EP2143614B1 - Method and device for secured notification that a section of track is available - Google Patents

Abstract

The method involves providing track sections (a,b,c) with a readable point at the sections start and at the sections end. A rail mounted vehicle is provided with a transponder at the vehicle start and at the vehicle end, where the signals of the transponders are complementary to each other. A track allocation is displayed for the track sections, if one of the two transponders detects a readable point. A track free message is displayed for the traveled track section, if both transponders of the vehicle detect a readable point. An independent claim is included for a system for secured notification of availability of track sections.

Description

The present invention relates to a method and a device for secure clearance of a track section, such as in the DE 1 605 435 disclosed.

The problem of determining a track occupancy is one of the most important safety-relevant tasks in railway traffic. In principle, the route is subdivided into blocks, for which separate means are provided for determining the occupancy or the re-admission. These blocks can be defined statically but also dynamically. From a security point of view, it is not the assignment of a track block that is relevant, but its free message after an assignment. So that it can really be assumed that a vehicle (individual vehicle, train composition) has left a track block and can thus be reported as free, solutions with axle counters and / or track circuits etc. are provided. For track circuits, the rails are to be isolated from each other, which is a considerable expense, since track circuits (insulated joints) cause cyclical maintenance costs and may be disturbed by parasitic effects. Axle counters complicate the maintenance of the superstructure and are not completely EMC-insensitive due to the complexity of the electromagnetic emissions of the traction elements.

The present invention is therefore an object of the invention to provide a method and a system for secure clearance of a track section, which are relatively fault tolerant and EMC-insensitive and low in terms of maintenance costs.

1. a) Ausrüsten der Gleisabschnitte mit jeweils einen Lesepunkt am Abschnittsanfang und am Abschnittsende;
2. b) Ausrüsten eines Schienenfahrzeugs mit jeweils einem Transponder am Fahrzeuganfang und am Fahrzeugende, wobei die Signale der Transponder zueinander komplementär sind;
3. c) Melden einer Gleisbelegung für die einen Lesepunkt einschliessenden Gleisabschnitte, wenn mindestens einer der beiden Transponder an einem ersten Lesepunkt erfasst wird;
4. d) Melden einer Gleisfreimeldung für den befahrenen Gleisabschnitt, wenn beide Transponder des Fahrzeugs an einem zweiten, auf den ersten Lesepunkt folgenden Lesepunkt erfasst worden sind.

With regard to the method, this object is achieved according to the invention by providing a method for the secure clearance of track sections with the following method steps:

1. a) equipping the track sections, each with a reading point at the beginning of the section and at the end of the section;
2. b) equipping a rail vehicle, each with a transponder at the beginning of the vehicle and at the vehicle end, wherein the signals of the transponder are complementary to each other;
3. c) reporting a track occupancy for the track sections including a reading point if at least one of the two transponders is detected at a first reading point;
4. d) reporting a track release message for the track section used when both transponders of the vehicle have been detected at a second reading point following the first reading point.

In this way, a very safe highly available and low maintenance track vacancy is achieved.

In the case of detection errors, a deadlock situation for the system may be avoided if, after a predetermined period of time, both transponders of the vehicle have been detected at the second read point, even if only one or none of the transponders of the vehicle are at the second read point has been recorded.

A further advantageous embodiment of the invention may provide that the detection of both transponders of the vehicle at the second reading point is considered to be done, even if only one or none of the two transponders of the vehicle has been detected at the second reading point, if the two transponders in Direction of travel of the rail vehicle seen at a located behind the second reading point third reading point have been detected.

Figur 1

schematisch zwei Schienenfahrzeuge mit RFID- Transpondern und gleisseitigen Erfassungspunkten;

Figur 2

schematisch zwei Schienenfahrzeuge mit jeweils komplementären RFID-Transpondern;

Figur 3

schematisch ein Schienenfahrzeug mit jeweils zwei RFID-Transpondern; und

Figuren 4 bis 7

schematisch verschiedene Meldezustände in Abhängigkeit von einer Überfahrung der gleisseitigen Erfassungspunkte mit einem mit den RFID-Transpondern ausgestatteten Schienenfahzeug.

