Method for controlling a switchable turnout

Abstract

Method for controlling a switchable turnout (12) of a rail track (10), wherein the switchable turnout (12) is assigned at least one sensor unit (40), wherein the sensor unit (40) determines the position and speed of at least one vehicle (20) guided on the rail track (10), wherein the switchable turnout (12) is controlled depending on the determined position and / or speed, characterized in that the sensor unit (40) has at least one radar sensor element and / or one ultrasonic sensor element and / or one laser sensor element for continuously determining the position and speed of the vehicle (20).

Description

State of the art

[0001] Derailments are a recurring cause of accidents in rail traffic. Derailments can have several causes, often related to crossing a switch. For example, traveling too fast over the switch or the switch moving during the crossing can lead to a derailment.

[0002] From DE 199 12 219 A1, a device for train stop detection in railway operations is known. The device is installed, in particular, on railway platforms and comprises a sensor which is composed of two individual sensors, one of which serves for object detection and the other for speed detection.

[0003] Furthermore, a video-based monitoring system on track or switch sections for the train end reporting of rail vehicles is known from DE 10 2004 024 756 A1.

[0004] German patent DE 10 2007 003 630 A1 describes a method for setting an electrically operated turnout by means of a turnout control system connected to the turnout and a detector located upstream of the pointed end of the turnout. With regard to the detector, it is stated that the detector can be, for example, a balise, a light barrier, a video detector, or track circuits, and preferably a wheel sensor.

[0005] German patent DE 10 2005 042 218 A1 describes a railway collision warning device for installation in railway vehicles. The railway collision warning device comprises a radio transmitter and receiver unit connected to a control unit for transmitting a vehicle identification number and current travel information from other railway vehicles on the network, along with their vehicle identification numbers. Furthermore, German patent DE 2 proposes that trackside information regarding the clearance status of level crossings also be transmitted and evaluated. This information is detected, in particular, by suitable sensors at the level crossings, for example, using magnetic fields, infrared, video, or weight measurement.

[0006] In DE 10 2004 024 756 A1 a video-based monitoring system and procedure on track or switch sections for the train end reporting of rail vehicles is described. Disclosure of the invention

[0007] Methods for controlling a switchable turnout on a railway track are proposed, wherein the switchable turnout is assigned at least one sensor unit, and the sensor unit determines the position and speed of at least one vehicle traveling on the railway track. Furthermore, it is proposed that the switchable turnout is controlled depending on the determined position and / or speed.

[0008] A switchable turnout is understood to be, in particular, a track section of a railway line where the track on which the vehicle is traveling can be changed without interruption. Unlike a passive turnout, where the vehicle initiates the track change, with a switchable turnout the track change is achieved by shifting at least one track through the turnout. For example, a single-track section can transition into a multi-track section. The switchable turnout can be set to different positions, in each of which one track of the single-track section is connected to one track of the multi-track section. The switch can be operated by a switching unit, which is advantageously electronically controlled. It is conceivable that the switching unit could be controlled from a vehicle and / or from a control center.Preferably, the switching unit can be controlled by a control unit, preferably connected to the sensor unit, based on output signals from the sensor unit.

[0009] The sensor unit comprises at least one radar sensor element and / or one ultrasonic sensor element and / or one laser sensor element for determining the position and speed of a moving vehicle. Additionally, another sensor element known to those skilled in the art may be provided. A sensor unit associated with a turnout is understood to be, in particular, a sensor unit arranged in the vicinity of the turnout in such a way that it can determine the speed and / or position of vehicles traveling on the track in front of and on the turnout, and especially also behind the turnout. The sensor unit may be arranged in or on the track bed, in the track area, next to, or between the tracks. Advantageously, this method can be used to increase safety in rail traffic and to prevent derailments.

[0010] The controllability of the switchable turnout can be restricted if the position determination shows that the vehicle is at least partially positioned on the turnout. Specifically, the switch unit of the turnout is deactivated if the vehicle is positioned on the turnout. As long as the switch unit is deactivated, the position of the turnout cannot be changed. Restricting the controllability of the turnout advantageously ensures that a turnout on which a vehicle is located does not shift or move.

[0011] Depending on the vehicle's position in front of or behind the switchable turnout, the turnout can be activated or its control options restricted. Specifically, the turnout's switching unit is activated if the vehicle is positioned in front of and / or behind the turnout. An activated switching unit can be advantageously used to move the turnout into the correct position as a train approaches.

