• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Method for preventing a collision between two rail vehicles (1, 2), which are each equipped with a first transponder (3) in the direction of travel and with a second transponder (4) in the direction of travel, wherein a distance (17) is determined and a warning (16) is issued when a collision probability is given
    公开号:AT520261A1
    申请号:T50663/2017
    申请日:2017-08-08
    公开日:2019-02-15
    发明作者:Hladik Reinhard；Schiefer Martin；Kremser Ronald；Porges Walter
    申请人:Siemens Ag Oesterreich；
    IPC主号:
    专利说明:

    Summary
    Procedure for preventing a collision between two
    Rail vehicles (1, 2), each equipped with a first transponder (3) at the front in the direction of travel and a second transponder (4) at the rear in the direction of travel, a distance (17) being determined and a warning (16) being output if there is a probability of a collision
    Sig. Fig. 3/34
    201715001
    description
    Collision protection for rail vehicles
    Technical field
    The invention relates to a method and a device for preventing the collision of rail vehicles.
    State of the art
    Rail vehicles are generally well protected against collisions with other vehicles, since they mostly run on their own track structures that are structurally separate from roads. There is only a risk of collision at intersections with roads, which is usually minimized using barrier systems. The risk of a collision between rail vehicles is extremely minimized in the case of full railways due to the train control methods usually used there. However, the risk of a collision is significantly higher for trams, since according to the current state of the art they are driven only by sight and the load on a tram driver is significantly higher than that of a locomotive driver on a full train. The continuous attention to the surrounding traffic situation and the necessary handling of passenger changes when driving a tram can lead to fatigue, so that trams collide with other trams on the same track, especially in the area of the stops. This is made more difficult by the low and, depending on the environmental conditions, the maximum braking deceleration of trams. Another special circumstance in operation / 34
    201715001 of trams are restrictions such as small curve radius or lack of route elevation, which only allow low driving speeds. Compliance with the maximum permitted maximum speed is therefore of the utmost importance, and due to the lack of train control, the driver is required to carefully observe the route signs. A so-called distance radar is known in passenger cars to prevent rear-end collisions, but this cannot be used sensibly in trams due to the usually permissible small lateral distance to objects. Likewise, a distance radar cannot make meaningful measurements in track arches. Long braking distances and many objects along the route prevent sensible collision prevention using distance radar, LIDAR or the camera-based devices commonly used in cars.
    Presentation of the invention
    The invention is therefore based on the object of specifying a method and a device which prevents the collision of two rail vehicles, in particular two trams.
    The object is achieved by a method having the features of claim 1 and a device according to claim 9. Advantageous refinements are the subject of subordinate claims.
    According to the basic idea of the invention, a method for preventing a collision between two / 34
    201715001
    Rail vehicles which are each equipped with a first transponder in the direction of travel at the front and with a second transponder in the direction of travel at the rear, which comprises the following method steps:
    Sending an identification signal through a second transponder,
    when an identification signal is received by a first transponder, an interrogation signal is sent out by the first transponder,
    when the interrogation signal is received by the second transponder, a response signal is sent out by the second transponder,
    Determining a distance between the first and the second transponder,
    Determining a collision probability from the distance and at least one further operating parameter,
    - Output a warning signal when the collision probability exceeds a certain threshold.
    This provides the advantage of being able to automatically recognize dangerous situations in which two rail vehicles approach each other.
    According to the invention, the rail vehicles are equipped with transponders, a first transponder being arranged at the front in the direction of travel and a second transponder being arranged at the rear. The second transponder sends out an identification signal at regular intervals, which can be picked up by the first transponders. This enables the first transponders to recognize that there is another vehicle nearby. Whether there is a risk of a collision is the sole receipt of an identification signal / 34
    201715001 cannot be determined, for this the distance between the first and the second transponder must be determined in a further process step. The first transponder sends out an interrogation signal which is received by the second transponder. In response to this query signal, the second transponder now sends out a distance measurement signal, to which the first transponder responds with a distance response signal and the second transponder responds to this distance response signal with a termination signal. The first transponder determines a distance between the first and the second transponder from the chronological sequence of the last-mentioned signals.