Accordingly, the claims 4 to 6 form the inventive embodiment of a system for track release with their advantageous embodiments. Embodiments of the present invention will be explained in more detail with reference to the accompanying drawings. The drawing shows in:

FIG. 1

schematically two rail vehicles with RFID transponders and trackside detection points;

FIG. 2

schematically two rail vehicles, each with complementary RFID transponders;

FIG. 3

schematically a rail vehicle with two RFID transponders each; and

FIGS. 4 to 7

schematically different message states depending on a passage of the trackside detection points with a equipped with the RFID transponders rail vehicle.

The method of a train detection system described below is particularly suitable for completed traffic systems in the railway sector, such as industrial, urban and private railways. As a premise, at least the beginning of the train and the end of the train, but preferably also all vehicles that drive on the corresponding track sections to equip with RFID tags.

The procedure described below defines a fault-tolerant train detection system for railway vehicles. As base technology transponder (RFID tags) as well as associated reading points are used, what in FIG. 1 is shown in principle in the overall overview. Reading points 1 delimit track sections 2 from each other. Transponders 3 are used to detect moving vehicles 4. A central evaluation 5 communicates with the reading points 1 and evaluates the information collected. With the help of the following procedure, the assignment or release of the individual track sections tracked or calculated internally in the evaluation and provided to a higher-level control or display 6 available.

The vehicles 4 are each equipped with a transponder 3 at the ends, that is to say at the rear and at the bow. The transponder identifiers of a vehicle 4 are designed so that they are complementary to each other (alternatively inverted at the bit level). Hereinafter designated (A +) and (A-) and (B +) and (B-) and so on. Complementary in this context is, for example, (A +) + (A-) = constant = (B +) + (B-) etc. Thus, if both transponders of a particular vehicle are read, it is immediately apparent from the complementary relationship of the tags that they are to and belong to the same vehicle. An identified by the transponder identifiers (A +) or (A-) vehicle is hereinafter referred to as (A *). The identifiers (B +) and (B-) belong to the vehicle (B *), etc. (see FIG. 2 the vehicle identification with two transponders per vehicle).

In order to meet higher-level requirements with regard to safety or availability, the vehicles 4 can possibly be equipped with further transponders. Also in this configuration, two transponder pairs are complementary to each other. In this sense, (A +) + (A-) = constant = (A ++) + (A--). The assignment of all transponders to the specific vehicle (A *) can also be seen (see in FIG. 3 the vehicle identification with four transponders).

One or more track sections 2 are free, provided that the installed reading points 1 detect no transponder 3 or corresponding entries have been stored. In order for the procedure presented below to work without handling various special cases, a fictitious reading point (0) or more fictitious is generated in the entrance area of a monitored route Track section (a) set (see in FIG. 4 the ground state of the track sections including the entries in the registers of the read points). Fictitious reading points are also needed, for example, at the end of a stump track.

A certain section of track (switch, intersection, etc.) is free if and only if the adjacent reading points LP (0) to LP (3) have not detected transponders 3. In the example according to FIG. 4 Thus, all track sections a, b, c are free.

FIG. 5 now shows the situation when driving with a vehicle for the track sections and the entries in the registers of the reading points. Is at a reading point (in the graphical representation of the FIG. 5 the reading point LP (1)) detects a transponder 3 of a vehicle 4, the adjoining track sections (before and after the reading point) are registered as occupied by the vehicle (A *). As a rule, one of the track sections is already occupied, namely by the previously passed reading point. This occupancy (of the track section) is then only renewed. If a train composition consists of several units, one and the same track section is (additionally) registered as occupied by the other vehicles (for example B *, C * etc.). With a guaranteed integrity of a train, such as a permanently configured tram-train, it may of course also be sufficient to equip only the Zugspitze and Zugende with appropriate transponders. Whether the intermediate cars are to be equipped with transponders in a train, is therefore more a question of the philosophy of the railway operator as it is a question of functionality in the context of the present invention.

