EP0958987A2 - Method for operating railway vehicles as well as train control centre and vehicle mounted apparatus therefor - Google Patents

Method for operating railway vehicles as well as train control centre and vehicle mounted apparatus therefor Download PDF

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Publication number
EP0958987A2
EP0958987A2 EP99440102A EP99440102A EP0958987A2 EP 0958987 A2 EP0958987 A2 EP 0958987A2 EP 99440102 A EP99440102 A EP 99440102A EP 99440102 A EP99440102 A EP 99440102A EP 0958987 A2 EP0958987 A2 EP 0958987A2
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EP
European Patent Office
Prior art keywords
vehicle
rail
rail vehicle
train control
control center
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Granted
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EP99440102A
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German (de)
French (fr)
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EP0958987A3 (en
EP0958987B1 (en
Inventor
Helmut Uebel
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Alcatel Lucent SAS
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Alcatel CIT SA
Alcatel SA
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Publication of EP0958987A2 publication Critical patent/EP0958987A2/en
Publication of EP0958987A3 publication Critical patent/EP0958987A3/en
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    • 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 vehicle trains
    • B61L23/34—Control, warnings or like safety means indicating the distance between vehicles or vehicle trains by the transmission of signals therebetween
    • 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 vehicle train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00—Communication or navigation systems for railway traffic
    • B61L2205/04—Satellite based navigation systems, e.g. GPS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2210/00—Vehicle systems
    • B61L2210/02—Single autonomous vehicles

Definitions

  • the invention relates to a method for operating rail vehicles the preamble of claim 1, a train control center according to the preamble of claim 5 and a vehicle device according to the preamble of Claim 6.
  • Transport units are e.g. B. described in "Automatically into the future", ZEV + DET Glasers Annalen, Die Eisenbahntechnik, Feb. 1992, Vol. 116, No. 2, pages 33-36.
  • This Transport units have their own drive units and means for automatic driverless operation, so that it is completely independent from Can send the sender to the recipient. At least on short and medium ones Distances are expected from this concept to reduce costs considerably and time saving.
  • Every locomotive in the wider area is able to to determine its distance from all other locomotives.
  • An alarm signal is generated as soon as the distance to another locomotive predefined measure, e.g. B. 7 miles.
  • the alarm signal should induce the driver to contact the driver by radio of the locomotive in question. Comes in contact fails, a braking process is automatically initiated. This is for traffic with self-propelled transport units known system can not be used because it is the participation of a Driver requires and also only a very rough maintenance of distance allows. It also has a significant transmission bandwidth needed so that all traction vehicles are constantly enumerating each other Can transmit information.
  • the procedure is intended in particular be suitable for a large number of individual (short) rail vehicles to run on a route that nevertheless has a high route capacity is achieved.
  • the individual rail vehicles for each drive the preceding rail vehicle at a relative braking distance.
  • the relative braking distance is dimensioned such that a rail vehicle barely - or possibly with a predefinable safety distance - comes to a stop behind a rail vehicle in front, if it stops as a result of emergency braking.
  • a rail vehicle abruptly for example due to collision a slid railway embankment, comes to a standstill.
  • passenger traffic is driving at a relative braking distance only justifiable when an abrupt stop of a rail vehicle with practical 100% security can be excluded.
  • For freight traffic with Small cargo units on the other hand, have a low residual risk.
  • the Rail vehicles very precisely and continuously over the location of each preceding rail vehicle (or even better: the location of the end of the rail vehicle) to be informed. Brakes the rail vehicle ahead off, the following rail vehicle must usually immediately also initiate a braking maneuver to avoid collision. If all rail vehicles have the same braking capacity and the response time If rail vehicles were zero, they could in principle even "buffer" drive to buffer ", with which the long train set is actually restored would. Such an assumption is unrealistic, but it makes it clear that the time within which a rail vehicle responds to a braking maneuver preceding rail vehicle reacts, a significant influence has the route capacity. If the response times are long, the vehicles must keep a large distance, resulting in loss of track capacity leads.
  • the invention provides that immediately following rail vehicles communicate wirelessly and directly with one another and exchange the necessary (local) data.
  • direct means that the communication takes place without the participation of a fixed facility.
  • Every rail vehicle has a communication link a clear, i.e. H. only vehicle identification assigned to this rail vehicle. In this way, the individual rail vehicles can be targeted and address them without risk of confusion.
  • a train control center according to the invention is the subject of Claim 5
  • a vehicle device according to the invention is the subject of the claim 6.
  • Fig. 1 shows a distance S, on the two, in a representation not to scale Rail vehicles SFZ1 and SFZ2 in the direction indicated by the arrows FR Drive in the direction.
  • Route S can be a single-track route or a track on a double track.
  • the rail vehicles SFZ1 and SFZ2 are in this example as self-propelled transport units shown. They each have their own drive unit and have devices that allow automatic driverless operation. In this context, trains are also used among rail vehicles understood that consist of several freight or passenger cars.
  • Vehicle identifiers are unique to the SFZ1 and SFZ2 rail vehicles assigned. This means that all rail vehicles on route S can drive, have different vehicle identifiers.
  • the rail vehicles also have means (not shown in FIG.) with which they can determine their location on the route. With these funds for example, wheel rotation sensors, Doppler radar devices and / or act as GPS receivers. The linear location is so z. B. "3238 distance from a reference point" understood.
  • a train control center ZSZ Information supplied where the rail vehicles are on the route As already mentioned above, this information must be sent to the train control center only enable the order of the rail vehicles to determine on the route S. So there are no high demands to the accuracy of the location information.
  • the rail vehicles transmit SFZ1 and SFZ2 their respective location via radio channels FK1 and FK2 to the train control center ZSZ. Communication is also possible, for example over line conductors laid in the track or with the help of along the Route arranged beacons.
  • the train control center ZSZ determines which rail vehicles drive immediately one after the other. This is equivalent to the determination of the sequence of the rail vehicles traveling on the S route.
  • the train control center ZSZ then divides in a step 23 at least one of two driving directly behind each other Rail vehicles the vehicle identification of the other rail vehicle With. In the embodiment shown in Fig. 1, it is Rail vehicle SFZ1, which is the vehicle identifier of the other Rail vehicle, here the SFZ2 rail vehicle. This message is indicated by the additional solid arrow.
  • the notified vehicle recognition is now used in a step 24 to a wireless between the successive rail vehicles establish a direct communication link.
  • DDKV radio channel
  • the rail vehicles are Information about neighboring rail vehicles transmitted.
  • a step 25 the rail vehicle traveling ahead - in Fig. 1 the SFZ2 rail vehicle - at least the following rail vehicle his place with. Since the rail vehicles themselves have a certain length, there is a choice of which point of the rail vehicle you are on receives the local announcement. Preferably, the location of - in the direction of travel seen - end of rail vehicle communicated, because this sets the following Rail vehicle SFZ1 immediately in the position to distance the vehicle in front To determine rail vehicle. By time derivation of the communicated The following SFZ1 rail vehicle concludes the speed of the preceding rail vehicle SFZ2.
  • the preceding rail vehicle SFZ2 preferably shares the following Rail vehicle SFZ1 not only its location but also its speed and its braking characteristics with. This information facilitates the following Rail vehicle SFZ1 the calculation of the relative braking distance or enable a more precise determination of the relative braking distance. This allows the route capacity to be further optimized. If not, as mentioned above, the location of the rail vehicle end, but the location of the start of the rail vehicle is communicated, it is advisable also tell the vehicle length so that the following rail vehicle SFZ1 correctly spaced from the end of the preceding rail vehicle can determine.
  • the SFZ2 rail vehicle in front may follow one itself Rail vehicle, no longer shown in Fig. 1, to which it is the relative Maintains the braking distance. Between the SFZ2 rail vehicle and this the rail vehicle traveling in front also finds the one just explained Communication instead, etc.
  • the train control center shares only then at least one of two in a row moving rail vehicles the vehicle identification of the other Rail vehicle with when the distance of the two rail vehicles on the route a given or the speed of the rail vehicles dependent dimension falls below. This ensures that communication between rail vehicles and train control center on the one hand and rail vehicles among themselves, on the other hand, are kept to a minimum remains.
  • the rail vehicles run at very large intervals in succession here, there is no need to drive in the relative braking distance.
  • These waypoints are distinguished by the fact that they are not briefly can be passable. The most important example of this are switches. Especially Pointed switches are not for rail vehicles during the transfer passable. During this time the turnout is blocked as suddenly there was a rail vehicle on it. Since, as already mentioned at the beginning, no sudden occurrence when driving in the relative braking distance of blockages can be accepted, the rail vehicle Approach a switch with a very sharp braking distance. Other In this sense, waypoints can not be used to switch points be without driveway or construction sites where the route is temporarily blocked.
  • Fig. 3 shows a schematic representation of an embodiment of an inventive Train control center ZSZ.
  • the train control center has an input interface ESS, about the location information regarding the Rail vehicles located in the catchment area of the train control center can be fed are.
  • the location information can be supplied via, for example Line manager, via radio directly from the rail vehicles or from one Satellites are done.
  • a receiving device EEZSZ may be required, which processes the supplied signals.
  • the any prepared location information is fed to a logic unit LE, in which it is determined which rail vehicles are in immediate succession drive.
  • the logic unit is, for example, a suitable one programmed electronic circuit. It may require that Type of location information supplied that the logic unit here on a Route Atlas SA accesses, in which characteristic route data is stored are.
  • the logic unit also creates one or more data packets that are sent to addressed one of two rail vehicles traveling in a row are.
  • the data packets contain the vehicle identification of the other Rail vehicle.
  • a transmission device SE is provided with whose help the data packets created by the logic unit LE to the corresponding Rail vehicles can be sent.
  • the sending device SE is connected to an output interface ASS, which is usually analogue to the input interface.
  • the two interfaces ESS and ASS are radio interfaces.
  • a vehicle device FZG according to the invention is shown schematically in FIG. 4 a vehicle device receiving device (EEFG) receives the vehicle device from a train control center the vehicle identification of a vehicle in front or following rail vehicle. Communication between the vehicle device FZG and the train control center takes place, as indicated in Fig. 4, via radio or, for example, via line conductors laid in the track.
  • a vehicle device receiving device EFG
  • EFG vehicle device receiving device
  • a computing unit RE causes one also to the vehicle device belonging transceiver SEEFG a direct wireless Communication connection established to the rail vehicle whose Vehicle identification has been communicated. If the rail vehicle, in which the vehicle device FZG is arranged, another rail vehicle follows, it receives from it via the established communication connection its location data and possibly other data such as braking properties, Vehicle length etc.
  • the rail vehicle in which the FZG vehicle device is arranged drives another rail vehicle ahead, it sends this over the established communication connection its own local and possibly other Data. If the rail vehicle travels in a column, then the Transceiver both own location data to a following rail vehicle sent as well as location data of a preceding rail vehicle receive.
  • the computing unit RE determines using the received data in in a known manner, the relative braking distance to the vehicle ahead Rail vehicle.
  • This relative braking distance distance becomes a means of regulation RM transmits which by acting on the drive unit and the brakes of the rail vehicle ensure that the transmitted Braking distance is always maintained.
  • the vehicle device receiving device is (EEFG) separate from the transceiver for the sake of clarity SEEFG shown. It is understood that such a separation is not absolutely necessary.
  • the transceiver SEEFG is connected to two antennas, one of which is arranged at each vehicle end. Communication to the rail vehicle in front takes place via the antenna located at the front in the direction of travel, communication via the following rail vehicle via the antenna located at the rear in the direction of travel. In this way, reliable communication with neighboring rail vehicles can be maintained even with longer rail vehicles and low transmission power.
  • These two antennas can also be used to ensure the integrity of the Check rail vehicle.
  • one of the Antennas the signal emitted by the other antenna. Falls at constant assumed transmission field strength the received field strength below Predeterminable measure, it is assumed that the rail vehicle is separated occured.
  • the determined Location information is exchanged via the antennas and with each other compared. If the distance between the determined antenna locations enlarged, a train separation is assumed.