[0012] An error can be triggered by the sensor unit if the detected vehicle speed exceeds a first threshold. This threshold is understood to be a speed that changes depending on the vehicle's position. Specifically, the threshold can decrease continuously with the vehicle's distance from the switch until it corresponds to a speed at which the switch can be safely traversed. The first threshold is advantageously chosen such that traversing the switch at a speed above the first threshold might still be possible, but a further increase in vehicle speed could lead to a critical situation, potentially resulting in derailment. By sending out an error signal, a derailment can be advantageously prevented in advance.

[0013] The fault can be indicated by a signal from a warning system. The warning system is advantageously located in an area before the switch. The warning system is advantageously designed to send a fault signal to the vehicle driver. This fault signal can be visual and / or audible. For example, the warning system could have a lamp that can illuminate in different colors. Alternatively, the warning system could have a screen that displays information about the vehicle's current speed. Indicating the fault via a warning system advantageously provides a fault indication that is independent of the vehicle's equipment.

[0014] The fault can be communicated to the vehicle via a signal. Advantageously, the sensor unit is designed to communicate wirelessly with an output unit in the vehicle. This output unit could, for example, be a screen that displays the fault signal transmitted by the sensor unit to the driver. This allows for particularly effective fault notification to the driver.

[0015] The fault can be reported via a signal to a control center. The sensor unit can also be configured to transmit information, particularly wirelessly, to a control center. A control center in this context refers specifically to an operations control center that monitors and coordinates the proper operation of the railway line. If necessary, upon receiving a fault signal, the control center can take measures to prevent a derailment.

[0016] The controllability of the switchable turnout can be restricted if the detected vehicle speed exceeds a second threshold. Specifically, the turnout's controllability can be limited by reducing the number of positions the switching unit can set the turnout to. This second threshold is chosen such that, when it is exceeded, the vehicle speed is so high that the turnout cannot be switched to all possible positions in time without risking derailment. This measure can advantageously further increase safety.

[0017] A braking command can be sent to the vehicle if its detected speed exceeds a third threshold. This braking command includes information such as the force and duration of the braking required. Alternatively, it can specify the speed to which the vehicle must be braked to prevent a critical situation or derailment. Advantageously, the braking command is executed immediately by the vehicle, which then initiates braking. Specifically, the third threshold is chosen such that a vehicle speed exceeding this threshold could lead to a critical situation or derailment at the switch. An emergency braking maneuver can thus prevent derailment.

[0018] The switchable turnout can be configured so that the vehicle negotiates a minimal curve radius if its measured speed exceeds a fourth threshold. Specifically, this fourth threshold is chosen such that if the vehicle's speed exceeds this threshold, derailment is likely to occur if it is traveling at this speed on the turnout. Advantageously, the turnout is configured to guide the vehicle via a straight section to the track beyond the turnout, thus avoiding any curve radius and preventing derailment.

[0019] Preferably, the fourth threshold is higher than the third, the third threshold higher than the second, and the second threshold higher than the first. However, other combinations or sequences are also conceivable. Advantageously, two or more thresholds can be essentially identical. In particular, the first threshold can have essentially the same value as the second, third, and / or fourth thresholds. This has the advantage that an additional error signal is always sent, informing the driver or the control center of a potentially excessive speed.

[0020] A determined first position and / or first speed of the at least one vehicle can be compared with a determined second position and / or second speed of the at least one vehicle, and depending on the comparison, a number of vehicles can be determined and the switch can be controlled depending on the number of vehicles.

[0021] The sensor unit can comprise a first sensor element and a second sensor element, wherein the first sensor element determines at least the position and / or speed of a vehicle positioned in front of the switchable turnout, and the second sensor element determines at least the position and / or speed of a vehicle positioned on the turnout. Advantageously, the sensor unit can determine the speed and / or position independently on two different sections of the track.

[0022] The first position and / or speed of at least one vehicle, determined by the first sensor element, can be compared with the second position and / or speed of the same vehicle, determined by the second sensor element. Based on this comparison, the number of vehicles can be determined, and the switch can be controlled accordingly. Specifically, a single vehicle can be identified if the speed determined by the first sensor element is substantially the same as the speed determined by the second sensor element.