The evaluation associated with the reading points also stores the recorded transponder identifications per reading point and adds this additionally with a time stamp. Alternatively to the time stamp, a sequence number (per transponder Identifier), which is incremented at each read cycle. In principle, there is the possibility that the same transponder is read several times at a reading point during a (slow) crossing. In this case, only the associated time stamp (alternatively sequence number) is updated. Multiple readings thus do not pose any significant difficulty from this point of view.

In principle, the occupancy of the track sections is not classified as safety-critical, because the passage of the corresponding track sections is completely secured by the road. The detection of the (current) occupancy primarily allows a timely representation of the driving condition of the road for the dispatcher. From the point of view of railway safety, the track sections belonging to a set roadway could, from the outset, be regarded as "occupied". The safety-critical criterion is exclusively the (re-) release of the used track sections.

The release of a previously occupied track section works in such a way that a track section between two reading points may be released with respect to A * if and only if the adjacent reading points have detected both (A +) and (A-). The same applies to all further travels (B *, C * etc.). Such a complete examination of a section is referred to below as a rule-compliant driving (see also the FIG. 6 ).

A rule-compliant driving succeeds only if the parts of the system involved work correctly. In case of failure of a component, however, no rule-compliant navigation comes about. From this point of view, the proposed procedure for releasing the track sections is fail-safe.

Will also be a road with one or more vehicles that are after a vehicle with a train closure transponder are attached, drive, which have no transponder, the associated track sections can also not be released. From this point of view, the method also behaves fail-safe. If it is also to be expected that only the leading vehicle is equipped with transponders and the attached cars are not, the road would be dissolved too early. This case can also be controlled with the RFID train connection - which must implement a rule-conforming approach . In addition, an RFID train can take on additional tasks. For example, the switch-off function for level crossings could thus be realized.

The detection of a rule compliant driving can also be designed fault tolerant, for example, by the Einfahrlesepunkt less stringent requirements regarding the completeness of the data are provided. As a rule, it is sufficient to recognize that a vehicle (A *) or (B *) etc. has retracted. That is, it suffices to capture either A + or A-. Only at the exit reading point, both (A +), (B +) and (A-), (B-) must be detected. This situation is in FIG. 6 for the track sections and the entries in the registers of the reading points shown.

A rule-compliant driving is a sure indication that the corresponding vehicle is actually in the area (after the exit reading point). Thus, stored transponder identifiers of older date or lower sequence number (at all reading points, except at Ausfahrlesepunkt) are deleted. In addition, it is now also known on which side of the exit reading point the vehicle or vehicles are located. The transponder identifiers on the other side (the exit reading point) can now also be deleted, which is in FIG. 7 stating the entries in the registers of the reading points is shown. If the reading points belonging to a track section no longer have any passages (transponder identifications), the affected track section can be released.

In principle, two types of track section approval can thus be defined. On the one hand the immediate release after a compliant driving and on the other hand the release of track sections, which is due to the fact that older trips are no longer relevant. This type of release also has advantages for mastering some special cases such as entry and exit in stump tracks, resolution in the event of a fault etc. This type of release is referred to below as time-based release .

Prerequisite for a time-based release is, as mentioned, a fully realized compliant vehicle for each specific vehicle. Incidentally, the time-based release (due to the process) is delayed and thus does not represent a hazard.

If, after a certain period of time, the same reading point is again traveled by the same vehicle, it must be re-examined. The procedure according to which only the time stamp or the sequence number is renewed may not be used here. Thus, the associated transponder identifiers are again stored "left" and "right" in the reading point. From an operational point of view, this is, for example, a shunting trip including a return journey.

The presented procedure basically works identically also with switches and crossings. After completing a crossroads according to the rules, the busy reading points are known. The further release procedure works identically as described.

If the passage of a transponder is not detected at a reading point, the two adjacent track sections can no longer be released without additional measures. With the aid of the time-based release , this error case can be remedied (without additional intervention).

However, if the passage of a transponder is not detected at a reading point, the corresponding track area is not occupied directly. However, the second transponder on the vehicle will usually trigger the occupancy. In this case, the occupancy is delayed. If, from an operational point of view, the delayed occupancy can not be tolerated, the vehicles must be equipped with several transponders (see also the section on safety and availability above).

