Method for operating a positioning device, and positioning device

Abstract

A method operates a positioning device which has at least one waveguide laid along a route for positioning a track-bound vehicle on the route. Accordingly, the method proceeds in such a way that measurement data related to the track-bound vehicle are captured by a route-side sensor device. An electromagnetic pulse is fed into the waveguide and a backscatter pattern produced by backscattering of the electromagnetic pulse is detected and is subjected to an evaluation. A vehicle-specific characteristic value determined in the evaluation is verified on the basis of the captured measurement data and, if the verification of the at least one vehicle-specific characteristic value is successful, a positioning signal based on the evaluation of the at least one backscatter pattern and indicating the position of the track-bound vehicle is provided by the positioning device.

Claims

1. A method for operating a locating device for locating a track-bound vehicle on a line section and includes at least one waveguide that is laid along the line section, which comprises the steps of: detecting measurement data relating to the track-bound vehicle by a trackside sensor device; supplying at least one electromagnetic pulse to the waveguide; detecting at least one backscatter pattern, produced by backscattering of the at least one electromagnetic pulse, and evaluating the backscatter pattern; verifying at least one vehicle-specific parameter that was determined in a course of an evaluation using the measurement data detected; and providing a location signal specifying a respective location of the track-bound vehicle on a basis of the evaluation of the at least one backscatter pattern in an event of a successful verification of the at least one vehicle-specific parameter by the locating device.

2. The method according to claim 1, which further comprises: detecting the measurement data by the trackside sensor device when the track-bound vehicle enters a section area that is associated with the locating device; using the measurement data detected to verify the at least one vehicle-specific parameter while the track-bound vehicle remains in the section area; and providing, every time there is the successful verification of the at least one vehicle-specific parameter, the location signal by the locating device.

3. The method according to claim 1, wherein the measurement data detected by the trackside sensor device includes at least one of the following measurement parameters: location of the track-bound vehicle; speed of the track-bound vehicle; vehicle length of the track-bound vehicle; and number of axles of the track-bound vehicle.

4. The method according to claim 1, which further comprises detecting the measurement data by the trackside sensor device with reliable signaling.

5. The method according to claim 1, which further comprises detecting the measurement data by the trackside sensor device which is in a form of an axle counter.

6. The method according to claim 1, which further comprises: monitoring over time the at least one vehicle-specific parameter that is determined; and providing the location signal if a time characteristic of the at least one vehicle-specific parameter is judged to be plausible.

7. The method according to claim 1, which further comprises: receiving, by the locating device, vehicle data specific to the track-bound vehicle, from a control device of a train control system; using the vehicle data received by the locating device in a context of a check test or plausibility check of the at least one vehicle-specific parameter; and providing, the location signal, by the locating device in an event of a successful check test or a successful plausibility check.

8. The method according to claim 1, which further comprises: disposing an acoustic transmitter on the line section and the acoustic transmitter is used to generate a test signal specific to the acoustic transmitter; and performing on a basis of the test signal a function check of the locating device.

9. The method according to claim 1, which further comprises using the location signal for a clear or occupied message of virtual clear message sections that are projected in the locating device.

10. A locating device, comprising: at least one waveguide laid along a line section for a track-bound vehicle; a trackside sensor device for detecting measurement data relating to the track-bound vehicle; a pulse generating device for generating and supplying electromagnetic pulses to said waveguide; a detection device for detecting backscatter patterns produced by backscattering of the electromagnetic pulses; an evaluation device for evaluating the backscatter patterns detected; and the locating device is embodied to verify at least one vehicle-specific parameter that was determined in a course of an evaluation, using the measurement data detected, and in an event of a successful verification of the at least one vehicle-specific parameter, to provide a location signal that specifies a respective location of the track-bound vehicle on a basis of an evaluation of the at least one backscatter pattern.

11. The locating device according to claim 10, wherein the locating device is embodied: to store the measurement data that is detected by said trackside sensor device when the track-bound vehicle enters a section area associated with the locating device; to use stored measurement data while the track-bound vehicle remains in the section area for verifying a respectively determined at least one vehicle-specific parameter; and every time there is a successful verification of the at least one vehicle-specific parameter, to provide the location signal.

12. The locating device according to claim 10, wherein said trackside sensor device is embodied to detect the measurement data including at least one of the following measurement parameters: a location of the track-bound vehicle; a speed of the track-bound vehicle; a vehicle length of the track-bound vehicle; a number of axles of the track-bound vehicle.

