METHOD FOR SAFELY OPERATING A RAIL TRAFFIC SYSTEM AND RAIL TRAFFIC SYSTEM

Abstract

A method for safely operating a rail traffic system, comprising the steps: comprising first rail traffic information correlating with a state variable of the rail traffic system, transmitting second rail traffic information correlating with the state variable of the rail traffic system between a first rail vehicle and an infrastructure facility and/or a second rail vehicle, determining a comparison result using the first rail traffic information and the second rail traffic information, checking the plausibility of the first rail traffic information and/or the second rail traffic information using the comparison result, and controlling the rail traffic system using the result of the plausibility check.

Claims

1-16. (canceled)

17. A method for safely operating a rail traffic system, the method comprising the following steps: collecting first rail traffic information correlating with a state variable of the rail traffic system; transmitting second rail traffic information correlating with the state variable of the rail traffic system between at least one of a first rail vehicle and an infrastructure facility or the first rail vehicle and a second rail vehicle; determining a comparison result on a basis of the first rail traffic information and the second rail traffic information; subjecting at least one of the first rail traffic information or the second rail traffic information to a plausibility check using the comparison result; and controlling the rail traffic system using a result of the plausibility check.

18. The method according to claim 17, which comprises collecting the first rail traffic information by way of the first rail vehicle and transmitting the second rail traffic information to the first rail vehicle.

19. The method according to claim 17, which comprises collecting the first rail traffic information by way of the infrastructure facility and transmitting the second rail traffic information to the infrastructure facility.

20. The method according to claim 17, wherein at least one of the first rail traffic information or the second rail traffic information is based on a sensordetected measuring value.

21. The method according to claim 17, which comprises conducting the plausibility check at regular time intervals.

22. The method according to claim 17, which comprises controlling the rail traffic system by means of at least one item of rail traffic information modified using the comparison result.

23. The method according to claim 17, which comprises calibrating a collection of at least one of the first rail traffic information or the second rail traffic information using the comparison result.

24. The method according to claim 17, which comprises controlling rail vehicles of different control capacity classes in the same rail traffic system in different ways.

25. The method according to claim 17, which comprises classifying the at least one rail vehicle in a higher control capacity class due to a control of the rail traffic system using the result of the plausibility check.

26. The method according to claim 17, which comprises classifying the at least one rail vehicle in a higher control capacity class due to a continuous transmission of the second rail traffic information.

27. The method according to claim 17, which comprises classifying the at least one rail vehicle depending on the result of the plausibility check.

28. The method according to claim 17, which comprises transferring at least one rail vehicle based on a control capacity class thereof to a highly utilized rail line section to increase a traffic capacity.

29. The method according to claim 17, wherein the step of controlling the rail traffic system using the result of the plausibility check comprises determining at least one of travel parameter ranges to be complied with or rail line sections that can be travelled on.

30. The method according to claim 17, wherein controlling the rail traffic system is based at least in part on travelling in moving spatial distances.

31. The method according to claim 17, which comprises controlling the infrastructure facility due to a control command of the at least one rail vehicle.

32. A rail traffic system, comprising: an infrastructure facility; and at least one rail vehicle; and wherein at least one of said infrastructure facility or said at least one rail vehicle includes a control unit for carrying out the method according to claim 17.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0043] FIG. 1 shows a schematic representation of a rail traffic system, comprising an infrastructure facility with a first rail line section, a first rail vehicle entering the first rail line section, and a second rail vehicle leaving the first rail line section,

[0044] FIG. 2 shows a side view of the first rail vehicle in FIG. 1,

[0045] FIG. 3 shows a schematic representation of the rail traffic system in FIG. 1, with means for collecting and transmitting rail traffic information being shown in further detail, and

[0046] FIG. 4 shows a block diagram of the rail traffic information exchanged in the rail traffic system in FIG. 1 between the respective rail vehicle and the infrastructure facility.

DESCRIPTION OF THE PREFERRED EMBODIMENT

[0047] FIGS. 1 to 4 describe an embodiment of a rail traffic system 1. The rail traffic system 1 comprises an infrastructure facility 2 and a plurality of rail vehicles 3, 4, in particular a first rail vehicle 3 and a second rail vehicle 4.

[0048] The infrastructure facility 2 has a rail network 5. The rail network 5 is divided into a plurality of rail line sections 6, 7, 8. The rail line sections 6, 7, 8 overlap each other. In such an overlapping area 9, 10, there are tracks 11 assigned to a plurality of rail line sections 6, 7, 8. Alternatively, at least individual, in particular all of the rail line sections 6, 7, 8 can be designed without overlapping, in particular directly adjacent to each other.