Abstract

The trains (SFZ1, SFZ2) are fitted with devices for determining their positions and have different identifiers. The method involves feeding train position information to the center (ZSZ); the center determining which trains are immediately behind each other; the center passing the identifier of at least one of two immediately following trains to the other; the train setting up a direct wireless communications link to the other; the leading train passes its position to the other train; the following train regulating its speed to maintain the relevant braking distance between it and the leading train. Independent claims are also included for an arrangement for a train control center for implementing the method and a train assembly.

Description

Die Erfindung betrifft ein Verfahren zum Betrieb von Schienenfahrzeugen nach dem Oberbegriff des Anspruchs 1, eine Zugsteuerzentrale nach dem Oberbegriff des Anspruchs 5 und ein Fahrzeuggerät nach dem Oberbegriff des Anspruchs 6.The invention relates to a method for operating rail vehicles the preamble of claim 1, a train control center according to the preamble of claim 5 and a vehicle device according to the preamble of Claim 6.

Einführungintroduction

Da beim schienengebundenen Güterverkehr der Transport von Massengütern immer mehr an Bedeutung verliert, suchen die Bahnbetreiber nach Möglichkeiten, wie der Transport von kleineren Gütermengen wirtschaftlicher durchgeführt werden könnte. Dabei gilt es insbesondere, gegenüber dem Verkehrssystem "Lastkraftwagen/Straße" konkurrenzfähig zu sein. Im Gegensatz zu letzerem werden beim Verkehrssystem "Güterzug/Schiene" nach wie vor lange Zugverbände gebildet, die aus vielen einzelnen Waggons bestehen. Ein solcher Zugverband fährt, verglichen mit einer langen Kolonne von Lastkraftwagen, zwar aufgrund des relativ niedrigen Luft- und Rollreibungswiderstandes energie- und damit kostengünstiger.Since the transport of bulk goods in rail freight transport is becoming less and less important, rail operators are looking for ways to how the transportation of smaller quantities of goods is carried out more economically could be. It is particularly important in relation to the transport system "Truck / Road" to be competitive. In contrast to the latter long trainsets continue to be used in the "freight train / rail" transport system formed, which consist of many individual wagons. Such a Train group runs, compared to a long column of trucks due to the relatively low air and rolling friction resistance and therefore cheaper.

Die Bildung von langen Zugverbänden setzt jedoch voraus, daß einzelne Waggons vom Standort des Absenders mit Hilfe einer Lokomotive zum nächstgelegenen Rangierbahnhof gebracht und dort nach langwierigen und somit teuren Rangiervorgängen mit anderen Waggons mechanisch gekuppelt werden. In einem in der Nähe des Empfängers sich befindenden Rangierbahnhof müssen die Waggons wieder entkuppelt und von einer Lokomotive zum Adressaten gebracht werden. Dazwischen können u. U. noch weitere Zugumbildungen liegen, die zusätzliche Kosten verursachen. Das Verkehrssystem "Lastkraftwagen/Straße" ist mit diesen Nachteilen nicht belastet.The formation of long train groups, however, requires that individual Wagons from the sender's location with the help of a locomotive to the brought to the nearest marshalling yard and there after lengthy and thus expensive maneuvering mechanically coupled with other wagons become. In a marshalling yard near the receiver the wagons have to be uncoupled and removed from a locomotive be brought to the addressee. In between, U. still further train changes lie, which cause additional costs. The traffic system "Trucks / Road" is not burdened with these disadvantages.