13. The locating device according to claim 10, wherein said trackside sensor device is a trackside sensor device with reliable signaling.

14. The locating device according to claim 10, wherein said trackside sensor device is an axle counter.

15. The locating device according to claim 10, wherein the locating device is embodied to: monitor the at least one determined vehicle-specific parameter over time; and provide the location signal if a time characteristic of the at least one vehicle-specific parameter is judged to be plausible.

16. The locating device according to claim 10, further comprising a receiving device for receiving vehicle data specific to the track-bound vehicle, from a control device of a train control system, and is embodied to use the vehicle data in a context of a check test or plausibility check of the at least one vehicle-specific parameter, and to provide the location signal in an event of a successful check test or a successful plausibility check.

17. The locating device according to claim 10, further comprising at least one acoustic transmitter disposed on the line section and embodied to generate a test signal specific to said acoustic transmitter, and the locating device is embodied to perform a function check of the locating device on a basis of the test signal.

18. The locating device according to claim 10, wherein the locating device is embodied to use the location signal for a clear or occupied message of virtual clear message sections that are projected in the locating device.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

(1) The invention will be explained in more detail below with reference to exemplary embodiments. Here:

(2) The FIGURE shows in a schematic sketch, for the purpose of explaining an exemplary embodiment of the method according to the invention, an arrangement having an exemplary embodiment of the locating device according to the invention.

DESCRIPTION OF THE INVENTION

(3) The FIGURE shows a locating device 10 that includes a pulse generating device 20, a detection device 30, a coupling device 40, a waveguide 50, an evaluation device 60, a safe location processor 70, trackside sensor devices 80, 81 and 82, and an axle counting processor 90.

(4) Preferably, the pulse generating device 20 has a laser (not shown in more detail) that makes it possible to generate short electromagnetic, in particular optical, pulses regularly, for example at a fixedly predetermined pulse rate, and to supply them to the waveguide 50 by way of the coupling device 40. Here, the pulse generating device 20 is preferably controlled by the evaluation device 60, with the result that the points in time at which the pulses are generated are at least approximately known to the evaluation device 60.

(5) The detection device 30 has for example a photodetector that enables detection of electromagnetic radiation. The detection device 30 transmits its measured signals to the evaluation device 60, which evaluates them. The pulse generating device 20, the detection device 30, the coupling device 40, the waveguide 50, and the evaluation device 60 thus form a sensor system that is conventionally designated a fiber sensing or distributed acoustic sensing system, and which is known per se and commercially available.

(6) It can be seen in the FIGURE that the waveguide 50 is arranged along a line section 200. A track-bound vehicle 210 in the form of a rail vehicle travels on the line section 200. Here, it is assumed that the track-bound vehicle 210 is moving from right to left in the illustrated exemplary embodiment.

(7) In the context of the described exemplary embodiment, the trackside sensor devices 80, 81 and 82 take the form of axle counters, it being assumed that they are in a form with reliable signaling—that is to say that they satisfy the demanding safety requirements of rail signaling technology. In accordance with the illustration in the FIGURE, the trackside sensor devices 80, 81, 82 are coupled in communication with the axle counting processor 90, which for its part, like the evaluation device 60, is in communicating connection with the safe location processor 70. Here, the location processor 70 is “safe” in that it takes a form with reliable signaling and hence satisfies the demanding safety requirements of rail safety engineering.

(8) It should be noted that, in accordance with the exemplary embodiments described below, the trackside sensor device 80 is already in itself sufficient, so that the trackside sensor devices 81 and 82 could in principle be dispensed with.

(9) At this point it should further be pointed out that the communication connections indicated in the FIGURE by the corresponding lines may be embodied for unidirectional or indeed bidirectional communication. Where corresponding arrows indicate a corresponding direction, this serves merely to illustrate the flow of communication and signals that is relevant in the context of describing the exemplary embodiments of the present invention, so in particular does not exclude the possibility of bidirectional communication between the components concerned as well.

(10) The safe location processor 70 is for its part coupled in communication with a switch tower 100. Here, the task of the safe location processor 70 is in particular to transmit a location signal with reliable signaling to the switch tower 100. At the switch tower 100, this location signal, or the item of locating information therein, is taken into account in securing a route of the track-bound vehicle 210 and other track-bound vehicles traveling on the line section 200.

(11) The safe location processor 70 and the switch tower 100 are furthermore in communicating connection by way of a communication interface 110 with safe location processors that are associated with neighboring section areas.