[0023] Furthermore, a computer program is proposed which is configured to carry out a procedure as described above. The computer program can be stored in machine-readable memory. Additionally, a control unit for controlling the switchable turnout can be provided with memory. The control unit is specifically configured to carry out one of the proposed procedures by executing a computer program stored on it using a processing unit within the control unit. Drawings

[0024] Further advantages become apparent from the following description of the drawings. The drawings illustrate exemplary embodiments of the invention. The drawing, the description, and the claims contain numerous features in combination. A person skilled in the art will expediently consider the features individually and combine them into meaningful further combinations.

[0025] They show Fig. 1: A schematic view of a railway track with a switch Fig. 2: a flowchart for controlling a switchable turnout.

[0026] In Fig. Figure 1 shows an exemplary track 10 that includes a switch 12. The track 10 is specifically designed to guide a vehicle 20 along the track direction 1. When crossing the switch 12 along the track direction 1, the vehicle 20 initially travels on a single-track section 14 in front of the switch 12, then on the switch 12 on a switch section 16, and subsequently on a multi-track section 18 behind the switch 12, which is shown as a double-track section for this example. The vehicle 20, guided on the track 10, is shown for this example on the single-track section 14. The vehicle 20 is shown as a freight train for this example; however, it is also conceivable that the vehicle 20 could be another vehicle 20 guided on a track 10, such as a passenger train or a tram. A train is understood to be, in particular, a train consisting of railway vehicles.Vehicle 20, guided on track 10, moves along track direction 1 towards switch section 16 of track 10. In switch section 16 of track 10, the single-track section 14 transitions into the double-track section 18. Switch 12 is located in switch section 16 and is designed to be switchable such that, by switching switch 12, vehicle 20 can be guided onto either the first track 22 or the second track 24 of the double-track section 18 of track 10. When transitioning from the single-track section 14 to the first track 22 of the double-track section 18, vehicle 20 must travel in a substantially straight line, whereas when transitioning from the single-track section 14 to the second track 24 of the double-track section 18, vehicle 20 must negotiate a curve.The switch 12 has a switching unit 30 which is designed to shift the tracks in the switch section 16 in such a way that the vehicle 20 travels straight ahead onto the first track 22 or via a curve onto the second track 24.

[0027] Furthermore, a sensor unit 40 is assigned to the switch 12, which is designed to determine the position and / or speed of the vehicle 12 guided on the track 10. The switching unit 30 of the switch 12 can be controlled via a control unit 42, which is assigned to the sensor unit 40. The sensor unit 40 is arranged in the switch section 16 by way of example. Advantageously, the sensor unit 40 is arranged such that the position and / or speed of the vehicle 12 guided on the track 10 can be determined in the single-track section 14, in the switch section 16, and / or in the double-track section 18. The sensor unit 40 has at least one sensor element 42. However, it is also conceivable that the sensor unit 40 has one sensor element each for sections 14, 16, and 18.The sensor element 42 can, for example, comprise a radar sensor that detects a state variable related to the speed of the vehicle 20 and an ultrasonic sensor that detects a state variable related to the position of the vehicle 20. Advantageously, the position and speed of the vehicle can be determined at essentially any point in the vicinity of the switch 12 via the at least one sensor element 42 of the sensor unit 40. Preferably, the position and speed of the vehicle 20 are continuously determined via the sensor unit 40.

[0028] Furthermore, the rail track 10 includes a warning system 60, which is designed to send an error signal to the driver of the vehicle 20. The error signal is transmitted optically, for example. The warning system includes, for example, a lamp that emits a red signal when a speed threshold, as determined by the sensor unit 40, is exceeded.

[0029] In Fig. Figure 2 shows a flowchart that exemplifies a procedure for controlling a switchable turnout 12 for a vehicle 10 guided on a rail track 10, which is located in front of the turnout 12.

[0030] In a first step 100, the position of the vehicle 20, which is guided on a rail track 10, is detected by the sensor unit 40. In a second step 110, the sensor unit 40 determines whether the vehicle 20, which is guided on the rail track 10, is positioned on the switch 12.

[0031] If it is determined that vehicle 20 is at least partially positioned on switch 12, the controllability of switch 12 is restricted in step 120. For example, if vehicle 20 is located on switch 12, the controllability of switch 12 is restricted by deactivating the switching unit 30 of switch 12.

[0032] If it is determined that the vehicle 20 is not at least partially positioned on the switch 12, the sensor unit determines in step 130 whether the vehicle 20 is positioned in front of the switch 12.

[0033] If it is determined that vehicle 20 is located in front of switch 12, then switch 12 will be activated in step 140.