    This described method for determining the distance can be implemented particularly advantageously by means of so-called ultra broadband technology (UWB), since this offers a distance measurement in the required measuring ranges and with a sufficient resolution. Ultra broadband transmitters transmit an extremely broad frequency spectrum by sending pulses of the shortest possible duration. The chronological sequence of the exchanged signals enables the distance between the first and the second transponder to be determined.
    However, the determination of the distance between the first and the second transponder alone is not yet sufficient for the detection of a collision risk. In order to be able to determine such, at least one further operating parameter is used according to the invention. In principle, there is a risk of collision only if both vehicles are on the same track. That Vehicles that come very close to each other but run on a parallel track do not pose a risk of collision. The detection of such a situation is preferably carried out by the fact that in each of a second transponder / 34
    201715001 transmitted identification signal a line identifier is transmitted. In this way, identification signals which are emitted by vehicles of other lines that do not use any common track sections, or if there is a risk of collision due to an intersection or a shared track section, can observe these identification signals and carry out the collision protection method according to the invention.
    A further development of the invention provides for the identification signal to be used to transmit information about the direction of travel in accordance with the timetable of the respective vehicle. In this way it can be prevented that a collision risk is erroneously recognized if an encounter with a vehicle of the same line takes place on a counter track.
    An advantageous embodiment of the invention provides for assigning a specific identifier to every second transponder and transmitting this with each identification signal. This enables the advantage that the first transponder can ignore the identification signals of the second transponder of the same vehicle and does not trigger any distance measurements to this second transponder.
    In order for there to be a risk of collision, it is necessary for the two vehicles to approach each other. To determine the approach, the determination of the distance can be carried out repeatedly and the speed of approach can be deduced from the temporal reduction in the distance. A distance determination can typically be carried out several times per second, that is to say a very exact determination of the approach speed.
    / 34
    201715001
    In the case of trams, determining the relative speed alone is not a sufficiently precise criterion for determining the risk of collision. In a further development of the invention, it is therefore advantageous to take the track topology into account. For this purpose, a route length is to be determined by means of a route map and the current position of the vehicle, the first transponder of which carries out the determination of the collision risk and the distance from the second transponder. As a result, the lengthening of the path between the vehicles caused by curves can be taken into account in relation to the distance between the first and the second transponder. Such an exact determination of the path length available for braking makes the method according to the invention particularly suitable for use on trams, since there can be a particularly large difference between the distance between the two transponders and the path length between the vehicles. This ensures that a collision warning is only issued if there is a real risk of a collision and false alarms are avoided. The vehicle position is preferably determined by means of a satellite receiver for a global navigation satellite system (GNSS), which is able to indicate the current position with sufficient accuracy. Likewise, the current driving speed and driving direction can be obtained from the received signal and used for the method according to the invention. For sections of the route without satellite reception, it is advantageous to set up dead reckoning by means of acceleration sensors and / or speedometer signals and to determine the location for these sections. In this case, stationary second transponders can be arranged in the areas not covered by a navigation satellite system
    201715001 enable extremely precise positioning of a vehicle. By a certain one of these fixed
    Transponders sent identifiers are not considered
    Collision opponents recognized, but used the distance measurement to them as a position determination.
    According to the invention, a risk of collision is recognized by the fact that stopping in front of the collision opponent (typically a vehicle in front within the available path length is only possible if a certain minimum braking power (minimum braking deceleration) has to be applied. This minimum braking power is at a maximum safety distance from the maximum possible braking power, because after a warning from the driver, a reaction time must still be taken into account.
    If the dangerous situation resolves during a collision warning, for example because the vehicle driving in front starts and the path length thus increases or remains constant, the collision warning disappears.
