METHOD AND ARRANGEMENT FOR SECURING A RAILROAD CROSSING

Abstract

A method secures a railroad crossing which allows a timely securing of the railroad crossing, and is particularly efficient and reliable. The method proceeds in such a way that sensor data relating to a rail-borne vehicle approaching the railroad crossing are detected by a track-side sensor device. The sensor data contains at least the current speed of the rail-borne vehicle. The detected sensor data are transmitted by the track-side sensor device to a stationary control device. A switch-on time is determined by the stationary control device taking into account the transmitted sensor data and route data. Upon reaching the switch-on time, the securing of the railroad crossing is initiated by the stationary control device. After the railroad crossing has been successfully secured, a travel permission that extends beyond the railroad crossing is determined by a control device of a train control system, and is transmitted to the rail-borne vehicle.

Claims

1-16. (canceled)

17. A method for securing a railroad crossing, which comprises the steps of: detecting sensor data relating to a rail-borne vehicle approaching the railroad crossing by a track-side sensor, the sensor data including at least a current speed of the rail-borne vehicle; transmitting the sensor data detected by the track-side sensor to a stationary controller; determining a switch-on time by the stationary controller taking into account the sensor data transmitted and track data; upon reaching the switch-on time, securing of the railroad crossing is initiated by the stationary controller; and after the railroad crossing has been successfully secured, determining a travel permission that extends beyond the railroad crossing by a controller of a train control system and transmitting the travel permission to the rail-borne vehicle to replace a previous travel permission that expired prior to reaching the railroad crossing.

18. The method according to claim 17, which further comprises determining the switch-on time in a form of a switch-on delay.

19. The method according to claim 17, wherein the track data contains at least one of the following parameters: a distance between the track-side sensor and the railroad crossing; a permissible track speed; a position of a station; a position of a speed restriction section; and a track topology.

20. The method according to claim 17, wherein when determining the switch-on time for the rail-borne vehicle, specific vehicle data is taken into account.

21. The method according to claim 17, which further comprises using a local controller of the railroad crossing as the stationary controller.

22. The method according to claim 17, wherein a signal box is used as the stationary controller, and securing of the railroad crossing is initiated by a fact that: a securing signal is transmitted by the signal box to a local controller of the railroad crossing; and a securing of the railroad crossing is triggered by the local controller upon receipt of the securing signal.

23. The method according to claim 17, wherein the controller of the train control system is used as the stationary controller and securing of the railroad crossing is initiated by: transmitting a request for securing the railroad crossing by the controller of the train control system to a signal box which is connected in terms of communication to the railroad crossing; transmitting a securing signal by the signal box to a local controller of the railroad crossing; and triggering the securing of the railroad crossing by the local controller upon receipt of the securing signal.

24. The method according to claim 22, which further comprises transmitting, after the railroad crossing has been successfully secured, an acknowledgement signal by the local controller to the stationary controller.

25. The method according to claim 17, which further comprises determining the switch-on time by the stationary controller by further taking into account a speed curve possible for the rail-borne vehicle further approaching the railroad crossing.

26. The method according to claim 17, which further comprises determining the switch-on time by the stationary controller by taking into account a period required for securing the railroad crossing.

27. The method according to claim 17, wherein the controller of the train control system performs continuous communication between the controller and the rail-borne vehicle according to one of a European Train Control System standard, a Chinese Train Control System standard or a Positive Train Control standard.

28. The method according to claim 20, wherein the specific vehicle data includes a vehicle type.

29. A configuration for securing a railroad crossing, the configuration comprising: a stationary controller; a track-side sensor configured to: detect sensor data relating to a rail-borne vehicle approaching the railroad crossing, said sensor data including at least a current speed of the rail-borne vehicle; and transmit the sensor data detected from said track-side sensor to said stationary controller; said stationary controller configured to: determine a switch-on time by taking into account the sensor data transmitted and track data; and initiate securing of the railroad crossing when the switch-on time is reached; a controller of a train control system, said controller configured to: determine a travel permission that extends beyond the railroad crossing after the railroad crossing has been successfully secured; and transmit the travel permission determined to the rail-borne vehicle to replace a previous travel permission that expired prior to reaching the railroad crossing.

30. The configuration according to claim 29, wherein said stationary controller is a local controller of the railroad crossing.

31. The configuration according to claim 29, wherein said stationary controller is a signal box.

32. The configuration according to claim 29, wherein said stationary controller is a controller of a train control system.