(12) The locating device 10 illustrated in the FIGURE can be operated for example such that measurement data relating to the track-bound vehicle 210 is detected, or in the situation shown in the FIGURE has been detected, for example by the trackside sensor device 81 when the track-bound vehicle 210 enters a section area that is associated with the locating device 10 and, in the exemplary embodiment of the FIGURE, stretches from the trackside sensor device 81 to the location of the coupling device 40. A corresponding section area could for example correspond to the distance between two stations and hence have a length for example in the range between 10 km and 40 km, depending on the respective circumstances.

(13) It is assumed that the trackside sensor device 81 and the axle counting processor 90, which may also be considered jointly as a corresponding sensor device, have detected measurement data that includes as parameters a speed, vehicle length and number of axles of the track-bound vehicle 210. Moreover, a further parameter is provided in that the track-bound vehicle 210 has reached the location of the trackside sensor device 81 at the point in time at which the trackside sensor device 81 detects the first axle thereof. It should be pointed out that as an alternative thereto the trackside sensor device 81 may also be able to detect only one or more of the parameters mentioned.

(14) Using the pulse generating device 20, at least one electromagnetic pulse is subsequently supplied by way of the coupling device 40 to the waveguide 50, which in the context of the described exemplary embodiment is assumed to be a light waveguide. Then, at least one backscatter pattern that is produced by backscattering of the at least one electromagnetic pulse is detected by the detection device 30 and undergoes an evaluation by the evaluation device 60. Here, as a result of an appropriate modulation triggered by the vibration caused by the track-bound vehicle 210, it is possible for the evaluation device 60 to detect the presence of the track-bound vehicle 210 on the line section 200. Taking into account the transit time of the supplied electromagnetic pulse inside the waveguide 50 and the backscatter pattern produced by backscattering, the evaluation device 60 is furthermore enabled to determine the position of the track-bound vehicle 210. Here, currently commercially available systems achieve resolutions in the range from typically approximately 5-10 m, so that the position of the track-bound vehicle 210 can be determined with a relatively high level of accuracy. However, corresponding fiber sensing systems do not conventionally satisfy the demanding requirements made of rail signaling technology in respect of their signaling reliability. This has the result that the location of the rail vehicle 210 that is determined using the light waveguide 50 cannot be used without further measures for safety-critical applications, such as in conjunction with a “track clear” message for securing the route, or in conjunction with a train control system.

(15) So that the corresponding information can also be made usable for safety-relevant applications, or indeed so that the safety and reliability of the system can be enhanced for other applications as well, the at least one vehicle-specific parameter that is determined in the context of evaluation by the evaluation device 60 is verified by the safe location processor 70 using the measurement data that is detected by the trackside sensor device 81 and transmitted by, or by way of, the axle counting processor 90 to the safe location processor 70. At least at the point in time at which the track-bound vehicle 210 enters the section area concerned—that is to say has just reached the trackside sensor device 81—there may be used here as the vehicle-specific parameter for example the location of the track-bound vehicle 210 or the speed of the track-bound vehicle 210.

(16) Using the fiber sensing system, it is moreover also possible to determine the length and the number of axles of the track-bound vehicle 210 as a vehicle-specific parameter. Because these values may also be determined using the measurement data that is detected by the trackside sensor device 81, these parameters may likewise be used for verifying the at least one vehicle-specific parameter using the measurement data. Moreover, the vehicle length and the number of axles provide the advantage that these parameters should not vary as the track-bound vehicle 210 travels through the section area. Consequently, the corresponding measurement data is still available as a comparison reference for verifying the vehicle-specific parameter(s) once the track-bound vehicle 210 has gone beyond the trackside sensor device 81. Hence, it advantageously becomes possible for the at least one vehicle-specific parameter that is determined by the fiber sensing system and is transmitted thereby, together with a determined location of the track-bound vehicle 210, to the safe location processor 70 to be verified over a relatively long period, even if it does not pass further trackside sensor devices. In this context, a corresponding verification may be performed for example by a corresponding comparison between the detected measurement data and the at least one vehicle-specific parameter that is determined in the context of the evaluation, wherein the verification is successful, depending on the respective vehicle-specific parameter, if the corresponding values match one another, in the sense of being identical or alternatively within a tolerance range.