    In a further development of the invention, it is advantageous to use further operating parameters to identify a risk of collision. In particular, it is advantageous to include the current mass of the vehicle in the determination of the braking distance. This can be done, for example, by measuring the pressure in an air suspension. In this way, the reduced maximum braking deceleration of a loaded vehicle can be taken into account. Other relevant parameters can be the slope of the route section or wetness. The inclination of the route section can advantageously be in / 34
    201715001
    Model of track topology includes the detection of
    Wetness can occur, for example, via the position of the
    Wiper switch or detected by a rain sensor. Wireless transmission of local weather data to the vehicle is also possible.
    This ensures that successful braking is still possible under all environmental and operating conditions without using maximum emergency braking power. With reduced braking power, for example in the rain, a warning is given at a greater distance than in optimal conditions.
    According to a preferred embodiment of the invention, the braking power of the rail vehicle is determined continuously, a current maximum braking deceleration being determined in the case of service braking from the ratio of the applied braking setpoint and the braking deceleration achieved in the process. As a result, factors can also be identified which worsen the braking properties but cannot be identified by other measurements. For example, worn or dirty tracks can be taken into account. Likewise, inclines or descents of the route can be taken into account if this data is not included in the route map.
    A preferred embodiment of the invention provides for automatic braking if the vehicle driver does not respond adequately to the collision warning and the risk of collision remains. This can be recognized, for example, by the fact that the braking power required to stop in front of a vehicle in front increases. If the required braking power exceeds a further threshold (typically a few percent below the / 34
    201715001 maximum possible braking power), an automatic emergency braking can be triggered and the vehicle is automatically stopped before a possible collision.
    If a model of the track topology is available, it is advisable to assign a certain maximum permitted driving speed to each section of the track. According to an advantageous embodiment of the invention, the vehicle driver can also be warned in this way that the speed is exceeded on each track section. It is particularly advantageous to take the length of the vehicle into account, so that even a longer vehicle, the rear of which is still in a section with a lower maximum speed (e.g. when exiting from a narrow curve), can reliably warn the driver. In a further development, automatic braking can also be carried out when the maximum permitted speed is exceeded. The route to a section of the route at a certain maximum permitted speed can also be taken into account, so that automatic braking takes place in the previous section of the route and the following section of the route is already driven in at a reduced speed. In this way, it is possible to prevent the maximum permissible speed from being exceeded on the entire route, since automatic braking takes place even before speed-reduced sections of the route.
    In a further development, it is recommended to add further information to the identification signal sent by the second transponders. In particular, the current driving speed, driving direction and the current position (for example determined by means of a / 34 9 10
    201715001 satellite-based position determination) are also transmitted. The advantage of being able to issue a possible collision warning earlier can be achieved in this way, since the method steps for determining the distance can be omitted and can be replaced by a route calculation to the potential collision opponent. This embodiment requires further components (satellite receiver, magnetic compass, speed measuring device).
    The driver is warned by means of an acoustic and / or optical signal, and a graded warning can also be given depending on the value of the collision probability.
    The method according to the invention is preferably carried out in a device for preventing a collision between two rail vehicles. This comprises a control device which comprises the necessary (digital) computing means and which is equipped with a storage device and interfaces to further sensors (satellite receiver, magnetic compass, etc.) and with interfaces to a vehicle controller. An associated first transponder is connected to this control device and set up for data transmission to the control device. An associated second transponder can also be connected and set up for data transmission to the control device. However, this is optional since the second transponders can perform their function independently of the control device. However, it is advantageous to also connect the second transponder to the control device for data communication, since changes to the operating program of the second transponder or / 34 10
    201715001
    Configuration changes (for example changing the ID) can be introduced more easily and without manual access. Thus, any changes to the operating programs of all components can be made on the device (preferably on the control device) via a single communication interface.
    A preferred embodiment of the invention provides for direct wireless communication between a fixed control center and a second transponder. For this purpose, a second transponder can be equipped with a suitable radio device, for example a mobile radio modem. This has the advantage of being able to carry out a parameterization without access to the second transponder, the second transponder being able to be located at any point along the route. Furthermore, the control device can also be equipped with its own radio device for data communication with a control center, so that wireless communication for parameterization (e.g. transmission of the route map, speed restrictions, reading out certain occurrences, etc.) of the control device can also take place if the vehicle itself does not have a wireless data communication device.