Eine Möglichkeit, die Zugbildung zu vermeiden, besteht in der Einführung selbstangetriebener Transporteinheiten. Solche Transporteinheiten werden z. B. beschrieben in "Automatisch in die Zukunft", ZEV+DET Glasers Annalen, Die Eisenbahntechnik, Feb. 1992, Vol. 116, No. 2, Seiten 33 - 36. Diese Transporteinheiten verfügen über eigene Antriebsaggregate und Mittel zum automatischen fahrerlosen Betrieb, so daß sie vollkommen selbständig vom Absender zum Empfänger fahren können. Zumindest auf kurzen und mittleren Entfernungen verspricht man sich von diesem Konzept eine erhebliche Kostensenkung und Zeitersparnis.One way to avoid train formation is by introducing it self-propelled transport units. Such transport units are e.g. B. described in "Automatically into the future", ZEV + DET Glasers Annalen, Die Eisenbahntechnik, Feb. 1992, Vol. 116, No. 2, pages 33-36. This Transport units have their own drive units and means for automatic driverless operation, so that it is completely independent from Can send the sender to the recipient. At least on short and medium ones Distances are expected from this concept to reduce costs considerably and time saving.

Einem Aufsatz von H. Uebel mit dem Titel ,,Durchsatz von Strecken und Stationen" in Signal und Draht, Heft 4, 1998, Seiten 5 bis 10, ist zu entnehmen, wie sich die Kapazität einer Strecke ändert, wenn man auf ihr anstelle von relativ wenigen langen Zugverbänden eine Vielzahl kurzer Transporteinheiten verkehren läßt. Es stellt sich heraus, daß sich bei einem solchen Wechsel der Zugsteuerweise die Kapazität der Strecke drastisch verringert, und zwar selbst dann, wenn die Zugsicherung nach dem Prinzip des beweglichen Blocks durchgeführt würde. Mit einer derartig niedrigen Streckenkapazität wäre ein solches Verkehrssystem gegenüber dem Verkehrssystem "Lastkraftwagen/Straße" kaum konkurrenzfähig.An article by H. Uebel entitled "Throughput of lines and stations" in Signal and Draht, Issue 4, 1998, pages 5 to 10, shows how the capacity of a line changes when it is used instead of It can be seen that with such a change of train control method the capacity of the route is drastically reduced, even if the train protection was carried out according to the principle of the moving block Such a low route capacity would hardly make such a traffic system competitive with the "truck / road" traffic system.

Aus der US-A-5 574 469 ist ein Zugsicherungssystem bekannt, bei dem die Triebfahrzeuge mit Hilfe eines GPS-Empfängers ihren Ort ermitteln. Dieser wird, zusammen mit einer Fahrzeugkennung, der aktuellen Geschwindigkeit und der Fahrtrichtung, allen anderen Triebfahrzeugen über Funk mitgeteilt. From US-A-5 574 469 a train protection system is known in which the Locomotives determine their location using a GPS receiver. This together with a vehicle identifier, the current speed and the direction of travel, communicated to all other locomotives by radio.

Auf diese Weise ist jedes Triebfahrzeug in der weiteren Umgebung in der Lage, seinen Abstand zu allen anderen Triebfahrzeugen zu ermitteln. Ein Alarmsignal wird erzeugt, sobald der Abstand zu einem anderen Triebfahrzeug ein vorher festgelegtes Maß, z. B. 7 Meilen, unterschreitet. Das Alarmsignal soll den Triebfahrzeugführer veranlassen, über Funk Kontakt mit dem Triebfahrzeugführer des betreffenden Triebfahrzeugs aufzunehmen. Kommt eine Kontaktaufnahme nicht zustande, so wird automatisch ein Bremsvorgang eingeleitet. Für einen Verkehr mit selbstangetriebenen Transporteinheiten ist dieses bekannte System nicht einsetzbar, da es zum einen die Mitwirkung eines Triebfahrzeugführers erfordert und außerdem nur eine sehr grobe Abstandswahrung zuläßt. Darüber hinaus wird eine erhebliche Übertragungsbandbreite benötigt, damit alle Triebfahrzeuge sich ständig gegenseitig die soeben aufgezählten Informationen übermitteln können.In this way, every locomotive in the wider area is able to to determine its distance from all other locomotives. An alarm signal is generated as soon as the distance to another locomotive predefined measure, e.g. B. 7 miles. The alarm signal should induce the driver to contact the driver by radio of the locomotive in question. Comes in contact fails, a braking process is automatically initiated. This is for traffic with self-propelled transport units known system can not be used because it is the participation of a Driver requires and also only a very rough maintenance of distance allows. It also has a significant transmission bandwidth needed so that all traction vehicles are constantly enumerating each other Can transmit information.

Aufgabetask

Es ist daher Aufgabe der Erfindung, ein Verfahren zum Betrieb von auf einer Strecke hintereinander fahrenden Schienenfahrzeugen anzugeben, bei dem die angesprochenen Nachteile nicht auftreten. Das Verfahren soll insbesondere geeignet sein, eine Vielzahl von einzelnen (kurzen) Schienenfahrzeugen so auf einer Strecke verkehren zu lassen, daß gleichwohl eine hohe Streckenkapazität erzielt wird.It is therefore an object of the invention to provide a method for operating on a Specify the route of the rolling stock traveling one behind the other at the the disadvantages mentioned do not occur. The procedure is intended in particular be suitable for a large number of individual (short) rail vehicles to run on a route that nevertheless has a high route capacity is achieved.

Zusammenfassung der ErfindungSummary of the invention

Die Erfindung löst diese Aufgabe mit den in Anspruch 1 angegebenen Merkmalen. Es ist vorgesehen, daß die einzelnen Schienenfahrzeuge zum jeweils vorausgehenden Schienenfahrzeug im relativen Bremswegabstand fahren. Der relative Bremswegabstand ist definitionsgemäß so bemessen, daß ein Schienenfahrzeug gerade noch - oder ggf. mit einem vorgebbaren Sicherheitsabstand - hinter einem vorausfahrendem Schienenfahrzeug zum Stehen kommt, wenn jenes als Folge einer Zwangsbremsung anhält. Im Vergleich zum absoluten Bremswegabstand wird beim relativen Bremswegabstand nicht mehr toleriert, daß ein Schienenfahrzeug abrupt, beispielsweise wegen Auffahrens auf einen herabgerutschten Bahndamm, zum Stehen kommt. Für den Personenverkehr ist ein Fahren im relativen Bremswegabstand daher nur dann vertretbar, wenn ein abruptes Stehenbleiben eines Schienenfahrzeugs mit praktisch 100%iger Sicherheit ausgeschlossen werden kann. Für den Güterverkehr mit kleinen Ladungseinheiten hingegen ist ein geringes Restrisiko durchaus tragbar.The invention solves this problem with the features specified in claim 1. It is envisaged that the individual rail vehicles for each drive the preceding rail vehicle at a relative braking distance. Of the By definition, the relative braking distance is dimensioned such that a rail vehicle barely - or possibly with a predefinable safety distance - comes to a stop behind a rail vehicle in front, if it stops as a result of emergency braking. Compared to the absolute Braking distance is no longer tolerated with the relative braking distance, that a rail vehicle abruptly, for example due to collision a slid railway embankment, comes to a standstill. For passenger traffic is driving at a relative braking distance only justifiable when an abrupt stop of a rail vehicle with practical 100% security can be excluded. For freight traffic with Small cargo units, on the other hand, have a low residual risk.

