly also inactive) work trains active in the system and expects a message with the identification ID at predetermined, in particular at regular time intervals (that is, for example within a reception time window) of the work train.
  • the track-side radio module (or a system monitoring that radio module) tells the UTO back-up system that the ID-ID work-train has left the coverage area.
  • the UTO backup system responds by initiating a safe state.
  • the UTO security system may cause the UTO mode to be set, e.g. on the whole route or on a section adjacent to the section of the cover.
  • the response of the UTO security system may take into account a security policy and / or topology of the route. It is also possible for a message to be sent first to a dispatch service or to a control center indicating the "lost" work train. For example, it is possible to wait for a predetermined time in which the dispatching service or control center will respond to the mileage. can react; at the end of this predetermined (reaction) time, the UTO operation can be interrupted and a safe state can be brought about. For example, can be achieved with a stoppage of the UTO rail vehicles, the safe state.
  • the radio system described here can be permanently stationary or it can be temporarily stationary (that is, depending on the application, partially mobile).
  • a coverage area is activated for a limited time for a certain area.
  • the coverage area along a route together with a construction site on which work trains run be moved.
  • the at least one trackside radio module along the route (mit-) be moved.
  • the coverage area is designed so that it is located next to the main route, but this is not detected. So the work train can be parked off the track and yet the UTO operation can be continued on the main line.
  • the UTO operation is preferably stopped (at least in part, see above), since the work train can no longer be monitored.
  • the UTO operation is thus carried out (unrestricted) only when all work trains reported for a coverage area are connected to the trackside radio module, ie when the identification ID of the respective work trains is received by the trackside radio module within a predetermined reception time window.
  • FIG. 1 shows a schematic representation of a metro system with a main route 101 and a depot system 102 with a track section 106 and buildings 107.
  • a trackside radio module 103 and a trackside radio module 104 provide a coverage area 105 (radio coverage) for the depot facility 102.
  • work trains can also operate during the UTO operation of the main route 101.
  • the trackside radio modules 103, 104 may be implemented as base stations that operate in accordance with a WLAN standard. Each of the base stations may have at least one antenna and span a substantially circular Operaabde- ckungs Symposium. The two substantially circular partial coverage areas of the wireless modules 103, 104 provide the coverage area 105.
  • the coverage area 105 may be affected by the antennas (number, type, orientation of the antennas) as well as the signal strength.
  • at least one jammer (not shown in FIG. 1) may be provided which limits the coverage area 105 of the radio modules 103 and 104 so that, for example, the main route 101 no longer lies in the coverage area 105.
  • 2 shows a message flow diagram between a radio module of a work train 201, a trackside radio module 202 and a trackside train protection 203.
  • the track-side radio module 202 may in particular be a control unit that includes a radio module and a processing unit.
  • the control unit can connect to the command 203. and exchange messages with the command 203.
  • the work train 201 may include a radio module or device (e.g., controller) with a radio module.
  • the radio module can be operated independently of other control units of the work train 201.
  • the radio module may be powered by a (e.g., rechargeable) battery
  • the work train 201 transmits a message 204 with the identification ID (hereinafter referred to as train ID) to the radio module 202.
  • train ID is preferably selected such that it is unique to the work train 201.
  • the train ID can also be selected such that it is unique to the radio module 202 and the work train 201, that is to say an identifier for a combination of units (here: work train 201 and radio module 202).
  • the train ID for a part of the work train is unique, if e.g. several train sections or car each have a radio module.
  • the message 204 may e.g. periodically, e.g. every 500ms.
  • the message 204 may e.g. periodically, e.g. every 500ms.
  • Message 204 is sent from the work train 201 (e.g., the work train radio module or from a controller including the radio module) without waiting for a response from the trackside radio module.
  • the work train 201 e.g., the work train radio module or from a controller including the radio module
  • the trackside radio module 202 does not receive a new transmission of the train ID within a predefined time period 205 (that is, another message 204), then the radio module module 202 of the trackside train command 203 by means of a message 206 that it has "lost" the work train 201.
  • the train guard 203 assumes that the work train 201 has left the intended coverage area and at least partially stops the UTO operation (see step 207).
  • the message 204 may be forwarded by the radio module 202 to the command 203.
  • Monitoring whether a further train ID (message 204) is received within a predetermined time can also be performed by the train control 203 instead of the radio module 202. Accordingly, the train control 203 can also respond directly to the absence of a required for safe train operation further message with the train ID by converting the UTO operation in the safe state.
  • the messages between the work train 201 and the radio module 202 and / or between the radio module 202 and the train protection 203 may be at least partially encrypted and / or electronically signed.
  • Symmetric as well as asymmetric encryption mechanisms can be used here.
  • the radio module 202 may also be a system for evaluating the messages provided by the work trains. For example, such a system may receive from the command 203 a list of what trains should or are allowed to run on the section of road concerned. The system may then monitor the work-trains for the section of the line and forward the information relating to a lost train to the command-authority so that appropriate measures can be taken to ensure safe rail traffic.
  • the approach presented here uses a radio-based system to determine whether a work train, ie any rail vehicle that is to operate for a given time only within an area covered by the radio-based system, has left this area.
  • the existing rail vehicle can only be equipped with an optionally autonomously operating radio module. It is also an advantage that the area to be monitored (coverage area) of the radio system can be adapted flexibly, e.g. by design of the antenna, signal strength, placement of jamming devices, etc.

Landscapes

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

Abstract

L'invention vise à surveiller un véhicule sur rails, en particulier un train de travaux en faisant envoyer par le véhicule sur rails, à des moments prédéfinis, un identifiant et en exécutant alors une action prédéfinie lorsque l'identifiant n'a pas été à deux reprises reçu par un récepteur dans un laps de temps prédéfini. L'invention a pour avantage de permettre d'aviser automatiquement dès que le véhicule sur rails « se perd », en d'autres termes dès que ce dernier quitte une zone de couverture prédéfinie. Dans un tel cas, il est possible, en tant qu'action prédéfinie, par exemple de faire passer d'autres véhicules sur rails dans un état de sécurité.
PCT/EP2015/066162 2014-07-30 2015-07-15 Surveillance d'un véhicule sur rails Ceased WO2016016004A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014214947.9A DE102014214947A1 (de) 2014-07-30 2014-07-30 Überwachung eines Schienenfahrzeugs
DE102014214947.9 2014-07-30

Publications (1)

Publication Number Publication Date
WO2016016004A1 true WO2016016004A1 (fr) 2016-02-04

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2015/066162 Ceased WO2016016004A1 (fr) 2014-07-30 2015-07-15 Surveillance d'un véhicule sur rails

Country Status (2)

Country Link
DE (1) DE102014214947A1 (fr)
WO (1) WO2016016004A1 (fr)

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CN108515989A (zh) * 2018-03-14 2018-09-11 卡斯柯信号有限公司 基于非间隔防护区的双列位存车线存车全自动防护方法

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108515989A (zh) * 2018-03-14 2018-09-11 卡斯柯信号有限公司 基于非间隔防护区的双列位存车线存车全自动防护方法
CN108515989B (zh) * 2018-03-14 2020-09-18 卡斯柯信号有限公司 基于非间隔防护区的双列位存车线存车全自动防护方法

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