    The present invention can be expanded by a further function, in which a second transponder is arranged in a fixed position. This stationary is equipped with a specific identifier, which is not assigned to a vehicle. In this way, temporary danger spots (construction sites) in particular could be marked and, for example, temporary speed limits could be specified. If a first transponder receives such a special second transponder, for example the one for the / 34 '
    201715001 current route section valid maximum speed are reduced and the driver is provided with appropriate information. It is particularly advantageous that a route plan stored in a vehicle with route-related maximum speeds does not have to be changed and that a very rapid establishment of local speed limits, for example in the case of ad hoc repairs on the route, can be implemented. The method according to the invention can be expanded by arranging a second transponder in other vehicles, such as communal buses or refuse collection vehicles. Since these vehicles often share tram routes, collision protection can also be created against these vehicles. Municipal buses in particular are particularly well suited for this, since they run according to a timetable and their routes are specified.
    The device according to the invention can be simplified in that the functions of the first and the second transponder are integrated in a common device. This can significantly simplify the installation effort. However, depending on the location of this common transponder on the vehicle, the distance to the front and rear sides must be taken into account in the distance determination.
    Brief description of the drawings
    The following are examples:
    Fig.1 Two rail vehicles on one track.
    Fig.2 Method for preventing a collision between two rail vehicles, signal sequence.
    / 34
    201715001
    Fig.3 Method for preventing a collision between two rail vehicles, procedural steps.
    Fig.4 Two rail vehicles on a counter track.
    Fig.5 Two rail vehicles on one track.
    Fig. 6 device for preventing a collision between two rail vehicles.
    Implementation of the invention
    Fig.1 shows an example and schematically two rail vehicles on a track. The first rail vehicle 1 is located on the same track as the rail vehicle 2 lying at the front in the direction of travel. The rail vehicle 2 is equipped at its rear with a second transponder 4, the first vehicle 1 is equipped at its front side with a first transponder 3. A data exchange takes place between the first 3 and the second transponder 4 as described in the following FIG.
    2 shows an example and schematically the signal sequence between the first and second transponders of a method for preventing a collision between two rail vehicles. In this illustration, time is arranged as a vertical axis. The second transponder sends out an identification signal 5 at certain time intervals, regardless of whether other transponders are in the reception area. This identification signal can include information that simplifies and speeds up further processing. In the exemplary embodiment shown, the second transponder 4 sends out two identification signals 5 without there being an answer / 34
    201715001 follows. Only the third transmitted identification signal 6 is followed by a response by a first transponder 3 receiving the identification signal 5. The first transponder 3 sends out an interrogation signal 6 which is received by the second transponder 4, which then sends out a distance measurement signal 7. When the distance measurement signal 7 is received, the first transponder 3 sends out a distance response signal 8, to which the second transponder 4 responds with a termination signal 9. The first transponder 3 then uses the chronological sequence of the signals to determine the distance from the second transponder 4.
    3 shows an example and schematically the method steps of a method for preventing a collision between two rail vehicles in the form of a flow chart. As a first method step, possible collision opponents are identified, a second transponder 4 sending out identification signals 6, as in FIG. 2, which are possibly received by a first transponder 3. In a second method step, if a potential collision opponent has been received, the distance 11 between the two transponders 3, 4 is determined. This step can precede this, irrelevant
    Hide the transponder (e.g. the second transponder 4 of the same vehicle, transponder 4 of other, non-crossing lines) and do not measure the distance to them. In a further step, the path length 12 between the first 3 and second transponder 4 is determined based on a position determination and a route map. In this way, the true distance available for braking can be determined and used to determine a collision probability. In a further process step, the / 34 takes place
    201715001
    Collision risk determination 13, the path length to the potential collision opponent, the approach speed and optionally further operating parameters 15 being included in this determination. The further operating parameters 15 can be, for example, the vehicle mass or properties of the track or conditions of the vehicle environment (rain, snow). A collision probability is determined from the data determined in the preceding method steps, which indicates the braking power with which a collision can be avoided. If this determined required braking power is above a certain threshold value (percentage of the currently possible braking power), a warning is given to the vehicle driver. The method can be expanded, and as soon as the required braking power reaches a further threshold value (higher than that used for the warning), a signal is sent to a vehicle control system, which causes the vehicle to brake automatically.