Um das Fahren im relativen Bremswegabstand zu ermöglichen, müssen die Schienenfahrzeuge sehr genau und kontinuierlich über den Ort des jeweils vorausfahrenden Schienenfahrzeugs (oder besser noch: den Ort des Schienenfahrzeugendes) informiert sein. Bremst das vorausfahrende Schienenfahrzeug ab, so muß das nachfolgende Schienenfahrzeug im Regelfall unverzüglich ebenfalls ein Bremsmanöver einleiten, um ein Auffahren zu vermeiden. Wenn alle Schienenfahrzeuge das gleiche Bremsvermögen hätten und die Reaktionszeit Null wäre, so könnten die Schienenfahrzeuge grundsätzlich sogar "Puffer an Puffer" fahren, womit der lange Zugverband faktisch wieder hergestellt wäre. Eine solche Annahme ist zwar unrealistisch, aber sie macht deutlich, daß die Zeit, innerhalb derer ein Schienenfahrzeug auf ein Bremsmanöver eines vorausfahrenden Schienenfahrzeugs reagiert, einen wesentlichen Einfluß auf die Streckenkapazität hat. Bei langen Reaktionszeiten müssen die Fahrzeuge einen großen Abstand einhalten, was zu Einbußen bei der Streckenkapazität führt.To enable driving in the relative braking distance, the Rail vehicles very precisely and continuously over the location of each preceding rail vehicle (or even better: the location of the end of the rail vehicle) to be informed. Brakes the rail vehicle ahead off, the following rail vehicle must usually immediately also initiate a braking maneuver to avoid collision. If all rail vehicles have the same braking capacity and the response time If rail vehicles were zero, they could in principle even "buffer" drive to buffer ", with which the long train set is actually restored would. Such an assumption is unrealistic, but it makes it clear that the time within which a rail vehicle responds to a braking maneuver preceding rail vehicle reacts, a significant influence has the route capacity. If the response times are long, the vehicles must keep a large distance, resulting in loss of track capacity leads.

Um die Reaktionszeit möglichst kurz zu halten, ist erfindungsgemäß vorgesehen, daß unmittelbar aufeinander folgende Schienenfahrzeuge drahtlos und direkt miteinander kommunizieren und die erforderlichen (Orts-)Daten austauschen. Direkt bedeutet in diesem Zusammenhang, daß die Kommunikation ohne Mitwirkung einer ortsfesten Einrichtung stattfindet.In order to keep the response time as short as possible, the invention provides that immediately following rail vehicles communicate wirelessly and directly with one another and exchange the necessary (local) data. In this context, direct means that the communication takes place without the participation of a fixed facility.

Damit aufeinander folgende Schienenfahrzeuge eine solche drahtlose direkte Kommunikationsverbindung herstellen können, besitzt jedes Schienenfahrzeug eine eindeutige, d. h. nur diesem Schienenfahrzeug zugeordnete Fahrzeugkennung. Auf diese Weise können sich die einzelnen Schienenfahrzeuge gezielt und ohne Gefahr von Verwechslungen untereinander ansprechen.So that successive rail vehicles such a wireless direct Every rail vehicle has a communication link a clear, i.e. H. only vehicle identification assigned to this rail vehicle. In this way, the individual rail vehicles can be targeted and address them without risk of confusion.

Ferner wird erfindungsgemäß dafür gesorgt, daß bei zwei aufeinander folgenden Schienenfahrzeugen entweder das vorausfahrende oder das folgende Schienenfahrzeug die Fahrzeugkennung des jeweils anderen kennt. Zu diesem Zweck werden einer Zugsteuerzentrale die Orte aller Schienenfahrzeuge auf der Strecke übermittelt. Die Orte der Schienenfahrzeug brauchen der Zugsteuerzentrale dabei nur so genau bekannt zu sein, daß eine Reihenfolge der Schienenfahrzeuge auf der Strecke ermittelbar ist. In Kenntnis der Reihenfolge der Schienenfahrzeuge teilt die Zugsteuerzentrale dann beispielsweise jedem Schienenfahrzeug die Fahrzeugkennung des vorausfahrenden Schienenfahrzeugs mit. Die Schienenfahrzeuge bauen anschließend, wie soeben geschildert, selbständig drahtlose direkte Kommunikationsverbindungen zu den jeweils vorausfahrenden Schienenfahrzeugen auf.It is also ensured according to the invention that in two successive Rail vehicles either the preceding or the following Rail vehicle knows each other's vehicle identification. To this The purpose of a train control center is to locate all rail vehicles the route transmitted. The locations of the rail vehicle need the train control center to be known only so precisely that an order of Rail vehicles can be determined on the route. Knowing the order the train control center then shares the rail vehicles with everyone, for example Rail vehicle the vehicle identifier of the preceding rail vehicle With. The rail vehicles then build, as just described, independently wireless direct communication connections to each preceding rail vehicles.

Vorteilhafte Ausgestaltungen der Erfindung sind den Unteransprüchen 2 bis 5 entnehmbar. Eine erfindungsgemäße Zugsteuerzentrale ist Gegenstand des Anspruchs 5, ein erfindungsgemäßes Fahrzeuggerät ist Gegenstand des Anspruchs 6. Advantageous embodiments of the invention are subclaims 2 to 5 removable. A train control center according to the invention is the subject of Claim 5, a vehicle device according to the invention is the subject of the claim 6.

Beschreibung der AusführungsbeispieleDescription of the embodiments

Die Erfindung wird nachfolgend anhand der Ausführungsbeispiele und der Zeichnungen eingehend erläutert. Es zeigen:

  • Fig. 1: Eine Strecke S mit zwei darauf fahrenden Schienenfahrzeugen SFZ1 und SFZ2 in nicht maßstäblicher Darstellung;
  • Fig. 2: Flußdiagramm zur Erläuterung des erfindungsgemäßen Verfahrens nach Anspruch 1;
  • Fig. 3: Schematische Darstellung einer erfindungsgemäßen Zugsteuerzentrale;
  • Fig. 4: Schematische Darstellung eines erfindungsgemäßen Fahrzeuggeräts.
    • The invention is explained in detail below using the exemplary embodiments and the drawings. Show it:
  • 1: A route S with two rail vehicles SFZ1 and SFZ2 traveling thereon in a representation not to scale;
  • Fig. 2: Flow chart for explaining the inventive method according to claim 1;
  • 3: Schematic representation of a train control center according to the invention;
  • Fig. 4: Schematic representation of a vehicle device according to the invention.

    • Verfahrenmethod

    Fig. 1 zeigt in nicht maßstäblicher Darstellung eine Strecke S, auf der zwei Schienenfahrzeuge SFZ1 und SFZ2 in der durch die Pfeile FR gekennzeichneten Richtung fahren. Bei der Strecke S kann es sich um eine eingleisige Strecke oder um ein Gleis einer zweigleisigen Strecke handeln. Die Schienenfahrzeuge SFZ1 und SFZ2 sind in diesem Beispiel als selbstangetriebene Transporteinheiten dargestellt. Sie verfügen jeweils über ein eigenes Antriebsaggregat und haben Vorrichtungen, die einen automatischen fahrerlosen Betrieb gestatten. Unter Schienenfahrzeugen werden in diesem Zusammenhang aber auch Züge verstanden, die aus mehreren Güter- oder Personenwaggons bestehen.Fig. 1 shows a distance S, on the two, in a representation not to scale Rail vehicles SFZ1 and SFZ2 in the direction indicated by the arrows FR Drive in the direction. Route S can be a single-track route or a track on a double track. The rail vehicles SFZ1 and SFZ2 are in this example as self-propelled transport units shown. They each have their own drive unit and have devices that allow automatic driverless operation. In this context, trains are also used among rail vehicles understood that consist of several freight or passenger cars.