If a transponder fails in the case of a vehicle, the track sections used by the vehicle are still occupied because only one transponder is required for the occupancy. (If the leading transponder fails, the assignment is delayed as mentioned). However, the affected track sections can not be released, because it lacks the complementary transponder for the proper detection of the complete passage of a vehicle.

If both transponders of a vehicle have failed, no assignment takes place. In order to detect this case as well, certain reading points can be combined in combination with an alternative vehicle detection (for example by means of rail contact or light barrier) to check (cyclically) the correct functioning of the transponders each time a vehicle passes through.

If a reading point detects a vehicle, the occupancy of the adjacent track sections takes place directly. If a certain reading point fails, the "front" track section can not be occupied immediately. The occupancy is thus realized only at the next reading point, as this in turn occupies the adjacent track sections. From this point of view, the occupancy is delayed. The release of the track sections is also delayed (time-based release). If this can not be tolerated from an operational point of view (for example in the area of points), this problem can be solved by using additional reading points (at a small distance).

In order to meet higher security requirements, four transponders per vehicle can optionally be used, with two transponders being complementary to each other. The procedure regarding allocation or release still works identically. From this point of view, each vehicle causes a quasi two-fold "occupancy" with a necessary double "release" of a particular track section.

If, on the other hand, a fault-tolerant track-clearing system is required, four transponders can also be used. If it is now determined that only one pair of transponders must implement a compliant release , a very available train detection system can be realized. The transponder identifiers in this application must be configured so that all four are identifiable as belonging to the same vehicle.

It can therefore be stated in the summary that the method and system according to the invention with the use of RFID transponders permits the same transponders to be available for additional applications (logistics, vehicle performance-based maintenance). From the customer's perspective, this results in multiple benefits of the same investment. In addition, the present invention is characterized by its low maintenance and EMC robustness. It is further particularly advantageous that the system and method both the fault tolerance and aspects of Optimum integration of security while at the same time being easy to implement. In addition, the level of desired safety (safety) or availability is scalable.

Claims (6)

1. Method for safe track section vacancy detection and indication, comprising the following method steps:

   a) Equipping the track sections with a read point at the start and end of each section;

   b) Equipping a rail vehicle with a transponder at the head and tail end of the vehicle, the signals of said transponders being complementary to one another;

   c) Indicating track occupancy for track sections enclosing a read point if at least one of the two transponders is detected at a first read point;

   d) Indicating track vacancy detection for the track section passed if both transponders of the vehicle have been detected at a second read point following the first read point.
2. Method according to claim 1,
   characterised in that,
   after a predefined time has elapsed, both transponders of the vehicle (4) are deemed to have been detected at the second read point, even if only one or neither of the two transponders of the vehicle has been detected at the second read point.
3. Method according to claim 1 or 2,
   characterised in that
   both transponders of the vehicle (4) are deemed to be detected at the second read point, even though only one or neither of the vehicle's two transponders has been detected at the second read point, if the two transponders have been detected at a third read point located to the rear of the second read point viewed in the direction of travel of the rail vehicle.
4. System for safe track section vacancy detection and indication, comprising:

   a) Track section equipment comprising a read point at the start and end of each section;

   b) Rail vehicle equipment comprising a transponder at the head and tail end of the vehicle, the signals of said transponders being complementary to one another;

   c) Means of indicating track occupancy for track sections enclosing a read point if at least one of the two transponders is detected at a first read point; and

   d) Means of indicating track vacancy detection for the track section passed if both transponders of the vehicle have been detected at a second read point following the first read point.
5. System according to claim 4,
   characterised in that,
   after a predefined time has elapsed, both transponders of the vehicle (4) are deemed to have been detected at the second read point, even if only one or neither of the two transponders of the vehicle has been detected at the second read point.
6. System according to claim 4 or 5, characterised in that both transponders of the vehicle (4) are deemed to be detected at the second read point, even though only one or neither of the vehicle's two transponders has been detected at the second read point, if the two transponders have been detected at a third read point located to the rear of the second read point viewed in the direction of travel of the rail vehicle.

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