Description

[0031] The invention will be illustrated in more detail below with reference to exemplary embodiments. In the drawings:

[0032] FIG. 1 shows a first exemplary embodiment of the inventive arrangement in a first schematic sketch for the purpose of illustrating a first exemplary embodiment of the inventive method,

[0033] FIG. 2 shows a second exemplary embodiment of the inventive arrangement in a second schematic sketch for the purpose of illustrating a second exemplary embodiment of the inventive method, and

[0034] FIG. 3 shows a third exemplary embodiment of the inventive arrangement in a third schematic sketch for the purpose of illustrating a third exemplary embodiment of the inventive method.

[0035] In the figures, identical components or components with the same effect are identified by identical reference numerals for reasons of clarity.

[0036] FIG. 1 shows a first exemplary embodiment of the inventive arrangement 100 in a first schematic sketch for the purpose of illustrating a first exemplary embodiment of the inventive method.

[0037] In detail, a railroad crossing 10 is indicated in this case, which a rail-borne vehicle 20 approaches coming from the left. A control device 30 of a train control system can also be seen in the representation of FIG. 1. In the context of the exemplary embodiment described, it should be assumed that the control device 30 is a control center in the form of a radio block center (RBC) of a train control system according to the standard ETCS (European Train Control System) level 2. Furthermore, a signal box 40 and a local control component 50 of the railroad crossing 10 are indicated in the representation of FIG. 1. The signal box 40 is connected in terms of communication firstly by a bidirectional communication link 41 to the control device 30. Secondly, the signal box 40 is also connected in terms of communication or signaling to the local control component 50 of the railroad crossing 10 by a bidirectional communication link 51.

[0038] According to the representation of FIG. 1, there is also a bidirectional communication link 61, 62 between a vehicle-side antenna 25 of the rail-borne vehicle 20 and an antenna 35 of the control device 30 of the train control system. In the exemplary embodiment of FIG. 1 this bidirectional communication link 61, 62, which can also be referred to as a communication channel, is designed as a wireless, mobile communication link and, within the scope of the exemplary embodiment described, is intended to occur via the railway-specific mobile radio network GSM-R (Global System for Mobile CommunicationsRailway). For this purpose, the indicated mobile radio network identified by the reference numeral 70 has a base station 60, via which bidirectional communication between the rail-borne vehicle 20 and the control device 30 is possible by means of sections of track or partial communication links 61 and 62. To avoid misunderstandings, it should be pointed out at this point that the corresponding communication link could of course also be at least partially wired. It is therefore conceivable, for example, for the control device 30 to be connected in a wired manner, in other words for example via a copper or glass-fiber cable, to the mobile radio network 70 or to the base station 60 thereof.

[0039] In addition to the components already mentioned, a track-side sensor device 80 can be seen in FIG. 1, which, within the scope of the exemplary embodiment illustrated, is a radio-operated approach indicator which is arranged at a distance s in front of the railroad crossing 10. The track-side sensor device 80 comprises a wheel sensor 81 and a radio module 82, via which the track-side sensor device 80 can establish by way of the mobile radio network 70 or the base station 60 thereof (or another base station of the mobile radio network 70) a communication link 83, 84 with the local control component 50 and can transmit data thereto. For this purpose, the local control component 50 of the railroad crossing 10 has an antenna 55. As an alternative to this, a wired communication link between the local control component 50 and the mobile radio network 70 or between the local control component 50 of the railroad crossing 10 and the track-side sensor device 80 would in principle also be conceivable. In the exemplary embodiment of FIG. 1, the communication link 83, 84 is designed as a unidirectional connection; as an alternative to this, it could, of course, also be a bidirectional communication link.

[0040] The arrangement 100 shown in FIG. 1 can now be used, for example, for securing the railroad crossing 10 in such a way that sensor data relating to the rail-borne vehicle 20 approaching the railroad crossing 10 is detected by the track-side sensor device 80 when the rail-borne vehicle 20 moves past, said sensor data comprising at least the current speed of the rail-borne vehicle 20. In addition, the sensor data could also comprise, for example, information relating to a possible acceleration of the rail-borne vehicle in the detection region, to the number of axles of the rail-borne vehicle 20 or also to the position of the rail-borne vehicle 20 on the route. The latter results implicitly from the fact that at the time of its detection by the sensor device 80, the rail-borne vehicle 20 stops at the position or at the location of the sensor device 80 or of the wheel sensor 81 thereof.