[0049] The infrastructure facility 2 has rail sensors 12a, 12b, rail adjusting means 13, rail signals 14a, and rail supply means 15 along the tracks 11. The rail sensors 12a, 12b can be designed to detect a measuring value correlating with a passing rail vehicle 3, 4. The detection of a measuring value is also understood to mean the measurement of the measuring value. The rail sensors 12a, 12b can be designed as point-shaped rail sensors 12a or as line-shaped rail sensors 12b. Point-shaped rail sensors 12a are understood to be, for example, axle counters. Line-shaped rail sensors 12b are understood to be rail sensors 12b based in particular on light being conducted in a fibre, in particular in an optical fibre. The rail adjusting means 13 can be designed as a switch drive. The rail signal 14a can be a switchable light signal or a movable, in particular switchable, semaphore signal. An optical marking 14b, also referred to as a fixed point marker, is attached near the track 11. Further, a person 14c, in particular a track worker, is near the track 11. Preferably, the optical marking 14b is in the form of a QR code. The rail supply means 15 can be an overhead line for supplying the rail vehicles 3, 4 with electric power.

[0050] Further, the infrastructure facility 2 comprises a control centre 16, 17, 18 for each rail line section 6, 7, 8. The respective control centre 16, 17, 18 controls the rail traffic within the assigned rail line section 6, 7, 8. For this purpose, the respective control centre 16, 17, 18 is connected in a signal-transmitting manner with the rail sensors 12a, 12b, the adjusting means 13, the rail signals 14a and the rail supply means 15, which are assigned to the respective rail section 6, 7, 8. In particular, these can be controlled and/or read out by means of the respective control centre 16, 17, 18.

[0051] FIG. 2 shows the rail line section 8 of the rail traffic system 1 in further detail. The first rail vehicle 3 is arranged on the track 11. The first rail vehicle 3 is supplied with electric power via the overhead line 15. The first rail vehicle 3 has a vehicle radio module 19 in the form of a 5G radio module, a tracking module 19a, in particular a radio tracking module for radio trilateration, a position detection module 20, and a first optical sensor 21a in the form of a camera. Further, the first rail vehicle 3 comprises a vehicle control unit 22 for processing digital data. The vehicle control unit 22 is connected in a signal-transmitting manner, in particular wired connection, with the vehicle radio module 19, the tracking module 19a, the position detection module 20, and the first optical sensor 21a. The position detection module 20 is preferably designed as a GPS module and serves to detect the position of the second rail vehicle 4. The first optical sensor 21a is designed, in particular together with the vehicle control unit 22, to automatically recognize rail signals 14a and/or objects in the area of the track, in particular people 14c in the track and/or fixed point markers 14b. The second optical sensor 21b may be designed according to the first optical sensor for detecting objects in the track and/or optical markings 14b.

[0052] The control centre 18 comprises a control-centre radio module 23, which is designed as a 5G radio module. Further, the control centre 18 comprises a control-centre control unit 24 for processing digital data. The control centre 18, in particular the control-centre control unit 24, is connected in a signal-transmitting, in particular wired, manner with the rail sensors 12a, 12b, the rail adjusting means 13, the rail signals 14a, and the rail supply means 15. With regard to the mode of operation of the rail sensor 12b, which is based on light being conducted in an optical fibre, reference is made to WO 2020/108873 A1. The control-centre control unit 24 is further connected with the control-centre radio module 23 in a signal-transmitting manner.

[0053] The first rail vehicle 3 is connected with the third control centre 18 via the vehicle radio module 19 and the control-centre radio module 23 in a signal-transmitting, in particular wireless, manner. Wireless signal connections 25 are shown as dash-dot lines in the figures. Wired signal connections 26 are shown as dashed lines in the figures.

[0054] The second rail vehicle 4 leaving the first rail line section 6 is connected with the first control centre 16, in particular via a vehicle radio module 19, in a wireless, signal-transmitting manner. Rail vehicles 3, 4 arranged in the overlapping areas 9, 10 can be in signal connection with the control centres 16, 17, 18 of several of the rail line sections 6, 7, 8 at the same time.

[0055] In FIG. 3, the rail traffic system 1 is shown in further detail with the two rail vehicles 3, 4, which are arranged in the first rail line section 6.