    Den Schienenfahrzeugen SFZ1 und SFZ2 sind Fahrzeugkennungen eindeutig zugeordnet. Dies bedeutet, daß alle Schienenfahrzeuge, die auf der Strecke S verkehren können, unterschiedliche Fahrzeugkennungen haben. Die Schienenfahrzeuge verfügen außerdem über - in Fig. nicht dargestellte - Mittel, mit denen sie ihren Ort auf der Strecke bestimmen können. Bei diesen Mitteln kann es sich beispielsweise um Radumdrehungssensoren, Doppler-Radar-Geräten und/oder um GPS-Empfänger handeln. Unter Ort wird hier der lineare Ort, also z. B. "3238 Streckenmeter Entfernung von einem Referenzpunkt", verstanden.Vehicle identifiers are unique to the SFZ1 and SFZ2 rail vehicles assigned. This means that all rail vehicles on route S can drive, have different vehicle identifiers. The rail vehicles also have means (not shown in FIG.) with which they can determine their location on the route. With these funds for example, wheel rotation sensors, Doppler radar devices and / or act as GPS receivers. The linear location is so z. B. "3238 distance from a reference point" understood.

    Das erfindungsgemäße Verfahren wird nun unter Bezugnahme auf Fig. 2 näher erläutert. In einem ersten Schritt 21 werden einer Zugsteuerzentrale ZSZ Informationen zugeführt, wo sich die Schienenfahrzeuge auf der Strecke aufhalten. Wie bereits oben angesprochen, müssen diese Informationen die Zugsteuerzentrale lediglich in die Lage versetzen, die Reihenfolge der Schienenfahrzeuge auf der Strecke S zu ermitteln. Es werden somit keine hohen Anforderungen an die Genauigkeit der Ortsinformationen gestellt.The method according to the invention will now be described with reference to FIG. 2 explained. In a first step 21, a train control center ZSZ Information supplied where the rail vehicles are on the route. As already mentioned above, this information must be sent to the train control center only enable the order of the rail vehicles to determine on the route S. So there are no high demands to the accuracy of the location information.

    Bei dem in Fig. 1 dargestellten Ausführungsbeispiel übermitteln die Schienenfahrzeuge SFZ1 und SFZ2 ihren jeweiligen Ort über Funkkanäle FK1 und FK2 an die Zugsteuerzentrale ZSZ. Ebenso möglich ist beispielsweise eine Kommunikation über im Gleis verlegte Linienleiter oder mit Hilfe von entlang der Strecke angeordneten Baken.In the exemplary embodiment shown in FIG. 1, the rail vehicles transmit SFZ1 and SFZ2 their respective location via radio channels FK1 and FK2 to the train control center ZSZ. Communication is also possible, for example over line conductors laid in the track or with the help of along the Route arranged beacons.

    In einem Schritt 22 ermittelt die Zugsteuerzentrale ZSZ, welche Schienenfahrzeuge jeweils unmittelbar hintereinander fahren. Dies ist gleichbedeutend mit der Feststellung der Reihenfolge der auf der Strecke S fahrenden Schienenfahrzeuge. Anschließend teilt die Zugsteuerzentrale ZSZ in einem Schritt 23 wenigstens einem von jeweils zwei unmittelbar hintereinander fahrenden Schienenfahrzeugen die Fahrzeugkennung des jeweils anderen Schienenfahrzeugs mit. Bei dem in Fig. 1 dargestellten Ausführungsbeispiel ist es das Schienenfahrzeug SFZ1, welchem die Fahrzeugkennung des jeweils anderen Schienenfahrzeugs, hier also des Schienenfahrzeugs SFZ2, mitgeteilt wird. Diese Mitteilung ist durch den zusätzlichen durchgezogenen Pfeil angedeutet. In a step 22, the train control center ZSZ determines which rail vehicles drive immediately one after the other. This is equivalent to the determination of the sequence of the rail vehicles traveling on the S route. The train control center ZSZ then divides in a step 23 at least one of two driving directly behind each other Rail vehicles the vehicle identification of the other rail vehicle With. In the embodiment shown in Fig. 1, it is Rail vehicle SFZ1, which is the vehicle identifier of the other Rail vehicle, here the SFZ2 rail vehicle. This message is indicated by the additional solid arrow.

    Ebenso ist es natürlich möglich, daß das vorausfahrende Schienenfahrzeug STZ2 die Fahrzeugkennung des folgenden Schienenfahrzeugs STZ1 von der Zugsteuerzentrale ZSZ mitgeteilt bekommt. Aus Gründen der Zuverlässigkeit kann es sogar sinnvoll sein, daß beide Schienenfahrzeuge die Fahrzeugkennung des jeweils anderen Schienenfahrzeugs von der Zugsteuerzentrale erhalten.It is of course also possible for the rail vehicle in front STZ2 the vehicle identifier of the following rail vehicle STZ1 from the Train control center ZSZ receives. For the sake of reliability it may even make sense that both rail vehicles use the vehicle identification receive the other rail vehicle from the train control center.

    Die mitgeteilte Fahrzeugerkennung wird nun in einem Schritt 24 dazu verwendet, zwischen den aufeinander folgenden Schienenfahrzeugen eine drahtlose direkte Kommunikationsverbindung aufzubauen. Für das in Fig. 1 dargestellte Ausführungsbeispiel bedeutet dies, daß das Schienenfahrzeug SFZ1 nun gezielt unter Verwendung der erhaltenen Fahrzeugkennung des Schienenfahrzeugs SFZ2 einen Funkkanal DDKV aufbaut. Zu Schienenfahrzeugen, deren Fahrzeugkennung nicht bekannt ist, soll kein Funkkanal aufgebaut werden können. Durch Mitteilung von Fahrzeugkennungen werden also den Schienenfahrzeugen Informationen über benachbarte Schienenfahrzeuge übermittelt.The notified vehicle recognition is now used in a step 24 to a wireless between the successive rail vehicles establish a direct communication link. For that shown in Fig. 1 Exemplary embodiment, this means that the rail vehicle SFZ1 is now targeted using the obtained vehicle identification of the rail vehicle SFZ2 establishes a radio channel DDKV. To rail vehicles, their Vehicle identification is not known, no radio channel should be established can. By communicating vehicle identifiers, the rail vehicles are Information about neighboring rail vehicles transmitted.

    Nach Aufbau der drahtlosen direkten Kommunikationsverbindung DDKV teilt nun in einem Schritt 25 das jeweils vorausfahrende Schienenfahrzeug - in Fig. 1 das Schienenfahrzeug SFZ2 - dem folgenden Schienenfahrzeug zumindest seinen Ort mit. Da die Schienenfahrzeuge selbst eine gewisse Länge haben, besteht eine Wahlmöglichkeit, auf welchen Punkt des Schienenfahrzeugs man die Ortsmitteilung bezieht. Vorzugsweise wird der Ort des - in Fahrtrichtung gesehen - Schienenfahrzeugendes mitgeteilt, denn dieser setzt das folgende Schienenfahrzeug SFZ1 unmittelbar in die Lage, den Abstand zum vorausfahrenden Schienenfahrzeug zu ermitteln. Durch zeitliche Ableitung des mitgeteilten Ortes schließt das folgende Schienenfahrzeug SFZ1 auf die Geschwindigkeit des vorausfahrenden Schienenfahrzeugs SFZ2. Wenn außerdem eine Annahme hinsichtlicb des Bremsvermögens des vorausfahrenden Schienenfahrzeugs gemacht wird - vorzugsweise das maximal bei Schienenfahrzeugen mögliche (Zwangs-)Bremsvermögen -, so besitzt das Schienenfahrzeug alle erforderlichen Größen, um den relativen Bremswegabstand RBWA zu ermitteln. Einzelheiten hierzu sind der eingangs zitierten Veröffentlichung von H. Uebel zu entnehmen. In einem Schritt 26 regelt dann das Schienenfahrzeug SFZ1 seine Geschwindigkeit so, daß der relative Bremswegabstand RBWA eingehalten wird.After establishing the wireless direct communication link DDKV shares Now in a step 25 the rail vehicle traveling ahead - in Fig. 1 the SFZ2 rail vehicle - at least the following rail vehicle his place with. Since the rail vehicles themselves have a certain length, there is a choice of which point of the rail vehicle you are on receives the local announcement. Preferably, the location of - in the direction of travel seen - end of rail vehicle communicated, because this sets the following Rail vehicle SFZ1 immediately in the position to distance the vehicle in front To determine rail vehicle. By time derivation of the communicated The following SFZ1 rail vehicle concludes the speed of the preceding rail vehicle SFZ2. If also an assumption Regarding the braking capacity of the preceding rail vehicle is made - preferably the maximum for rail vehicles possible (forced) braking capacity - so the rail vehicle has it all sizes required to determine the relative braking distance RBWA. Details of this can be found in the publication by H. cited at the beginning Evil. The rail vehicle then controls in a step 26 SFZ1 its speed so that the relative braking distance RBWA is maintained becomes.