[0041] In the next step, the detected sensor data can now be transmitted by the track-side sensor device 80 by means of the radio module or the antenna 82 via the communication link or partial communication links 83, 84 and the antenna 55 to the local control component 50 of the railroad crossing 10. The local control component 50 of the railroad crossing 10, which can also be referred to as a stationary control device, can be designed, for example, either as a component of a railroad crossing control or else as a separate component. Independently of this, the local control component 50 of the railroad crossing 10 is local, in that it is associated with the railroad crossing 10 and is arranged in the region of the railroad crossing 10.

[0042] A switch-on time is determined by the stationary control device in the form of the local control component 50 of the railroad crossing 10 by taking into account the transmitted sensor data and track data. The track data in this case preferably comprises, in particular, the distance between the track-side sensor device 80 and the railroad crossing 10, in other words the length of the approach section of track. Furthermore, the track data can preferably also comprise further parameters, such as, for example a permissible track speed, a station which is arranged between the track-side sensor device and the railroad crossing or, viewed in the direction of travel, closely behind the railroad crossing, a speed restriction section arranged between the track-side sensor device and the railroad crossing (or closely behind the railroad crossing), or also, generally, the track topology, for instance in the form of information relating to the inclination of the route, in other words, for example to sections with a slope or gradient.

[0043] The specification of the switch-on time can in principle be made in any format. What is essential here is only that an instant lying in the future is uniquely determined hereby. The switch-on time can therefore be specified, for example, as a time of day. However, the switch-on time is preferably determined in the form of a switch-on delay. In this case, the switch-on delay specifies after which period (relative to the detection of the rail-borne vehicle 20 by the track-side sensor device 80) the switch-on or securing of the railroad crossing 10 is to be initiated. Consequently, a result of determination of the switch-on time by taking into account the transmitted sensor data and the track data can consist, for example, in that a switch-on delay of 28 seconds is determined, in other words that securing of the railroad crossing is to be initiated after the expiry of 28 seconds. When determining the switch-on time, preferably the period required for actual securing of the railroad crossing 10 is taken into account.

[0044] According to the above statements, when the switch-on time is reached by the stationary control device in the form of the local control component 50 of the railroad crossing 10, securing of the railroad crossing 10 is initiated. After the railroad crossing 10 has been successfully secured, which the local control component 50 itself detects or has communicated from a railroad crossing control of the railroad crossing 10, the local control component transmits an acknowledgement signal via the communication link 51 to the signal box 40 which passes it to the control device 30 of the train control system via the communication link 41. The control device 30 of the train control system therefore provides feedback to the effect that the railroad crossing 10 has been successfully secured. This allows the control device 30 of the train control system to determine a travel permission for the rail-borne vehicle 20 that extends beyond the railroad crossing 10 and to transmit this to the rail-borne vehicle 20 via the communication link 62, 61 to replace a previous travel permission that expired prior to reaching the railroad crossing 10. The result of this is that the rail-borne vehicle 20, based on the received travel permission, which is also referred to as a movement authority, can pass through the railroad crossing 10 without stopping and, optionally, without a reduction in speed, and is therefore not adversely affected in its travel mode by the railroad crossing 10. Conversely, the method described offers the advantage in relation to the railroad crossing 10 or to participants in the traffic crossing the railroad crossing 10, that as a result of the situation-related determination of the switch-on time, unnecessarily long securing of the railroad crossing 10 is avoided and therefore the corresponding interference is kept as low as possible.

[0045] In particular, a largely identical closing time of the railroad crossing, in other words a constant warning time, can hereby be achieved for rail-borne vehicles of different types and different operational situations.

[0046] When determining the switch-on time, specific vehicle data can advantageously also be taken into account for the respective rail-borne vehicle 20. Such vehicle data can in particular be a vehicle type, in other words for example a train type. A corresponding differentiation, for example between passenger trains and goods trains, makes it possible to carry out a further optimization of the determination of the switch-on time on the basis of differences associated therewith, for instance in relation to the maximum speed, acceleration capacity or braking capacity.

[0047] Furthermore, the switch-on time can be determined by the stationary control device in the form of the local control component 50 of the railroad crossing 10 with additional consideration of a speed curve which is possible for a further approach of the rail-borne vehicle 20 to the railroad crossing 10. For this purpose, different predictions can be produced or determined within the scope of the method used, with which, for example, possible changes in the speed within the approach section of track can be taken into account. Specifically, the method can take into account, for example, the acceleration or the acceleration capacity of the respective rail-borne vehicle 20 in relation to timely securing of the railroad crossing 10.