[0056] In addition to the sensors 20, 21a described above, the first rail vehicle 3 further comprises a second optical sensor 21b, in particular a front camera, a completeness monitoring device 27 for monitoring the completeness of the first rail vehicle 3, in particular the existence of a mechanical connection between two running trailers 28a, 28b mechanically coupled to each other. Further, the first rail vehicle 3 comprises a drive unit 29 and a brake unit 30. The completeness monitoring device 27, the drive unit 29 and the brake unit 30 are connected with the vehicle control unit 22 via the wired signal connection 26.

[0057] The second rail vehicle 4 has a vehicle radio module 19, a drive unit 29, a brake unit 30, and a vehicle control unit 22. The second rail vehicle 4 does not have any sensors to determine the existence of an existing mechanical coupling between its running trailers 28a, 28b, 28c, or to detect the position, or to detect objects in the track. The first rail vehicle 3 is accordingly grouped in a higher control capacity class than the second rail vehicle 4.

[0058] The infrastructure facility 2 comprises the first rail sensor 12a, which is designed to detect a passing rail vehicle 3, 4, in particular to detect the number of running trailers 28a, 28b, 28c coupled to each other. The second rail sensor 12b, which is designed in the form of the optical fibre sensor, also enables the detection of a rail vehicle 3, 4 that is transferred over the track 11 equipped therewith.

[0059] The mode of operation of the rail traffic system 1, in particular the control units 22, 24, is as follows:

[0060] The first rail vehicle 3 is located in the third rail line section 8. The second rail vehicle 4 is located in the first rail line section 6. The wireless signal connection 25 exists between the first rail vehicle 3 and the third control centre 18. There is also a wireless signal connection 25 between the first control centre 16 and the second rail vehicle 4.

[0061] By means of the respective vehicle control unit 22 of the rail vehicles 3, 4 and the sensors 20, 21a, 21b, 27 connected thereto, rail traffic information is collected, in particular continuously. By means of the infrastructure facility 2, in particular the first control centre 16, in particular the control-centre control unit 24, and the sensors 12a, 12b connected thereto, further rail traffic information is determined. The rail traffic information describes a current state of the rail traffic system 1, in particular of the infrastructure facility 2, in particular the state of the rail signals 14a as well as of the rail adjusting means 13 and the state of the rail vehicles 3, 4, in particular their position, speed, brake curve, completeness, and/or their drive and braking power.

[0062] The two rail vehicles 3, 4 are classified in different control capacity classes. The decisive factor for this classification is the ability of the rail vehicle 3, 4 to move safely through the rail network 5 to a certain extent, in particular completely, independently of the infrastructure facility 2. In particular, it is decisive whether the respective rail vehicle 3, 4 has the sensory and/or processor capacity required for this. The first rail vehicle 3 is classified in a higher control capacity class because it can collect and process a larger volume of rail traffic information compared to the second rail vehicle 4. Further, the safety integrity level (SIL) of the respective rail vehicle 3, 4, in particular of the sensors 20, 21a, 21b, 27, is decisive. The safety integrity level of a sensor is higher the more precise and robust the measuring values it detects are, in particular the lower its probability of failure is.

[0063] FIG. 4 shows the exchange of rail traffic information 31, 32 between the first rail vehicle 3 and the first control centre 16. When the second rail vehicle 4 enters the first rail line section 6, in particular the first overlapping area 10, a connection 33a is established between the first rail vehicle 3 and the first control centre 16.

[0064] By means of the first rail vehicle 3, the first rail traffic information 31 is determined, in particular continuously. By means of the position detection module 20, the position of the first rail vehicle 3 along the track 11, in particular in the rail network 5, is determined. By means of the optical sensor 21a, 21b, it is determined whether objects that could potentially interfere with the rail traffic are located in the area of the track 11. Further, rail signals 14a are automatically recognized by means of the optical sensors 21a, 21b and the vehicle control unit 22. By means of the at least one optical sensor 21a, 21b, optical markings 14b can further be detected, in particular for determining the position of the rail vehicle 3, in particular along the track 11. The position of the rail vehicle 3 can be determined on the basis of the fixed point markers 14b and by means of the optical sensors 21a, 21b. A signal from the completeness monitoring device 27 is used to detect whether all running trailers 28a, 28b are connected to each other. This data detected in a sensory manner by means of the rail vehicle 3 is referred to as vehicle sensor data 34. Further, the vehicle control unit 22 determines travel parameters 35 that describe the travelling state of the first rail vehicle 3. The travel parameters 35 comprise the drive power provided by the drive unit 29 and the braking power generated by the brake unit 30. The first rail traffic information 31 may further comprise adjusting commands 36 and vehicle correction information 37.