    Vorzugsweise teilt das vorausfahrende Schienenfahrzeug SFZ2 dem folgenden Schienenfahrzeug SFZ1 neben seinem Ort zusätzlich auch seine Geschwindigkeit und seine Bremseigenschaften mit. Diese Angaben erleichtern dem folgenden Schienenfahrzeug SFZ1 die Berechnung des relativen Bremswegabstandes bzw. ermöglichen eine genauere Ermittlung des relativen Bremswegabstandes. Dadurch läßt sich die Streckenkapazität weiter optimieren. Falls nicht, wie oben erwähnt, der Ort des Schienenfahrzeugendes, sondern der Ort des Schienenfahrzeuganfangs mitgeteilt wird, so ist es zweckmäßig, außerdem die Fahrzeuglänge mitzuteilen, damit das folgende Schienenfahrzeug SFZ1 korrekt seinen Abstand zum Ende des vorausfahrenden Schienenfahrzeugs ermitteln kann.The preceding rail vehicle SFZ2 preferably shares the following Rail vehicle SFZ1 not only its location but also its speed and its braking characteristics with. This information facilitates the following Rail vehicle SFZ1 the calculation of the relative braking distance or enable a more precise determination of the relative braking distance. This allows the route capacity to be further optimized. If not, as mentioned above, the location of the rail vehicle end, but the location of the start of the rail vehicle is communicated, it is advisable also tell the vehicle length so that the following rail vehicle SFZ1 correctly spaced from the end of the preceding rail vehicle can determine.

    Das vorausfahrende Schienenfahrzeug SFZ2 folgt möglicherweise selbst einem in Fig. 1 nicht mehr dargestellten Schienenfahrzeug, zu dem es den relativen Bremswegabstand einhält. Zwischen dem Schienenfahrzeug SFZ2 und diesem vorausfahrenden Schienenfahzeug findet ebenfalls die soeben erläuterte Kommunikation statt, usw.The SFZ2 rail vehicle in front may follow one itself Rail vehicle, no longer shown in Fig. 1, to which it is the relative Maintains the braking distance. Between the SFZ2 rail vehicle and this the rail vehicle traveling in front also finds the one just explained Communication instead, etc.

    Bei einem anderen vorteilhaften Ausführungsbeispiel teilt die Zugsteuerzentrale nur dann wenigstens einem von jeweils zwei unmittelbar hintereinander fahrenden Schienenfahrzeugen die Fahrzeugkennung des jeweils anderen Schienenfahrzeugs mit, wenn der Abstand der beiden Schienenfahrzeuge auf der Strecke ein vorgegebenes oder von der Geschwindigkeit der Schienenfahrzeuge abhängendes Maß unterschreitet. Damit wird erreicht, daß die Kommunikation zwischen Schienenfahrzeugen und Zugsteuerzentrale einerseits und Schienenfahrzeugen untereinander andererseits auf ein Minimum beschränkt bleibt. Fahren die Schienenfahrzeuge in sehr großen Abständen hintereinander her, so erübrigt sich ein Fahren im relativen Bremswegabstand.In another advantageous embodiment, the train control center shares only then at least one of two in a row moving rail vehicles the vehicle identification of the other Rail vehicle with when the distance of the two rail vehicles on the route a given or the speed of the rail vehicles dependent dimension falls below. This ensures that communication between rail vehicles and train control center on the one hand and rail vehicles among themselves, on the other hand, are kept to a minimum remains. The rail vehicles run at very large intervals in succession here, there is no need to drive in the relative braking distance.

    Bei einem weiteren vorteilhaften Ausführungsbeispiel der Erfindung nähern sich die Schienenfahrzeuge einzelnen vorab festlegbaren Streckenpunkten unter Einhaltung des absoluten Bremswegabstands. Es findet dann ein Wechsel vom Fahren im relativen zum Fahren im absoluten Bremswegabstand statt. Diese Streckenpunkte sind dadurch ausgezeichnet, daß sie kurzzeitig nicht befahrbar sein können. Wichtigstes Beispiel hierfür sind Weichen. Insbesondere spitz befahrene Weichen sind während des Umlegens nicht für Schienenfahrzeuge befahrbar. Während dieser Zeit ist die Weiche so blockiert, als stände plötzlich ein Schienenfahrzeug auf ihr. Da, wie eingangs bereits angesprochen, beim Fahren im relativen Bremswegabstand kein plötzliches Auftreten von Blockaden akzeptiert werden kann, müssen sich die Schienenfahrzeug einer spitz befahrenen Weiche im absoluten Bremswegabstand nähern. Andere Streckenpunkte in diesem Sinne können nicht spitz zu befahrende Weichen ohne Auffahrmöglichkeit oder auch Baustellen sein, bei denen die Strecke zeitweilig gesperrt ist.Approach the invention in a further advantageous embodiment the rail vehicles under individual pre-determined route points Compliance with the absolute braking distance. Then there is a change from driving in relative to driving in absolute braking distance. These waypoints are distinguished by the fact that they are not briefly can be passable. The most important example of this are switches. Especially Pointed switches are not for rail vehicles during the transfer passable. During this time the turnout is blocked as suddenly there was a rail vehicle on it. Since, as already mentioned at the beginning, no sudden occurrence when driving in the relative braking distance of blockages can be accepted, the rail vehicle Approach a switch with a very sharp braking distance. Other In this sense, waypoints can not be used to switch points be without driveway or construction sites where the route is temporarily blocked.

    ZugsteuerzentraleTrain control center

    Fig. 3 zeigt in schematischer Darstellung ein Ausführungsbeispiel für eine erfindungsgemäße Zugsteuerzentrale ZSZ. Die Zugsteuerzentrale verfügt über eine Eingangsschnittstelle ESS, über die Ortsinformationen bezüglich der sich im Einzugsbereich der Zugsteuerzentrale befindenden Schienenfahrzeuge zuführbar sind. Die Zuführung der Ortsinformationen kann beispielsweise über Linienleiter, über Funk direkt von den Schienenfahrzeugen oder auch von einem Satelliten erfolgen. Je nach Art der Zuführung kann eine Empfangseinrichtung EEZSZ erforderlich sein, die die zugeführten Signale aufbereitet. Die ggf. aufbereiteten Ortsinformationen werden einer Logikeinheit LE zugeführt, in der ermittelt wird, welche Schienenfahrzeuge jeweils unmittelbar hintereinander fahren. Bei der Logikeinheit handelt es sich beispielsweise um eine geeignet programmierte elektronische Schaltung. Möglicherweise erfordert es die Art der zugeführten Ortsinformationen, daß die Logikeinheit hierbei auf einen Streckenatlas SA zugreift, in dem charakteristische Streckendaten gespeichert sind.Fig. 3 shows a schematic representation of an embodiment of an inventive Train control center ZSZ. The train control center has an input interface ESS, about the location information regarding the Rail vehicles located in the catchment area of the train control center can be fed are. The location information can be supplied via, for example Line manager, via radio directly from the rail vehicles or from one Satellites are done. Depending on the type of feed, a receiving device EEZSZ may be required, which processes the supplied signals. The any prepared location information is fed to a logic unit LE, in which it is determined which rail vehicles are in immediate succession drive. The logic unit is, for example, a suitable one programmed electronic circuit. It may require that Type of location information supplied that the logic unit here on a Route Atlas SA accesses, in which characteristic route data is stored are.