[0034] In a further step 200, the speed of the vehicle 20, which is guided on the rail track 10, is recorded. In a further step 210, the sensor unit 40 determines whether the speed of the vehicle 20 exceeds a fourth threshold value.

[0035] If the speed of vehicle 20 exceeds the fourth threshold, then in step 220, switch 12 is switched such that vehicle 20 travels through a minimum curve radius. For example, switch 12 is made of Fig. 1 such that, in particular, no curve radius has to be traversed by the vehicle 20 in order to get from the single-track section 14 via the switch 12 to the double-track section 18.

[0036] If the speed of vehicle 20 does not exceed the fourth threshold, in step 230 it is determined whether the speed of vehicle 20 exceeds a third threshold.

[0037] If the speed of vehicle 20 exceeds the third threshold, a braking command is sent to vehicle 20 in step 240.

[0038] If the speed of vehicle 20 does not exceed the third threshold, in step 250 it is determined whether the speed of vehicle 20 exceeds a second threshold.

[0039] If the speed of vehicle 20 exceeds the second threshold, the control options for switch 12 are restricted in step 260. For example, the number of possible switch positions can be limited.

[0040] If the speed of vehicle 20 does not exceed the second threshold, in step 270 it is determined whether the speed of vehicle 20 exceeds a first threshold.

[0041] If the speed of vehicle 20 exceeds the first threshold, an error is triggered in step 280. The error can be triggered via a warning system 60, a signal to vehicle 20, and / or a signal to the control center.

Claims

[1] Method for controlling a switchable turnout (12) of a rail track (10), wherein the switchable turnout (12) is assigned at least one sensor unit (40), wherein the sensor unit (40) determines the position and speed of at least one vehicle (20) guided on the rail track (10), and wherein the switchable turnout (12) is controlled depending on the determined position and / or speed. characterized by , that the sensor unit (40) has at least one radar sensor element and / or one ultrasonic sensor element and / or one laser sensor element for continuously determining the position and speed of the vehicle (20). [2] Method according to claim 1, wherein a control option of the switchable switch (12) is restricted if the determination of the position shows that the vehicle (20) is at least partially positioned on the switchable switch (12). [3] Method according to one of the preceding claims, wherein, depending on the determined position of the vehicle (20) in front of or behind the switchable switch (12), the switchable switch (12) is activated or a control option of the switchable switch (12) is restricted. [4] Method according to one of the preceding claims, wherein the sensor unit (40) outputs an error if the determined speed of the vehicle (20) is above a first threshold value. [5] Method according to claim 4, wherein the error is output via a signal to a warning system (60). [6] Method according to claim 4 or 5, wherein the output of the fault is via a signal to the vehicle (20). [7] Method according to claims 4 to 6, wherein the error is output via a signal to a control center. [8] Method according to one of the preceding claims, wherein a control option of the switchable switch (12) is restricted if the determined speed of the vehicle (20) is above a second threshold value. [9] Method according to any one of the preceding claims, characterized by , that a braking command is sent to the vehicle (20) if the determined speed of the vehicle (20) exceeds a third threshold. [10] Method according to any one of the preceding claims, characterized by , that the switchable switch (12) is switched if the determined speed of the vehicle (20) exceeds a threshold value. [11] Method according to any one of the preceding claims, characterized by, that a determined first position and / or first speed of the at least one vehicle (20) is compared with a determined second position and / or second speed of the at least one vehicle (20) and depending on the comparison a number of vehicles (20) is determined and the switch (12) is controlled depending on the number of vehicles (20). [12] Method according to any one of the preceding claims, characterized by , that the sensor unit (40) has a first sensor element (42) and a second sensor element, wherein at least the position and / or speed of a vehicle (20) positioned in front of the switch (12) is determined via the first sensor element (42) and at least the position and / or speed of a vehicle (20) positioned on the switch (12) is determined via the second sensor element. [13] Method according to claim 12, characterized by, that a first position and / or first speed of the at least one vehicle (20) determined by the first sensor element (42) is compared with a second position and / or second speed of the at least one vehicle (20) determined by the second sensor element and, depending on the comparison, a number of vehicles (20) is determined and the switch (12) is controlled depending on the number of vehicles (20). [14] Computer program configured to perform a method according to any of the preceding claims. [15] Machine-readable memory containing a computer program according to claim 14. [16] Control unit for controlling a switchable turnout (12) with a machine-readable memory according to claim 15.

Images