[0065] By means of the tracking module 19a, which may be designed in particular in the form of an anchor module, the position of the rail vehicle 3, in particular along the track 11, is determined. The tracking module 19b may be designed identically to the vehicle radio module 19 or as a separate component. By means of the tracking module 19a, tracking markers 19b, 19c can be detected, which can be designed to be stationary, as part of the infrastructure facility 2, or movable. Stationary tracking markers 19b can, for example, be attached to infrastructure elements, in particular near the track 11. Movable tracking markers 19c may be carried, for example, by people 14c such as track construction workers. With regard to the mode of operation of a monitoring system for determining the position of the rail vehicle 3 and/or people 14c by means of the tracking module 19a, reference is made to WO2021/121854 A1. The position of the rail vehicle 3 and/or people 14c is determined by means of a trilateration method, in particular by means of radio trilateration, in particular by means of WiFi trilateration. A warning signal is preferably transmitted to the person 14c who is in a danger zone, in particular via a radio connection 25, and/or an optical signal, and/or an acoustic signal, in particular by means of the rail vehicle 3.

[0066] The second rail traffic information 32 is determined by the infrastructure facility 2, in particular the first control centre 16, in particular the control-centre control unit 24. The second rail traffic information 32 comprises control centre sensor data 38, which are determined on the basis of the rail sensors 12a, 12b, and adjusting parameters 39, which have information about the adjusting state of the rail adjusting means 13, the rail signals 14a, and the rail supply means 15. Further, the second rail traffic information 32 may comprise travel commands 40 and control centre correction information 41.

[0067] Via the wireless signal connection 25, the rail traffic information 31, 32 is exchanged between the first rail vehicle 3 and the infrastructure facility 2. To determine the comparison result, a comparison 33b of the first rail traffic information 31 and the second rail traffic information 32 takes place, in particular the information portions of the rail traffic information 31, 32 correlating with the same state variable of the rail traffic system 1 are compared with each other. For example, it is compared whether the rail sensors 12a, 12b detect the same position and speed of the rail vehicle 4 as the position detection means 20. Further, it can be compared whether the number of mechanically connected running trailers 28a, 28b detected by the completeness monitoring device 27 matches the number of mechanically connected running trailers 28a, 28b detected by the rail sensors 12a, 12b. Additionally, it is possible to compare whether the rail signals 14a automatically detected by the optical sensors 21a, 21b match the rail signals 14a actually predefined by the infrastructure facility 2, in particular to the adjusting parameters 39.

[0068] Using this comparison result, a result of the plausibility check is determined as a value for the validity of the first rail traffic information 31. The first rail traffic information 31 is considered plausible and therefore correct if it matches the second rail traffic information 32. For example, the position of the first rail vehicle 3 determined by means of the position detection module 20 is considered plausible if it matches the position determined by means of the rail sensors 12a, 12b.

[0069] The rail traffic system 1 is preferably controlled using the result of the plausibility check. The travel command 40 may comprise position information if the position detection by means of the position detection module 20 provides plausible vehicle sensor data 34, in particular data matching position information of the infrastructure facility 2. In particular, the travel command 40 may comprise a relative position, in particular a distance, to the first rail vehicle 3 travelling ahead. Based on the plausibility of the position information, the rail vehicles 3, 4 can be safely controlled by means of the travel command 40, in particular moved at a certain safety distance from each other in the rail network 5.

[0070] There may be deviations between the first rail traffic information 31 and the second rail traffic information 32, in particular with regard to at least one state variable of the rail traffic system 1. Such deviations are recognized when determining the result of the plausibility check using a comparison result on the basis of the rail traffic information 31, 32. Using the comparison result, the first rail traffic information 31 can be modified. In particular, the rail traffic system 1 can be controlled on the basis of the modified first rail traffic information 31. For example, the position determined by the second rail vehicle 4 can be corrected to match the position of the rail vehicle 4 determined by one of the rail sensors 12a, 12b.

[0071] Preferably, the collection of the first rail traffic information 31 is calibrated using the comparison result, in particular the sensors 20, 21a, 21b, 27 can be calibrated using the comparison result. For example, the speed of the rail vehicle 4 detected by the position detection module 20 and the vehicle control unit 22 can be calibrated according to the time period determined by rail sensors 12a, 12b, which elapses between the passing of two successive rail sensors 12a, 12b whose distance along the track is known.

[0072] Determining the result of the plausibility check is preferably done at regular time intervals, for example at intervals of 1 s.