    Die Logikeinheit erstellt außerdem eines oder mehrere Datenpakete, die an jeweils eines von zwei hintereinander fahrenden Schienenfahrzeuge adressiert sind. Die Datenpakete enthalten die Fahrzeugkennung des jeweils anderen Schienenfahrzeugs. Schließlich ist eine Sendeeinrichtung SE vorgesehen, mit deren Hilfe die von der Logikeinheit LE erstellten Datenpakete an die entsprechenden Schienenfahrzeuge gesendet werden können. Die Sendeeinrichtung SE steht mit einer Ausgangsschnittstelle ASS in Verbindung, die in der Regel analog zur Eingangsschnittstelle aufgebaut sein wird. Beispielsweise kann sich bei den beiden Schnittstellen ESS und ASS um Funkschnittstellen handeln.The logic unit also creates one or more data packets that are sent to addressed one of two rail vehicles traveling in a row are. The data packets contain the vehicle identification of the other Rail vehicle. Finally, a transmission device SE is provided with whose help the data packets created by the logic unit LE to the corresponding Rail vehicles can be sent. The sending device SE is connected to an output interface ASS, which is usually analogue to the input interface. For example, the two interfaces ESS and ASS are radio interfaces.

    FahrzeuggerätVehicle device

    Ein erfindungsgemäßes Fahrzeuggerät FZG zeigt schematisch Fig. 4. Über eine Fahrzeuggerät-Empfangseinrichtung (EEFG) empfängt das Fahrzeuggerät von einer Zugsteuerzentrale die Fahrzeugkennung eines vorausfahrenden oder folgenden Schienenfahrzeugs. Die Kommunikation zwischen dem Fahrzeuggerät FZG und der Zugsteuerzentrale erfolgt, wie in Fig. 4 angedeutet, über Funkt oder beispielsweise über im Gleis verlegte Linienleiter. A vehicle device FZG according to the invention is shown schematically in FIG. 4 a vehicle device receiving device (EEFG) receives the vehicle device from a train control center the vehicle identification of a vehicle in front or following rail vehicle. Communication between the vehicle device FZG and the train control center takes place, as indicated in Fig. 4, via radio or, for example, via line conductors laid in the track.

    Daraufhin veranlaßt eine Recheneinheit RE, daß eine ebenfalls zum Fahrzeuggerät gehörende Sendeempfangseinrichtung SEEFG eine direkte drahtlose Kommunikationsverbindung zu demjenigen Schienenfahrzeug aufgebaut, dessen Fahrzeugkennung mitgeteilt worden ist. Wenn das Schienenfahrzeug, im dem das Fahrzeuggerät FZG angeordnet ist, einem anderen Schienenfahrzeug folgt, so empfängt es von diesem über die aufgebaute Kommunikationsverbindung dessen Ortsdaten und ggf. noch weitere Daten wie Bremseigenschaften, Fahrzeuglänge etc.Thereupon a computing unit RE causes one also to the vehicle device belonging transceiver SEEFG a direct wireless Communication connection established to the rail vehicle whose Vehicle identification has been communicated. If the rail vehicle, in which the vehicle device FZG is arranged, another rail vehicle follows, it receives from it via the established communication connection its location data and possibly other data such as braking properties, Vehicle length etc.

    Wenn das Schienenfahrzeug, im dem das Fahrzeuggerät FZG angeordnet ist, einem anderen Schienenfahrzeug vorausfährt, so sendet es diesem über die aufgebaute Kommunikationsverbindung seine eigenen Orts- und ggf. weitere Daten. Fährt das Schienenfahrzeug in einer Kolonne, so werden über das Sendeempfangsgerät sowohl eigene Ortsdaten an ein folgendes Schienenfahrzeug gesendet als auch Ortsdaten eines vorausfahrenden Schienenfahrzeugs empfangen.If the rail vehicle in which the FZG vehicle device is arranged, drives another rail vehicle ahead, it sends this over the established communication connection its own local and possibly other Data. If the rail vehicle travels in a column, then the Transceiver both own location data to a following rail vehicle sent as well as location data of a preceding rail vehicle receive.

    Die Recheneinheit RE ermittelt unter Verwendung der empfangenen Daten in an sich bekannter Weise den relativen Bremswegabstand zum vorausfahrenden Schienenfahrzeug. Dieser relative Bremswegabstand wird Regelungsmitteln RM übermittelt, welche durch Einwirkung auf das Antriebsaggregat und die Bremsen des Schienenfahrzeugs dafür sorgen, daß der übermittelte Bremswegabstand stets eingehalten wird.The computing unit RE determines using the received data in in a known manner, the relative braking distance to the vehicle ahead Rail vehicle. This relative braking distance distance becomes a means of regulation RM transmits which by acting on the drive unit and the brakes of the rail vehicle ensure that the transmitted Braking distance is always maintained.

    Bei dem in Fig. 4 skizzierten Ausführungsbeispiel ist die Fahrzeuggerät-Empfangseinrichtung (EEFG) der Übersicht halber getrennt von der Sendeempfangseinrichtung SEEFG dargestellt. Es versteht sich, daß eine solche Trennung nicht unbedingt erforderlich ist.In the exemplary embodiment outlined in FIG. 4, the vehicle device receiving device is (EEFG) separate from the transceiver for the sake of clarity SEEFG shown. It is understood that such a separation is not absolutely necessary.

    Bei einem anderen vorteilhaften Ausführungsbeispiel eines erfindungsgemäßen Fahrzeuggeräts ist die Sendeempfangseinrichtung SEEFG mit zwei Antennen verbunden, von denen an jedem Fahrzeugende eine angeordnet ist. Die Kommunikation zum vorausfahrenden Schienenfahrzeug erfolgt über die in Fahrtrichtung vorne liegende Antenne, die Kommunikation über das folgende Schienenfahrzeug über die in Fahrtrichtung hinten liegende Antenne. Auf diese Weise kann auch bei längeren Schienenfahrzeugen und geringer Sendeleistung eine zuverlässige Kommunikation zu benachbarten Schienenfahrzeugen unterhalten werden.In another advantageous exemplary embodiment of a vehicle device according to the invention, the transceiver SEEFG is connected to two antennas, one of which is arranged at each vehicle end. Communication to the rail vehicle in front takes place via the antenna located at the front in the direction of travel, communication via the following rail vehicle via the antenna located at the rear in the direction of travel. In this way, reliable communication with neighboring rail vehicles can be maintained even with longer rail vehicles and low transmission power.

    Diese beiden Antennen können ferner dazu genutzt werden, die Integrität des Schienenfahrzeugs zu überprüfen. Dazu empfängt beispielsweise eine der Antennen das von der anderen Antenne ausgestrahlte Signal. Fällt bei konstant angenommener Sendefeldstärke die empfangene Feldstärke unter ein vorgebbares Maß, so wird angenommen, daß eine Trennung des Schienenfahrzeugs aufgetreten ist. Alternativ kann vorgesehen sein, daß an beiden Antennenorten unabhängig eine Ortsermittlung stattfindet. Die ermittelten Ortsinformationen werden über die Antennen ausgetauscht und miteinander verglichen. Falls sich der Abstand zwischen den ermittelten Antennenorten vergrößert, wird eine Zugtrennung angenommen.These two antennas can also be used to ensure the integrity of the Check rail vehicle. To do this, for example, one of the Antennas the signal emitted by the other antenna. Falls at constant assumed transmission field strength the received field strength below Predeterminable measure, it is assumed that the rail vehicle is separated occured. Alternatively, it can be provided that on both Antenna locations take place independently. The determined Location information is exchanged via the antennas and with each other compared. If the distance between the determined antenna locations enlarged, a train separation is assumed.