[0048] The period required for securing the railroad crossing 10 is fixed by the respective railroad crossing 10, so, after expiry of this period, a secured message can be expected as feedback from the railroad crossing 10 or the railroad crossing controller. If there is no corresponding message or the message cannot be transmitted, for example owing to a fault, then on the basis of the driving permission present in the rail-borne vehicle 20, braking of the rail-borne vehicle 20 is, as a rule, initiated at the latest possible instant, with the latest possible instant or the corresponding location and, optionally, the final speed when reaching the railroad crossing 10 (for example complete stop or walking pace), as such being known or predefined and in the case of ETCS level 2 can be or are stored for example in a speed curve of the rail-borne vehicle 20.

[0049] According to the above statements, the intermittent detection of the sensor data by the sensor device 80 in combination with the communication between the control device 30 of the train control system and the rail-borne vehicle 20 therefore allows the closing time of the railroad crossing 10 to be optimized in the sense of a constant warning time.

[0050] FIG. 2 shows a second exemplary embodiment of the inventive arrangement 110 in a second schematic sketch for the purpose of illustrating a second exemplary embodiment of the inventive method.

[0051] The representation of FIG. 2 corresponds essentially to that of FIG. 1. In contrast to FIG. 1, the sensor data in the exemplary embodiment of FIG. 2 is, however, transmitted by the sensor device 80 via a communication link 83, 85 to the signal box 40 or to a computer of the latter on the signal box side. This is indicated in FIG. 2 in that the signal box 40 has an antenna 45 or a corresponding radio module.

[0052] With regard to the sequence of the method, essentially the above statements in connection with FIG. 1 apply accordingly. However, in the exemplary embodiment of FIG. 2, in which the signal box 40 is used as a stationary control device, securing of the railroad crossing is initiated in that a securing signal is transmitted by the signal box 40 to the local control component 50 of the railroad crossing 10 and securing of the railroad crossing 10 is triggered by the local control component 50 upon receipt of the securing signal. In a corresponding manner, after the railroad crossing 10 has been successfully secured, a corresponding acknowledgement signal is transmitted by the local control component 50 via the communication link 51 to the signal box 40 and is passed by the signal box via the communication link 41 to the control device 30 of the train control system in a manner analogous to the exemplary embodiment of FIG. 1.

[0053] The exemplary embodiment of the inventive arrangement 110 in FIG. 2 is particularly advantageous in that additional components or changes in the region of the railroad crossing 10 or of its local control component 50 are advantageously avoided.

[0054] FIG. 3 shows a third exemplary embodiment of the inventive arrangement 120 in a third schematic sketch for the purpose of illustrating a third exemplary embodiment of the inventive method.

[0055] The representation of FIG. 3 in turn essentially corresponds to that of FIGS. 1 and 2. However, in the exemplary embodiment of FIG. 3, the control device 30 of the train control system is used as a stationary control device and therefore for determining the switch-on time. For this purpose, the control device 30 receives from the sensor device 80 via the communication link 83, 62 the sensor data and taking into account the received sensor data and track data, determines the switch-on time. In this case, securing of the railroad crossing 10 is initiated in such a way that a request for securing the railroad crossing 10 is transmitted by the control device 30 of the train control system to the signal box 40 which is connected in terms of communication to the railroad crossing 10. A securing signal is then transmitted by the signal box 40 to the local control component 50 of the railroad crossing 10 and securing of the railroad crossing 10 is triggered by the local control component 50 upon receipt of the securing signal. After the railroad crossing 10 has been successfully secured, an acknowledgement signal is transmitted by the local control component 50 via the signal box 40 to the stationary control device in the form of the control device 30 of the train control system.

[0056] The embodiment of FIG. 3 is expedient or advantageous in particular for such cases in which the control device 30 of the train control system is already connected via a communication connection, for instance in the form of a radio link, which can be used for communication with the track-side sensor device.

[0057] According to the above statements in connection with the described exemplary embodiments of the inventive method and the inventive arrangement, these have, in particular, the advantage that they allow the railroad crossing 10 to be secured in a particularly efficient and reliable manner. In this case, an unnecessarily long closing time of the railroad crossing 10 is advantageously avoided and a largely uniform closing time is achieved. At the same time, possible risks due to securing of the railroad crossing 10 that is too late or a fault when carrying out securing, in particular due to revaluing of the travel permission of the rail-borne vehicle 20 only after successful securing of the railroad crossing 10, are reliably avoided. The described procedure, in particular in connection with the train control systems ETCS levels 2 and 3, CTCS levels 3 and 4 and PTC, is advantageous owing to the possibility of a corresponding continuous communication between the control device 30 of the train control system and the rail-borne vehicle 20.