[0073] Determining the comparison result, in particular the result of the plausibility check, creates the possibility of checking the reliability of rail traffic information 31 determined by means of the respective rail vehicle 3, 4, in particular continuously, and increasing it with regard to its validity. This enables sensors 20, 21a, 21b, 27 of the respective rail vehicle 3, 4 to be classified in a higher safety integrity level. Further, the rail vehicle 3, 4 can be classified in a higher control capacity class. Appropriate use of the comparison result ensures that measurement inaccuracies can be reliably recognized, in particular compensated for.

[0074] Determining corresponding correction information can be carried out to compensate for measurement inaccuracies on the part of the rail vehicle 3, 4 by means of the control centres 16, 17, 18. Corresponding control centre correction information 41 can be transmitted to the rail vehicle 3, 4 for correcting the vehicle sensor data 34.

[0075] In the case of a particularly high control capacity class, in particular in the case of a high safety integrity level of the rail vehicle 3, 4, the second rail traffic information 32 can alternatively or additionally be corrected by means of the first rail traffic information 31 using the comparison result. In particular, the second rail traffic information 32 can be corrected using the comparison result, in particular on the basis of a vehicle correction information 37.

[0076] Further rail traffic information 42 is preferably transmitted from the second rail vehicle 4, in particular via the wireless signal connection 25 directly or via the first control centre 16, to the first rail vehicle 3. The comparison result can be determined on the basis of the first rail traffic information 31 and the second and/or the further rail traffic information 32, 42. Advantageously, this means that further rail traffic information 42 is available for assessing the validity of the first rail traffic information 31 and can be used for an even more reliable result of the plausibility check. Alternatively, the further rail traffic information 42 of the second rail vehicle 4 can replace the second rail traffic information 32, in particular for determining the comparison result.

[0077] The control of the rail vehicles 3, 4 is preferably carried out on the basis of their control capacity classes. Rail vehicles 3, 4 of different control capacity classes can be controlled in the same rail traffic system 1 in different manners. For example, the first rail vehicle 3 with the higher control capacity class can itself provide the travel commands 40 required to travel on the rail network 5 and/or provide adjusting commands 36 to control the infrastructure facility 2, in particular the control centre 16, 17, 18, in particular to control the rail supply means 15, the rail signals 14a, and the rail adjusting means 13. The second rail vehicle 4 can be controlled exclusively by means of travel commands 40 of the infrastructure facility 2.

[0078] Preferably, the control of the first rail vehicle 3 in the rail network 5 is carried out according to the principle of travelling in moving spatial distances, and/or the control of the second rail vehicle 4 is carried out according to the principle of travelling in fixed spatial distances.

[0079] Using the result of the plausibility check and/or on the basis of the control capacity class, it can be determined which travel parameter ranges, in particular which travelling speed and/or which travel distance to a preceding rail vehicle 3 must be maintained, and/or which maximum drive power must be maintained by the rail vehicle 3, 4, and/or which rail line sections 6, 7, 8 may be travelled on. For example, the maximum permissible travelling speed of a rail vehicle 3, 4 can be reduced due to a lack of plausibility with regard to the determined rail traffic information 31.

[0080] The traffic capacity, in particular the density of rail vehicles 3, 4, with which a rail line section 6, 7, 8 may be travelled on, depends on how large the travel distances between two successive rail vehicles 3, 4 must be in order to reliably ensure safe operation of the rail traffic system 1. The mandatory minimum travel distance decreases with increasing control capacity class of the respective rail vehicle 3, 4. To increase the traffic capacity of heavily utilized rail line sections 6, 7, 8, rail vehicles 3, 4 can be transferred to heavily utilized rail line sections 6, 7, 8, in particular from less heavily utilized rail line sections 6, 7, 8, on the basis of their control capacity classes. Rail vehicles 3, 4 of lower control capacity classes can be transferred from heavily utilized rail line sections 6, 7, 8 to less heavily utilized rail line sections 6, 7, 8.

[0081] By controlling the rail traffic system 1 using the result of the plausibility check, it is advantageously achieved that the operation of the rail traffic system 1 can be carried out particularly safely. Comparing 33b different traffic information 31, 32 increases the reliability of the information base for controlling the rail vehicles 3, 4 and the infrastructure facility 2. The control capacity class of a rail vehicle 3, 4 can be increased due to the higher reliability of this rail traffic information 31, 32. The traffic capacity of the rail network 5 can be increased. In particular, the traffic capacity of certain heavily utilized rail line sections 6, 7, 8 can be increased. The method is suitable for safely operating a rail traffic system 1 with rail vehicles 3, 4 that are equipped with the same or different sensors and processors. In particular, the rail traffic system 1 can be used for mixed operations, with rail vehicles of different control capacity classes. The method enables the operation of a rail traffic system 1 in a particularly safe, economical, and flexible manner.