    Claims (6)

    Verfahren zum Betrieb von auf einer Strecke (S) hintereinander fahrenden Schienenfahrzeugen (SFZ1, SFZ2), die jeweils mit Mitteln zur Bestimmung des eigenen Orts ausgestattet sind und die unterschiedliche Fahrzeugkennungen haben,
    gekennzeichnet durch folgende Schritte: a) einer Zugsteuerzentrale (ZSZ) werden Informationen zugeführt (21), wo sich die Schienenfahrzeuge auf der Strecke aufhalten, b) die Zugsteuerzentrale ermittelt (22), welche Schienenfahrzeuge jeweils unmittelbar hintereinander fahren, c) die Zugsteuerzentrale teilt wenigstens einem von jeweils zwei unmittelbar hintereinander fahrenden Schienenfahrzeugen (SFZ1) die Fahrzeugkennung des jeweils anderen Schienenfahrzeugs (SFZ2) mit (23), d) das wenigstens eine Schienenfahrzeug baut zu dem jeweils anderen Schienenfahrzeug eine drahtlose direkte Kommunikationsverbindung auf (24), e) das vorausfahrende Schienenfahrzeug (SFZ2) teilt dem folgenden Schienenfahrzeug (SFZ1) über diese Kommunikationsverbindung zumindest seinen Ort mit (25), f) das folgende Schienenfahrzeug regelt seine Geschwindigkeit so, daß es zum vorausfahrenden Schienenfahrzeug den relativen Bremswegabstand (RBWA) einhält (26).     Method for operating rail vehicles (SFZ1, SFZ2) running one behind the other on a route (S), each of which is equipped with means for determining its own location and which have different vehicle identifiers,
    characterized by the following steps: a) a train control center (ZSZ) is fed information (21) where the rail vehicles are on the route, b) the train control center determines (22) which rail vehicles are running in direct succession, c) the train control center informs at least one of each of two rail vehicles (SFZ1) traveling directly behind one another of the vehicle identification of the respective other rail vehicle (SFZ2) (23), d) the at least one rail vehicle establishes a wireless direct communication connection to the respective other rail vehicle (24), e) the preceding rail vehicle (SFZ2) notifies the following rail vehicle (SFZ1) via this communication link at least its location (25), f) the following rail vehicle regulates its speed so that it maintains the relative braking distance (RBWA) to the preceding rail vehicle (26).     Verfahren nach Anspruch 1, bei dem die Zugsteuerzentrale (ZSZ) nur dann wenigstens einem von jeweils zwei unmittelbar hintereinander fahrenden Schienenfahrzeugen (SFZ1, SFZ2) die Fahrzeugkennung des jeweils anderen Schienenfahrzeugs mitteilt, wenn der Abstand der beiden Schienenfahrzeuge auf der Strecke (S) ein vorgebbares oder von der Geschwindigkeit der Schienenfahrzeuge abhängendes Maß unterschreitet.The method of claim 1, wherein the train control center (ZSZ) only then at least one of two driving directly behind each other Rail vehicles (SFZ1, SFZ2) the vehicle identification of the other Rail vehicle notifies when the distance between the two rail vehicles on the route (S) a definable or speed of the rail vehicles depending on the dimension. Verfahren nach einem der vorhergehenden Ansprüche, bei dem das vorausfahrende Schienenfahrzeug (SFZ2) dem nachfolgenden Schienenfahrzeug (SFZ1) neben seinen Ort auch seine Geschwindigkeit, seine Bremseigenschaften und seine Fahrzeuglänge mitteilt.Method according to one of the preceding claims, in which the preceding Rail vehicle (SFZ2) the following rail vehicle (SFZ1) in addition to its location also its speed, its braking properties and announces its vehicle length. Verfahren nach einem der vorhergehenden Ansprüche, bei dem das folgende Schienenfahrzeug (SFZ1) sich einzelnen vorab festgelegbaren Strekkenpunkten sich unter Einhaltung des absoluten Bremswegabstand nähert.Method according to one of the preceding claims, in which the following Rail vehicle (SFZ1) each individually predetermined route points approaches in compliance with the absolute braking distance. Zugsteuerzentrale (ZSZ in Fig. 3) für ein schienengebundenes Verkehrssystem, bei dem auf einer Strecke wenigstens zwei Schienenfahrzeuge mit unterschiedlichen Fahrzeugkennungen verkehren, wobei die Zugsteuerzentrale eine Eingangsschnittstelle (ESS) hat zur Zuführung von Ortsinformationen bezüglich der Orte der wenigstens zwei Schienenfahrzeuge,
    dadurch gekennzeichnet, a) daß die Zugsteuerzentrale eine Logikeinheit (LE) umfaßt i) zur Ermittlung, welche Schienenfahrzeuge jeweils unmittelbar hintereinander fahren, und ii) zur Erstellung von wenigstens einem Datenpaket, welches an jeweils eines von zwei unmittelbar hintereinander fahrenden Schienenfahrzeugen adressiert ist und welches die Fahrzeugkennung des jeweils anderen Schienenfahrzeugs enthält, und b) daß die Zugsteuerzentrale eine Sendeeinrichtung (SE) umfaßt zum Senden des wenigstens einen Datenpakets.     Train control center (ZSZ in Fig. 3) for a rail-bound traffic system, in which at least two rail vehicles with different vehicle identifiers run on a route, the train control center having an input interface (ESS) for supplying location information relating to the locations of the at least two rail vehicles,
    characterized, a) that the train control center comprises a logic unit (LE) (i) to determine which rail vehicles are running in immediate succession, and ii) to create at least one data packet which is addressed to one of two rail vehicles traveling directly one behind the other and which one contains the vehicle identification of the respective other rail vehicle, and b) that the train control center comprises a transmitting device (SE) for transmitting the at least one data packet.     Fahrzeuggerät (FZG in Fig. 4) zum Steuern der Geschwindigkeit eines Schienenfahrzeugs, umfassend: a) eine Fahrzeuggerät-Empfangseinrichtung (EEFG) zum Empfangen einer Fahrzeugkennung von einer Zugsteuerzentrale, b) eine Sendeempfangseinrichtung (SEEFG), mit deren Hilfe zumindest Ortsinformationen direkt zwischen dem Schienenfahrzeug und einem anderen vorausfahrenden oder folgenden Schienenfahrzeug, dessen Fahrzeugkennung empfangen worden ist, austauschbar sind, c) eine Recheneinheit (RE) zur Ermittlung des relativen Bremswegabstandes zum vorausfahrenden Schienenfahrzeug, d) eine Regelungseinheit (RM), die die Geschwindigkeit des Schienenfahrzeugs so regelt, daß es zum vorausfahrenden Fahrzeug den von der Recheneinheit ermittelten relativen Bremswegabstand einhält. A vehicle device (FZG in FIG. 4) for controlling the speed of a rail vehicle, comprising: a) a vehicle device receiving device (EEFG) for receiving a vehicle identifier from a train control center, b) a transceiver (SEEFG), with the aid of which at least location information can be exchanged directly between the rail vehicle and another preceding or following rail vehicle whose vehicle identifier has been received, c) a computing unit (RE) for determining the relative braking distance to the preceding rail vehicle, d) a control unit (RM) which regulates the speed of the rail vehicle so that it maintains the relative braking distance determined by the computing unit from the preceding vehicle.
    EP99440102A 1998-05-20 1999-05-11 Method for operating railway vehicles as well as train control centre therefor Expired - Lifetime EP0958987B1 (en)

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    DE19822803A1 (en) 1999-11-25

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