(17) As a result of a corresponding verification of the data or information supplied by the fiber sensing system, it is now advantageously possible for the safe location processor 70 to identify the information concerned, or the fiber sensing system as such, as trustworthy and hence as the supplier of a reliable item of location information with reliable signaling in dependence on the respective requirements and conditions. Hence, this provides the advantage that the locating device 10 or the safe location processor 70 thereof provides or outputs a location signal that is based on the evaluation of the at least one backscatter pattern, is determined by the evaluation device 60 and transmitted to the safe location processor 70, and specifies the respective location of the track-bound vehicle 210, and this location signal can thus also be used for applications having requirements in respect of the safety or reliability of the information. If by contrast the verification is not successful, then the locating device 10 does not provide a location signal, or an already generated location signal is rejected or identified as not trustworthy.

(18) It should be pointed out that advantageously the trackside sensor devices 81, 82, 82 are not, at least in respect of the section area concerned, an independent “track clear” message system. Thus, the trackside sensor device 81 merely serves to detect the corresponding measurement data initially or once, when the relevant section area is entered. This measurement data can then be used without the need for further trackside sensor devices for this purpose.

(19) In addition to the verification described above, there is moreover also the possibility that the evaluation device 60 will monitor the at least one vehicle-specific parameter over time and that the location signal will be provided if the time characteristic of the at least one vehicle-specific parameter is judged to be plausible. Conversely, this means that the location signal is not provided or is rejected if unexpected changes occur over time in the at least one vehicle-specific parameter. These may be for example changes in the number of axles or the train length, or implausible changes in speed or unexpected step changes over time.

(20) Furthermore, it is also possible for vehicle data specific to the track-bound vehicle 210 to be received by the locating device 10 from a control device of a train control system, and for this received vehicle data to be used by the locating device 10 or the safe location processor 70 thereof for a further plausibility check or check test of the at least one vehicle-specific parameter. Here, the received specific vehicle data may be for example the vehicle length of the track-bound vehicle 210 or the braking capability thereof. While the braking capability may be used for example in the context of a plausibility check of changes in speed, the number of axles or the vehicle length may be used directly for a corresponding comparison with a corresponding vehicle-specific parameter. Thus, where appropriate a further check of functioning of the fiber sensing system is possible using the vehicle data received from the control device of the train control system, wherein the location signal is, in this case too, output by the locating device 10 only if the comparison establishes an agreement or consistency between the vehicle data and the at least one vehicle-specific parameter.

(21) Advantageously, a further functional check of the locating device 10 is possible using an acoustic transmitter (not illustrated in the FIGURE, for reasons of clarity) that is arranged on the line section 200. If the acoustic transmitter generates a test signal specific thereto, this test signal may be used on the one hand to check functioning of the detection device 30, the coupling device 40, the waveguide 50 and the evaluation device 60. Here, a corresponding coding of the test signal, specific to the respective acoustic transmitter, eliminates the possibility of signal crosstalk and ensures that the received test signal does in fact come from the associated acoustic transmitter.

(22) The location signal provided by the safe location processor 70 of the locating device 10 may advantageously be used for a clear or occupied message from clear message sections that are projected in the locating device 10. These virtual clear message sections are delimited by clear message points, indicated in the FIGURE by the reference numeral 220, 221, 222 and 223. This means that, after the above-mentioned comparisons and consistency checks have been performed, the location processor 70 having reliable signaling transmits to the switch tower 100 clear or occupied messages in respect of these virtual clear message sections. Here, the position of the virtual clear message points 220, 221, 222, 223 or the length of the clear message sections formed thereby may advantageously be selected in accordance with the requirements and needs of each case.

(23) In accordance with the statements above in conjunction with the described exemplary embodiments of the method according to the invention and the locating device according to the invention, in particular these have the advantage that they make it possible to utilize location or position information that is delivered by a fiber sensing system also for applications for which the safety provided by the system concerned as such is not sufficient, as regards the reliability of the information. Advantageously here, it is only necessary to detect sensor data that is independent of the fiber sensing system once, and this sensor data can then be used repeatedly to verify the fiber sensing system. If the verification is performed in accordance with the exemplary embodiments described above by a location processor 70 with reliable signaling, and the trackside sensor device 81 that is used also has reliable signaling, this has the result that the reliability of the fiber sensing system can be checked in a reliable manner, and this system or the location signal output thereby can be approved as having reliable signaling, where appropriate simply because of its incorporation in the locating device 10. The fiber sensing system is thus advantageously also usable for applications having demanding requirements in respect of the safety of the information provided, as a result of which new application possibilities are opened up in the area of rail signaling technology.