    Fig. 4 shows an example and schematically two rail vehicles on a counter track. A first rail vehicle 1 is located on a counter track to an oncoming second rail vehicle 2. The rail vehicles 1, 2 each travel in the opposite direction, but there is no risk of collision. The front of the first rail vehicle 1 is equipped with a first transponder 3, the second rail vehicle 2 is equipped with a second transponder 4 at the rear, which are in radio communication with one another. The transponders 3, 4 carry out the method according to the invention, the / 34 being due to the spatial proximity of the transponders 3, 4
    201715001
    Approach speed of the rail vehicles 1, 2 to each other and the small distance a collision warning would be issued. It is therefore particularly advantageous to already provide the identification signals 5 emitted by a second transponder 4 with a suitable identifier, for example a line or direction of travel identifier, so that the first rail vehicle 1 can already recognize that there is no risk of collision and false alarms are avoided.
    Fig.5 shows an example and schematically two rail vehicles on a track arch. A first rail vehicle 1 is on the same track as a second rail vehicle 2, which is traveling in the same direction or is at a stop. There is a track arch between the two rail vehicles 1, 2. This occurrence is particularly common with trams in densely built-up areas. The method according to the invention determines the distance 17 between the first transponder 3 of the first rail vehicle and the second transponder 4 of the second rail vehicle and determines the path length 18, which is available for braking, using a position determination and the track topology.
    Fig. 6 shows an example and schematic device for collision avoidance. A block diagram of a device for collision avoidance 19 in a vehicle is shown. The device for collision avoidance 19 comprises a control device 20 to which a first / 34 '
    201715001
    Transponder 3 and a second transponder 4 are connected for mutual data transmission. The transponders 3, 4 further comprise antennas. The control device carries out the steps required to carry out the method and for this purpose comprises digital computing means, for example a microprocessor or a microcontroller. Furthermore, the control device 20 is equipped with a memory 22 for the permanent or short-term storage of operating data. A route map 21 is also stored in a memory device in the control device 20. A magnetic compass 25 and a position determining device 24 are also connected to the control device and are typically designed to receive a global navigation satellite system. In addition, the control device 20 has an interface 23 for communication with a
    Vehicle controller 26 is equipped, via which, for example, an emergency braking command can be issued to the vehicle controller. The warning 16 to the vehicle driver can be designed as a signal emanating directly from the control device 20, or this warning signal is transmitted to the vehicle controller 26 via the interface 23 and displayed by the latter.
    / 34 17 18
    201715001
    List of names
    First rail vehicle
    SECOND RAIL VEHICLE
    First transponder
    Second transponder
    Identification s igna l
    interrogation signal
    distance measurement
    Distance response signal
    Completion signal
    Identification of possible collision opponents
    distance measurement
    Weglängenbestimmung
    Risk of collision determination
    decision
    operating parameters
    Warning
    Distance
    We would be long
    Collision avoidance facility
    control device
    course map
    Storage
    interface
    Location facility
    magnetic compass
    Vehicle control / 34 18
    201715001
    权利要求:
    Claims (11)
    [1]
    claims
    1. A method for preventing a collision between two rail vehicles (1, 2), each of which is equipped with a first transponder (3) at the front in the direction of travel and a second transponder (4) at the rear in the direction of travel, with the following method steps:
    - sending an identification signal (5) through a second transponder (4),
    - On receipt of an identification signal (5) by a first transponder (3) sending one
    Interrogation signal (6) by the first transponder (3),
    - When the query signal (6) is received by the second transponder (4), a response signal is sent out by the second transponder (4),
    - determining a distance (17) between the first and the second transponder (3, 4),
    - Determining a collision probability from the distance (17) and at least one further operating parameter (15),
    - Issuing a warning signal (16) when the collision probability exceeds a certain threshold.
    [2]
    2. A method for preventing a collision between two rail vehicles (1, 2) according to claim 1, characterized in that the
    Collision probability is recognized by the fact that a certain minimum braking power is required to avoid a collision.
    [3]
    3. A method for preventing a collision between two rail vehicles (1, 2) according to claim 1 or 2
    20/34 '
    201715001 characterized in that to determine a
    Collision probability between the first and the second transponder a path length 18 from the distance (17) and a route map (21) is determined.
    [4]
    4. A method for preventing a collision between two rail vehicles (1, 2) according to one of claims 1 to 3, characterized in that the at least one further operating parameter, the relative speed of the vehicles (1, 2) or the maximum achievable
    Braking power or the slope of the track.
    [5]
    5. A method for preventing a collision between two rail vehicles (1, 2) according to one of the claims
    1 to 4, characterized in that the identification signal (5) comprises at least further information, in particular the line of the rail vehicle, the compass direction, the current driving speed, a vehicle identification number, a position.
    [6]
    6. A method for preventing a collision between two rail vehicles (1, 2) according to one of the claims
    1 to 5, characterized in that the transmissions of the first transponders (3) of the same vehicle are ignored.
    [7]
    7. A method for preventing a collision between two rail vehicles (1, 2) according to one of the claims
    1 to 6,
    21/34 '
    201715001 characterized in that a warning signal or a
    Brake command is issued when the current driving speed exceeds the speed permitted for the currently traveled route section.
    [8]
    8. A method for preventing a collision between two rail vehicles (1, 2) according to one of the claims
    1 to 7, characterized in that the communication between the first and the second
    Transponders (3, 4) is carried out using an ultra broadband method.
    [9]
    9. Device for preventing a collision between two rail vehicles (1, 2), characterized in that a rail vehicle (1, 2) is equipped with a control device (20) and a first and second transponder (3, 4), which for Data transmission with the control device (20) are set up.
    [10]
    10. A device for preventing a collision between two rail vehicles (1, 2) according to claim 9, characterized in that a position determining device (24) for transmitting the current vehicle position to the control device (20) is connected.
    [11]
    11. Device for preventing a collision between two rail vehicles (1, 2) according to one of the claims
    9 or 10,
    22/34
    201715001 characterized in that the control device (20) has an interface (23) for
    Data communication with a vehicle controller (26), via which a braking command to the
    5 vehicle control (26) is transferable.
    23/34 ' 2
    201715001
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    同族专利:
    公开号 | 公开日
    WO2019030018A1|2019-02-14|
    EP3625103A1|2020-03-25|
    AT520261B1|2020-10-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4864306A|1986-06-23|1989-09-05|Wiita Floyd L|Railway anticollision apparatus and method|
    KR101130437B1|2010-12-09|2012-04-02|주식회사 포스코아이씨티|System and method for calculating length of train|
    WO2015034923A2|2013-09-03|2015-03-12|Metrom Rail, Llc|Rail vehicle signal enforcement and separation control|
    US9004412B2|2012-07-12|2015-04-14|Electro-Motive Diesel, Inc.|Rail collision threat detection system|
    WO2018188615A1|2017-04-11|2018-10-18|Chu Shutong|A train traffic situation display system|GB2597348A|2020-03-26|2022-01-26|Mtr Corporation Ltd|Monitoring trains on a railway|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50663/2017A|AT520261B1|2017-08-08|2017-08-08|Collision protection for rail vehicles|ATA50663/2017A| AT520261B1|2017-08-08|2017-08-08|Collision protection for rail vehicles|
    PCT/EP2018/070413| WO2019030018A1|2017-08-08|2018-07-27|Collision protection for rail vehicles|
    EP18753088.6A| EP3625103A1|2017-08-08|2018-07-27|Collision protection for rail vehicles|
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